Method for controlling heating of a vehicle thermal management system and storage medium

Abstract

A method and storage medium for controlling the heating of a vehicle thermal management system, the vehicle thermal management system including an HVAC subsystem, the method comprising: when the HVAC subsystem operates in heating mode, a controller determines a target temperature for heating the passenger compartment of the vehicle; the controller determines whether the internal temperature of the passenger compartment is lower than the target temperature; when the internal temperature is lower than the desired target temperature, the controller adjusts the opening of the heating-side expansion valve of the HVAC subsystem to a first opening degree and opens the heating-side expansion valve; and when the internal temperature is higher than or equal to the desired target temperature, the controller reduces the RPM of the compressor of the HVAC subsystem. The first opening degree is the opening degree of the heating-side expansion valve at which the heat capacity generated by the heating operation of the HVAC subsystem reaches its maximum heat capacity.

Description

[0001] Cross-citation of related applications

[0002] This application claims priority to Korean Patent Application No. 10-2021-0046142, filed on April 8, 2021, the entire contents of which are incorporated herein by reference for all purposes. Technical Field

[0003] The present invention relates to a method for controlling the heating of a vehicle thermal management system, and more specifically, to a method for controlling the heating of a vehicle thermal management system, which is capable of maintaining the temperature of the passenger compartment at a constant target temperature after the passenger compartment temperature has reached a desired target temperature during the heating process. Background Technology

[0004] With increasing concerns about energy efficiency and environmental issues, there is an urgent need to develop eco-friendly vehicles that can replace internal combustion engine vehicles. These eco-friendly vehicles include electric vehicles powered by fuel cells or electricity, and hybrid vehicles powered by both an engine and a battery system.

[0005] Existing electric and hybrid vehicles already employ air-cooled battery cooling systems that utilize internal cooled air. In recent years, research has been underway on water-cooled battery cooling systems, which use water to cool the battery to extend the all-electric range (AER) to 300 kilometers (200 miles) or longer. Energy density can be increased by employing structures that use heating, ventilation, and air conditioning (HVAC) systems, radiators, and other water-cooled battery technologies. Furthermore, water-cooled battery cooling systems can make battery systems more compact by reducing the gaps between battery cells and improve battery performance and durability by maintaining a uniform temperature between battery cells.

[0006] To implement the aforementioned water-cooled battery cooling system, a vehicle thermal management system is being studied, which integrates a powertrain cooling subsystem for cooling the electric motor and electrical / electronic components, a battery cooling subsystem for cooling the battery, and a heating, ventilation, and air conditioning (HVAC) subsystem for heating or cooling the air in the passenger compartment.

[0007] The HVAC subsystem includes a refrigerant circuit that is fluidly connected to the evaporator, compressor, condenser, and expansion valve located upstream of the evaporator, and the refrigerant can circulate through the refrigerant circuit.

[0008] The powertrain cooling subsystem includes a powertrain coolant circuit that is fluidly connected to electrical / electronic components (motors, inverters, etc.), and the coolant can circulate through this circuit. The coolant circulating through the powertrain coolant circuit can be cooled by a radiator.

[0009] The battery cooling subsystem includes a battery coolant circuit fluidly connected to the battery and a battery cooler, through which coolant can circulate. The battery cooler can be configured to transfer heat between a branch line branching off from the coolant circuit and the battery coolant circuit. In the battery cooler, coolant cooled by the coolant can cool the battery.

[0010] When the HVAC subsystem operates in heating mode to heat the passenger compartment, heated air is delivered from the HVAC subsystem to the passenger compartment, thereby increasing the temperature of the passenger compartment. When the HVAC subsystem is operating in heating mode, the controller can set a target temperature (DTT) for passenger comfort. Once the target temperature is reached through the heating operation of the HVAC subsystem, if the temperature of the passenger compartment exceeds the target temperature, the comfort level of the passenger compartment may be relatively reduced.

[0011] To address this, when the passenger compartment temperature exceeds the target temperature during HVAC subsystem heating operation, the HVAC subsystem compressor can be shut down to lower the passenger compartment temperature. Subsequently, when the passenger compartment temperature falls below the target temperature, the compressor can be restarted to raise the passenger compartment temperature back to the target temperature.

[0012] As described above, according to existing technology, during the heating operation of the HVAC subsystem, the compressor can be repeatedly started and stopped to maintain the passenger compartment temperature at the target temperature. As a result, the passenger compartment temperature may change due to the repeated starting and stopping of the compressor, and noise may be generated, which may reduce passenger compartment comfort.

[0013] The information disclosed in the background section of this invention is only intended to enhance the understanding of the general background of this invention and should not be construed as an admission or in any way implying that such information constitutes prior art known to those skilled in the art. Summary of the Invention

[0014] Various aspects of the present invention relate to providing a method for controlling the heating of a vehicle thermal management system, configured to maintain the temperature of the passenger compartment at a desired target temperature after the passenger compartment temperature has reached a desired target temperature during heating.

[0015] According to various aspects of the present invention, a method for controlling the heating of a vehicle thermal management system including a heating, ventilation and air conditioning (HVAC) subsystem may include: when the HVAC subsystem is operating in a heating mode, a controller determines a target temperature for heating the passenger compartment of the vehicle; the controller determines whether the internal temperature of the passenger compartment is lower than the target temperature; when the internal temperature is lower than the desired target temperature, the controller adjusts the opening of the heating-side expansion valve of the HVAC subsystem to a first opening and opens the heating-side expansion valve; and when the internal temperature is higher than or equal to the desired target temperature, the controller reduces the RPM of the compressor of the HVAC subsystem, wherein the first opening may be the opening of the heating-side expansion valve at which the heat capacity generated by the heating operation of the HVAC subsystem reaches its maximum heat capacity.

[0016] The method may also include increasing the RPM of the compressor of the HVAC subsystem by the controller when the internal temperature is lower than the desired target temperature, while maintaining the first opening of the heating-side expansion valve.

[0017] According to various exemplary embodiments of the present invention, the method may further include, when the compressor's RPM reaches a minimum RPM, the controller increases the opening of the heating-side expansion valve. The method may further include, the controller increasing the opening of the heating-side expansion valve to a second opening greater than the first opening. The method may further include, when the internal temperature equals a desired target temperature, the controller maintains the second opening of the heating-side expansion valve.

[0018] The method may further include, when the compressor's RPM increases to the maximum RPM, the controller moves the air mixing door from the fully heated position to the mixing position. The method may also include, when the compressor's RPM decreases to the minimum RPM, the controller returns the air mixing door from the mixing position to the fully heated position. The fully heated position may be a position where all air heated by the HVAC subsystem is directed into the passenger compartment, and the mixing position may be a position where the interior temperature is reduced to a desired target temperature by lowering the temperature of the air flowing from the HVAC subsystem to the passenger compartment.

[0019] According to various exemplary embodiments of the present invention, the method may further include, when the internal temperature is higher than or equal to the desired target temperature, the controller moves the air mixing door from the fully heated position to the mixing position while reducing the compressor's RPM. The method may also further include, when the compressor's RPM reaches the minimum RPM, the controller holds the air mixing door in the mixing position and maintains the compressor's minimum RPM.

[0020] The methods and apparatus of the present invention have other features and advantages, which will be apparent or set forth in more detail from the accompanying drawings and the following detailed description, which together serve to explain certain principles of the invention. Attached Figure Description

[0021] Figure 1 A vehicle thermal management system according to various exemplary embodiments of the present invention is illustrated;

[0022] Figure 2 The illustration shows a heating, ventilation, and air conditioning (HVAC) housing for a vehicle thermal management system according to various exemplary embodiments of the present invention;

[0023] Figure 3 The illustration shows a heating-side expansion valve applied to a vehicle thermal management system according to various exemplary embodiments of the present invention;

[0024] Figure 4 A flowchart illustrating a method for controlling the heating of a vehicle thermal management system according to various exemplary embodiments of the present invention is shown;

[0025] Figure 5 This indicates that the heating, ventilation, and air conditioning (HVAC) subsystem in the vehicle's thermal management system is responsible for the operation. Figure 4 The graph shows the internal temperature, compressor RPM, air mixing valve position, and heating-side expansion valve opening during the method shown.

