A method and system for calibrating the optimal filling amount of lubricating oil in an automobile thermal management system

Abstract

The present invention discloses a method and system for calibrating the optimal filling amount of lubricating oil in an automobile thermal management system, which realizes online pressure-based precise oil replenishment in the lubricating oil calibration process of the automobile thermal management system, improves test accuracy and efficiency, reduces costs, and improves the safety of the test process. It includes an electric compressor assembly, a new energy thermal management system, a data acquisition module, a data analysis control system, an integrated console, and an oil supply assembly. The electric compressor assembly, the new energy thermal management system, and the oil supply assembly are execution components, and each execution component is respectively provided with a sensor for parameter detection. The data acquisition module is respectively connected to the sensors on the electric compressor assembly and the new energy thermal management system, so that the sensor signal is transmitted to the data acquisition module in real time, and the data acquisition module transmits the collected data to the data analysis control system; one end of the integrated console is respectively connected to each execution component, and the other end is connected to the data analysis control system.

Description

Technical Field

[0001] The invention relates to the technical field of lubricating oil calibration for an automobile thermal management system, and in particular to a method and system for calibrating the optimum filling amount of lubricating oil for an automobile thermal management system. Background Art

[0002] Automotive thermal management is one of the most critical technologies for new energy vehicles. It is the core technology for solving the industry pain points of "mileage worries" and "thermal runaway" and improving the energy efficiency and safety of the entire vehicle.

[0003] In the automotive thermal management system, lubricating oil has the functions of cooling, lubrication, and sealing, which directly affects the operating reliability of the automotive air-conditioning compressor and the energy efficiency of the thermal system. Insufficient lubricating oil will lead to problems such as increased compressor wear, internal leakage, and increased failure rate; excessive lubricating oil filling will increase the oil circulation rate of the air-conditioning system, increase power consumption, and reduce the mass flow of refrigerant. At the same time, a large amount of lubricating oil adheres to the surface of heat exchangers such as condensers and evaporators, reducing the heat exchange effect, thereby affecting the performance of the thermal management system. Therefore, it is of great significance to calibrate the optimal filling amount of lubricating oil in the thermal management system.

[0004] In the traditional automotive field, the amount of lubricant added is mainly based on the experience of the automobile air-conditioning compressor manufacturer. Compared with traditional automobiles, the thermal system of new energy vehicles is more complex. In addition to the cooling and heating of the passenger compartment, it also involves the cooling of the motor and electronic control, the battery, etc. The original experience-based filling method cannot meet the reliability and energy efficiency requirements of the existing thermal system. There is too much or insufficient lubricant, which will lead to problems such as reduced system energy efficiency or poor compressor reliability. For different automotive thermal management systems, scientific calibration through test methods is the best way to balance reliability and energy efficiency. Among the existing patent technologies related to the calibration and filling of lubricant in automotive thermal management systems, there are the following:

[0005] Existing relevant patents and technologies:

[0006] 1. A method for calibrating the lubricating oil quantity of electric scroll compressors for new energy vehicles CN202211193268.2;

[0007] 2. Experimental equipment and experimental method for compressor refrigeration oil filling amount, CN201810838304.3;

[0008] 3. A refueling device for automobile air conditioning system, CN 210196953 U;

[0009] 4. A calibration and filling device for refrigeration oil of compressor of air conditioning system, CN 212692184 U;

[0010] Problems with existing technologies:

[0011] Patent 1 and Patent 2 both involve a method and device for calibrating the lubricating oil quantity related to automotive thermal management.

[0012] Patent 1 is mainly aimed at the filling of lubricating oil for electric scroll compressors of new energy vehicles. It uses a compressor that can read the liquid level height at the oil return port, and builds a real vehicle system bench based on the original vehicle air conditioning system. It is tested under three working conditions: low speed, medium speed, and high speed. The enthalpy difference method is used to take the relationship between the heat exchange rate on the air side of the evaporator and the amount of oil added as the judgment basis. Combined with the compressor exhaust temperature inflection point, the overlap section is taken as the ideal filling amount, and leakage and errors during the test are considered. On the basis of the preset, 10ml of lubricating oil is added as the final filling amount. During the entire test cycle, after completing the test under three working conditions, the refrigerant is recovered, 10ml of lubricating oil is added, and then the refrigerant is vacuumed and added, and then the three different working conditions are repeated to record data.

[0013] Patent 2 is mainly aimed at the filling of lubricating oil for traditional compressors (fuel engines, driven by pulleys). A real vehicle system bench is built based on the original vehicle air conditioning system. Tests are conducted under low-speed and high-speed conditions. Exhaust temperature and compressor oil storage are used as the criteria for determining the amount of oil to be filled. When the exhaust temperature area is stable and the compressor oil storage is not less than the minimum required amount, the compressor lubricating oil filling amount is used. During the entire test cycle, the initial amount of lubricating oil is added, the test data of working conditions 1 and 2 are completed and recorded, the refrigerant is recovered, the compressor is disassembled and weighed, and then 10 ml of lubricating oil is added, and the vacuum is drawn and the refrigerant is added for another cycle test until the judgment criteria are met.

