Vehicle and thermal management method and device thereof, and computer readable storage medium

Abstract

The application discloses a vehicle, a heat management method and device thereof and a computer readable storage medium, and the method comprises the following steps: acquiring a target heat load of a vehicle heat management system; and determining a heat management mode of the heat management system based on the target heat load. The heat management method can make the heat management system run in an optimal mode, save energy consumption, and thus improve the endurance of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a vehicle thermal management method, a vehicle thermal management device, a computer-readable storage medium, and a vehicle. Background Technology

[0002] In spring and autumn, passenger cabins typically require both cooling for dehumidification and heating for warming, ensuring the interior temperature doesn't drop too low. For heat pump-type thermal management systems, there are two operating modes to meet these needs: heat pump dehumidification mode and cooling dehumidification mode. The biggest difference between these two modes is whether the electric heater is operational, which determines their energy efficiency.

[0003] The cooling-dehumidification mode operates with the thermal management system in cooling mode to dehumidify the air. Simultaneously, an electric heater reheats the dehumidified air to the required temperature in the passenger cabin before delivering it inside. This mode operates within an ambient temperature range above 0°C, but the electric heater consumes considerable power to raise the temperature. The heat pump dehumidification mode operates with the thermal management system in heat pump mode. The system absorbs heat from the air flowing through the evaporator to achieve dehumidification, and also absorbs heat from the environment. This heat is ultimately used to meet the heating needs of the passenger cabin. The energy consumption of the heat pump dehumidification mode is only about one-quarter of the total energy consumption of the cooling-dehumidification mode. However, when the outdoor ambient temperature is too high or the heating load of the passenger cabin is low, it may lose control of the outlet air temperature and become unusable, causing the compressor to frequently shut down.

[0004] Currently, the relevant technologies determine which mode to use based on the outdoor ambient temperature. When the outdoor ambient temperature is high, the cooling mode is used for dehumidification, and when the outdoor ambient temperature is low, the heat pump mode is used for dehumidification. However, this method consumes a lot of power when dehumidifying at high outdoor ambient temperatures, which affects the vehicle's range. Summary of the Invention

[0005] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the first objective of this invention is to propose a vehicle thermal management method that obtains the target thermal load of the vehicle thermal management system and determines the thermal management mode of the thermal management system based on the target thermal load, thereby enabling the thermal management system to operate in an optimal mode, achieving energy savings, and thus improving the vehicle's driving range.

[0006] The second objective of this invention is to provide a vehicle thermal management device.

[0007] A third objective of this invention is to provide a computer-readable storage medium.

[0008] The fourth objective of this invention is to provide a vehicle.

[0009] To achieve the above objectives, a first aspect of the present invention provides a vehicle thermal management method, the method comprising: obtaining a target thermal load of the vehicle thermal management system; and determining a thermal management mode of the thermal management system based on the target thermal load.

[0010] According to an embodiment of the vehicle thermal management method of the present invention, the target thermal load of the vehicle thermal management system is first obtained, and then the thermal management mode of the thermal management system is determined based on the target thermal load. Therefore, this method enables the thermal management system to operate in the optimal mode, achieving energy savings and thus improving the vehicle's driving range.

[0011] In addition, the vehicle thermal management method according to the above embodiments of the present invention may also have the following additional technical features:

[0012] According to an embodiment of the present invention, the thermal management mode includes a heat pump dehumidification mode and a cooling dehumidification mode. Determining the thermal management mode of the thermal management system based on the target heat load includes: when the target heat load is greater than a first preset heat load threshold, determining the thermal management mode as the heat pump dehumidification mode, wherein, in the heat pump dehumidification mode, if the target heat load is less than or equal to the first preset heat load threshold and greater than or equal to a second preset heat load threshold, then maintaining the thermal management mode as the heat pump dehumidification mode; when the target heat load is less than the second preset heat load threshold, determining the thermal management mode as the cooling dehumidification mode, wherein, in the cooling dehumidification mode, if the target heat load is greater than or equal to the second preset heat load threshold and less than or equal to the first preset heat load threshold, then maintaining the thermal management mode as the cooling dehumidification mode; wherein the second preset heat load threshold is less than the first preset heat load threshold.

