Control method of a thermal management system and vehicle

Abstract

The application provides a control method of a thermal management system and a vehicle. The control method of the thermal management system is used for the vehicle. The thermal management system comprises a refrigerant circuit, and the refrigerant circuit comprises a compressor, a condenser and an evaporator connected in series. The compressor comprises an air inlet and an air outlet, the air inlet is connected to the evaporator, and the air outlet is connected to the condenser. The control method comprises the following steps: acquiring a driving speed of the vehicle. According to the driving speed of the vehicle, the rising rate of the compressor is determined. If the driving speed of the vehicle is less than or equal to a set speed, the rising rate of the compressor is determined as a first rising rate which increases with time. If the driving speed of the vehicle is greater than the set speed, the rising rate of the compressor is determined as a second rising rate. The maximum value of the first rising rate after rising is less than the second rising rate. The use experience of the user is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, in particular to a control method of a thermal management system and a vehicle. BACKGROUND

[0002] With the improvement of people's living standards, users have higher and higher requirements for the ride comfort of automobiles. New energy vehicles are automobiles that use unconventional vehicle fuels as power sources. Among them, they can be pure electric vehicles or hybrid vehicles. The vehicle interior of a new energy vehicle is relatively quiet, and the noise of the compressor becomes the main source of noise of the vehicle. Some vehicles reduce noise by lengthening the noise transmission path, but the noise reduction effect is poor, the noise of the compressor is easily identified, and the user experience is poor. SUMMARY

[0003] The present application provides a control method of a thermal management system and a vehicle, which improves the user experience.

[0004] The present application provides a control method of a thermal management system, which is used in a vehicle; the thermal management system comprises a refrigerant circuit, the refrigerant circuit comprises a compressor, a condenser and an evaporator connected in series; the compressor comprises an air inlet and an air outlet, the air inlet is connected to the evaporator, and the air outlet is connected to the condenser; the control method comprises:

[0005] obtaining the driving speed of the vehicle;

[0006] determining the rising rate of the compressor according to the driving speed of the vehicle; wherein if the driving speed of the vehicle is less than or equal to a set speed, the rising rate of the compressor is determined as a first rising rate that increases with time;

[0007] if the driving speed of the vehicle is greater than the set speed, the rising rate of the compressor is determined as a second rising rate; the maximum value of the first rising rate after rising is less than the second rising rate.

[0008] Further, the control method further comprises: obtaining the state information of the vehicle, and determining the requested speed of the compressor according to the state information of the vehicle;

[0009] increasing the speed of the compressor according to the starting speed of the compressor and the rising rate of the compressor until the speed of the compressor reaches the requested speed.

[0010] Further, the increasing the speed of the compressor according to the starting speed of the compressor and the rising rate of the compressor until the speed of the compressor reaches the requested speed comprises:

[0011] determining a critical rotating speed of the compressor according to the working mode of the vehicle;

[0012] if the request rotating speed is less than or equal to the critical rotating speed, increasing the rotating speed of the compressor according to a starting rotating speed of the compressor and a first rising rate of the compressor within a first set time until the rotating speed of the compressor reaches the request rotating speed;

[0013] if the request rotating speed is greater than the critical rotating speed, increasing the rotating speed of the compressor according to the starting rotating speed of the compressor and the first rising rate of the compressor within the first set time until the rotating speed of the compressor reaches the critical rotating speed, and maintaining the critical rotating speed until the first set time is reached; after the first set time is exceeded, the rotating speed of the compressor is increased again until the rotating speed of the compressor reaches the request rotating speed.

[0014] Further, if the request rotating speed is greater than the critical rotating speed, the rotating speed of the compressor is increased according to the starting rotating speed of the compressor and the first rising rate of the compressor within the first set time until the rotating speed of the compressor reaches the critical rotating speed, and the critical rotating speed is maintained until the first set time is reached; after the first set time is exceeded, the rotating speed of the compressor is increased again until the rotating speed of the compressor reaches the request rotating speed, comprising:

[0015] if the vehicle speed is less than or equal to a set speed and the request rotating speed is greater than the critical rotating speed, the rotating speed of the compressor is increased according to the starting rotating speed of the compressor and the first rising rate within the first set time until the rotating speed of the compressor reaches the critical rotating speed, and the critical rotating speed is maintained until the first set time is reached;

[0016] after the first set time is exceeded, the rotating speed of the compressor is increased according to a third rising rate until the rotating speed of the compressor reaches the request rotating speed; wherein the maximum value of the first rising rate after being increased is less than the third rising rate.

[0017] Further, the thermal management system comprises a refrigerant branch, the refrigerant circuit comprises a first control valve arranged between the condenser and the evaporator; the refrigerant branch comprises a second control valve and a first heat exchanger, the second control valve and the first heat exchanger are arranged between the condenser and the inlet of the compressor, and are connected in parallel with the first control valve and the evaporator; the critical rotating speed of the compressor is determined according to the working mode of the vehicle, comprising:

[0018] If the vehicle is in one of the air conditioning refrigeration mode and the battery refrigeration mode, one of the first control valve and the second control valve is opened, and the critical speed of the compressor is determined as a first set value;

[0019] If the vehicle is in the air conditioning refrigeration mode and the battery refrigeration mode, the first control valve and the second control valve are opened, and the critical speed of the compressor is determined as a second set value; wherein the first set value is less than the second set value.

[0020] Further, the state information of the vehicle includes at least one of the temperature of the inside of the vehicle, the temperature of the outside of the vehicle, the temperature of the battery, the temperature of the motor, the radiation intensity of the sunlight, and the humidity of the inside of the vehicle.