[0014] The above two technical solutions for filling automobile compressors are respectively aimed at new energy vehicles and traditional fuel vehicles, and have significant deficiencies: their test process requires stopping the machine to manually recover the refrigerant after completing a round of calibration tests, and then add 10ml of refrigeration oil, and then vacuum and add refrigerant to start a new round of calibration tests. This process is time-consuming and labor-intensive, wastes refrigerant, affects the environment (refrigerant released into the atmosphere will cause global warming), and the calibrated oil volume is inaccurate. Reason: In the process of recovering refrigerant and disassembling the system (lubricating oil is compatible with refrigerant. Generally, in order to avoid losing too much lubricating oil, a slow release method of refrigerant is adopted, and a machine cannot be used to quickly recover refrigerant, resulting in refrigerant waste and environmental impact), it will inevitably lead to the loss of lubricating oil, and the lubricating oil lost each time cannot be accurately measured, resulting in inaccurate oil volume calibrated in the test (generally, the calibrated oil volume is more than the actual required oil volume).

[0015] In addition, the patent 1 technical solution uses the enthalpy difference method to use the evaporator heat exchange rate as the criterion for determining the amount of oil injection. It requires accurate measurement of the air supply volume, the physical parameters of the air entering and leaving the evaporator (such as moisture content, specific volume, and thus obtaining the enthalpy value), and other data. The relevant measurement equipment requires high precision, and the oil volume has no significant effect on the heat exchange rate. There are problems such as low sensitivity of the calibrated oil volume. In addition, the patented technical solution is a method for calibrating the lubricating oil volume of electric scroll compressors for new energy vehicles, that is, it is adapted to the thermal management system for new energy vehicles, and three test conditions of low speed, medium speed, and high speed are set for test evaluation. This test method is single and only considers the application of passenger compartment cooling scenarios similar to traditional fuel vehicles. It cannot meet the real needs of complex thermal management systems for new energy vehicles (passenger compartment cooling and heating, battery cooling, motor electronic control cooling, etc.).

[0016] Patent 2 uses exhaust temperature and compressor oil storage as the judgment criteria. Since the compressor needs to be disassembled and weighed after stopping to recover the refrigerant, there is a problem of migration and reflux of lubricating oil during the shutdown process. The non-real-time dynamic evaluation of the compressor oil storage cannot accurately reflect the internal oil storage situation under severe working conditions, and there is a possibility of misjudging the body oil storage under real working conditions. In addition, the test method and working conditions described in Patent 2 are all for traditional fuel vehicle thermal management systems. For example, the compressor speed and suction and exhaust pressure conditions are related to the engine speed, and cannot be applied to new energy electric vehicles.

[0017] Patents 3 and 4 involve a manual oiling tool, both of which use a syringe-like structure to achieve the oil filling of the hot system lubricant. Patent 3 takes into account the high pressure factor of the system and adopts a threaded structure. The oiling screw is manually rotated to achieve oiling. Before use, it is necessary to calibrate the stroke of the oiling screw and the diameter of the oiling cavity to calculate the filling volume generated by each pitch, and then measure it through a mass balance or a volume measuring cylinder. Repeatedly until the amount of oil pushed out is consistent, thereby completing the calibration of the filling amount. The process is complicated. At the same time, due to the deviation of thread processing, the pitch of different positions is different, so the filling amount of different screw strokes is different, which is laborious and inaccurate. At the same time, there are safety risks in manually operating 0.4MPa-0.8MPa high-pressure equipment.

[0018] Patent 4 uses an ordinary manual syringe structure and directly pushes the push rod to achieve system oil injection, ignoring the high pressure factor of the system. According to experience, it is difficult for operators to achieve 0.4MPa-0.8MPa pressure injection by directly pushing with hands (the normal pressure of a car tire is 0.23-0.25MPa, and it is difficult to operate an air pump with both hands). To achieve oil injection, the oil injection pressure must be greater than the system pressure (2-3 times the tire pressure). Therefore, the patent 4 solution has obvious safety risks and impracticability, and is difficult to apply in practice.

[0019] The technical solutions of Patents 3 and 4 failed to solve the problem of air discharge from the filling connecting pipes and joints, and real-time verification of the metering accuracy of the oil filling system. During the oil filling and replenishing process, entrained air enters the system and mixes with the refrigerant, affecting the operation of the system and causing distortion of the test record data (air entering the refrigerant will cause the compressor exhaust temperature to increase, the system heat exchange capacity to decrease, etc.), seriously affecting the accurate judgment of the optimal filling amount of the thermal system lubricating oil, resulting in the failure of the entire test. Summary of the invention

[0020] The purpose of the present invention is to overcome the shortcomings of the prior art and provide a method and system for calibrating the optimal filling amount of lubricating oil in an automobile thermal management system, so as to realize online pressurized and precise oil replenishment in the lubricating oil calibration process of the automobile thermal management system, improve the test accuracy and efficiency, reduce costs, and improve the safety of the test process.

