Electric vehicle cold and heat source control method, device and system based on air outlet temperature

Abstract

The application discloses a kind of electric vehicle cold heat source control method, device and system based on air outlet temperature, belong to electric vehicle technical field, based on the air outlet temperature sensor arranged in cold and hot air convergence position is realized, including: by air outlet temperature sensor obtains air outlet actual temperature;By energy demand value obtains air outlet target temperature when manual mode refrigeration, air outlet target temperature when manual mode heating, air outlet target temperature when automatic mode and air outlet target temperature when dehumidification;According to air outlet actual temperature and air outlet target temperature to control the operation of compressor and PTC.The present application directly uses air outlet temperature to control the opening and closing of compressor speed and PTC or heat pump, and then makes the temperature regulation in vehicle more accurate, reduces the difficulty of air conditioning calibration, improves the comfort of passenger compartment.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of electric vehicles, and more particularly relates to an electric vehicle cold and heat source control method and device based on outlet temperature and a thermal management system. BACKGROUND

[0002] With the continuous growth of domestic electric vehicle sales, consumers have higher requirements for vehicle performance. In addition to paying attention to the hardware structure of the vehicle, consumers also pay more attention to the software on the vehicle. The existing electric vehicle air conditioning thermal management system usually controls the compressor refrigeration through the evaporator target temperature and controls the PTC heating or heat pump heating through the warm air core target temperature to control and adjust the temperature of the passenger compartment. However, there is often a large fluctuation, and the internal and external circulation air doors also have a great influence on the previous control method, which cannot accurately adjust the temperature in the vehicle, causing the air conditioning parameters to be difficult to calibrate. SUMMARY

[0003] In view of the above defects or improvement needs of the prior art, the present application provides an electric vehicle cold and heat source control method and device and a thermal management system. Instead of controlling the evaporator target temperature and the warm air core target temperature through the automatic air conditioning algorithm, the outlet temperature is directly used to control the opening and closing of the compressor speed and the PTC or heat pump, thereby making the vehicle temperature adjustment more accurate, reducing the difficulty of air conditioning calibration, and improving the comfort of the passenger compartment.

[0004] To achieve the above-mentioned purpose, according to one aspect of the present application, an electric vehicle cold and heat source control method based on outlet temperature is provided, which is realized based on an outlet temperature sensor arranged at a cold and hot air convergence position. The method comprises:

[0005] obtaining the actual outlet temperature by the outlet temperature sensor;

[0006] obtaining the outlet target temperature in manual mode refrigeration, the outlet target temperature in manual mode heating, the outlet target temperature in automatic mode, and the outlet target temperature in dehumidification from the energy requirement value;

[0007] controlling the operation of the compressor and the PTC according to the actual outlet temperature and the outlet target temperature.

[0008] In some optional embodiments, the outlet target temperature ColdOutTargetTemp in manual mode refrigeration is obtained by ColdOutTargetTemp = EnergyReq / AirTemp / K6, EnergyReq represents the energy requirement value, AirTemp represents the ambient temperature, and K6 is a calibration coefficient.

[0009] In some alternative embodiments, the outlet target temperature HeatOutTargetTemp in the heating manual mode is obtained by HeatOutTargetTemp = EnergyReq / K7, where EnergyReq represents the energy requirement value, and K7 is a calibration coefficient.

[0010] In some alternative embodiments, the outlet target temperature OutTargetTemp in the automatic mode is obtained by OutTargetTemp = EnergyReq / K7, where EnergyReq represents the energy requirement value, and K7 is a calibration coefficient.

[0011] In some alternative embodiments, the outlet target temperature in the dehumidification mode is obtained by the following way:

[0012] In the control of the compressor, the outlet target temperature is set as the minimum outlet target temperature;

[0013] In the control of the PTC, the outlet target temperature HeatOutTargetTemp is obtained by HeatOutTargetTemp = EnergyReq / K7, where EnergyReq represents the energy requirement value, and K7 is a calibration coefficient.