[0021] Further, the thermal management system includes a first air duct and a second air duct arranged separately; the evaporator is arranged in the first air duct, and the condenser is arranged in the second air duct; an evaporator fan is arranged on the air inlet side of the evaporator, and a condenser fan is arranged on the air inlet side of the condenser; the control method further includes:

[0022] If the vehicle is in one of the air conditioning refrigeration mode and the battery refrigeration mode, the compressor is started after the condenser fan is opened for a second set time;

[0023] If the vehicle is in the air conditioning refrigeration mode and the battery refrigeration mode, the compressor is started after the condenser fan is opened for a third set time; wherein the second set time is less than the third set time.

[0024] Further, the thermal management system includes a first air duct and a second air duct arranged separately; the evaporator is arranged in the first air duct, and the condenser is arranged in the second air duct; an evaporator fan is arranged on the air inlet side of the evaporator, and a condenser fan is arranged on the air inlet side of the condenser; the control method further includes:

[0025] If the vehicle is in one of the air conditioning heating mode and the battery heating mode, the compressor is started after the condenser fan is opened for a fourth set time;

[0026] If the vehicle is in the air conditioning heating mode and the battery heating mode, the compressor is started after the condenser fan is opened for a fifth set time; wherein the fourth set time is less than or equal to the fifth set time.

[0027] Further, the thermal management system includes a cooling liquid circuit; the cooling liquid circuit includes a first sub-cooling liquid circuit and a second sub-cooling liquid circuit, the first sub-cooling liquid circuit includes a battery and a battery water pump, and the second sub-cooling liquid circuit includes a heater; the control method further includes:

[0028] If the vehicle is at least in the battery heating mode, the first sub-coolant circuit is connected with the second sub-coolant circuit, and the heater is started after the battery water pump is opened for a sixth set time.

[0029] The application provides a vehicle comprising a thermal management system and a controller configured to perform the control method of the thermal management system according to any one of the above embodiments.

[0030] The control method of the thermal management system provided by the application can determine the rising rate of the compressor according to the driving speed of the vehicle. If the driving speed of the vehicle is less than or equal to a set speed, the rising rate of the compressor is determined as a first rising rate that increases with time. The compressor can be started at a lower first rising rate when the driving speed of the vehicle is slow, so that the noise of the compressor during startup is smaller. In this way, the noise of the compressor is not obvious when the driving speed of the vehicle is slow. If the driving speed of the vehicle is greater than the set speed, the rising rate of the compressor is determined as a second rising rate. The maximum value of the first rising rate after rising is smaller than the second rising rate. In this way, while ensuring the heat exchange effect of the battery and the interior of the vehicle, the noise of the compressor is difficult to be identified by the user when the driving speed of the vehicle is fast, thereby improving the user experience.

[0031] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the application. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which are incorporated into and form part of the specification, illustrate embodiments consistent with the application and, together with the specification, serve to explain the principles of the application.

[0033] Figure 1 Fig. 1 shows a structural schematic diagram of a thermal management system according to an exemplary embodiment of the application;

[0034] Figure 2 Fig. 2 shows a flowchart of a control method of the thermal management system according to an exemplary embodiment of the application;

[0035] Figure 3 Fig. 3 shows a sub-flowchart of the control method of the thermal management system according to an exemplary embodiment of the application; Figure 2 Fig. 3 shows a sub-flowchart of the control method of the thermal management system according to an exemplary embodiment of the application;

[0036] Figure 4 Fig. 4 shows a sub-flowchart of the control method of the thermal management system according to an exemplary embodiment of the application; Figure 3 Fig. 4 shows a sub-flowchart of the control method of the thermal management system according to an exemplary embodiment of the application;

[0037] Figure 5 Fig. 5 shows a sub-flowchart of the control method of the thermal management system according to an exemplary embodiment of the application; Figure 4 Fig. 5 shows a sub-flowchart of the control method of the thermal management system according to an exemplary embodiment of the application; Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0039] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms "a" or "one," etc., do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper," etc., are for ease of description only and are not limited to a location or spatial orientation. The terms "comprising" or "including," etc., mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms "connected," "linked," etc., are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect.

[0040] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0041] This application provides a vehicle, which may be a new energy vehicle. The vehicle includes a thermal management system and a controller, the controller being used to execute the control method of the thermal management system.

[0042] See Figure 1As shown, the thermal management system 10 is used for a vehicle. The thermal management system 10 comprises a refrigerant circuit 11, which comprises a compressor 12, a condenser 13 and an evaporator 14 connected in series. The compressor 12 comprises an air inlet 15 and an air outlet 16, the air inlet 15 of the compressor 12 is connected to the evaporator 14, and the air outlet 16 of the compressor 12 is connected to the condenser 13.

[0043] In some embodiments, the refrigerant circuit 11 comprises a first control valve 17 arranged between the condenser 13 and the evaporator 14. The first control valve 17 can be an electromagnetic valve. In this way, the compressor 12, the condenser 13, the first control valve 17 and the evaporator 14 can be connected in series. The first control valve 17 can be arranged upstream of the evaporator 14. When the first control valve 17 is opened, the evaporator 14 can be used for refrigeration, and the condenser 13 can be used for heating. A controller can be connected to the first control valve 17, and the controller can control the opening and closing of the first control valve 17 to realize the communication and closing of the refrigerant circuit 11. A liquid storage tank 18 for storing refrigerant can be arranged between the first control valve 17 and the condenser 13.