[0021] The object of the present invention is achieved in that:

[0022] An automatic calibration system for the optimal filling amount of lubricating oil in an automobile thermal management system comprises an electric compressor assembly, a new energy thermal management system, a data acquisition module, a data analysis control system, an integrated control console, and an oil supply assembly. The electric compressor assembly, the new energy thermal management system, and the oil supply assembly are execution components, and each execution component is respectively provided with a sensor for parameter detection. The data acquisition module is respectively connected to the sensors on the electric compressor assembly and the new energy thermal management system, so that the sensor signal is transmitted to the data acquisition module in real time, and the data acquisition module transmits the collected data to the data analysis control system.

[0023] One end of the integrated console is connected to each execution component to realize the control of each execution component and the feedback of the signal, and the other end of the integrated console is connected to the data analysis control system to realize the signal data transmission with the data analysis control system;

[0024] The data analysis and control system issues control instructions according to the system operation requirements and transmits them to the integrated control console. The integrated control console sends electrical signals to each execution component for control, thereby realizing the operation of each execution component. The real-time operation status of each execution component will be synchronously fed back to the integrated control console and finally transmitted to the data control system, thereby completing the data interaction. Each sensor transmits the sensor data to the data acquisition module in real time, and then transmits it to the data analysis and control system to realize the real-time display feedback of the sensor data. When the system setting working condition is stable, the data analysis and control system starts to collect and record the test data, and then executes the new working condition;

[0025] After completing all working conditions, the data analysis and control system analyzes the collected parameters and compares them with the evaluation standards. When the parameters cannot meet the judgment standards for the optimal lubricant filling amount, the data analysis and control system issues a filling command, opens the oil supply component through the integrated console, and collects the filling flow information through the data acquisition module and sensor. When the oil filling amount reaches the set filling amount, the data analysis and control system issues a command to close the oil supply component and complete the automatic filling of the lubricant.

[0026] Preferably, the oil supply component adopts a closed oil tank low-pressure differential oil pump oil supply system, which includes a sealed lubricating oil tank, an oil pump is provided in the lubricating oil tank, the output end of the oil pump passes through the top of the lubricating oil tank, and is connected in sequence to a flow meter, an exhaust valve, a one-way solenoid valve, an intake adapter, and an electric compressor assembly. A pressure gauge and an oil tank exhaust valve are provided on the top of the lubricating oil tank. The high-pressure nitrogen bottle is connected to the upper part of the lubricating oil tank through a pressure reducing valve. The humid air in the lubricating oil tank is discharged through the oil tank exhaust valve, and dry nitrogen is injected into the sealed lubricating oil tank through the pressure reducing valve to ensure that the internal pressure of the lubricating oil tank is less than or equal to the pressure in the intake pipe of the automobile thermal system, and the pressure difference is less than 10%. The oil pump is used to inject the lubricating oil in the lubricating oil tank into the electric compressor assembly.

[0027] Preferably, the electric compressor assembly includes an integrated PT exhaust joint, an integrated PT filling intake joint, an oil return flow monitoring assembly, an intake pipe, an exhaust pipe, and a compressor. The compressor has an exhaust pipeline interface, a high-voltage power supply interface, a low-voltage signal interface, an intake pipeline interface, and a lubricating oil return channel. The two ends of the lubricating oil return channel are a lubricating oil return inlet and a lubricating oil return outlet. The lubricating oil return inlet and the lubricating oil return outlet are externally connected to the oil return flow monitoring assembly to realize the monitoring of the return oil flow. One end of the integrated PT exhaust joint is connected to the exhaust pipeline interface, and the other end is connected to one end of the exhaust pipe. One end of the integrated PT filling intake joint is connected to the intake pipeline interface, and the other end is connected to one end of the intake pipe. At the same time, the integrated PT filling intake joint is provided with a filling port, which is used to fill lubricating oil. The other ends of the intake pipe and the exhaust pipe are respectively connected to the vehicle thermal management system to form a refrigerant circulation loop.

[0028] Preferably, the integrated PT exhaust connector includes a PT exhaust sensor and an exhaust adapter. Both ends of the inner hole of the exhaust adapter are respectively connected to the exhaust pipeline interface and the exhaust pipe. The PT exhaust sensor is installed on the exhaust adapter. The PT exhaust sensor can measure the inner hole pressure and temperature of the exhaust adapter.