[0014] In some alternative embodiments, the compressor speed is controlled by Comp_Spd_Ctrl = ΔComp_Spd + Comp_Spd_M, and the speed calculation is performed every preset time, and when the compressor speed / compressor maximum speed >= compressor power limit percentage, the compressor outputs at the limit power, otherwise, the compressor outputs according to the calculation result Comp_Spd_Ctrl, where ΔComp_Spd = Kp(ΔT_(k) - ΔT_(k-1) + Ki*ΔT_(k) + Kd, where ΔComp_Spd represents the compressor speed change, ΔT_(k) represents the difference between the current outlet set temperature and the actual outlet temperature, ΔT_(k-1) represents the difference between the outlet set temperature and the actual outlet temperature at the previous time, Comp_Spd_M represents the current compressor speed, Comp_Spd_Ctrl represents the next compressor set speed, Kp, Ki and Kd represent calibration quantities.

[0015] In some alternative embodiments, when there is a heating request, a signal is sent to the PTC node through the LIN bus to make the PTC start running, and when the actual outlet temperature reaches the outlet target temperature during the PTC running, a signal is sent to the PTC node through the LIN bus to make the PTC stop running.

[0016] In some optional embodiments, the method further comprises: performing in-cabin temperature compensation according to the actual in-cabin temperature value plus the ambient temperature and the current energy requirement value to adjust the EnergyReq value.

[0017] According to another aspect of the present application, there is provided an outlet temperature-based electric vehicle cold and heat source control device, comprising an outlet temperature sensor arranged at a cold and heat air converging position, the device further comprising:

[0018] an outlet actual temperature acquisition module configured to acquire an outlet actual temperature from the outlet temperature sensor;

[0019] an outlet target temperature acquisition module configured to acquire an outlet target temperature in a manual mode refrigeration, an outlet target temperature in a manual mode heating, an outlet target temperature in an automatic mode, and an outlet target temperature in dehumidification from the energy requirement value;

[0020] a control module configured to control the operation of the compressor and the PTC according to the outlet actual temperature and the outlet target temperature.

[0021] According to another aspect of the present application, there is provided a whole vehicle thermal management system comprising the outlet temperature-based electric vehicle cold and heat source control device.

[0022] According to another aspect of the present application, there is provided a computer readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the steps of any of the above methods.

[0023] Overall, the above technical solutions conceived by the present application can achieve the following beneficial effects compared with the prior art:

[0024] Instead of controlling the evaporator target temperature and the heater core target temperature by an automatic air conditioner algorithm, the present application controls the outlet target temperature, and then opens the compressor and the PTC by the whole vehicle thermal management system to adjust the temperature in the passenger cabin. The present application can improve the comfort and driving safety of the automatic air conditioner, and can significantly reduce the calibration pressure and calibration time of the air conditioner calibration personnel. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 is a schematic diagram of an electric vehicle air conditioner system provided by an embodiment of the present application;

[0026] Figure 2 is a schematic diagram of an outlet temperature sensor arrangement provided by an embodiment of the present application;

[0027] Figure 3 is a flowchart of an outlet temperature-based electric vehicle cold and heat source control method provided by an embodiment of the present application;

[0028] Figure 4 This is a schematic diagram of temperature compensation provided in an embodiment of the present invention;

[0029] Figure 5 This is a schematic diagram of a thermal management system provided in an embodiment of the present invention;

[0030] Figure 6 This is a schematic diagram of a cold and heat source control device for electric vehicles based on the air outlet temperature, provided in an embodiment of the present invention. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0032] like Figure 1 As shown, the current electric vehicle air conditioning system includes the following components: air conditioning control panel, air conditioning controller, air conditioning unit, left sunlight sensor, right sunlight sensor, ambient temperature sensor, and in-vehicle temperature sensor.

[0033] The currently used automatic air conditioning control algorithm is as follows:

[0034] Driver's side energy requirements:

[0035] EnergyReq(t)=MidVal–Sunload*K1+(SetTemp–MidTemp)*K2+OutTemp*K3+(SetTemp-IncarCompTemp)*K4;

[0036] Among them, EnergyReq represents energy demand (data range: 0-1000); Sunload represents sunlight intensity (sunlight intensity can be collected by a sunlight sensor); SetTemp represents the set temperature; OutTemp represents the external ambient temperature (external ambient temperature can be collected by an ambient temperature sensor); IncarCompTemp represents the in-vehicle temperature (compensation value) (in-vehicle temperature can be collected by an in-vehicle temperature sensor); MidVal represents the intermediate energy value (data range: 0-1000, usually 500); MidTemp represents the comfort temperature; K1 represents the sunlight intensity weight, for example, it can be 0.3, generally not exceeding 0.6; K2 represents the set temperature weight, for example, it can be 20, generally not less than 10; K3 represents the ambient temperature weight, for example, it can be 5; K4 represents the in-vehicle temperature weight, for example, it can be 30.