[0044] In some embodiments, the thermal management system 10 comprises a coolant circuit 19, and coolant can flow in the coolant circuit 19. The coolant can be a mixture of water and ethylene glycol. The coolant circuit 19 comprises a first sub-coolant circuit 20. The first sub-coolant circuit 20 comprises a battery 21, so that the coolant can pass through the battery 21, thereby achieving cooling or heating of the battery 21 and maintaining the battery 21 within an appropriate operating temperature range. The battery 21 can be a ternary lithium battery, but the present application is not limited thereto. The first sub-coolant circuit 20 can further comprise a battery water pump 22. The battery water pump 22 is connected to the battery 21 and is used to supply coolant to the battery 21.

[0045] In some embodiments, the coolant circuit 19 comprises a second sub-coolant circuit 23, and the second sub-coolant circuit 23 comprises a heater 24, which can be used to heat the coolant. The heater 24 can be a high-pressure liquid heater. If the first sub-coolant circuit 20 and the second sub-coolant circuit 23 are connected, and the heater 24 is turned on, the battery 21 can be heated.

[0046] In some embodiments, the thermal management system 10 comprises a refrigerant branch 25, the refrigerant branch 25 comprising a second control valve 26 and a first heat exchanger 27. The second control valve 26 can be a solenoid valve. The second control valve 26 and the first heat exchanger 27 are arranged between the condenser 13 and the suction port 15 of the compressor 12, and are in parallel with the first control valve 17 and the evaporator 14. The second control valve 26 can be arranged upstream of the first heat exchanger 27. A controller can be connected to the second control valve 26, and the controller can control the opening and closing of the second control valve 26 to realize the connection and the closing of the refrigerant branch 25. The second sub-cooling liquid circuit 23 passes through the first heat exchanger 27. Thus, when the second control valve 26 is opened, the refrigerant branch 25 is connected, and the refrigerant flowing out of the condenser 13 can pass through the first heat exchanger 27, and the heat exchange between the refrigerant in the refrigerant branch 25 and the cooling liquid in the second sub-cooling liquid circuit 23 can be realized through the first heat exchanger 27.

[0047] In some embodiments, the refrigerant circuit 11 comprises a second heat exchanger 28, the second heat exchanger 28 being connected between the discharge port 16 of the compressor 12 and the condenser 13. The suction port 15 of the compressor 12 can be connected to the evaporator 14 and the first heat exchanger 27. The first heat exchanger 27 and the evaporator 14 are in parallel. The discharge port 16 of the compressor 12 can be connected to the second heat exchanger 28 and the condenser 13. The second heat exchanger 28 and the condenser 13 are in series. A first sensor 29 can be arranged on the pipeline connected to the suction port 15 of the compressor 12, and a second sensor 30 can be arranged on the pipeline connected to the discharge port 16 of the compressor 12. The first sensor 29 and the second sensor 30 can be used to detect the pressure and the temperature, so that the speed of the compressor 12 can be adjusted according to the detected pressure and temperature.

[0048] In the present embodiment, the discharge port 16 of the compressor 12 is connected to one end of the second heat exchanger 28, the other end of the second heat exchanger 28 is connected to one end of the condenser 13, the other end of the condenser 13 is connected to one end of the first control valve 17 and one end of the second control valve 26, the other end of the first control valve 17 is connected to one end of the evaporator 14, the other end of the evaporator 14 is connected to the suction port 15 of the compressor 12. The other end of the second control valve 26 is connected to the first heat exchanger 27.

[0049] In some embodiments, the cooling liquid circuit 19 comprises a third sub-cooling liquid circuit 31, the third sub-cooling liquid circuit 31 passing through the second heat exchanger 28. Thus, the second heat exchanger 28 can be equivalent to a water-cooled condenser 13, so that the third sub-cooling liquid circuit 31 can be heated. When the first sub-cooling liquid circuit 20 and the third sub-cooling liquid circuit 31 are connected, the first control valve 17 is opened, and the battery 21 can be heated.

[0050] In some embodiments, the third sub-cooling liquid circuit 31 includes a cooling liquid main circuit 32 and a cooling liquid branch circuit 33, the cooling liquid main circuit 32 includes the electrical component 34. The electrical component 34 can include the on-board charger 60, a converter, an autonomous driving domain controller, a motor 60, etc. The cooling liquid can pass through the electrical component 34, so that the cooling of the electrical component 34 can be achieved. The electrical component 34 is maintained within a suitable operating temperature range. The cooling liquid branch circuit 33 passes through the second heat exchanger 28 and includes a third control valve 35 upstream of the second heat exchanger 28. The third control valve 35 can be a proportional valve. A controller can be connected to the third control valve 35, and the controller can control the opening and closing of the third control valve 35 to achieve the connection and closing of the cooling liquid branch circuit 33. When the first control valve 17 and the third control valve 35 are opened, the cooling liquid can be delivered to the second heat exchanger 28, so that the cooling liquid and the refrigerant can exchange heat at the second heat exchanger 28. In some embodiments, the third sub-cooling liquid circuit 31 further includes an electrical water pump 36 connected to the cooling liquid main circuit 32 and the cooling liquid branch circuit 33 and located upstream of the cooling liquid main circuit 32 and the cooling liquid branch circuit 33. The electrical water pump 36 is used to provide cooling liquid to the electrical component 34 and the second heat exchanger 28.

[0051] In some embodiments, the cooling liquid circuit 19 includes a fourth sub-cooling liquid circuit 40, and the fourth sub-cooling liquid circuit 40 includes a radiator 37. The radiator 37 is used to achieve the cooling and cooling of the cooling liquid. The radiator 37 can include a water tank 38 and a cooling fan 39, and the cooling fan 39 can be arranged opposite the water tank 38 to achieve rapid cooling.