[0029] Preferably, the integrated PT filling and air intake connector includes an air intake adapter, a PT air intake sensor, a one-way solenoid valve, a filling connector, and an exhaust valve. The two ends of the inner hole of the air intake adapter are respectively connected to the air intake pipe and the air intake pipeline interface. One side of the adapter is connected to the PT air intake sensor, and the PT air intake sensor can detect the inner hole pressure and temperature of the air intake adapter. The adapter also has a side connected with the one-way solenoid valve, the filling connector, and the exhaust valve in sequence. The filling port is provided on the filling connector, and the air in the integrated PT filling and air intake connector is discharged by pressing the exhaust valve.

[0030] Preferably, the compressor oil circulation flow detection component includes a lubricating oil outlet joint, a flow detection component, a connecting pipeline, and a lubricating oil inlet joint. The lubricating oil inlet joint is connected to the lubricating oil return oil inlet, the lubricating oil outlet joint is connected to the lubricating oil return oil outlet, the connecting pipeline is connected between the lubricating oil inlet joint and the lubricating oil outlet joint, and the flow detection component is arranged on the connecting pipeline.

[0031] Preferably, the new energy thermal management system includes a four-way valve, an outdoor heat exchanger, an electronic fan, an electronic expansion valve, an electronic expansion valve, an indoor heat exchanger, a blower, a three-way valve, a plate heat exchanger, an expansion kettle, an electronic water pump, a power battery heat load module, an indoor heat exchanger temperature sensor, a first plate heat exchanger temperature sensor, a second plate heat exchanger temperature sensor, the electric compressor assembly is integrated with an oil return flow monitoring assembly, the indoor heat exchanger temperature sensor is arranged on the surface of the indoor heat exchanger, and the plate heat exchanger temperature sensor and the plate heat exchanger temperature sensor are respectively arranged at the water inlet and outlet of the plate heat exchanger.

[0032] Preferably, the oil return flow monitoring component adopts an ultrasonic flow sensor or a built-in flow sensor.

[0033] An automatic calibration test method using an automatic calibration system for the optimum filling amount of lubricating oil in an automobile thermal management system, and an automatic calibration test process:

[0034] 1) Prepare the automotive thermal management system to be calibrated, weigh it to obtain the initial weight information, enter the initial weight data into the data analysis and control system, and build a test bench based on the automotive thermal management system. The layout of the automotive thermal management system is the same as that of the actual vehicle;

[0035] 2) Evacuate the vehicle thermal management system and add refrigerant and lubricant. The refrigerant filling amount is the standard filling amount corresponding to the vehicle thermal management system, and the initial lubricant filling amount is 10%-15% of the standard refrigerant filling amount, and at the same time, the following conditions are met: 50ml≤initial lubricant filling amount≤100ml;

[0036] 3) Run the test bench to verify each working condition. After each working condition reaches stable conditions, collect the data of each sensor and record it in the data analysis and control system. The test verification working condition is determined according to the actual working mode of the thermal management system;

[0037] Each working condition is divided into multiple speed states of the compressor. In the working condition setting, the suction pressure, exhaust pressure, and working speed are consistent with the actual working state of the automotive thermal management system to simulate the real working scene of the compressor. The multiple speed states include low speed, medium speed, and high speed. Among them, low speed is the lowest working speed of the compressor, high speed is the highest working speed of the compressor, and medium speed is the most commonly used working speed of the compressor;

[0038] 4) Based on the test data collected under each working condition, determine whether the optimal lubricant filling amount determination standard is met.

[0039] The characterization parameters used to determine the optimal amount of lubricating oil filling include: return oil flow rate M, indoor heat exchanger surface temperature T, plate heat exchanger heat transfer capacity Q, compressor exhaust and suction temperature difference ΔT,

[0040] The judgment standard is: the characteristic parameters under each test condition are plotted into curves, and each parameter value enters a stable state, that is, the judgment standard for the optimal filling amount of lubricating oil is met;

[0041] 5) If the optimal filling amount judgment standard is not met, carry out the next round of tests for each test verification condition and record the data and judgment. The amount of lubricating oil quantitatively added to the system each time is 5ml-20ml;

[0042] 6) If the optimal filling amount judgment standard is met, stop the test and recover the refrigerant. After the refrigerant is recovered, remove the vehicle thermal management system from the test bench and weigh it, and record the weight into the data analysis and control system;

[0043] 7) Based on the test data collected during the test process, a curve chart is drawn to obtain the optimal lubricant filling amount, the distribution amount of lubricant in each system component, and the amount of oil to be supplemented during the maintenance and replacement of components. The optimal lubricant filling amount is the sum of the cumulative oil filling amounts when the test is stopped. The distribution amount of lubricant in each component of the automotive thermal management system is the weight of each component after the test M2 minus the original weight of each component M1, that is, the increase in component weight ΔM is the weight of the lubricant distributed in each component. The amount of lubricant that needs to be supplemented in the system during the maintenance and replacement of components is the distribution amount of lubricant in the components ΔM+20ml.