[0013] According to one embodiment of the present invention, the thermal management system includes a compressor, the first preset heat load threshold is the heat load corresponding to the target dehumidification requirement being met and the compressor speed being the lowest speed under the heat pump dehumidification mode, and the second preset heat load threshold is the difference between the first preset heat load threshold and the preset hysteresis heat load.

[0014] According to one embodiment of the present invention, obtaining the target heat load of the vehicle thermal management system includes: obtaining the vehicle's overall heat load and using the overall heat load as the target heat load.

[0015] According to one embodiment of the present invention, obtaining the target heat load of the vehicle thermal management system includes: obtaining the vehicle's overall heat load and the air intake temperature of the thermal management system; determining the system heat load of the thermal management system based on the vehicle's overall heat load and the air intake temperature, and using the system heat load as the target heat load.

[0016] According to one embodiment of the present invention, determining the system heat load of the thermal management system based on the vehicle heat load and the intake air temperature includes: determining the target outlet air temperature and target outlet air volume of the thermal management system according to the vehicle heat load; and determining the system heat load according to the target outlet air temperature, the target outlet air volume, the intake air temperature, and the specific heat capacity of air.

[0017] According to one embodiment of the present invention, the thermal management system further includes a throttling element, and the method further includes: determining the operating parameters of the compressor and / or the throttling element based on the target heat load.

[0018] To achieve the above objectives, a second aspect of the present invention provides a vehicle thermal management device, comprising: an acquisition module for acquiring a target heat load of the vehicle thermal management system; and a determination module for determining a thermal management mode of the thermal management system based on the target heat load.

[0019] According to an embodiment of the vehicle thermal management device of the present invention, an acquisition module is used to acquire the target thermal load of the vehicle thermal management system, and a determination module is used to determine the thermal management mode of the thermal management system based on the target thermal load. Therefore, the device enables the thermal management system to operate in an optimal mode, achieving energy savings and thus improving the vehicle's driving range.

[0020] To achieve the above objectives, a third aspect of the present invention provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the above-described vehicle thermal management method.

[0021] According to the computer-readable storage medium of the present invention, by implementing the above-described vehicle thermal management method during execution, the thermal management system can operate in an optimal mode, thereby saving energy and improving the vehicle's range.

[0022] To achieve the above objectives, a vehicle is provided in a fourth aspect of the present invention, including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the above-described vehicle thermal management method.

[0023] According to the vehicle of the present invention, by implementing the above-described vehicle thermal management method, the thermal management system can be operated in the optimal mode to save energy and thereby improve the vehicle's range.

[0024] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0025] Figure 1 A flowchart of a vehicle thermal management method according to an embodiment of the present invention;

[0026] Figure 2 A flowchart illustrating a vehicle thermal management method according to a specific example of the present invention;

[0027] Figure 3 This is a block diagram of a vehicle thermal management device according to an embodiment of the present invention;

[0028] Figure 4 This is a block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0029] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0030] The vehicle thermal management method, vehicle thermal management device, computer-readable storage medium, and vehicle proposed in the embodiments of the present invention are described below with reference to the accompanying drawings.

[0031] Figure 1 This is a flowchart of a vehicle thermal management method according to an embodiment of the present invention.

[0032] like Figure 1 As shown, the vehicle thermal management method of this invention may include the following steps:

[0033] S1, obtain the target heat load of the vehicle thermal management system.

[0034] S2, based on the target heat load, determines the heat management mode of the heat management system.