[0052] In some embodiments, the thermal management system 10 includes a switching valve 41, the first sub-cooling liquid circuit 20, the second sub-cooling liquid circuit 23, the third sub-cooling liquid circuit 31, and the fourth sub-cooling liquid circuit 40. A controller is connected to the switching valve 41 and can be used to control the switching valve 41 to achieve the connection and closing or rotation of the switching valve 41, so as to selectively connect the first sub-cooling liquid circuit 20, the second sub-cooling liquid circuit 23, the third sub-cooling liquid circuit 31, and the fourth sub-cooling liquid circuit 40 to each other. The switching valve 41 can include a single multi-way valve or a plurality of multi-way valves.

[0053] In the present embodiment, the switching valve 41 includes a first four-way valve 42 and a second four-way valve 43. One end of the first sub-cooling liquid circuit 20, the second sub-cooling liquid circuit 23, the third sub-cooling liquid circuit 31, and the fourth sub-cooling liquid circuit 40 is connected to the first four-way valve 42, and the other end is connected to the second four-way valve 43. In this way, the first four-way valve 42 and the second four-way valve 43 can be used to integrate the first sub-cooling liquid circuit 20, the second sub-cooling liquid circuit 23, the third sub-cooling liquid circuit 31, and the fourth sub-cooling liquid circuit 40.

[0054] In some embodiments, the thermal management system 10 comprises a first air duct 44 and a second air duct 45 arranged separately. The evaporator 14 is arranged in the first air duct 44, and the condenser 13 is arranged in the second air duct 45. In this way, the evaporator 14 and the condenser 13 can be arranged separately, so that heat transfer can be isolated.

[0055] A first air door 48 is arranged between the first air duct 44 and the interior 46 of the vehicle on the air outlet side of the evaporator 14. The first air door 48 is arranged between the first air duct 44 and the interior 46 of the vehicle in an openable or rotatable manner. When the first air door 48 is opened, the first air duct 44 can be in communication with the interior 46 of the vehicle.

[0056] A second air door 49 is arranged between the first air duct 44 and the exterior 47 of the vehicle on the air outlet side of the evaporator 14. The second air door 49 is arranged between the first air duct 44 and the exterior 47 of the vehicle in an openable or rotatable manner. When the second air door 49 is opened, the first air duct 44 can be in communication with the exterior 47 of the vehicle.

[0057] A third air door 50 is arranged between the second air duct 45 and the interior 46 of the vehicle on the air outlet side of the condenser 13. The third air door 50 is arranged between the second air duct 45 and the interior 46 of the vehicle in an openable or rotatable manner. When the third air door 50 is opened, the second air duct 45 can be in communication with the interior 46 of the vehicle.

[0058] A fourth air door 51 is arranged between the second air duct 45 and the exterior 47 of the vehicle on the air outlet side of the condenser 13. The fourth air door 51 is arranged between the second air duct 45 and the exterior 47 of the vehicle in an openable or rotatable manner. When the fourth air door 51 is opened, the second air duct 45 can be in communication with the exterior 47 of the vehicle.

[0059] The controller can be connected to the first air door 48, the second air door 49, the third air door 50, and the fourth air door 51, so that the air outlet side of the evaporator 14 in the first air duct 44 can be in communication with at most one of the interior 46 of the vehicle and the exterior 47 of the vehicle, and the air outlet side of the condenser 13 in the second air duct 45 can be in communication with at most one of the interior 46 of the vehicle and the exterior 47 of the vehicle, by controlling the first air door 48, the second air door 49, the third air door 50, and the fourth air door 51.

[0060] In some embodiments, the thermal management system 10 comprises a fifth air door 53 disposed between the first air duct 44 and the second air duct 45, the fifth air door 53 being openable and closable or rotatable between the first air duct 44 and the second air duct 45. When the fifth air door 53 is open, the first air duct 44 and the second air duct 45 are in communication. When the fifth air door 53 is closed, the first air duct 44 and the second air duct 45 are not in communication. Thus, when the ambient temperature is too cold or too hot, the fifth air door 53 can be opened to mix air. For example, when the ambient temperature is low, the temperature of the refrigeration of the evaporator 14 is higher than the temperature of the interior 46 of the vehicle, the fifth air door 53 can be opened to heat the condenser 13 by the temperature of the refrigeration of the evaporator 14, so as to reduce energy consumption.

[0061] In some embodiments, the thermal management system 10 comprises an air inlet channel 55 located at the air inlet side of the evaporator 14 and connected to the first air duct 44, and a sixth air door 54 movably disposed in the air inlet channel 55. The air inlet channel 55 comprises an interior channel 56 of the vehicle and an exterior channel 57 of the vehicle. The controller is connected to the sixth air door 54, and the first air duct 44 is communicated with at least one of the interior channel 56 of the vehicle and the exterior channel 57 of the vehicle by controlling the sixth air door 54.

[0062] In some embodiments, the air inlet side of the evaporator 14 is provided with an evaporator fan 58, and the air inlet side of the condenser 13 is provided with a condenser fan 59. The evaporator fan 58 and the condenser fan 59 can be air blowers. The evaporator fan 58 is disposed in the first air duct 44, and can send air of the exterior 47 of the vehicle and / or the interior 46 of the vehicle to the air inlet side of the evaporator 14 for air supply to the evaporator 14. The condenser fan 59 is disposed in the second air duct 45, and can send air of the exterior 47 of the vehicle and / or the interior 46 of the vehicle to the air inlet side of the condenser 13 for air supply to the condenser 13. Such arrangement allows the condenser 13 and the evaporator 14 to be provided with independent air inlets for air supply.