[0026] Figure 6 Flowcharts illustrating methods for controlling the heating of a vehicle thermal management system according to various exemplary embodiments of the present invention; and

[0027] Figure 7 This indicates that the heating, ventilation, and air conditioning (HVAC) subsystem in the vehicle's thermal management system is responsible for the operation. Figure 6 The graph shows the internal temperature, compressor RPM, air mixing valve position, and heating-side expansion valve opening during the method shown.

[0028] It is understood that the accompanying drawings are not necessarily to scale and present slightly simplified representations of various features illustrating the basic principles of the invention. Specific design features of the invention disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes, will be determined in part by the specific intended application and environment of use.

[0029] In the accompanying drawings, reference numerals refer to the same or equivalent portions of the invention throughout the various figures. Detailed Implementation

[0030] Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with exemplary embodiments thereof, it will be understood that this description is not intended to limit the invention to those exemplary embodiments. On the other hand, the invention is intended to cover not only the exemplary embodiments thereof, but also various alternatives, modifications, equivalents and other embodiments that may be included within the spirit and scope of the invention as defined in the appended claims.

[0031] In the following, various exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Throughout the drawings, the same reference numerals will be used to denote the same or equivalent elements. Furthermore, detailed descriptions of well-known techniques associated with the present invention will be omitted to avoid unnecessarily obscuring the essential points of the invention.

[0032] For example, the terms first, second, A, B, (a), and (b) can be used to describe elements in exemplary embodiments of the present invention. These terms are used only to distinguish one element from another, and the inherent characteristics, order, or sequence of the corresponding elements are not limited by the terms. Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the various exemplary embodiments of the present invention pertain. Terms defined in general dictionaries should be interpreted as having the same meaning as in the context of the relevant technical field and should not be interpreted as having an ideal or overly formal meaning unless expressly defined as having such a meaning in this application.

[0033] In this specification, heat capacity is defined as the amount of heat supplied to the passenger compartment by the internal condenser of the heating, ventilation and air conditioning (HVAC) subsystem when the HVAC system is operating in heating mode.

[0034] Reference Figure 1 According to various exemplary embodiments of the present invention, a vehicle thermal management system may include a heating, ventilation and air conditioning (HVAC) subsystem 11, which includes: a refrigerant circuit 21 through which refrigerant circulates; a battery cooling subsystem 12, including a battery coolant circuit 22 through which coolant for cooling a battery pack 41 circulates; and a powertrain cooling subsystem 13, including a powertrain coolant circuit 23 through which coolant for cooling an electric motor 51 and electrical / electronic components 52 of the powertrain circulates.

[0035] HVAC subsystem 11 can be configured to use refrigerant circulating in refrigerant circuit 21 to heat or cool air in the vehicle passenger compartment. Refrigerant circuit 21 can be fluidly connected to evaporator (EVAP) 31, compressor 32, internal condenser 33, heating-side expansion valve 16, water-cooled heat exchanger 70, external heat exchanger 35, and cooling-side expansion valve 15. Figure 1 In the process, the refrigerant can pass through the refrigerant circuit 21 in sequence through the compressor 32, the internal condenser 33, the heating-side expansion valve 16, the water-cooled heat exchanger 70, the external heat exchanger 35, the cooling-side expansion valve 15, and the evaporator 31.

[0036] Evaporator 31 can be configured to evaporate refrigerant received from cooling-side expansion valve 15. That is, the refrigerant expanded by cooling-side expansion valve 15 can be evaporated by absorbing heat from the air in evaporator 31. During cooling operation of HVAC subsystem 11, evaporator 31 can be configured to cool the air directed to the passenger compartment using refrigerant cooled by external heat exchanger 35 and expanded by cooling-side expansion valve 15.

[0037] The compressor 32 can be configured to compress the refrigerant received from the evaporator 31 and / or the battery cooler 37. According to various exemplary embodiments of the invention, the compressor 32 can be an electrically driven compressor.

[0038] The internal condenser 33 can be configured to condense the refrigerant received from the compressor 32 via pipe 21a, and correspondingly, the air passing through the internal condenser 33 can be heated by the internal condenser 33. As the air heated by the internal condenser 33 is guided into the passenger compartment, the passenger compartment can be heated.

[0039] An external heat exchanger 35 may be positioned adjacent to the vehicle's front bumper. Since the external heat exchanger 35 is exposed to the outside, heat can be transferred between the external heat exchanger 35 and the ambient air. During cooling operation of the HVAC subsystem 11, the external heat exchanger 35 may be configured to condense the refrigerant received from the internal condenser 33. That is, the external heat exchanger 35 is configured as an external condenser that condenses the refrigerant by transferring heat to the ambient air during cooling operation of the HVAC subsystem 11. During heating operation of the HVAC subsystem 11, the external heat exchanger 35 may be configured to evaporate the refrigerant received from the water-cooled heat exchanger 70. That is, the external heat exchanger 35 is configured as an external evaporator that evaporates the refrigerant by absorbing heat from the ambient air during heating operation of the HVAC subsystem 11. The external heat exchanger 35 may exchange heat with ambient air forced out by the cooling fan 75, thereby further increasing the heat transfer rate between the external heat exchanger 35 and the ambient air.

[0040] The water-cooled heat exchanger 70 can transfer heat between the refrigerant circuit 21 of the HVAC subsystem 11, the battery coolant circuit 22 of the battery cooling subsystem 12, and the powertrain coolant circuit 23 of the powertrain cooling subsystem 13. The water-cooled heat exchanger 70 can be arranged between the internal condenser 33 and the external heat exchanger 35 in the refrigerant circuit 21. The water-cooled heat exchanger 70 may include a first channel 71 fluidly connected to the powertrain coolant circuit 23, a second channel 72 fluidly connected to the battery coolant circuit 22, and a third channel 73 fluidly connected to the refrigerant circuit 21.

[0041] During heating operation of HVAC subsystem 11, water-cooled heat exchanger 70 can be configured to use heat transferred from power system cooling subsystem 13 to evaporate refrigerant received from internal condenser 33. That is, during heating operation of HVAC subsystem 11, water-cooled heat exchanger 70 is configured as an evaporator that evaporates refrigerant by recovering waste heat from motor 51 and electrical / electronic components 52 of power system cooling subsystem 13.

[0042] During cooling operation of HVAC subsystem 11, water-cooled heat exchanger 70 can be configured to condense refrigerant received from internal condenser 33. Water-cooled heat exchanger 70 is configured as a condenser that cools the refrigerant to condense it by using battery coolant circulating in battery coolant circuit 22 of battery cooling subsystem 12 and power system coolant circulating in power system coolant circuit 23 of power system cooling subsystem 13.

[0043] The heating-side expansion valve 16 can be located upstream of the water-cooled heat exchanger 70 in the refrigerant circuit 21. The heating-side expansion valve 16 can be arranged between the internal condenser 33 and the water-cooled heat exchanger 70. During heating operation of the HVAC subsystem 11, the heating-side expansion valve 16 can regulate the flow rate and direction of the refrigerant toward the water-cooled heat exchanger 70. The heating-side expansion valve 16 can be configured to expand the refrigerant received from the internal condenser 33 during heating operation of the HVAC subsystem 11.

[0044] According to various exemplary embodiments of the present invention, the heating-side expansion valve 16 may be an electronic expansion valve (EXV) having a drive motor 16a. The drive motor 16a may have a shaft movable to open or close an orifice defined in the valve body of the heating-side expansion valve 16, and the position of this shaft may change according to the rotation direction, degree of rotation, etc., of the drive motor 16a, and thus the opening degree of the heating-side expansion valve 16 relative to the orifice may be changed. The controller 100 may control the operation of the drive motor 16a. The heating-side expansion valve 16 may be a fully open EXV.