[0037] As Figure 2 shown, the air outlet temperature sensor is arranged at the position where the cold and hot air converge, as shown by the circle dot in Figure 2 , the position where the cold and hot air is mixed and blown out from the air outlet.

[0038] As Figure 3 shown is a cold and hot source control method for electric vehicles based on air outlet temperature provided by the embodiment of the present application, comprising:

[0039] S1: obtaining the actual air outlet temperature by the air outlet temperature sensor;

[0040] S2: obtaining the air outlet target temperature in manual mode refrigeration, the air outlet target temperature in manual mode heating, the air outlet target temperature in automatic mode, and the air outlet target temperature in dehumidification by the energy requirement value;

[0041] S3: controlling the operation of the compressor and the PTC according to the actual air outlet temperature and the air outlet target temperature.

[0042] In the embodiment of the present application, the air outlet target temperature in manual mode refrigeration can be obtained by the following method: ColdOutTargetTemp = EnergyReq / AirTemp / K6, K6 is a two-dimensional table, that is, the air outlet target temperature (ColdOutTargetTemp) is obtained by table lookup from the energy requirement value. In this way, the change of the energy value can reflect the change of each working condition, so that the air outlet target temperature changes with the change of the working condition. The table can be changed by calibration. For example, the K6 two-dimensional table can be set as shown in Table 1 below:

[0043] Table 1

[0044]

[0045] Among them, the values in the interval are linearly filled. The parameters can be appropriately modified with the change of the ambient temperature during calibration, and the air outlet target temperature is appropriately lower when the ambient temperature is higher.

[0046] In the embodiment of the present application, the air outlet target temperature in manual mode heating can be obtained by the following method: HeatOutTargetTemp = EnergyReq / K7, the air outlet target water temperature HeatOutTargetTemp is obtained by table lookup according to the energy requirement EnergyReq, and the intermediate value is linear interpolation, as shown in Table 2 below.

[0047] Table 2

[0048] EnergyReq 0 200 300 400 500 600 700 800 1000 HeatOutTargetTemp 30 35 40 45 50 55 60 65 70

[0049] Among them, the values in the interval are linearly filled.

[0050] In the embodiment of the present application, the target temperature of the air outlet in the automatic mode can be obtained by OutTargetTemp = EnergyReq / K7, the target water temperature of the air outlet OutTargetTemp is obtained by looking up the table according to the energy requirement EnergyReq, and the intermediate value is linear interpolation. Table 3 is shown as follows.

[0051] Table 3

[0052] EnergyReq 0 200 300 400 500 600 700 800 1000 OutTargetTemp 1 7 13 20 30 40 50 60 70

[0053] When the EnergyReq is less than a certain calibration value, it is identified as refrigeration, and the target temperature of the air outlet is output to the thermal management; when the EnergyReq is greater than a certain calibration value, it is identified as heating, and the target temperature of the air outlet is output to the thermal management.

[0054] In the embodiment of the present application, the target temperature of the air outlet in the dehumidification mode can be obtained by OutTargetTemp = EnergyReq / K7.

[0055] In the control of the compressor, the target temperature of the air outlet is set as the minimum value of the target temperature of the air outlet.

[0056] In the control of the PTC, the target temperature of the air outlet is the same as that in the manual mode heating: HeatOutTargetTemp = EnergyReq / K7, the target water temperature of the air outlet HeatOutTargetTemp is obtained by looking up the table according to the energy requirement EnergyReq, and the intermediate value is linear interpolation. Table 4 is shown as follows.

[0057] Table 4

[0058] EnergyReq 0 200 300 400 500 600 700 800 1000 HeatOutTargetTemp 30 35 40 45 50 55 60 65 70

[0059] Among them, the values in the interval are linearly filled.