[0063] Referring to Figure 1 and Figure 2 , a control method of a thermal management system 10 is provided, and the control method of the thermal management system 10 comprises steps S101-S102.

[0064] In step S101, the driving speed of the vehicle is obtained.

[0065] In step S102, the rate of increase of the compressor 12 is determined based on the vehicle's speed. Specifically, if the vehicle's speed is less than or equal to a set speed, the rate of increase of the compressor 12 is determined to be a first rate of increase that increases over time. In this embodiment, the set speed can be 10 km / h. If the vehicle's speed is less than or equal to 10 km / h, the rate of increase of the compressor 12 is the first rate of increase, which increases over time. When the vehicle's speed is relatively slow, the compressor 12 can be started slowly at a lower first rate of increase, resulting in less noise during startup. Therefore, when the vehicle's speed is low, the noise of the compressor 12 is not noticeable.

[0066] If the vehicle's speed exceeds the set speed, the compressor 12's rate of increase is determined as the second rate of increase. The maximum value of the first rate of increase is less than the second rate of increase. The second rate of increase can be a fixed value, such as 3000 rpm / s. Alternatively, the second rate of increase can be a variable value, increasing over time. The maximum value of the first rate of increase can be less than the minimum value of the second rate of increase. This ensures efficient heat exchange between the battery 21 and the vehicle's interior 46, thereby guaranteeing the charging and discharging efficiency of the battery 21 and the comfort of the vehicle's interior 46. Furthermore, at higher vehicle speeds, the noise of the compressor 12 is less noticeable to the user, improving the user experience.

[0067] See Figure 1 and Figure 3 As shown, in some embodiments, the control method of the thermal management system 10 further includes steps S201 to S202.

[0068] In step S201, vehicle status information is acquired, and the requested rotational speed of compressor 12 is determined based on this information. In some embodiments, the vehicle status information includes at least one of the following: the temperature of the vehicle's interior 46, the temperature of the vehicle's exterior 47, the temperature of the battery 21, the temperature of the motor 60, the intensity of sunlight radiation, and the humidity of the vehicle's interior 46. The requested rotational speed of compressor 12 can be calculated based on the aforementioned vehicle status information. Determining the requested rotational speed of compressor 12 based on the vehicle status information ensures the charging and discharging efficiency of battery 21 and the heat exchange effect of the vehicle's interior 46, resulting in a better user experience.

[0069] In step S202, the rotational speed of the compressor 12 is raised according to the start rotational speed of the compressor 12 and the rising rate of the compressor 12 until the rotational speed of the compressor 12 reaches the requested rotational speed. The start rotational speed of the compressor 12 is related to the performance of the compressor 12. If the start rotational speed of the compressor 12 is too small, the compressor 12 is difficult to start. In some embodiments, the start rotational speed of the compressor 12 can be in the range of 600 rpm to 800 rpm. The rotational speed of the compressor 12 can be raised according to the start rotational speed of the compressor 12 and the rising rate of the compressor 12 until the rotational speed of the compressor 12 reaches the requested rotational speed.

[0070] Referring to FIGS. 1, 2, 3, and 4, in some embodiments, raising the rotational speed of the compressor 12 according to the start rotational speed of the compressor 12 and the rising rate of the compressor 12 until the rotational speed of the compressor 12 reaches the requested rotational speed includes steps S301-S302. Figure 1 Figure 4 In step S301, the critical rotational speed of the compressor 12 is determined according to the working mode of the vehicle. In the present embodiment, if the vehicle is in one of the air conditioning refrigeration mode and the battery 21 refrigeration mode, the critical rotational speed of the compressor 12 can be 4500 rpm. If the vehicle is in the air conditioning refrigeration mode and the battery 21 refrigeration mode, the critical rotational speed of the compressor 12 can be 5500 rpm.

[0071] In step S302, if the requested rotational speed is less than or equal to the critical rotational speed, the rotational speed of the compressor 12 is raised according to the start rotational speed of the compressor 12 and the rising rate of the compressor 12 within a first set time until the rotational speed of the compressor 12 reaches the requested rotational speed. In this way, when the requested rotational speed is less than or equal to the critical rotational speed, i.e., the requested rotational speed is low, the rotational speed of the compressor 12 can be directly raised to the requested rotational speed, so that the requested rotational speed can be quickly reached, and the heat exchange demand of the battery 21 and the interior 46 of the vehicle can be met.

[0072] If the requested rotational speed is greater than the critical rotational speed, the rotational speed of the compressor 12 is raised according to the start rotational speed of the compressor 12 and the rising rate of the compressor 12 within a first set time until the rotational speed of the compressor 12 reaches the critical rotational speed, and the critical rotational speed is maintained until the first set time is reached. After the first set time is exceeded, the rotational speed of the compressor 12 is raised again until the rotational speed of the compressor 12 reaches the requested rotational speed. In the present embodiment, the first set time can be in the range of 50 s to 60 s. In this way, when the requested rotational speed is greater than the critical rotational speed, i.e., the requested rotational speed is high, the critical rotational speed can be maintained until the first set time is reached, and then the rotational speed of the compressor 12 is raised to the requested rotational speed. In this way, when the requested rotational speed is high, the user has time to adapt to the noise generated during the change in the rotational speed of the compressor 12, so that the noise of the compressor 12 is not easily identified.