[0035] Specifically, a vehicle thermal management system is a system used to control and maintain the temperature and heat distribution inside a vehicle. Controlling the vehicle's interior temperature not only affects passenger comfort but also the vehicle's performance and energy efficiency. Thermal management systems can have various thermal management modes to adapt to different operating conditions and needs, such as cooling mode, heating mode, cooling dehumidification mode, heat pump dehumidification mode, and ventilation mode.

[0036] In cooling mode, the thermal management system primarily lowers the vehicle's interior temperature by activating the cooling system to absorb and expel heat from the interior. In heating mode, it can be used to raise the vehicle's interior temperature by activating a heating system, such as an electric heater or hot water circulation, to provide additional heat. In cooling-dehumidifying mode, in addition to cooling, it specifically removes humidity from the air; in heat pump dehumidifying mode, a heat pump system is used to reduce humidity. In ventilation mode, it can be used to provide fresh air and improve ventilation without involving cooling or heating, contributing to improved air quality.

[0037] When determining the thermal management mode of the vehicle thermal management system, the target heat load of the system can be obtained first. The target heat load refers to the heating energy required inside the vehicle, especially in the passenger compartment area. Based on this heat load, the heat that the vehicle thermal management system needs to provide can be determined. For example, the target heat load can be determined by calculations based on the results measured by temperature and humidity sensors. The target heat load can be positive or negative. A positive target heat load indicates that the temperature in the current passenger compartment area needs to be increased, while a negative target heat load indicates that the temperature in the current passenger compartment area needs to be decreased.

[0038] In spring and autumn, when humidity is high in the passenger cabin area, using a cooling dehumidification mode would result in significant energy consumption due to the simultaneous operation of the compressor and electric heater. Therefore, the thermal management mode of the thermal management system should be determined based on the target heat load. For example, if the target heat load is higher than a certain set value, it indicates a high target heat load, and using a cooling dehumidification mode would consume more energy. In this case, a heat pump dehumidification mode can be used. Conversely, when the outdoor ambient temperature is relatively low and the target heat load is low, using a heat pump dehumidification mode would result in a severe overcapacity of heat generated by the thermal management system, causing frequent compressor starts and stops, and fluctuating outlet air temperature, which would seriously affect passenger cabin comfort. In this case, a cooling dehumidification mode can be used when the target heat load is lower than a certain set value. Furthermore, because the target heat load is lower, the energy consumed by the electric heater is also lower.

[0039] Therefore, by obtaining the target heat load of the vehicle's thermal management system and determining the thermal management mode of the thermal management system based on the target heat load, the thermal management system can be made to operate in the optimal mode, thereby saving energy and improving the vehicle's range.

[0040] According to one embodiment of the present invention, the thermal management mode includes a heat pump dehumidification mode and a cooling dehumidification mode. The thermal management mode of the thermal management system is determined based on a target heat load, including: when the target heat load is greater than a first preset heat load threshold, the thermal management mode is determined to be a heat pump dehumidification mode, wherein, in the heat pump dehumidification mode, if the target heat load is less than or equal to the first preset heat load threshold and greater than or equal to a second preset heat load threshold, the thermal management mode remains unchanged as heat pump dehumidification mode; when the target heat load is less than the second preset heat load threshold, the thermal management mode is determined to be a cooling dehumidification mode, wherein, in the cooling dehumidification mode, if the target heat load is greater than or equal to the second preset heat load threshold and less than or equal to the first preset heat load threshold, the thermal management mode remains unchanged as cooling dehumidification mode; wherein the second preset heat load threshold is less than the first preset heat load threshold.