[0045] The opening degree of the heating-side expansion valve 16 can be changed by the controller 100. As the opening degree of the heating-side expansion valve 16 changes, the flow rate of refrigerant toward the third channel 73 can also change. During heating operation of the HVAC subsystem 11, the heating-side expansion valve 16 can be controlled by the controller 100.

[0046] Figure 3 An example of the heating-side expansion valve 16 is shown. (See reference...) Figure 3 The heating-side expansion valve 16 may include a valve body 91 having an inlet 91a and an outlet 91b, a valve shaft 92 movably mounted in the valve body 91, a valve needle 93 disposed on the bottom end portion of the valve shaft 92, and a valve seat 94 having a hole 94a.

[0047] The valve body 91 may have a defined receiving space therein, and the valve shaft 92, valve needle 93 and valve seat 94 may be received in the space of the valve body 91. A nut 95 having an internal thread 95a may be received in the space of the valve body 91, and the nut 95 may be fixed to the inner surface of the valve body 91.

[0048] The valve shaft 92 may include a permanent magnet 96 disposed on its top portion and an external thread 92a disposed on its central portion. The permanent magnet 96 may be rotated by a drive motor 16a. According to various exemplary embodiments of the invention, the drive motor 16a may be a stepper motor having a plurality of stator coils 97. The external thread 92a may thread-engage with the internal thread 95a of the nut 95. When the permanent magnet 96 is rotated by the drive motor 16a, the valve shaft 92 may rotate together with the permanent magnet 96. When the valve shaft 92 rotates, the external thread 92a of the valve shaft 92 may move along the internal thread 95a of the nut 95, so that the valve shaft 92 may move along its axis within the receiving space of the valve body 91. That is, the valve shaft 92 may move along its axis via the drive motor 16a, the external thread 92a, and the internal thread 95a.

[0049] The axis of the valve needle 93 can be aligned with the axis of the bore 94a of the valve seat 94, and the valve seat 94 can be disposed on the bottom portion of the valve body 91. The edge portion of the bore 94a can be tapered, and correspondingly, the outer surface of the valve needle 93 can be tapered. As the valve shaft 92 moves axially, the valve needle 93 can block or open the bore 94a of the valve seat 94. As the position of the valve shaft 92 is adjusted, the position of the valve needle 93 can change, and correspondingly, the opening of the bore 94a of the valve seat 94 can change. For example, when the valve shaft 92 and the valve needle 93 move away from the bore 94a of the valve seat 94, the opening of the bore 94a of the valve seat 94 can relatively increase. When the valve shaft 92 and the valve needle 93 move closer to the bore 94a of the valve seat 94, the opening of the bore 94a of the valve seat 94 can relatively decrease.

[0050] The cooling-side expansion valve 15 can be arranged between the external heat exchanger 35 and the evaporator 31 in the refrigerant circuit 21. Since the cooling-side expansion valve 15 is located upstream of the evaporator 31, the flow rate and direction of the refrigerant toward the evaporator 31 can be regulated. During cooling operation of the HVAC subsystem 11, the cooling-side expansion valve 15 can be configured to expand the refrigerant received from the external heat exchanger 35.

[0051] According to various exemplary embodiments of the present invention, the cooling-side expansion valve 15 may be a thermal expansion valve (TXV) that detects the temperature and / or pressure of the refrigerant and regulates the opening of the cooling-side expansion valve 15. The cooling-side expansion valve 15 may be a TXV having a shut-off valve 15a that selectively prevents refrigerant flow toward the internal passage of the cooling-side expansion valve 15, and the shut-off valve 15a may be a solenoid valve. The shut-off valve 15a may be opened or closed by a controller 100 to prevent or not prevent the flow of refrigerant toward the cooling-side expansion valve 15. With the shut-off valve 15a open, refrigerant flow into the cooling-side expansion valve 15 may be allowed, and with the shut-off valve 15a closed, refrigerant flow into the cooling-side expansion valve 15 may be prevented. According to various exemplary embodiments of the present invention, the shut-off valve 15a may be installed inside the valve body of the cooling-side expansion valve 15 to open or close the internal passage of the cooling-side expansion valve 15. According to another exemplary embodiment of the present invention, the shut-off valve 15a may be located upstream of the cooling-side expansion valve 15, selectively opening or closing the inlet of the cooling-side expansion valve 15.

[0052] When shut-off valve 15a is closed, the cooling-side expansion valve 15 may be blocked, so refrigerant may only be directed to the battery cooler 37 and not flow into the cooling-side expansion valve 15 and the evaporator 31. That is, when the shut-off valve 15a of the cooling-side expansion valve 15 is closed, the cooling operation of the HVAC subsystem 11 may not be performed, but only the battery cooler 37 may be cooled, or the heating operation of the HVAC subsystem 11 may be performed. When shut-off valve 15a is open, refrigerant can be directed to the cooling-side expansion valve 15 and the evaporator 31. That is, when the shut-off valve 15a of the cooling-side expansion valve 15 is open, the cooling operation of the HVAC subsystem 11 can be performed.

[0053] HVAC subsystem 11 may include a heating, ventilation, and air conditioning (HVAC) housing 30 having an inlet and an outlet, and the HVAC housing 30 may be configured to direct air into the passenger compartment of the vehicle. An evaporator 31 and an internal condenser 33 may be located within the HVAC housing 30. An air mixing door 34a may be arranged between the evaporator 31 and the internal condenser 33, and a positive temperature coefficient (PTC) heater 34b may be located downstream of the internal condenser 33.

[0054] Reference Figure 2Air mixing door 34a can direct all air to the fully heated position WP of the internal condenser 33 (see Figure 2 (solid line in the middle), where all air is prevented from being directed to the fully cooled position CP of the internal condenser 33 (see solid line in the middle). Figure 2 (dashed line in the text), and the mixing position MP in which only a portion of the air is directed to the internal condenser 33 (see...) Figure 2 The air mixing door 34a moves between the dashed lines in the diagram. When the air mixing door 34a is in the fully heated position WP, all the air guided into the HVAC housing 30 through the inlet can pass through the evaporator 31 and be guided to the internal condenser 33, and thus the air heated by the internal condenser 33 can be guided into the passenger compartment, thereby fully heating the passenger compartment. That is, when the air mixing door 34a is in the fully heated position WP, the HVAC subsystem 11 can operate in the fully heated mode. When the air mixing door 34a is in the fully cooled position CP, all the air guided into the HVAC housing 30 through the inlet can pass through the evaporator 31 and be directly guided into the passenger compartment by bypassing the internal condenser 33, and thus the air cooled by the evaporator 31 can be guided into the passenger compartment, thereby fully cooling the passenger compartment. That is, when the air mixing door 34a is in the fully cooled position CP, the HVAC subsystem 11 can operate in the fully cooled mode. When the air mixing door 34a is in the mixing position MP, all the air guided into the HVAC housing 30 through the inlet can pass through the evaporator 31, then a portion of the air can pass through the internal condenser 33, and the remainder can bypass the internal condenser 33, thus allowing the air cooled by the evaporator 31 and heated by the internal condenser 33 to mix. Therefore, the temperature of the air guided into the passenger compartment can be appropriately reduced. When the mixed air is guided into the passenger compartment, the temperature of the passenger compartment can be adjusted to an appropriate temperature between a full cooling mode and a full heating mode. That is, when the air mixing door 34a is in the mixing position MP, the HVAC subsystem 11 can operate in the mixing mode.

[0055] HVAC subsystem 11 may also include an accumulator 38 disposed between evaporator 31 and compressor 32 in refrigerant circuit 21, and the accumulator 38 may be located downstream of evaporator 31. Accumulator 38 can separate liquid refrigerant from refrigerant received from evaporator 31, preventing liquid refrigerant from being directed to compressor 32.