[0073] If the requested rotational speed is greater than the critical rotational speed, the rotational speed of the compressor 12 is raised according to the start rotational speed of the compressor 12 and the rising rate of the compressor 12 within a first set time until the rotational speed of the compressor 12 reaches the critical rotational speed, and the critical rotational speed is maintained until the first set time is reached. After the first set time is exceeded, the rotational speed of the compressor 12 is raised again until the rotational speed of the compressor 12 reaches the requested rotational speed. In the present embodiment, the first set time can be in the range of 50 s to 60 s. In this way, when the requested rotational speed is greater than the critical rotational speed, i.e., the requested rotational speed is high, the critical rotational speed can be maintained until the first set time is reached, and then the rotational speed of the compressor 12 is raised to the requested rotational speed. In this way, when the requested rotational speed is high, the user has time to adapt to the noise generated during the change in the rotational speed of the compressor 12, so that the noise of the compressor 12 is not easily identified.

[0074] ​Referring to Figure 1 and Figure 5 As shown in FIG. 13, in some embodiments, if the request rotation speed is greater than the critical rotation speed, according to the start rotation speed of the compressor 12 and the rising rate of the compressor 12, the rotation speed of the compressor 12 is raised within a first set time until the rotation speed of the compressor 12 reaches the critical rotation speed, and the critical rotation speed is maintained until the first set time is reached; after the first set time is exceeded, the rotation speed of the compressor 12 is raised again until the rotation speed of the compressor 12 reaches the request rotation speed, including steps S401-S402.

[0075] In step S401, if the vehicle speed is less than or equal to the set speed and the request rotation speed is greater than the critical rotation speed, according to the start rotation speed of the compressor 12 and the first rising rate, the rotation speed of the compressor 12 is raised within a first set time until the rotation speed of the compressor 12 reaches the critical rotation speed, and the critical rotation speed is maintained until the first set time is reached. In this way, the rotation speed of the compressor 12 can be raised at the first rising rate within the first set time, and the compressor 12 can be started slowly at a lower first rising rate when the vehicle speed is slower, so that the noise of the compressor 12 during startup is smaller, and thus the noise of the compressor 12 is not obvious when the vehicle speed is slower.

[0076] In step S402, after the first set time is exceeded, the rotation speed of the compressor 12 is raised according to a third rising rate until the rotation speed of the compressor 12 reaches the request rotation speed; wherein the maximum value of the first rising rate after rising is less than the third rising rate. The third rising rate can be a fixed value, and the third rising rate can be equal to the value of the second rising rate, which can be 3000 rpm / s. In this way, the rotation speed of the compressor 12 can be raised quickly after the first set time is exceeded, so that the rotation speed of the compressor 12 reaches the request rotation speed, thereby prioritizing the heat exchange effect of the battery 21 and the interior 46 of the vehicle, so as to ensure the charging and discharging efficiency of the battery 21 and the comfort of the interior 46 of the vehicle, and improve the user experience. In this way, the critical rotation speed is maintained until the first set time is reached, which also has the effect of allowing the user to adapt to the rapid increase in the rotation speed of the compressor 12.

[0077] In some embodiments, the critical rotating speed of the compressor 12 is determined according to the working mode of the vehicle, including: if the vehicle is in one of the air conditioning refrigeration mode and the battery 21 refrigeration mode, one of the first control valve 17 and the second control valve 26 is opened, and the critical rotating speed of the compressor 12 is determined as a first set value. Wherein, the first set value can be 4500 rpm. If the vehicle is in the air conditioning refrigeration mode, opening the first control valve 17 can make the refrigerant flow to the evaporator 14, so that the air in the interior 46 of the vehicle can be cooled. If the vehicle is in the battery 21 refrigeration mode, opening the second control valve 26 can make the refrigerant flow to the first heat exchanger 27, and when the first sub-cooling liquid circuit 20 is connected with the second sub-cooling liquid circuit 23, the cooling of the battery 21 can be realized.

[0078] If the vehicle is in the air conditioning refrigeration mode and the battery 21 refrigeration mode, the first control valve 17 and the second control valve 26 are opened, and the critical rotating speed of the compressor 12 is determined as a second set value. Wherein, the first set value is less than the second set value. If the vehicle is in the air conditioning refrigeration mode and the battery 21 refrigeration mode, the first control valve 17 and the second control valve 26 are opened, so that the flow of refrigerant through the compressor 12 is larger. Thus, the compressor 12 needs to be maintained at a larger rotating speed to ensure that the cooling request of the battery 21 and the cooling request of the interior 46 of the vehicle can be met.

[0079] In some embodiments, the control method further includes: if the vehicle is in one of the air conditioning refrigeration mode and the battery 21 refrigeration mode, starting the compressor 12 after the condenser fan 59 is opened for a second set time. The second set time can be 8s, and the compressor 12 can be started after the condenser fan 59 is opened for the second set time. While avoiding the pressure in the compressor 12 from rising too fast, the sound generated during the rotation of the condenser fan 59 can make the noise of the compressor 12 not easily recognized, and the user experience is better.

[0080] If the vehicle is in the air conditioning refrigeration mode, the evaporator fan 58 and the condenser fan 59 are opened. The first control valve 17 is opened and the second control valve 26 is closed. In this way, the evaporator 14 can be used for refrigeration, and the condenser 13 can be used for heating. The first air door 48 and the fourth air door 51 are opened, and the second air door 49 and the third air door 50 are closed. So that the first air duct 44 can communicate with the interior 46 of the vehicle, and the second air duct 45 can communicate with the exterior 47 of the vehicle. The cold air can be blown into the interior 46 of the vehicle by the evaporator fan 58, and the hot air can be blown out of the exterior 47 of the vehicle by the condenser fan 59, so that the air in the interior 46 of the vehicle can be cooled.