[0041] Specifically, when the outdoor ambient temperature is relatively high, if the thermal management system's outlet air temperature and air volume are also relatively high (i.e., the target heat load is relatively large), entering the cooling and dehumidification mode results in the compressor and electric heater running simultaneously, leading to high system energy consumption and severely impacting the electric vehicle's range. Therefore, to make the thermal management system more energy-efficient, a heat pump dehumidification mode can be used under higher heat loads. Conversely, when the outdoor ambient temperature is relatively low, if the target outlet air temperature and air volume are also relatively low (i.e., the target heat load is relatively low), entering the heat pump dehumidification mode results in a significant excess of heat produced by the system, causing frequent compressor starts and stops, and fluctuating outlet air temperature control, severely affecting passenger cabin comfort and significantly reducing compressor lifespan. Therefore, to avoid frequent compressor starts and stops and ensure the outlet air temperature, a cooling mode can be used for dehumidification under lower heat loads. Furthermore, because the target heat load is smaller, the energy consumption when using the electric heater is also lower.

[0042] Therefore, when determining the thermal management mode of the thermal management system based on the target heat load, the target heat load can be compared with a first preset heat load threshold. When the target heat load is greater than the first preset heat load threshold, it indicates that the current target heat load is high, and the thermal management mode can be determined to be the heat pump dehumidification mode, so that the thermal management system operates in the optimal mode, achieving energy savings and improving the vehicle's range. When the target heat load is less than or equal to the first preset heat load threshold, the target heat load is compared with a second preset heat load threshold. When the target heat load is less than the second preset heat load threshold, it indicates that the current target heat load is low, and the thermal management mode can be determined to be the cooling dehumidification mode, which can improve cabin comfort and extend the compressor's lifespan.

[0043] In addition, when the thermal management mode is heat pump dehumidification mode, the target heat load is compared with the first preset heat load threshold and the second preset heat load threshold. When the target heat load is less than or equal to the first preset heat load threshold and greater than or equal to the second preset heat load threshold, the thermal management mode can remain unchanged as heat pump dehumidification mode. That is to say, when the target heat load is slightly less than the first preset heat load threshold but not reduced to below the second preset heat load threshold, in order to reduce frequent switching between different modes, the thermal management mode can continue to remain unchanged as heat pump dehumidification mode.

[0044] When the thermal management mode is cooling and dehumidifying mode, the target heat load is compared with the first preset heat load threshold and the second preset heat load threshold. When the target heat load is greater than or equal to the second preset heat load threshold and less than or equal to the first preset heat load threshold, the thermal management mode can be kept unchanged as cooling and dehumidifying mode. In other words, when the target heat load is slightly greater than the second preset heat load threshold but does not rise above the first preset heat load threshold, the thermal management mode can continue to be kept unchanged as cooling and dehumidifying mode in order to reduce frequent switching between different modes.

[0045] It should be noted that the default thermal management mode of the vehicle thermal management system is heat pump dehumidification mode to achieve energy saving. When the target heat load is less than or equal to the first preheating load threshold and greater than or equal to the second preset heat load threshold, the thermal management mode will still be kept as heat pump dehumidification mode.

[0046] According to one embodiment of the present invention, the thermal management system includes a compressor. A first preset heat load threshold is the heat load corresponding to meeting the target dehumidification requirement and the compressor speed being at its lowest speed under heat pump dehumidification mode. A second preset heat load threshold is the difference between the first preset heat load threshold and a preset hysteresis heat load. The preset hysteresis heat load can be determined according to actual conditions.

[0047] Specifically, the key to determining whether the thermal management system uses heat pump dehumidification mode or cooling dehumidification mode is to determine the amount of heat generated by the compressor at its lowest speed while ensuring dehumidification. Since heat pump dehumidification mode is more energy-efficient under higher heat loads, experiments can be conducted in heat pump dehumidification mode to measure the air volume of the thermal management system at its lowest compressor speed, outdoor ambient temperature, internal and external circulation ratio, vehicle interior temperature, and thermal management system outlet temperature. By calculation, the minimum amount of heat generated by the thermal management system at this time can be determined, which is the first preset heat load threshold.