[0044] Due to the adoption of the above technical solution, the present invention has the following beneficial effects:

[0045] 1) A variety of automatic online pressurized oil replenishment schemes are proposed to achieve accurate online pressurized oil replenishment without stopping the vehicle thermal management system lubricant oil calibration process, solve the problems of lubricant oil loss, refrigerant waste, time and labor in the refrigerant recovery process, improve test accuracy and efficiency, reduce costs, and improve the safety of the test process.

[0046] 2) Multiple characteristic parameters are used to characterize the rationality of the lubricating oil filling amount of the thermal system, and a method for determining the optimal oil amount is proposed to achieve a more accurate and reasonable judgment of the optimal oil filling amount.

[0047] 3) Automating the entire process of lubricant oil quantity calibration in the automotive thermal management system, reducing human intervention, lowering costs, and improving efficiency and accuracy.

[0048] 4) Based on the oil quantity calibration test, a method for determining the oil replenishment quantity for maintenance of automotive thermal system components is proposed. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is the schematic diagram of the test bench system;

[0050] Figure 2 This is a schematic diagram of the closed tank low pressure difference oil pump oil supply system;

[0051] Figure 3 This is a schematic diagram of the oil supply of the high pressure differential oil pump for an open oil tank;

[0052] Figure 4 This is a schematic diagram of motor-driven piston oil supply;

[0053] Figure 5 is a schematic diagram of an electric compressor assembly;

[0054] Figure 6 This is a schematic diagram of the integrated PT exhaust connector;

[0055] Figure 7 This is a schematic diagram of the integrated PT filling and suction connector;

[0056] Figure 8 This is a schematic diagram of a compressor oil circulation flow detection component;

[0057] Fig. 9 This is the flow chart of the automatic calibration test. DETAILED DESCRIPTION

[0058] 1. The technical problem to be solved by the present invention is:

[0059] 1) In the existing thermal system related lubricant calibration methods, it is necessary to recover the refrigerant, add lubricant, and then refill the refrigerant for circulation. This process will cause lubricant loss, refrigerant waste, time and labor, etc., seriously affecting the test accuracy and efficiency, and increasing the test cost. At the same time, repeated disassembly, recovery, and refilling of refrigerants are also prone to safety risks such as refrigerant frostbite on the skin and splash damage to the eyes. Therefore, it is necessary to solve the problems of repeated disassembly, recovery, and filling in the oil quantity calibration cycle test, so as to improve accuracy, efficiency, and reduce costs.

[0060] 2) The existing calibration test process is difficult to automate and needs to be completed manually, including working condition control, test parameter recording, refrigerant recovery, weighing, lubricant filling, vacuuming, refrigerant filling, etc., resulting in low efficiency, poor accuracy, high cost, time and labor consumption, etc. Therefore, it is necessary to automate the test to improve efficiency, accuracy and reduce costs.

[0061] 3) In the oil quantity calibration test, many sensors need to be connected. The existing solution requires a lot of modification work for system pipelines and other parts, and causes major changes in the system, which affects the accuracy of the system oil quantity calibration. In addition, the versatility is low, and parts need to be modified to match each system, which is costly, long, and inefficient. Therefore, it is necessary to reduce the impact of sensor installation on the system, improve versatility, and reduce the workload of modification.

[0062] 4) The existing parameters for characterizing the optimal filling amount of lubricating oil in the thermal system have low sensitivity, making it difficult to accurately and sensitively determine the optimal filling amount of lubricating oil in the thermal system. At the same time, the characterization parameters used in some methods (such as the enthalpy difference method in CN202211193268.2) have high requirements on equipment accuracy and control conditions, and the collection and calculation process is complex and difficult to operate.

[0063] 5) During the use of the vehicle, the automotive thermal system will inevitably fail and require the replacement of system parts. After the thermal system is working, the lubricating oil stored in the compressor will be distributed to various parts of the system. Replacing parts will cause system oil loss (replacing other parts such as evaporators, condensers, plate heat exchangers, etc. will cause system oil loss) or inject too much oil into the system (when replacing a new compressor, all the lubricating oil required by the system will be added with the new compressor), thereby affecting the life of the compressor or reducing the heat exchange effect of the system. At present, this problem is mainly supplemented by experience or has not been paid attention to. Therefore, a scientific and reasonable method is needed to determine the amount of oil to be added for maintenance and replacement of thermal system parts.

[0064] In summary, the present invention aims to realize the automation of the calibration test of the optimal filling amount of lubricating oil in the automotive thermal management system, and complete the test cycle online without stopping the machine until the optimal oil amount judgment standard is met. A method for determining the amount of oil to be added when the thermal system parts are maintained and replaced is also proposed.