[0081] If the vehicle is in the battery 21 refrigeration mode, the condenser fan 59 is turned on. The second control valve 26 is opened and the first control valve 17 is closed. Thus, the refrigerant flowing out of the condenser 13 can pass through the first heat exchanger 27, and the heat exchange between the refrigerant in the refrigerant branch 25 and the coolant in the second sub-coolant circuit 23 can be achieved through the first heat exchanger 27. The third air door 50 is opened and the fourth air door 51 is closed. Thus, the second air duct 45 can be in communication with the outside 47 of the vehicle, and the heat exchange speed can be accelerated. The battery water pump 22 is started. The coolant in the second sub-coolant circuit 23 can be supplied to the battery 21, so that the temperature of the battery 21 can be reduced.

[0082] If the vehicle is in the air conditioning refrigeration mode and the battery 21 refrigeration mode, the compressor 12 is started after the condenser fan 59 is turned on for a third set time. The second set time can be 10s. The compressor 12 can be started after the condenser fan 59 is turned on for a third set time, so that the noise generated during the rotation of the condenser fan 59 can not be easily identified, and the user experience is better.

[0083] If the vehicle is in the air conditioning refrigeration mode and the battery 21 refrigeration mode, the evaporator fan 58 and the condenser fan 59 are turned on. The first control valve 17 and the second control valve 26 are opened. The refrigerant flowing out of the condenser 13 can pass through the first heat exchanger 27 and the evaporator 14. The evaporator 14 can be used for refrigeration, and the first heat exchanger 27 can be used for cooling the coolant in the second sub-coolant circuit 23. The first air door 48 and the fourth air door 51 are opened, and the second air door 49 and the third air door 50 are closed. The battery water pump 22 is started. The second set time is less than the third set time. Because the vehicle is in the air conditioning refrigeration mode and the battery 21 refrigeration mode, the refrigerant flow through the compressor 12 is large, and the second set time is less than the third set time. Thus, the compressor 12 is turned on later, and the safety performance of the compressor 12 is higher.

[0084] In some embodiments, the condenser fan 59 can be turned off after the compressor 12 is turned off. The use reliability of the compressor 12 is improved.

[0085] In some embodiments, the control method further comprises: if the vehicle is in one of the air conditioning heating mode and the battery 21 heating mode, starting the compressor 12 after the condenser fan 59 is turned on for a fourth set time. If the vehicle is in the air conditioning heating mode, the fourth set time can be 8s. If the vehicle is in the battery 21 heating mode, the fourth set time can be 5s. Starting the compressor 12 after the condenser fan 59 is turned on for the fourth set time. At the same time that the rapid rise of the internal pressure of the compressor 12 can be avoided, the sound generated during the rotation of the condenser fan 59 can make the noise of the compressor 12 not easily identified, and the user experience is better.

[0086] If the vehicle is in the air conditioning heating mode, turn on the evaporator fan 58 and the condenser fan 59, open the first control valve 17, and close the second control valve 26. In this way, the evaporator 14 can be used for cooling, and the condenser 13 can be used for heating. Open the second air door 49 and the third air door 50, and close the first air door 48 and the fourth air door 51. So that the first air duct 44 can communicate with the outside 47 of the vehicle, and the second air duct 45 can communicate with the inside 46 of the vehicle. So that cold air can be blown out of the outside 47 of the vehicle by the evaporator fan 58, and hot air can be blown into the inside 46 of the vehicle by the condenser fan 59, the temperature of the air in the inside 46 of the vehicle can be raised.

[0087] If the vehicle is in the battery 21 heating mode, turn on the condenser fan 59, open the second control valve 26, and close the first control valve 17. Open the third air door 50 and close the fourth air door 51. Turn on the heater 24 and the battery water pump 22. The coolant in the second sub-cooling liquid circuit 23 that has been heated by the heater 24 can be provided to the battery 21, so that the temperature of the battery 21 can be raised.

[0088] If the vehicle is in the air conditioning heating mode and the battery 21 heating mode, start the compressor 12 after the condenser fan 59 is turned on for a fifth set time. The fourth set time is less than or equal to the fifth set time. The fifth set time can be 8s. The fourth set time is less than or equal to the fifth set time, so that the compressor 12 can be turned on later, and the safety performance of the compressor 12 is higher. At the same time that the rapid rise of the internal pressure of the compressor 12 can be avoided, the sound generated during the rotation of the condenser fan 59 can make the noise of the compressor 12 not easily identified, and the user experience is better.

[0089] The evaporator fan 58 and the condenser fan 59 are started, the first control valve 17 and the second control valve 26 are opened, the second damper 49 and the third damper 50 are opened, the first damper 48 and the fourth damper 51 are closed, and the heater 24 and the battery water pump 22 are started. The hot air can be blown into the interior 46 of the vehicle by the condenser fan 59, and the temperature of the air in the interior 46 of the vehicle can be raised. The coolant in the second sub-coolant circuit 23 heated by the heater 24 can be supplied to the battery 21, so that the temperature of the battery 21 can be raised. The evaporator fan 58, the condenser fan 59 and the battery water pump 22 can be started at the same time.

[0090] In some embodiments, the control method further comprises: if the vehicle is at least in the battery heating mode, the first sub-coolant circuit 20 is connected to the second sub-coolant circuit 23, and the heater 24 is started after the battery water pump 22 is started for a sixth set time. The sixth set time can be 10s. The heater 24 can be started when the vehicle is in the battery heating mode. The heater 24 can be started when the vehicle is in the battery heating mode and the air conditioning heating mode. The heater 24 can be started after the battery water pump 22 is started for the sixth set time, so that the coolant can be circulated in the coolant circuit first, and thus the heater 24 can be prevented from dry burning.

[0091] Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the specification and examples be considered as exemplary only, with the true scope and spirit of the application being indicated by the following claims.