[0048] In one embodiment of the present invention, the inlet temperature of the thermal management system can be calculated based on the outlet air temperature and the internal and external circulation ratio of the thermal management system. Then, a heat load is calculated based on the outlet air volume, outlet air temperature, inlet air temperature and specific heat capacity of air. The corresponding heat coefficient is determined by combining the outdoor ambient temperature and the vehicle interior temperature. Finally, the first preset heat load threshold can be determined.

[0049] After obtaining the first preset heat load threshold, the second preset heat load threshold can be obtained by subtracting the preset hysteresis heat load from the first preset heat load threshold, thereby determining the current working mode of the current thermal management system based on the first preset heat load and the second preset heat load.

[0050] According to one embodiment of the present invention, obtaining the target thermal load of a vehicle thermal management system includes: obtaining the overall thermal load of the vehicle and using the overall thermal load as the target thermal load.

[0051] Specifically, when obtaining the target heat load for a vehicle's thermal management system, the overall vehicle heat load can be obtained first. This value represents the thermal balance state within the vehicle's passenger compartment and is typically expressed in power units (e.g., watts or kilowatts). Using the overall vehicle heat load as the target heat load for the thermal management system means that the system generates heat according to this target load. For example, when the overall vehicle heat load is positive, the vehicle needs to cool down to remove excess heat; when the overall vehicle heat load is negative, the vehicle needs to provide heating to maintain a warm environment. By monitoring the overall vehicle heat load, temperature and humidity can be automatically adjusted to maintain a balanced interior temperature to meet passenger needs.

[0052] The overall vehicle heat load can be calculated based on the vehicle's internal and external environmental conditions. Factors affecting the overall vehicle heat load mainly include outdoor ambient temperature, light intensity, vehicle speed, interior temperature, and the heat load of the occupants. In one embodiment of the invention, when determining the overall vehicle heat load, an appropriate algorithm can be used to calculate the overall vehicle heat load based on outdoor ambient temperature, light intensity, vehicle speed, interior temperature, and the heat load of the occupants. Furthermore, vehicle characteristics, such as body color, window type, vehicle insulation performance, and air quality, also affect the overall vehicle heat load. In another embodiment of the invention, an appropriate algorithm can be used to calculate the overall vehicle heat load based on outdoor ambient temperature, light intensity, vehicle speed, interior temperature, the heat load of the occupants, vehicle characteristics, and air quality.

[0053] According to another embodiment of the present invention, obtaining the target heat load of a vehicle thermal management system includes: obtaining the vehicle's overall heat load and the air intake temperature of the thermal management system; determining the system heat load of the thermal management system based on the overall heat load and the air intake temperature, and using the system heat load as the target heat load.

[0054] Specifically, in addition to obtaining the target heat load of the vehicle thermal management system, it is also possible to obtain the vehicle's overall heat load and the air intake temperature of the thermal management system. The air intake temperature of the thermal management system is also the air intake temperature of the air conditioning unit. The system heat load of the thermal management system can be determined based on the overall vehicle heat load and the air intake temperature. Then, the system heat load is used as the target heat load. Combined with the air intake temperature, the accuracy of the target heat load of the vehicle thermal management system can be improved, and the actual heat that the thermal management system can generate can be accurately obtained.

[0055] When determining the system heat load of the thermal management system based on the vehicle heat load and the air intake temperature of the thermal management system, the system heat load can be determined by a pre-set correspondence. For example, the relationship between the vehicle heat load, air intake temperature and system heat load can be determined in advance. After the vehicle heat load and air intake temperature are determined, the system heat load can be obtained by directly calling the correspondence.

[0056] Furthermore, according to one embodiment of the present invention, determining the system heat load of the thermal management system based on the vehicle heat load and the intake air temperature includes: determining the target outlet air temperature and target outlet air volume of the thermal management system according to the vehicle heat load; and determining the system heat load according to the target outlet air temperature, target outlet air volume, intake air temperature, and the specific heat capacity of air.