[0056] HVAC subsystem 11 may also include a branch pipe 36 branching from refrigerant circuit 21. Branch pipe 36 may branch from an upstream point of cooling-side expansion valve 15 in refrigerant circuit 21 and connect to compressor 32. Battery cooler 37 may be fluidly connected to branch pipe 36, and battery cooler 37 may be configured to transfer heat between branch pipe 36 and battery coolant circuit 22, as described below. That is, battery cooler 37 may transfer heat between the refrigerant circulating in HVAC subsystem 11 and the coolant circulating in battery cooling subsystem 12.

[0057] The battery cooler 37 may include a first channel 37a fluidly connected to a branch pipe 36 and a second channel 37b fluidly connected to a battery coolant circuit 22. The first channel 37a and the second channel 37b may be adjacent or in contact with each other within the battery cooler 37, and the first channel 37a may be fluidly separated from the second channel 37b. Therefore, the battery cooler 37 can transfer heat between the coolant passing through the second channel 37b and the refrigerant passing through the first channel 37a. The branch pipe 36 may be fluidly connected to an accumulator 38, and the refrigerant passing through the branch pipe 36 may be contained within the accumulator 38.

[0058] The cooler-side expansion valve 17 can be located upstream of the battery cooler 37 in the branch pipe 36. The cooler-side expansion valve 17 can regulate the flow direction, flow rate, etc. of the refrigerant toward the battery cooler 37, and the cooler-side expansion valve 17 can be configured to expand the refrigerant received from the external heat exchanger 35.

[0059] According to various exemplary embodiments of the present invention, the cooler-side expansion valve 17 may be an electronic expansion valve (EXV) having a drive motor 17a. The drive motor 17a may have a shaft movable to open or close a hole defined in the valve body of the cooler-side expansion valve 17, and the position of the shaft may change according to the rotation direction, degree of rotation, etc., of the drive motor 17a, and thus the opening degree of the cooler-side expansion valve 17 may be changed. That is, the controller 100 may control the operation of the drive motor 17a, thereby changing the opening degree of the cooler-side expansion valve 17. The cooler-side expansion valve 17 may be a fully open EXV. The cooler-side expansion valve 17 may have a... Figure 3 The heating-side expansion valve 16 shown has the same or similar structure.

[0060] As the opening degree of the cooler-side expansion valve 17 changes, the refrigerant flow rate toward the battery cooler 37 can vary. For example, when the opening degree of the cooler-side expansion valve 17 is greater than a reference opening degree, the refrigerant flow rate toward the battery cooler 37 can be increased compared to the reference flow rate. In this context, when the opening degree of the cooler-side expansion valve 17 is less than the reference opening degree, the refrigerant flow rate toward the battery cooler 37 can be similar to or less than the reference flow rate. Here, the reference opening degree can be the opening degree of the cooler-side expansion valve 17 used to maintain the target evaporator temperature, and the reference flow rate can be the refrigerant flow rate toward the battery cooler 37 when the cooler-side expansion valve 17 is opened to the reference opening degree. In other words, when the cooler-side expansion valve 17 is opened to the reference opening degree, the refrigerant can be directed toward the battery cooler 37 at a corresponding reference flow rate.

[0061] By adjusting the opening of the cooler-side expansion valve 17 by the controller 100, the flow rate of refrigerant toward the battery cooler 37 can be changed, and therefore the flow rate of refrigerant toward the evaporator 31 can also be changed. By adjusting the opening of the cooler-side expansion valve 17, refrigerant can be distributed to the evaporator 31 and the battery cooler 37 at a predetermined rate, and thus the cooling of the HVAC subsystem 11 and the cooling of the battery cooler 37 can be performed simultaneously or selectively.

[0062] HVAC subsystem 11 may also include a refrigerant bypass pipe 39 connecting the downstream point of the third channel 73 of the water-cooled heat exchanger 70 and the branch pipe 36. The inlet of the refrigerant bypass pipe 39 may be connected to the downstream point of the water-cooled heat exchanger 70, and the outlet of the refrigerant bypass pipe 39 may be connected to the branch pipe 36. The inlet of the refrigerant bypass pipe 39 may be connected to the point between the water-cooled heat exchanger 70 and the external heat exchanger 35, and the outlet of the refrigerant bypass pipe 39 may be connected to the point between the battery cooler 37 and the compressor 32 in the branch pipe 36. A first three-way valve 61 may be arranged at the connection between the inlet of the refrigerant bypass pipe 39 and the refrigerant circuit 21. The first three-way valve 61 may be arranged between the external heat exchanger 35 and the water-cooled heat exchanger 70 in the refrigerant circuit 21. When the first three-way valve 61 switches to open the inlet of the refrigerant bypass pipe 39, the refrigerant passing through the third channel 73 of the water-cooled heat exchanger 70 can be guided to the compressor 32 through the refrigerant bypass pipe 39 and the accumulator 38. That is, when the inlet of the refrigerant bypass pipe 39 is opened by switching the first three-way valve 61, the refrigerant can bypass the external heat exchanger 35. When the first three-way valve 61 switches to close the inlet of the refrigerant bypass pipe 39, the refrigerant passing through the third channel 73 of the water-cooled heat exchanger 70 may not pass through the refrigerant bypass pipe 39 and may be guided to the external heat exchanger 35. That is, when the inlet of the refrigerant bypass pipe 39 is closed by switching the first three-way valve 61, the refrigerant can pass through the external heat exchanger 35.

[0063] The controller 100 can control the corresponding operations of the shut-off valve 15a of the cooling-side expansion valve 15, the heating-side expansion valve 16, the cooler-side expansion valve 17, the compressor 32, etc., so that the overall operation of the HVAC subsystem 11 can be controlled by the controller 100. According to various exemplary embodiments of the present invention, the controller 100 can be a fully automatic temperature control (FATC) system.

[0064] When the HVAC subsystem 11 is operating in cooling mode, the shut-off valve 15a of the cooling-side expansion valve 15 can be opened, and the refrigerant can circulate sequentially through the compressor 32, the internal condenser 33, the heating-side expansion valve 16, the third channel 73 of the water-cooled heat exchanger 70, the external heat exchanger 35, the cooling-side expansion valve 15, and the evaporator 31.

[0065] When HVAC subsystem 11 operates in heating mode, the shut-off valve 15a of the cooling-side expansion valve 15 can be closed, and the refrigerant can circulate sequentially through the compressor 32, internal condenser 33, heating-side expansion valve 16, third channel 73 of water-cooled heat exchanger 70, external heat exchanger 35, cooler-side expansion valve 17, first channel 37a of battery cooler 37, and compressor 32. During heating operation of HVAC subsystem 11, when the shut-off valve 15a of the cooling-side expansion valve 15 is closed and the inlet of the refrigerant bypass pipe 39 is opened by switching the first three-way valve 61, the refrigerant can circulate sequentially through the compressor 32, internal condenser 33, heating-side expansion valve 16, third channel 73 of water-cooled heat exchanger 70, and compressor 32.

[0066] The battery cooling subsystem 12 can be configured to cool the battery pack 41 using coolant circulating in the battery coolant circuit 22. The battery coolant circuit 22 is fluidly connected to the battery pack 41, heater 42, battery cooler 37, second circulation pump 45, battery radiator (LTR) 43, reservoir 48, and first circulation pump 44. Figure 1 In the process, the coolant can pass through the battery pack 41, heater 42, battery cooler 37, second circulation pump 45, battery radiator 43, storage tank 48, water-cooled heat exchanger 70 and first circulation pump 44 in sequence through the battery coolant circuit 22.

[0067] The battery pack 41 may have a coolant channel through which coolant flows inside or outside the battery pack 41, and the battery coolant circuit 22 may be fluidly connected to the coolant channel of the battery pack 41.