[0092] It is to be understood that the application is not limited to the precise construction here described and as shown in the drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the application. The scope of the application is to be limited only by the appended claims.

Claims

1. A control method for a thermal management system, characterized in that, The thermal management system is used in a vehicle; the thermal management system includes a refrigerant circuit, the refrigerant circuit including a compressor, a condenser, and an evaporator connected in series; the compressor includes an inlet and an outlet, the inlet being connected to the evaporator, and the outlet being connected to the condenser; the control method includes: Obtain the vehicle's speed; The compressor's rate of increase is determined based on the vehicle's speed; wherein, if the vehicle's speed is less than or equal to a set speed, the compressor's rate of increase is determined to be a first rate of increase that increases over time. If the vehicle's speed is greater than the set speed, the compressor's rate of increase is determined to be the second rate of increase; the maximum value of the first rate of increase is less than the second rate of increase; the vehicle's status information is acquired, and the requested speed of the compressor is determined based on the vehicle's status information; the vehicle's status information includes at least one of the following: the vehicle's internal temperature, the vehicle's external temperature, the battery temperature, the motor temperature, the intensity of sunlight radiation, and the vehicle's internal humidity. Based on the compressor's starting speed and its rate of increase, the compressor's speed is increased until it reaches the requested speed.

2. The control method for the thermal management system according to claim 1, characterized in that, The step of increasing the compressor speed based on the compressor's starting speed and the compressor's rate of increase until the compressor speed reaches the requested speed includes: The critical speed of the compressor is determined based on the vehicle's operating mode; If the requested speed is less than or equal to the critical speed, the speed of the compressor is increased within a first set time according to the compressor's starting speed and the compressor's rate of increase, until the compressor's speed reaches the requested speed. If the requested speed is greater than the critical speed, the compressor speed is increased within the first set time according to the compressor's starting speed and the compressor's rate of increase, until the compressor speed reaches the critical speed, and the critical speed is maintained until the first set time is reached; after the first set time is exceeded, the compressor speed is increased again until the compressor speed reaches the requested speed.

3. The control method for the thermal management system according to claim 2, characterized in that, If the requested speed is greater than the critical speed, the speed of the compressor is increased within the first set time according to the starting speed and the rate of increase of the compressor, until the speed of the compressor reaches the critical speed, and the critical speed is maintained until the first set time is reached; After the first preset time has elapsed, the compressor speed is further increased until the compressor speed reaches the requested speed, including: If the vehicle's speed is less than or equal to the set speed and the requested speed is greater than the critical speed, the compressor's speed is increased within the first set time according to the compressor's starting speed and the first rate of increase, until the compressor's speed reaches the critical speed, and the critical speed is maintained until the first set time is reached. After the first set time has elapsed, the compressor speed is increased according to the third rate of increase until the compressor speed reaches the requested speed; wherein the maximum value of the first rate of increase is less than the third rate of increase.

4. The control method for the thermal management system according to claim 2, characterized in that, The thermal management system includes a refrigerant branch, and the refrigerant circuit includes a first control valve disposed between the condenser and the evaporator; the refrigerant branch includes a second control valve and a first heat exchanger, the second control valve and the first heat exchanger being disposed between the condenser and the compressor inlet and connected in parallel with the first control valve and the evaporator; Determining the critical speed of the compressor based on the vehicle's operating mode includes: If the vehicle is in either air conditioning cooling mode or battery cooling mode, open one of the first control valve and the second control valve, and determine the critical speed of the compressor as a first set value; If the vehicle is in air conditioning cooling mode and battery cooling mode, the first control valve and the second control valve are opened, and the critical speed of the compressor is determined to be a second set value; wherein, the first set value is less than the second set value.

5. The control method for the thermal management system according to claim 1, characterized in that, The thermal management system includes a first air duct and a second air duct that are separated from each other; the evaporator is disposed in the first air duct and the condenser is disposed in the second air duct; an evaporator fan is disposed on the air inlet side of the evaporator and a condenser fan is disposed on the air inlet side of the condenser. The control method further includes: If the vehicle is in either air conditioning cooling mode or battery cooling mode, the compressor will be started after the condenser fan has been turned on for a second set time. If the vehicle is in air conditioning cooling mode and battery cooling mode, the compressor is started after the condenser fan has been turned on for a third set time; wherein the second set time is less than the third set time.

6. The control method for the thermal management system according to claim 1, characterized in that, The thermal management system includes a first air duct and a second air duct that are separated from each other; the evaporator is disposed in the first air duct and the condenser is disposed in the second air duct; an evaporator fan is disposed on the air inlet side of the evaporator and a condenser fan is disposed on the air inlet side of the condenser. The control method further includes: If the vehicle is in either air conditioning heating mode or battery heating mode, the compressor will be started after the condenser fan has been turned on for a fourth set time. If the vehicle is in air conditioning heating mode and battery heating mode, the compressor is started after the condenser fan has been turned on for a fifth set time; wherein the fourth set time is less than or equal to the fifth set time.

7. The control method for the thermal management system according to claim 6, characterized in that, The thermal management system includes a coolant circuit; the coolant circuit includes a first sub-coolant circuit and a second sub-coolant circuit, the first sub-coolant circuit includes a battery and a battery water pump, and the second coolant circuit includes a heater; the control method further includes: If the vehicle is at least in the battery heating mode, the first sub-coolant circuit is connected to the second sub-coolant circuit, and the heater is started after the battery water pump has been turned on for a sixth set time.

8. A vehicle, characterized in that, It includes a thermal management system and a controller, the controller being used to execute the control method of the thermal management system as described in any one of claims 1-7.

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