[0057] Specifically, when determining the system heat load of the thermal management system based on the vehicle's heat load and intake air temperature, the target outlet air temperature and target outlet air volume of the thermal management system can first be determined based on the vehicle's heat load. For example, a pre-defined table can be used to store multiple vehicle heat loads, target outlet air temperatures, and target outlet air volumes, with each vehicle heat load corresponding to a specific target outlet air temperature and volume. After determining the vehicle heat load, the corresponding target outlet air temperature and target outlet air volume can be determined. In other words, when the thermal management system supplies air according to the target outlet air temperature and target outlet air volume, it can meet the total amount of heat that needs to be handled inside the vehicle.

[0058] After determining the target outlet air temperature and target outlet air volume, the system heat load can be determined based on the target outlet air temperature, target outlet air volume, inlet air temperature, and the specific heat capacity of the air. For example, the temperature difference between the target outlet air temperature and the inlet air temperature can be calculated first, and the system heat load can be determined by multiplying this temperature difference by the target outlet air volume and the specific heat capacity of the air.

[0059] It should be noted that the temperature difference between the target outlet air temperature and the inlet air temperature can be positive or negative. For example, in winter, when the interior temperature needs to be increased, if the target outlet air temperature is greater than the inlet air temperature, the difference between the target outlet air temperature and the inlet air temperature can be determined to be positive, thus the system heat load can be determined to be positive. Conversely, in summer, when the interior temperature needs to be decreased, if the target outlet air temperature is less than the inlet air temperature, the difference between the target outlet air temperature and the inlet air temperature can be determined to be negative, thus the system heat load can be determined to be negative.

[0060] According to one embodiment of the present invention, the thermal management system further includes a throttling element, and the vehicle thermal management method further includes: determining the operating parameters of the compressor and / or the throttling element according to the target thermal load.

[0061] Specifically, the thermal management system may also include a throttling element, which can be an electronic expansion valve. Currently, the feedforward speed of the compressor, the PI (Proportional-Integral) coefficient lookup table, and the adjustment coefficient lookup table of the electronic expansion valve are all based on the air volume of the thermal management system. However, the air volume cannot fully represent the heat load of the passenger compartment. Only by combining the air volume and the air temperature can a more reasonable assessment be made. Therefore, the heat load of this thermal management system can not only reasonably determine the system's operating mode, but also be used to control the core components of the thermal management system.

[0062] After obtaining the target heat load of the vehicle's thermal management system, the operating parameters of the compressor can be determined based on this load. For example, the compressor's feedforward speed and PI coefficient can be determined. Alternatively, the operating parameters of the throttling element can be determined based on the target heat load, such as the opening degree of the electronic expansion valve. A larger target heat load results in a larger opening of the electronic expansion valve, thus increasing the refrigerant flow and enhancing the cooling effect. Conversely, a smaller target heat load results in a smaller opening of the electronic expansion valve, thus decreasing the refrigerant flow and weakening the cooling effect. By determining the opening degree of the electronic expansion valve based on the target heat load, the thermal management system can better adapt to different operating conditions and loads, thereby improving system performance and efficiency. Alternatively, the operating parameters of both the compressor and the throttling element can be determined simultaneously based on the target heat load, making the parameter settings of the thermal management system more reasonable and accurate.

[0063] The following is combined with Figure 2 The method of the present invention will be described below.

[0064] As a specific example, the vehicle thermal management method of the present invention may include the following steps:

[0065] S101 obtains the vehicle's overall heat load and the intake air temperature of the thermal management system.

[0066] S102, based on the vehicle's heat load, determine the target outlet air temperature and target outlet air volume of the thermal management system.

[0067] S103. Determine the system heat load based on the target outlet air temperature, target outlet air volume, inlet air temperature, and specific heat capacity of air.

[0068] S104 uses the system heat load as the target heat load.

[0069] S105, determine whether the target heat load is greater than the first preset heat load threshold. If yes, proceed to step S106; if no, proceed to step S107.