[0068] Heater 42 may be arranged between battery cooler 37 and battery pack 41, and heater 42 may heat the coolant circulating through battery coolant circuit 22, thereby raising the temperature of the coolant. According to various exemplary embodiments of the present invention, heater 42 may be a water heater that heats the coolant by exchanging heat with a high-temperature fluid. According to another exemplary embodiment of the present invention, heater 42 may be an electric heater.

[0069] The battery radiator 43 can be located near the front bumper of the vehicle, and the battery radiator 43 can be cooled by ambient air forced out by the cooling fan 75. The battery radiator 43 can be adjacent to the external heat exchanger 35.

[0070] The first circulation pump 44 can allow coolant to circulate through at least a portion of the battery coolant circuit 22, and the second battery pump 45 can allow coolant to circulate through at least a portion of the battery coolant circuit 22.

[0071] The first circulation pump 44 can be located upstream of the battery pack 41 in the battery coolant circuit 22. The first circulation pump 44 can forcefully pump battery coolant into the battery pack 41 to allow battery coolant to pass through the battery pack 41.

[0072] The second circulation pump 45 can be located upstream of the battery radiator 43 in the battery coolant circuit 22. The second circulation pump 45 can force coolant into the inlet of the battery radiator 43 to allow coolant to pass through the battery radiator 43.

[0073] The first circulation pump 44 and the second circulation pump 45 can be operated individually and selectively according to the heating and charging status of the battery pack 41, the operating status of the HVAC subsystem 11, etc.

[0074] The liquid storage tank 48 can be arranged between the outlet of the battery radiator 43 and the inlet of the first circulation pump 44.

[0075] The battery cooling subsystem 12 may also include a first battery bypass conduit 46 that allows coolant to bypass the battery radiator 43. The first battery bypass conduit 46 may be directly connected to the upstream point and the downstream point of the battery radiator 43 in the battery coolant circuit 22.

[0076] The inlet of the first battery bypass pipe 46 can be connected to the point between the inlets of the battery cooler 37 and the battery radiator 43 in the battery coolant circuit 22. The inlet of the first battery bypass pipe 46 can also be connected to the point between the inlet of the battery cooler 37 and the inlet of the second circulation pump 45 in the battery coolant circuit 22.

[0077] The outlet of the first battery bypass pipe 46 can be connected to the point between the outlets of the battery cooler 37 and the battery radiator 43 in the battery coolant circuit 22. The outlet of the first battery bypass pipe 46 can also be connected to the point between the inlet of the first circulation pump 44 and the outlet of the reservoir 48 in the battery coolant circuit 22.

[0078] As the coolant flows from the downstream side of the battery cooler 37 to the upstream side of the first circulation pump 44 through the first battery bypass pipe 46, the coolant can bypass the second circulation pump 45, the battery radiator 43, the reservoir 48 and the water-cooled heat exchanger 70. Therefore, the coolant passing through the first battery bypass pipe 46 can be circulated sequentially through the battery pack 41, the heater 42 and the battery cooler 37 by the first circulation pump 44.

[0079] The battery cooling subsystem 12 may also include a second battery bypass conduit 47 that allows coolant to bypass the battery pack 41, heater 42, and battery cooler 37. The second battery bypass conduit 47 may be directly connected to the downstream point of the battery cooler 37 in the battery coolant circuit 22 and the upstream point of the battery pack 41.

[0080] The inlet of the second battery bypass pipe 47 can be connected to the point between the outlet of the first battery bypass pipe 46 in the battery coolant circuit 22 and the outlet of the battery radiator 43. The inlet of the second battery bypass pipe 47 can be connected to the point between the outlet of the first battery bypass pipe 46 in the battery coolant circuit 22 and the outlet of the reservoir 48.

[0081] The outlet of the second battery bypass pipe 47 can be connected to the point between the inlet of the first battery bypass pipe 46 and the inlet of the battery radiator 43 in the battery coolant circuit 22. The outlet of the second battery bypass pipe 47 can also be connected to the point between the inlet of the first battery bypass pipe 46 and the inlet of the second circulation pump 45 in the battery coolant circuit 22. As the coolant flows from the downstream side of the battery radiator 43 to the upstream side of the second circulation pump 45 through the second battery bypass pipe 47, the coolant can bypass the battery pack 41, heater 42, and battery cooler 37. Therefore, the coolant passing through the second battery bypass pipe 47 can be circulated sequentially through the battery radiator 43, the reservoir 48, and the water-cooled heat exchanger 70 by the second circulation pump 45.

[0082] The first battery bypass pipe 46 and the second battery bypass pipe 47 can be parallel to each other.

[0083] The battery cooling subsystem 12 may also include a second three-way valve 62 disposed at the inlet of the first battery bypass pipe 46. That is, the second three-way valve 62 may be disposed at the junction between the inlet of the first battery bypass pipe 46 and the battery coolant circuit 22. When the second three-way valve 62 switches to open the inlet of the first battery bypass pipe 46, a portion of the coolant (from the battery cooler 37) can pass through the first battery bypass pipe 46 so that it can bypass the battery radiator 43, and the remaining coolant (from the battery radiator 43) can pass through the second battery bypass pipe 47 so that it can bypass the battery pack 41, the heater 42, and the battery cooler 37. In other words, when the inlet of the first battery bypass pipe 46 is opened by switching the second three-way valve 62, the second three-way valve 62, the first battery bypass pipe 46, and the second battery bypass pipe 47 separate the battery coolant circuit 22 into two independent circulation loops that are fluidly separated from each other. The coolant passing through the first battery bypass pipe 46 can bypass the second circulation pump 45, battery radiator 43, reservoir 48, and water-cooled heat exchanger 70, and circulate sequentially through the battery pack 41, heater 42, and battery cooler 37 via the first circulation pump 44. The coolant passing through the second battery bypass pipe 47 can bypass the first circulation pump 44, battery pack 41, heater 42, and battery cooler 37, and circulate sequentially through the battery radiator 43, reservoir 48, and water-cooled heat exchanger 70 via the second circulation pump 45.

[0084] When the second three-way valve 62 switches to close the inlet of the first battery bypass pipe 46, the coolant may not pass through the first battery bypass pipe 46. That is, when the inlet of the first battery bypass pipe 46 is closed by switching the second three-way valve 62, the coolant can circulate through the battery coolant circuit 22.

[0085] The battery cooling subsystem 12 can be controlled by the battery management system (BMS) 110. The BMS 110 can monitor the status of the battery pack 41 and perform cooling of the battery pack 41 when its temperature is higher than or equal to a predetermined temperature. The BMS 110 can send commands for cooling the battery pack 41 to the controller 100, and accordingly, the controller 100 can control the compressor 32 to start and control the opening of the cooler-side expansion valve 17. When the operation of the HVAC subsystem 11 is not required during the cooling operation of the battery pack 41, the controller 100 can control the cooling-side expansion valve 15 to close. Furthermore, the BMS 110 can control the operation of the first circulation pump 44 and the switching of the second three-way valve 62 as needed, allowing coolant to bypass the battery radiator 43 and circulate through the battery pack 41 and the battery cooler 37.

[0086] The powertrain cooling subsystem 13 can be configured to cool the electric motor 51 and the powertrain's electrical / electronic components 52 using coolant circulating through the powertrain coolant circuit 23. The powertrain coolant circuit 23 can be fluidly connected to the electric motor 51, the powertrain radiator (HTR) 53, the reservoir 56, the third circulation pump 54, and the electrical / electronic components 52. Figure 1 In the process, the coolant can pass through the power system coolant circuit 23 in sequence through the motor 51, the power system radiator 53, the liquid reservoir 56, the third circulation pump 54, and the electrical / electronic components 52.

[0087] The motor 51 may have a coolant passage through which coolant passes inside or outside the motor 51, and the power system coolant circuit 23 may be fluidly connected to the coolant passage of the motor 51.

[0088] Electrical / electronic component 52 may be one or more electrical / electronic components associated with the drive of motor 51, such as an inverter, on-board charger (OBC), and low DC-DC converter (LDC). Electrical / electronic component 52 may have a coolant passage through which coolant flows inside or outside of electrical / electronic component 52, and powertrain coolant circuit 23 may be fluidly connected to the coolant passage of electrical / electronic component 52.