[0065] Detailed technical solution of the present invention:

[0066] The detailed technical scheme is shown in the detailed description of each drawing.

[0067] The above embodiments are only for illustrating the technical features of the present invention, and their purpose is to enable people familiar with the technology to understand the content of the present invention and implement it accordingly, and they cannot be used to limit the protection scope of the present invention. Any equivalent changes made according to the spirit of the present invention should be included in the protection scope of the present invention.

[0068] 1. Test bench system

[0069] The test bench system is mainly composed of the following components: data analysis and control system, data acquisition module, integrated control console, oil supply assembly, flow meter, integrated PT filling suction joint (integrated: exhaust valve, one-way solenoid valve, suction adapter), electric compressor assembly (including return oil flow monitoring assembly), integrated PT exhaust joint, new energy thermal management system (taking a certain thermal management system as an example, including: four-way valve, outdoor heat exchanger, electronic fan, electronic expansion valve 1, electronic expansion valve 2, indoor heat exchanger, blower, three-way valve, plate heat exchanger, expansion kettle, electronic water pump, power battery heat load module, system connecting pipeline, etc.), indoor heat exchanger temperature sensor, first plate heat exchanger temperature sensor T1, second plate heat exchanger temperature sensor T2, various signals, and power transmission cables.

[0070] The indoor heat exchanger temperature sensor T3 is arranged on the surface of the indoor heat exchanger, and the plate heat exchanger temperature sensor T1 and the plate heat exchanger temperature sensor T2 are arranged at the water inlet and the water outlet of the plate heat exchanger respectively.

[0071] The data acquisition module is connected to each sensor (temperature sensor T1, temperature sensor T2, temperature sensor T3, flow sensor, PT suction sensor, PT exhaust sensor, compressor return oil flow sensor, etc.) through signal transmission cables, so as to transmit the sensor signal to the data acquisition module in real time. The acquisition module transmits the collected data to the data analysis and control system through the signal transmission cable.

[0072] One end of the integrated control console is connected to the oil supply assembly, one-way solenoid valve, electric compressor, four-way valve, electronic expansion valve 1, electronic expansion valve 2, electronic fan, blower, three-way valve, electronic water pump, power battery heat load module, etc. through cables. The control of each actuator and the feedback of the signal are realized. The other end of the integrated control console is connected to the data analysis control system through a signal transmission cable, thereby realizing signal data transmission with the data analysis control system.

[0073] Operation mode: The data analysis control system issues control instructions according to the operating conditions and transmits them to the integrated control console through the signal transmission cable. The integrated control console sends electrical signals to each actuator for control, thereby realizing the operation of each actuator. The real-time operation status of each actuator will be synchronously fed back to the integrated control console and finally transmitted to the data control system, thereby completing the data interaction. Each sensor transmits the sensor data to the data acquisition module through the cable in real time, and further transmits it to the data analysis control system to realize the real-time display feedback of the sensor data. When the set working condition is stable, the data analysis control system starts to collect and record the test data, and then executes the new working condition.

[0074] 2. Automatic calibration test process

[0075] The automatic calibration test process is as follows:

[0076] 1) Prepare a set of automotive thermal management system to be calibrated with oil volume. Furthermore, all components of the system are clean and oil-free. Weigh each component to obtain initial weight information and enter the data into the data analysis control system. Build a test bench for the thermal management system; arrange the components of the thermal system according to the spatial position of the actual vehicle system.

[0077] 2) Evacuate the system, add refrigerant and the initial amount of lubricating oil. To be further explained, the refrigerant filling amount is the standard refrigerant filling amount determined by the system matching, and the initial lubricating oil amount is 10%-15% of the standard refrigerant filling amount, and at the same time, the following conditions are met: 50ml≤initial lubricating oil amount≤100ml.

[0078] 3) According to the designed test condition process, verify condition 1, condition 2... condition n respectively, operate the test bench, and after each condition reaches the stable condition, collect the data of each sensor and automatically record it in the data analysis and control system.

[0079] The test verification working conditions are determined according to the actual working mode of the thermal management system. Taking a heat pump thermal management system as shown in the above test system block diagram as an example, there are 4 working modes related to the compressor in this system, namely: Mode 1, passenger compartment cooling; Mode 2, battery cooling; Mode 3, passenger compartment and battery cooling at the same time; Mode 4, passenger compartment heating. Therefore, the test verification working conditions are also set up with working conditions 1, working conditions 2, working conditions 3, and working conditions 4. Each working condition is divided into three states: low speed, medium speed, and high speed of the compressor. Examples are as follows:

[0080]

[0081] The above working condition design is an example. In the working condition setting, the suction and exhaust pressure, working speed and actual working state of the thermal management system are kept consistent to simulate the real working scene of the compressor. Among them, low speed is the lowest working speed of the compressor of the system, high speed is the highest working speed, and medium speed is the most commonly used working speed.