[0070] S106, the thermal management mode is set to heat pump dehumidification mode.

[0071] S107, determine whether the target heat load is less than the second preset heat load threshold. If yes, proceed to step S108; if no, proceed to step S101.

[0072] S108, the thermal management mode is set to cooling and dehumidification mode.

[0073] In summary, the vehicle thermal management method according to embodiments of the present invention first obtains the target thermal load of the vehicle thermal management system, and then determines the thermal management mode of the thermal management system based on the target thermal load. Therefore, this method enables the thermal management system to operate in the optimal mode, achieving energy savings and thus improving the vehicle's driving range.

[0074] Corresponding to the above embodiments, the present invention also proposes a vehicle thermal management device.

[0075] like Figure 3 As shown, the vehicle thermal management device 100 of this embodiment includes: an acquisition module 110 and a determination module 120.

[0076] The acquisition module 110 is used to acquire the target heat load of the vehicle thermal management system. The determination module 120 determines the thermal management mode of the thermal management system based on the target heat load.

[0077] According to an embodiment of the present invention, the thermal management mode includes a heat pump dehumidification mode and a cooling dehumidification mode. The determining module 120 determines the thermal management mode of the thermal management system based on the target heat load, specifically configured to: determine the thermal management mode as heat pump dehumidification mode when the target heat load is greater than a first preset heat load threshold, wherein, in the heat pump dehumidification mode, if the target heat load is less than or equal to the first preset heat load threshold and greater than or equal to a second preset heat load threshold, then the thermal management mode remains unchanged as heat pump dehumidification mode; and determine the thermal management mode as cooling dehumidification mode when the target heat load is less than the second preset heat load threshold, wherein, in the cooling dehumidification mode, if the target heat load is greater than or equal to the second preset heat load threshold and less than or equal to the first preset heat load threshold, then the thermal management mode remains unchanged as cooling dehumidification mode; wherein, the second preset heat load threshold is less than the first preset heat load threshold.

[0078] According to one embodiment of the present invention, the thermal management system includes a compressor, a first preset heat load threshold is the heat load corresponding to the target dehumidification requirement and the compressor speed at the lowest speed in heat pump dehumidification mode, and a second preset heat load threshold is the difference between the first preset heat load threshold and the preset hysteresis heat load.

[0079] According to one embodiment of the present invention, the acquisition module 110 acquires the target heat load of the vehicle thermal management system, specifically for: acquiring the vehicle's overall heat load and using the overall heat load as the target heat load.

[0080] According to one embodiment of the present invention, the acquisition module 110 acquires the target heat load of the vehicle thermal management system, specifically for: acquiring the vehicle's overall heat load and the air intake temperature of the thermal management system; determining the system heat load of the thermal management system based on the overall heat load and the air intake temperature, and using the system heat load as the target heat load.

[0081] According to one embodiment of the present invention, the determining module 120 determines the system heat load of the thermal management system based on the vehicle heat load and the inlet air temperature, specifically used for: determining the target outlet air temperature and target outlet air volume of the thermal management system according to the vehicle heat load; and determining the system heat load according to the target outlet air temperature, target outlet air volume, inlet air temperature and the specific heat capacity of air.

[0082] According to one embodiment of the present invention, the thermal management system further includes a throttling element, and the determining module 120 is further configured to: determine the operating parameters of the compressor and / or the throttling element based on the target heat load.

[0083] It should be noted that for details not disclosed in the vehicle thermal management device of this embodiment, please refer to the details disclosed in the vehicle thermal management method of this embodiment, which will not be repeated here.

[0084] According to an embodiment of the vehicle thermal management device of the present invention, an acquisition module is used to acquire the target thermal load of the vehicle thermal management system, and a determination module is used to determine the thermal management mode of the thermal management system based on the target thermal load. Therefore, the device enables the thermal management system to operate in an optimal mode, achieving energy savings and thus improving the vehicle's driving range.