[0089] The powertrain radiator 53 can be located near the front bumper of the vehicle, and the powertrain radiator 53 can be cooled by ambient air forced out by the cooling fan 75. The external heat exchanger 35, the battery radiator 43, and the powertrain radiator 53 can be arranged adjacent to each other at the front of the vehicle, and the cooling fan 75 can be arranged behind the external heat exchanger 35, the battery radiator 43, and the powertrain radiator 53.

[0090] The third circulation pump 54 can be located upstream of the motor 51 and the electrical / electronic components 52, and the third circulation pump 54 can allow the coolant to circulate in the power system coolant circuit 23.

[0091] The powertrain cooling subsystem 13 may also include a powertrain bypass pipe 55 that allows coolant to bypass the powertrain radiator 53. The powertrain bypass pipe 55 may be directly connected to the upstream point of the powertrain radiator 53 and the downstream point of the powertrain radiator 53 in the powertrain coolant circuit 23, so that coolant from the outlet of the motor 51 can pass through the powertrain bypass pipe 55 toward the inlet of the third circulation pump 54, and thus the coolant can bypass the powertrain radiator 53.

[0092] The inlet of the powertrain bypass pipe 55 can be connected to the point between the motor 51 and the powertrain radiator 53 in the powertrain coolant circuit 23. The outlet of the powertrain bypass pipe 55 can be connected to the point between the reservoir 56 and the electrical / electronic component 52 in the powertrain coolant circuit 23. The outlet of the powertrain bypass pipe 55 can be connected to the point between the reservoir 56 and the inlet of the third circulation pump 54 in the powertrain coolant circuit 23.

[0093] The powertrain cooling subsystem 13 may also include a third three-way valve 63 located at the outlet of the powertrain bypass pipe 55. By switching the third three-way valve 63, the coolant can bypass the powertrain radiator 53 through the powertrain bypass pipe 55, and the coolant can pass sequentially through the electric motor 51, the third circulation pump 54, and the electrical / electronic components 52.

[0094] The reservoir 56 can be located downstream of the powertrain radiator 53. The reservoir 56 can be arranged between the powertrain radiator 53 and the third three-way valve 63 in the powertrain coolant circuit 23.

[0095] In the power system cooling subsystem 13, the switching of the third three-way valve 63 and the operation of the third circulation pump 54 can be controlled by the controller 100.

[0096] A vehicle thermal management system according to various exemplary embodiments of the present invention may include an internal temperature sensor 81 for measuring the interior temperature of the passenger compartment, an external temperature sensor or ambient temperature sensor 82 for measuring the ambient temperature of the vehicle, and a solar radiation sensor 83 for measuring the amount of solar radiation transmitted to the vehicle.

[0097] An internal temperature sensor 81 can be positioned within the passenger compartment to measure the internal temperature in real time. The internal temperature measured by the internal temperature sensor 81 can be used for optimal control of the HVAC subsystem 11.

[0098] An ambient temperature sensor 81 can be positioned near the front bumper of the vehicle to measure the vehicle's ambient temperature, and the ambient temperature measured by the ambient temperature sensor 82 can be used for optimal control of the HVAC subsystem 11.

[0099] The solar radiation sensor 83 can be mounted on the windshield or roof of the vehicle to measure the amount of solar radiation delivered to the vehicle. The amount of solar radiation measured by the solar radiation sensor 83 can be used for optimal control of the HVAC subsystem 11.

[0100] The controller 100 can use internal temperature sensor 81, ambient temperature sensor 82, solar radiation sensor 83, humidity sensor, high pressure side sensor, low pressure side sensor, evaporator temperature sensor, etc., to appropriately control the operation of HVAC subsystem 11, battery cooling subsystem 12 and power system cooling subsystem 13.

[0101] Figure 4 A flowchart illustrating a method for controlling the heating of a vehicle thermal management system according to various exemplary embodiments of the present invention is shown.

[0102] The controller 100 can determine whether the HVAC subsystem 11 is operating in heating mode (S1). When the HVAC subsystem 11 is operating in heating mode, the controller 100 can move the air mixing door 34a to the fully heated position WP, so that air heated by the internal condenser 33 can be guided into the passenger compartment. The opening degree of the heating-side expansion valve 16 can be adjusted by operating the drive motor 16a of the heating-side expansion valve 16 by the controller 100.

[0103] When it is determined that the HVAC subsystem 11 is operating in heating mode, the controller 100 can determine the desired target temperature DTT (S2) for heating the passenger compartment. The controller 100 can determine the desired target temperature DTT using the interior temperature measured by the interior temperature sensor 81, the ambient temperature measured by the ambient temperature sensor 82, the amount of solar radiation measured by the solar radiation sensor 83, the heating temperature set by the user (occupant), etc. The desired target temperature DTT can be inversely proportional to the interior temperature, ambient temperature, and amount of solar radiation, and directly proportional to the set heating temperature. The desired target temperature DTT can be determined in various ways based on internal and / or external conditions, vehicle driving conditions, user settings, etc. For occupant comfort, information from various sensors can be used to determine the desired target temperature DTT.

[0104] For example, since vehicles parked overnight in winter have relatively very low temperatures in the passenger compartment, controller 100 can determine the desired target temperature DTT by setting it above the occupant's set temperature. Furthermore, when the HVAC subsystem 11 operates in heating mode for extended periods, controller 100 can determine the desired target temperature DTT by setting it below the desired target temperature DTT during the initial heating phase of the HVAC subsystem 11. Additionally, when solar radiation is relatively high under similar or identical conditions, such as internal and / or external vehicle conditions and driving conditions, controller 100 can determine the desired target temperature DTT by relatively lowering it.

[0105] When the HVAC subsystem 11 is operating in heating mode, the controller 100 can determine whether the internal temperature T measured by the internal temperature sensor 81 is lower than the expected target temperature DTT (S3).

[0106] When the internal temperature T is determined to be lower than the desired target temperature DTT, the opening OP of the heating-side expansion valve 16 can be adjusted to the first opening OP1 (S4). (Refer to...) Figure 3 When the controller 100 controls the drive motor 16a to move the valve needle 93 to the first position P1, the heating-side expansion valve 16 can open to the first opening degree OP1. The first opening degree OP1 can be the opening degree of the heating-side expansion valve 16 when the heat capacity per RPM of the compressor 32 generated by the heating operation of the HVAC subsystem 11 reaches the maximum heat capacity. That is, when the heating-side expansion valve 16 is opened to the first opening degree OP1, the temperature of the internal condenser 33 of the HVAC subsystem 11 may reach its highest temperature.

[0107] After the heating-side expansion valve 16 opens to the first opening degree OP1, the controller 100 can increase the RPM (S5) of the compressor 32 while maintaining the first opening degree OP1 of the heating-side expansion valve 16. (See reference...) Figure 5 In part A, as the RPM of compressor 32 increases, the internal temperature may increase. The internal temperature may exceed the desired target temperature DDT. After the RPM of compressor 32 increases, the method can return to S1.

[0108] When it is determined in S3 that the internal temperature T is higher than or equal to the desired target temperature DTT (i.e., the internal temperature reaches the desired target temperature DTT), the controller 100 may reduce the RPM of the compressor 32 (S6). See reference. Figure 5 In part B, as the RPM of compressor 32 gradually decreases, the internal temperature may decrease. The internal temperature may decrease to the desired target temperature DDT.

[0109] After reducing the RPM of compressor 32, controller 100 can determine whether the RPM of compressor 32 has reached the minimum RPM (S7). The minimum RPM can be the RPM that keeps the flow rate of refrigerant circulating through refrigerant circuit 21 of HVAC subsystem 11 at a minimum.