[0082] 5) Based on the test data collected under each operating condition, determine whether the optimal lubricant filling amount determination criteria are met.

[0083] The main characterization parameters used to determine the optimal amount of lubricating oil are: return oil flow rate M, indoor heat exchanger surface temperature T, plate heat exchanger heat transfer capacity Q (obtained by the inlet and outlet temperature difference and flow rate calculation of the plate heat exchanger water side), compressor exhaust and suction temperature difference ΔT, etc.

[0084] The judgment standard is: the standard parameters under each test condition are plotted into curves, and each parameter value enters a stable state and no longer rises or falls significantly. This point can be determined as the optimal lubricant filling amount.

[0085] Furthermore, the criterion for no longer significantly increasing or decreasing is that the current measurement point parameter value A n The parameter value A of the previous measurement point n-1 The rate of change is less than 2%. That is: (A n -A n-1 ) / A n-1 <2%

[0086] In this test system, after completing each round of working condition verification, the data analysis and control system will compare and calculate each parameter based on the current measurement value and the previous measurement value, and calculate whether the change rate of each parameter meets the requirement of less than 2%. If the change rate of each parameter is less than 2%, it is determined that the optimal filling amount determination standard is met. If any parameter change rate does not meet the requirement of less than 2%, it is determined that the optimal filling amount determination standard cannot be met.

[0087] 6) If the optimal filling amount judgment standard is not met, the lubricant filling system is ordered to add an appropriate amount of lubricant through the data analysis control system, and the next round of tests for each test verification condition is carried out and the data and judgment are recorded. The amount of lubricant added to the system each time is 5ml-20ml. In order to take into account the test accuracy and efficiency, 5-10ml is the best.

[0088] 7) If the optimal filling amount judgment standard is met, the data analysis and control system will issue a stop test command and slowly recover the refrigerant. After the refrigerant recovery is completed (system pressure ≤ atmospheric pressure), the thermal system will be disassembled from the test bench and each component will be weighed. The weight of each component after the test is completed will be recorded in the data analysis and control system.

[0089] 8) Based on the test data collected during the test process, draw a curve chart to obtain the optimal amount of lubricating oil, the distribution of lubricating oil in each system component, and the amount of oil to be added during the maintenance and replacement of components of the system.

[0090] The optimum amount of lubricating oil to be added is the total amount of oil added when the test is stopped.

[0091] The amount of lubricating oil distributed in each system component is the weight of each component after the test M2 minus the original weight of each component M1, that is, the weight increase of the component ΔM is the weight of the lubricating oil distributed in each component. The amount of lubricating oil that needs to be replenished during the maintenance and replacement of components in this system is the lubricating oil distribution amount of the component ΔM+20ml.

[0092] 3. Online automatic pressure filling system for lubricating oil

[0093] The online automatic pressure filling system of lubricating oil is mainly composed of data acquisition module, data analysis control system, integrated control console, suction adapter, one-way solenoid valve, exhaust valve, flow meter, oil supply assembly, several connecting pipes and cables.

[0094] The air intake adapter is provided with three ports, one end is connected to the electric air intake pipeline interface, one end is connected to the air intake pipe, and the other end is connected to the outlet end of the one-way solenoid valve. The inlet end of the one-way solenoid valve is connected to the oil supply assembly through the pipeline, and an exhaust valve and a flow meter are arranged in the middle of the pipeline. The PT sensor and the flow meter are connected to the data acquisition module, the one-way solenoid valve and the oil supply assembly are connected to the integrated control console, and the data acquisition module and the integrated control console are respectively connected to the data analysis and control system.

[0095] Operation process: After the system completes one round of test conditions, the data analysis and control system analyzes the collected parameters and compares them with the evaluation standards. When the parameters cannot meet the criteria for determining the optimal lubricant filling amount, the data analysis and control system issues a filling command, opens the oil supply component and the one-way solenoid valve through the integrated console, and collects the flow information of the refueling pipeline through the data acquisition module and the flow meter. When the oil filling amount reaches the set filling amount, the data analysis and control system issues a command to close the one-way solenoid valve and the oil supply component to complete the online automatic pressure filling of the lubricant.

[0096] There are many ways of oil supply components, such as: Scheme 1 is a closed oil tank low pressure difference oil pump oil supply system, Scheme 2 is an open oil tank high pressure difference oil pump oil supply, Scheme 3 is a motor driven piston oil supply, etc.