[0060] In the embodiment of the present application, compensation of the energy requirement value is also included: the outlet temperature of the air conditioner is abstracted as an energy requirement value, the value range of which is 0-1000. When the value is 0, the required temperature of the air outlet of the air conditioner should be the lowest temperature (i.e. the coldest end of the mixed damper); when the value is 1000, the required temperature of the air outlet of the air conditioner should be the highest temperature (i.e. the hottest end of the mixed damper).

[0061] The target of the energy requirement algorithm is to calculate the energy requirement value. The value is determined by the sunlight intensity, the set temperature, the environment temperature, the temperature in the vehicle and the respective weight K value. In addition, the energy intermediate value is used to ensure that the calculated energy requirement value can be evenly distributed in the range of 0-1000.

[0062] The in-vehicle temperature compensation is determined according to the actual in-vehicle temperature value, the ambient temperature and the influence factors of the current energy requirement value, so that when the EnergyReq cannot reach the ideal position under the influence of other factors, the weight of the in-vehicle temperature can be increased by the compensation value (equivalent to increasing or decreasing the weight coefficient in a certain temperature range), so that the calculation of the EnergyReq value is more flexible.

[0063] For example, when the sunlight weight is set to be low, the sunlight entering the vehicle will cause the in-vehicle temperature to rise rapidly, for example, to 28°C, and the change of the EnergyReq at this time is not enough to rapidly reduce the temperature, resulting in that the in-vehicle temperature is always in a high state. At this time, the temperature above 28°C can be positively compensated by 3°C, and at this time the in-vehicle temperature compensation value is 31°C. According to the energy requirement value algorithm, the EnergyReq value at this time is lower than 28°C, so that the in-vehicle temperature can be reduced more rapidly. By such setting, it is ensured that the temperature will not be too high for a long time when the sunlight enters, and it is also ensured that the temperature will not be too low under low sunlight.

[0064] If the vehicle runs in the ambient temperature range of -40°C to +40°C. When the vehicle is in the extremely cold condition of -40°C, in order for the vehicle to heat up rapidly, the in-vehicle temperature compensation value should be negatively compensated to the actual in-vehicle temperature, so that the calculated heat requirement is higher (tends to 1000). For example, when the in-vehicle temperature is -20°C, since the in-vehicle temperature is already very low, the passenger needs rapid heating, so negative compensation of -5°C can be performed. In this way, the in-vehicle temperature compensation value is -25°C. According to the energy requirement value calculation formula, the energy requirement value after compensation will be higher than before compensation, so that the air conditioner can heat up more rapidly. Then, as the ambient temperature increases, the strength of negative compensation gradually decreases, and when the in-vehicle temperature reaches above 20°C, the compensation value can be set to 0, so that the air conditioner temperature can be adjusted more smoothly.

[0065] When the vehicle is in the extremely hot condition of +40°C, in order for the vehicle to cool down rapidly, the in-vehicle temperature compensation value should be positively compensated to the actual in-vehicle temperature, so that the calculated heat requirement is lower (tends to 0). For example, when the in-vehicle temperature is +35°C, since the in-vehicle temperature is already very high, the passenger needs rapid cooling, so positive compensation of +5°C can be performed. In this way, the in-vehicle temperature compensation value is +40°C. According to the energy requirement value calculation formula, the energy requirement value after compensation will be lower than before compensation, so that the air conditioner can cool down more rapidly. Then, as the ambient temperature decreases, the strength of positive compensation gradually decreases, and when the in-vehicle temperature reaches below 26°C, the compensation value can be set to 0, so that the air conditioner temperature can be adjusted more smoothly, as shown in FIG. 5. Figure 4

[0066] ​In the embodiment of the present application, the thermal management system controls the operation of the compressor and the PTC according to the outlet temperature, as shown in the figure. The system includes four circuits, i.e., a refrigerant circuit, a warm air water circuit, a battery water circuit and a motor cooling circuit, and heat exchange exists between the circuits. Figure 5

[0067] The control content of the refrigerant circuit includes: start-stop and speed regulation of the compressor, on-off of the electromagnetic valves SOV1, SOV2 and SOV3, and position regulation of the electronic expansion valves EXV1, EXV2 and EXV3.