[0110] Meanwhile, even when compressor 32 operates at minimum RPM, HVAC subsystem 11 can continue to operate, and correspondingly, the interior temperature may exceed the desired target temperature DTT over time. When the interior temperature exceeds the desired target temperature DTT, passenger compartment comfort may be relatively reduced. Taking this into account, when compressor 32 operates at minimum RPM, it may be necessary to relatively reduce the heat capacity generated by the heating operation of HVAC subsystem 11. Therefore, controller 100 can control HVAC subsystem 11 to relatively reduce the heat capacity generated by the heating operation of HVAC subsystem 11 while maintaining compressor 32 at minimum RPM.

[0111] When it is determined in S7 that the compressor 32's RPM has reached the minimum RPM, the controller 100 can increase the opening OP of the heating-side expansion valve 16 (S8). When the compressor 32 operates at the minimum RPM, the controller 100 can control the drive motor 16a of the heating-side expansion valve 16 to increase the opening OP of the heating-side expansion valve 16 to a second opening OP2 greater than the first opening OP1. The second opening OP2 can be the opening degree of the heating-side expansion valve 16, which, by means of this opening degree, prevents the internal temperature of the HVAC subsystem 11 from exceeding the desired target temperature DDT. The second opening OP2 can be the opening degree of the heating-side expansion valve 16 at which the heat capacity per RPM of the compressor 32 generated by the heating operation of the HVAC subsystem 11 reaches the minimum heat capacity, thus preventing the internal temperature from excessively exceeding the desired target temperature DDT. For example, when the compressor 32 operates at the minimum RPM and the heating-side expansion valve 16 is opened to the second opening OP2, the internal temperature can increase within an allowable range around the desired target temperature DDT. The allowable range can vary depending on the desired target temperature DDT, etc. For example, the permissible range can vary between 0.5°C and 1.5°C.

[0112] Reference Figure 3 When the controller 100 controls the drive motor 16a to move the valve needle 93 to the second position P2, the heating-side expansion valve 16 can open to the second opening degree OP2. When the heating-side expansion valve 16 is opened to the second opening degree OP2, its fluid resistance can be lower than that when the heating-side expansion valve 16 is opened to the first opening degree OP1. Therefore, the internal energy of the refrigerant towards the inlet 91a of the valve body 91 of the heating-side expansion valve 16 can be relatively reduced. Since the inlet side temperature of the heating-side expansion valve 16 is relatively low, the inlet side pressure of the heating-side expansion valve 16 can be relatively low. Since the outlet of the compressor 32 is connected to the inlet of the heating-side expansion valve 16, the discharge pressure of the compressor 32 can be reduced when the inlet side pressure of the heating-side expansion valve 16 is relatively low. Since the discharge pressure of the compressor 32 is relatively low, the work done by the compressor 32 can be relatively reduced. Therefore, the compressor 32 can consume relatively less power, and the heat capacity generated by the heating operation of the HVAC subsystem 11 can be relatively reduced.

[0113] After increasing the opening degree OP of the heating-side expansion valve 16, the controller 100 can determine whether the internal temperature is equal to the desired target temperature DTT (S9).

[0114] In S9, it can be determined that the internal temperature is equal to the desired target temperature DTT, and the controller 100 can maintain the increased opening of the heating-side expansion valve 16 (i.e., the second opening OP2) (S10), and then the method can return to S1.

[0115] In S9, it can be determined that the internal temperature is not equal to the desired target temperature DTT, and the method can return to S3.

[0116] Simultaneously, according to various exemplary embodiments of the present invention, when the RPM of the compressor 32 increases in S5 and reaches its maximum RPM, it can be detected that the internal temperature T has excessively risen above the desired target temperature DTT. When the RPM of the compressor 32 reaches its maximum RPM, the controller 100 can move the air mixing door 34a from the fully heated position WP to the mixing position MP. Here, the mixing position MP can be a position in which the internal temperature T is reduced to the desired target temperature DTT by lowering the temperature of the air flowing from the HVAC subsystem 11 to the passenger compartment. As the air mixing door 34a moves to the mixing position MP, the internal temperature T can rapidly decrease to the desired target temperature DTT.

[0117] Therefore, when the RPM of compressor 32 decreases and reaches the minimum RPM (S7), or when the opening degree OP of heating-side expansion valve 16 increases (S8), controller 100 can return air mixing valve 34A from mixing position MP to fully heated position WP. This prevents the waste of heat energy generated by HVAC subsystem 11.

[0118] Figure 6 A flowchart illustrating a method for controlling the heating of a vehicle thermal management system according to various exemplary embodiments of the present invention is shown.

[0119] The controller 100 can determine whether the HVAC subsystem 11 is operating in heating mode (S11). When the HVAC subsystem 11 is operating in heating mode, the controller 100 can move the air mixing door 34a to the fully heated position WP, so that air heated by the internal condenser 33 can be guided into the passenger compartment. The opening degree of the heating-side expansion valve 16 can be adjusted by operating the drive motor 16a of the heating-side expansion valve 16 by the controller 100.

[0120] When it is determined that the HVAC subsystem 11 is operating in heating mode, the controller 100 can determine the desired target temperature DTT for heating the passenger compartment (S12). The controller 100 can determine the desired target temperature DTT using the interior temperature measured by the interior temperature sensor 81, the ambient temperature measured by the ambient temperature sensor 82, the amount of solar radiation measured by the solar radiation sensor 83, the heating temperature set by the user (occupant), etc. The desired target temperature DTT can be inversely proportional to the interior temperature, ambient temperature, and amount of solar radiation, and directly proportional to the set heating temperature. The desired target temperature DTT can be determined in various ways based on internal and / or external conditions, vehicle driving conditions, user settings, etc. For occupant comfort, information from various sensors can be used to determine the desired target temperature DTT.

[0121] For example, since vehicles parked overnight in winter have relatively very low temperatures in the passenger compartment, controller 100 can determine the desired target temperature DTT by setting it above the occupant's set temperature. Furthermore, when the HVAC subsystem 11 operates in heating mode for an extended period, controller 100 can determine the desired target temperature DTT by setting it below the desired target temperature DTT during the initial heating phase of the HVAC subsystem 11. Additionally, when solar radiation is relatively high under similar conditions (vehicle interior and / or exterior), driving conditions, etc., controller 100 can determine the desired target temperature DTT by relatively lowering it.

[0122] When the HVAC subsystem 11 is operating in heating mode, the controller 100 can determine whether the internal temperature T measured by the internal temperature sensor 81 is lower than the expected target temperature DTT (S13).

[0123] When the internal temperature T is determined to be lower than the desired target temperature DTT, the opening OP of the heating-side expansion valve 16 can be adjusted to the first opening OP1 (S14). (Refer to...) Figure 3 When the controller 100 controls the drive motor 16a to move the valve needle 93 to the first position P1, the heating-side expansion valve 16 can open to the first opening degree OP1. The first opening degree OP1 can be the opening degree of the heating-side expansion valve 16 when the heat capacity per RPM of the compressor 32 generated by the heating operation of the HVAC subsystem 11 reaches the maximum heat capacity. That is, when the heating-side expansion valve 16 is opened to the first opening degree OP1, the temperature of the internal condenser 33 of the HVAC subsystem 11 may reach its highest temperature.

[0124] After the heating-side expansion valve 16 opens to the first opening degree OP1, the controller 100 can increase the RPM of the compressor 32 (S15). (See reference...) Figure 7 In part A, as the RPM of compressor 32 increases, the internal temperature may increase. The internal temperature may exceed the desired target temperature DDT. After the RPM of compressor 32 increases, the method can return to S11.

[0125] When it is determined in S13 that the internal temperature T is higher than or equal to the desired target temperature DTT (i.e., the internal temperature reaches the desired target temperature DTT), the controller 100 may reduce the RPM of the compressor 32 and move the air mixing door 34a from the fully heated position WP to the mixing position MP (S16).