[0085] Corresponding to the above embodiments, the present invention also proposes a computer-readable storage medium.

[0086] The computer-readable storage medium of this invention stores a program that, when executed by a processor, implements the vehicle thermal management method described above.

[0087] According to the computer-readable storage medium of the present invention, by executing the above-described vehicle thermal management method, the thermal management system can be made to operate in an optimal mode, thereby saving energy and improving the vehicle's range.

[0088] Corresponding to the above embodiments, the present invention also proposes a vehicle.

[0089] like Figure 4 As shown, the vehicle 200 of this embodiment may include: a memory 210, a processor 220, and a program stored in the memory 210 and executable on the processor 220. When the processor 220 executes the program, it implements the above-described vehicle thermal management method.

[0090] According to the vehicle of the present invention, by implementing the above-described vehicle thermal management method, the thermal management system can be operated in the optimal mode to save energy and thereby improve the vehicle's range.

[0091] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0092] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0093] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0094] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0095] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0096] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A vehicle thermal management method, characterized in that, The method includes: Obtain the target heat load of the vehicle thermal management system; Based on the target heat load, determine the heat management mode of the heat management system; The thermal management modes include: heat pump dehumidification mode and cooling dehumidification mode. Determining the thermal management mode of the thermal management system based on the target heat load includes: When the target heat load is greater than the first preset heat load threshold, the thermal management mode is determined to be the heat pump dehumidification mode. In the heat pump dehumidification mode, if the target heat load is less than or equal to the first preset heat load threshold and greater than or equal to the second preset heat load threshold, the thermal management mode is kept unchanged as the heat pump dehumidification mode. When the target heat load is less than the second preset heat load threshold, the thermal management mode is determined to be the cooling and dehumidification mode. In the cooling and dehumidification mode, if the target heat load is greater than or equal to the second preset heat load threshold and less than or equal to the first preset heat load threshold, the thermal management mode is kept unchanged as the cooling and dehumidification mode. Wherein, the second preset heat load threshold is less than the first preset heat load threshold.

2. The method according to claim 1, characterized in that, The thermal management system includes a compressor. The first preset heat load threshold is the heat load corresponding to the minimum speed of the compressor when the target dehumidification requirement is met under the heat pump dehumidification mode. The second preset heat load threshold is the difference between the first preset heat load threshold and the preset hysteresis heat load.

3. The method according to claim 1, characterized in that, The step of obtaining the target heat load of the vehicle thermal management system includes: Obtain the vehicle's overall heat load and use it as the target heat load.

4. The method according to claim 1, characterized in that, The step of obtaining the target heat load of the vehicle thermal management system includes: Obtain the vehicle's total heat load and the air intake temperature of the thermal management system; Based on the vehicle heat load and the air intake temperature, the system heat load of the thermal management system is determined, and the system heat load is used as the target heat load.

5. The method according to claim 4, characterized in that, The determination of the system heat load of the thermal management system based on the vehicle heat load and the intake air temperature includes: Based on the vehicle's overall heat load, the target outlet air temperature and target outlet air volume of the thermal management system are determined. The system heat load is determined based on the target outlet air temperature, the target outlet air volume, the inlet air temperature, and the specific heat capacity of air.

6. The method according to claim 2, characterized in that, The thermal management system further includes a throttling element, and the method further includes: Based on the target heat load, determine the operating parameters of the compressor and / or the throttling element.

7. A vehicle thermal management device, said device implementing the vehicle thermal management method according to any one of claims 1-6, characterized in that, include: The acquisition module is used to acquire the target heat load of the vehicle thermal management system; The determination module is used to determine the thermal management mode of the thermal management system based on the target heat load.

8. A computer-readable storage medium, characterized in that, It stores a program that, when executed by a processor, implements the vehicle thermal management method according to any one of claims 1-6.

9. A vehicle, characterized in that, The system includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the vehicle thermal management method according to any one of claims 1-6.

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