[0068] The control content of the warm air water circuit includes: start-stop and power regulation of the PTC heater, duty cycle regulation of the warm air water pump (Pump1), and position regulation of the proportional three-way water valve (3W-V1).

[0069] The control content of the motor water circuit includes: duty cycle regulation of the motor water pump (Pump2), position regulation of the four-way water valve (4W-V), position regulation of the on-off three-way water valve (3W-V2), and speed regulation of the cooling fan FAN.

[0070] The control content of the battery water circuit includes: duty cycle regulation of the battery water pump (Pump3), and position regulation of the on-off three-way water valve (3W-V3).

[0071] The pressure sensor P is located at the inlet of the compressor and continuously monitors the low pressure of the refrigerant at the inlet of the compressor.

[0072] The temperature and pressure sensor PT1 is located at the outlet of the water condenser on the refrigerant side and continuously monitors the pressure (high pressure) and temperature of the refrigerant at the outlet of the water condenser on the refrigerant side.

[0073] The temperature and pressure sensor PT2 is located before the HVAC and continuously monitors the pressure and temperature of the refrigerant before the EXV2 and EXV3.

[0074] The temperature sensor T1 is located at the outlet of the compressor and continuously monitors the temperature of the refrigerant at the outlet of the compressor.

[0075] The temperature sensor T2 is located at the outlet of the HVAC indoor heat exchanger on the air side and continuously monitors the outlet air temperature of the indoor heat exchanger.

[0076] The temperature sensor T3 is located at the outlet of the electric drive system and continuously monitors the water temperature at the outlet of the motor.

[0077] In the embodiment of the present application, the compressor control algorithm is as follows:

[0078] ΔComp_Spd=Kp(ΔT_(k)–ΔT_(k-1)+Ki*ΔT_(k)+Kd;

[0079] ​The compressor speed is: Comp_Spd_Ctrl = ΔComp_Spd + Comp_Spd_M, and is executed every preset time, such as 100 ms, when the compressor speed / compressor maximum speed >= compressor power limit percentage, according to the limited power output of the compressor, otherwise according to the calculation result Comp_Spd_Ctrl output, wherein, ΔComp_Spd: compressor speed change; ΔT_(k): the difference between the current time outlet set temperature and the outlet actual temperature; ΔT_(k-1): the difference between the last time outlet set temperature and outlet actual temperature; Comp_Spd_M: the current compressor speed; Comp_Spd_Ctrl: the next compressor set speed; Kp / Ki / Kd: algorithm calibration quantity.

[0080] In the embodiment of the application, the PTC control algorithm is as follows:

[0081] When there is a heating request, the controller sends the following signals to the PTC node through the LIN bus to make the PTC start running:

[0082] PTC target power output TargetPTCPower (1000-5000), PTCEnable (1).

[0083] In the above PTC running process, when the outlet actual temperature reaches the outlet target temperature (hysteresis interval is ±1℃), the controller sends the following signals to the PTC node through the LIN bus to make the PTC stop running: TargetPTCPower (0), PTCEnable (0).

[0084] As shown in Figure 6 The embodiment of the application provides a kind of cold heat source control device based on outlet temperature of electric vehicle, including the outlet temperature sensor of cold and hot air convergence position arrangement, the device further includes:

[0085] Outlet temperature acquisition module 601, for obtaining outlet actual temperature by outlet temperature sensor;

[0086] Outlet target temperature acquisition module 602, for obtaining outlet target temperature when manual mode refrigeration, outlet target temperature when manual mode heating, outlet target temperature when automatic mode and outlet target temperature when dehumidification by energy demand value;

[0087] Control module 603, for controlling the operation of compressor and PTC according to outlet actual temperature and outlet target temperature.

[0088] Wherein, the specific implementation of each module can refer to the description of the above method embodiment, and the embodiment of the application will not be repeated.

[0089] It should be noted that the various steps / components described in the present application can be split into more steps / components or two or more steps / components or parts of the operation of steps / components can be combined into new steps / components, as required by implementation, to achieve the objectives of the present application.