[0126] Reference Figure 7As the RPM of compressor 32 increases to its maximum, it can be detected that the internal temperature T has excessively risen above the desired target temperature DTT. When the RPM of compressor 32 reaches its maximum, controller 100 can reduce the RPM of compressor 32 to thereby reduce the heat capacity generated by the heating operation of HVAC subsystem 11. Controller 100 can move air mixing door 34a from the fully heated position WP to the mixing position MP. Here, mixing position MP can be a position where the internal temperature T is reduced to the desired target temperature DTT by lowering the temperature of the air flowing from HVAC subsystem 11 to the passenger compartment. (Refer to...) Figure 7 In part B, as the RPM of compressor 32 gradually decreases and air mixing door 34a moves to the mixing position MP, the internal temperature may decrease. The internal temperature may decrease to the desired target temperature DDT.

[0127] After S16, the controller 100 can determine whether the RPM of the compressor 32 has reached the minimum RPM (S17).

[0128] When it is determined in S17 that the RPM of compressor 32 has reached the minimum RPM, controller 100 can maintain the air mixing valve 34a in the mixing position MP while maintaining the minimum RPM of compressor 32 (S18). Here, the first opening degree OP1 of heating-side expansion valve 16 can be kept constant. As air mixing valve 34a is kept in the mixing position MP, the temperature of the air heated by the internal condenser 33 of HVAC subsystem 11 can be relatively reduced, and correspondingly, the internal temperature T can be kept constant at the desired target temperature DDT, or prevented from excessively exceeding the desired target temperature DDT. Therefore, the method can return to S11.

[0129] As described above, according to an exemplary embodiment of the present invention, when heating the passenger compartment of a vehicle, the vehicle thermal management system can maintain the temperature of the passenger compartment at a constant desired target temperature, or prevent the temperature of the passenger compartment from excessively exceeding the desired target temperature after the temperature of the passenger compartment has reached the desired target temperature, thereby significantly improving the comfort of the passenger compartment and the energy efficiency of the vehicle.

[0130] Furthermore, terms related to control devices, such as "controller," "control unit," "control device," or "control module," refer to hardware devices including a memory and a processor configured to execute one or more steps interpreted as an algorithmic structure. The memory stores the algorithmic steps, and the processor executes the algorithmic steps to perform one or more processes of methods according to various exemplary embodiments of the invention. A control device according to exemplary embodiments of the invention may be implemented via a non-volatile memory configured to store algorithms for controlling the operation of various components of a vehicle or data regarding software commands for executing the algorithms, and a processor configured to perform the aforementioned operations using the data stored in the memory. The memory and processor may be separate chips. Alternatively, the memory and processor may be integrated into a single chip. The processor may be implemented as one or more processors. The processor may include various logic circuits and arithmetic circuits, capable of processing data according to a program provided by the memory, and generating control signals based on the processing results.

[0131] The control device may be at least one microprocessor operated by a predetermined program, which may include a series of commands for performing the methods included in the various exemplary embodiments of the present invention described above.

[0132] The invention described above can also be embodied in computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device capable of storing data that can subsequently be read by a computer system. Examples of computer-readable recording media include hard disk drives (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), read-only memory (ROM), random access memory (RAM), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and implementations as carrier waves (e.g., transmission over the Internet).

[0133] In various exemplary embodiments of the present invention, each of the above operations can be performed by a control device, and the control device can be configured by multiple control devices or a single integrated control device.

[0134] In various exemplary embodiments of the present invention, the control device may be implemented in hardware or software, or in a combination of hardware and software.

[0135] Furthermore, the term "fixed connection" means that the components of a fixed connection always rotate at the same speed. Additionally, the term "optional connection" means that "when the optionally connected components are not engaged with each other, the optionally connected components rotate separately; when the optionally connected components are engaged with each other, they rotate at the same speed; and when at least one optionally connected component is a fixed component and the remaining optionally connected components are engaged with a fixed component, the optionally connected components are fixed."

[0136] For purposes of illustration and description, the foregoing description of specific exemplary embodiments of the invention has been presented. These descriptions are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and it will be apparent that many modifications and variations can be made in accordance with the foregoing teachings. The exemplary embodiments were chosen and described to explain certain principles of the invention and its practical application, enabling others skilled in the art to make and utilize various exemplary embodiments of the invention, as well as various alternatives and modifications thereof. The scope of the invention is intended to be defined by the appended claims and their equivalents.

Claims

1. A method for controlling the heating of a vehicle thermal management system, the vehicle thermal management system including a heating, ventilation and air conditioning subsystem, the method comprising: When the heating, ventilation and air conditioning subsystem is operating in heating mode, the controller determines the target temperature for heating the passenger compartment of the vehicle. The controller determines whether the interior temperature of the passenger compartment is lower than the target temperature; When the internal temperature is lower than the target temperature, the controller adjusts the opening of the heating-side expansion valve of the heating, ventilation, and air conditioning subsystem to a first opening degree; and When the internal temperature is higher than or equal to the target temperature, the controller reduces the compressor speed per minute of the heating, ventilation and air conditioning subsystem. When the compressor's revolutions per minute (RPM) reaches its minimum, the controller increases the opening of the heating-side expansion valve. The controller increases the opening of the heating-side expansion valve to a second opening greater than the first opening. Wherein, the first opening degree is the opening degree of the heating-side expansion valve that enables the heat capacity generated by the heating operation of the heating, ventilation and air conditioning subsystem to reach its maximum heat capacity. The second opening degree refers to the opening degree of the heating-side expansion valve for each revolution per minute of the compressor, so that the heat capacity generated by the heating operation of the heating, ventilation and air conditioning subsystem reaches the minimum heat capacity.

2. The method according to claim 1, further comprising the following step: When the internal temperature is lower than the target temperature, while maintaining the first opening of the heating-side expansion valve, the controller increases the revolutions per minute of the compressor of the heating, ventilation and air conditioning subsystem.

3. The method according to claim 1, further comprising the following step: When the internal temperature equals the target temperature, the controller maintains the second opening of the heating-side expansion valve.

4. The method according to claim 1, further comprising the following steps: When the compressor's revolutions per minute (RPM) increases to its maximum, the controller moves the air mixing valve of the heating, ventilation, and air conditioning subsystem from the fully heated position to the mixing position. The fully heated position is the location where all the air heated by the heating, ventilation, and air conditioning subsystem is directed into the passenger compartment. The mixing position is a position where the internal temperature is reduced to the target temperature by lowering the temperature of the air flowing from the heating, ventilation and air conditioning subsystem to the passenger compartment.

5. The method according to claim 4, further comprising the following step: When the compressor's revolutions per minute (RPM) decreases to the minimum RPM, the controller returns the air mixing valve from the mixing position to the fully heated position. The fully heated position is the location where all the air heated by the heating, ventilation, and air conditioning subsystem is directed into the passenger compartment. The mixing position is a position where the internal temperature is reduced to the target temperature by lowering the temperature of the air flowing from the heating, ventilation and air conditioning subsystem to the passenger compartment.

6. The method according to claim 1, further comprising the following step: When the internal temperature is higher than or equal to the target temperature, while reducing the compressor's revolutions per minute, the controller moves the air mixing door of the heating, ventilation, and air conditioning subsystem from the fully heated position to the mixing position. The fully heated position is the location where all the air heated by the heating, ventilation, and air conditioning subsystem is directed into the passenger compartment. The mixing position is a position where the internal temperature is reduced to the target temperature by lowering the temperature of the air flowing from the heating, ventilation and air conditioning subsystem to the passenger compartment.

7. The method according to claim 6, further comprising the following step: When the compressor's revolutions per minute (RPM) reaches the minimum RPM, the controller holds the air mixing door in the mixing position and maintains the compressor's minimum RPM.

8. The method according to claim 1, wherein, The controller includes: A processor configured to execute a program for performing the method according to claim 1; and A non-transitory storage medium is configured to record a program that executes the method according to claim 1.

9. A non-transitory computer-readable storage medium having a program recorded thereon for performing the method according to claim 1.

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