[0090] Those skilled in the art will easily understand that the above description is only the preferred embodiment of the present application and is not intended to limit the present application, and any modification, equivalent replacement and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A cold heat source control method for an electric vehicle based on an air outlet temperature, characterized by, The method comprises the following steps: The actual temperature of the air outlet is obtained by the air outlet temperature sensor; The target temperature of the air outlet in the manual mode refrigeration, the target temperature of the air outlet in the manual mode heating, the target temperature of the air outlet in the automatic mode and the target temperature of the air outlet in the dehumidification are obtained by the energy requirement value; The operation of the compressor and the PTC is controlled according to the actual temperature of the air outlet and the target temperature of the air outlet; The target temperature of the air outlet in the manual mode refrigeration ColdOutTargetTemp is obtained by ColdOutTargetTemp = EnergyReq / AirTemp / K6, wherein EnergyReq represents the energy requirement value, AirTemp represents the ambient temperature and K6 is a calibration coefficient.

2. The method of claim 1, wherein, The target temperature of the air outlet in the manual mode heating HeatOutTargetTemp is obtained by HeatOutTargetTemp = EnergyReq / K7, wherein EnergyReq represents the energy requirement value and K7 is a calibration coefficient.

3. The method of claim 1, wherein, The target temperature of the air outlet in the automatic mode OutTargetTemp is obtained by OutTargetTemp = EnergyReq / K7, wherein EnergyReq represents the energy requirement value and K7 is a calibration coefficient.

4. The method of claim 1, wherein, The target temperature of the air outlet in the dehumidification is obtained by the following method: When the compressor is controlled, the target temperature of the air outlet is set as the minimum target temperature of the air outlet; When the PTC is controlled, the target temperature of the air outlet HeatOutTargetTemp is obtained by HeatOutTargetTemp = EnergyReq / K7, wherein EnergyReq represents the energy requirement value and K7 is a calibration coefficient.

5. The method according to any one of claims 1 to 4, characterized in that, The speed of the compressor is controlled by Comp_Spd_Ctrl = ΔComp_Spd + Comp_Spd_M, and the speed calculation is performed every preset time, when the speed of the compressor / the maximum speed of the compressor >= the percentage of the limited power of the compressor, the limited power output of the compressor is output, otherwise the calculated result Comp_Spd_Ctrl is output, wherein ΔComp_Spd = Kp (ΔT_(k) – ΔT_(k - 1) + Ki * ΔT_(k) + Kd, wherein ΔComp_Spd represents the change amount of the speed of the compressor, ΔT_(k) represents the difference between the set temperature of the air outlet and the actual temperature of the air outlet at the current time, ΔT_(k - 1) represents the difference between the set temperature of the air outlet and the actual temperature of the air outlet at the last time, Comp_Spd_M represents the speed of the compressor at the current time, Comp_Spd_Ctrl represents the set speed of the compressor at the next time, Kp, Ki and Kd represent calibration quantities.

6. The method according to any one of claims 1 to 4, characterized in that, When there is a heating request, a signal is sent to the PTC node through the LIN bus to make the PTC start to operate, and when the actual temperature of the air outlet reaches the target temperature of the air outlet, a signal is sent to the PTC node through the LIN bus to make the PTC stop to operate.

7. An electric vehicle cold heat source control device based on air outlet temperature, characterized by, The device further comprises: an outlet temperature sensor arranged at a cold-hot air converging position, and the device further comprises: an outlet temperature acquisition module, configured to acquire an actual outlet temperature from the outlet temperature sensor; an outlet target temperature acquisition module, configured to acquire an outlet target temperature in a manual mode refrigeration, an outlet target temperature in a manual mode heating, an outlet target temperature in an automatic mode, and an outlet target temperature in dehumidification from the energy requirement value; a control module, configured to control the operation of the compressor and the PTC according to the actual outlet temperature and the outlet target temperature; the outlet target temperature in the manual mode refrigeration ColdOutTargetTemp is obtained from ColdOutTargetTemp= EnergyReq / AirTemp / K6, wherein EnergyReq represents the energy requirement value, AirTemp represents the ambient temperature, and K6 is a calibration coefficient.

9. A computer readable storage medium having stored thereon a computer program, characterized in that, 8. A whole vehicle thermal management system comprising the outlet temperature based electric vehicle cold-hot source control device of claim 7. The computer program is executed by a processor to implement the steps of the method of any one of claims 1 to 6.

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