[0097] Solution 1: Closed tank low pressure difference oil pump oil supply system

[0098] The closed oil tank low-pressure differential oil pump oil supply system mainly consists of: a sealed lubricating oil tank, an oil pump is installed at the bottom of the lubricating oil tank, and it is connected to the flow meter, exhaust valve, one-way solenoid valve, and suction adapter through the oil filling tank. The top of the oil tank is equipped with a pressure gauge, exhaust valve and other components. The high-pressure nitrogen cylinder is connected to the lubricating oil tank through a pressure reducing valve and a pipeline. The humid air in the lubricating oil tank is discharged through the exhaust valve, and dry nitrogen is injected into the sealed lubricating oil tank through the pressure reducing valve to ensure that the internal pressure of the lubricating oil tank is equivalent to or slightly lower than the pressure in the suction pipe of the automobile thermal system. When the oil supply component is required to work, the integrated control console issues a command, and the oil pump works under low pressure difference to inject the lubricating oil in the lubricating oil tank into the suction pipe of the compressor.

[0099] The advantages of this oil supply component are: 1) The lubricating oil is in a sealed space and does not come into contact with humid air, which prevents moisture from entering the lubricating oil and prevents lubricating oil from oxidation, which is conducive to long-term storage of the lubricating oil. 2) Because there is dry nitrogen in the lubricating oil tank to increase the tank pressure, the pressure difference between the inlet and outlet of the oil pump is reduced, the oil pump power is reduced, and the oil pump life is increased.

[0100] The oil supply component can also adopt a closed oil tank pressure differential oil supply solution, and control the pressure in the lubricating oil pipe through a pressure reducing valve to ensure that the pressure of the lubricating oil tank is greater than the pressure in the intake pipe. When the one-way solenoid valve is opened, the lubricating oil in the lubricating oil tank flows to the intake pipe through the pipeline under the drive of the pressure difference, thereby completing the lubricating oil filling.

[0101] Option 2: Open tank high pressure differential oil pump supply

[0102] The open tank high pressure differential oil pump oil supply system is mainly composed of an oil pump and a lubricating oil tank. When the system needs to be filled with oil, the integrated control console controls the oil pump to work and opens the one-way solenoid valve to complete the oil filling. This solution requires a high-power oil pump to provide a higher pump oil pressure to complete the oil filling. At the same time, since the lubricating oil is exposed to the air, this solution can only complete the test quickly in a short time, and cannot store the lubricating oil for a long time or carry out multiple tests continuously.

[0103] Solution 3: Motor-driven piston oil supply

[0104] The electric driven piston oil supply system is mainly composed of a piston cylinder and a servo motor. The lubricating oil is stored in the cylinder. The servo motor drives the piston connecting rod to achieve linear motion according to the command, thereby compressing the cylinder volume to complete the injection of lubricating oil. The servo motor can choose a linear motor or a rotary motor to achieve this function.

[0105] When a servo linear motor is used as the motor, the motor and the piston cylinder are fixed, and the linear motor directly pushes the piston to move, thereby realizing the injection of lubricating oil.

[0106] When the motor adopts a servo rotary motor, the piston push rod can be designed as a screw and cooperate with the thread of the piston cylinder tail cover. The piston cylinder base is provided with a slideway and can slide in a straight line. When the motor rotates, the piston cylinder moves in a straight line along the slideway toward the motor side, thereby compressing the internal oil chamber to achieve oil filling.

[0107] 4. Electric compressor components

[0108] The electric compressor assembly is composed of an integrated PT exhaust connector 1, an integrated PT filling suction connector 2, a return oil flow monitoring component 3, a suction pipe 4, an exhaust pipe 5, a compressor 6 and a number of connecting bolts. The compressor 6 is composed of an exhaust pipeline interface 61, a high-voltage power supply interface 62, a low-voltage signal interface 63, an intake pipeline interface 64, a lubricating oil return inlet 65, a lubricating oil return outlet 66, etc. The lubricating oil return inlet 65 and the lubricating oil return outlet 66 are threaded interfaces respectively set at both ends of the original lubricating oil return channel of the compressor, and the original return oil channel is cut off, so as to connect the return oil flow monitoring component 3 externally, thereby realizing the monitoring of the return oil flow.

[0109] One end of the integrated PT exhaust connector 1 is threadedly connected to the compressor exhaust pipe interface 61 by bolts, and the other end is connected to the exhaust pipe 5 by bolts. One end of the integrated PT filling air intake connector 2 is threadedly connected to the air intake pipe interface 64 by bolts, and the other end is connected to the air intake pipe 4 by bolts. At the same time, a filling port 241 is provided on the side to connect to the lubricating oil filling pipeline. The other ends of the air intake pipe 4 and the exhaust pipe 5 are respectively connected to the components of the thermal management system to realize a complete loop of the refrigerant circulation.

[0110] 5. Integrated PT exhaust connector 1

[0111] The integrated PT exhaust connector 1 is composed of a PT (pressure, temperature) sensor 12 and an adapter 11. A threaded hole is opened on the side of the adapter 11 and is connected to the internal flow channel. The PT exhaust sensor 12 is connected to the adapter 11 through a thread, thereby realizing the collection of the pressure and temperature of the exhaust channel.

[0112] The adapter 11 is composed of an exhaust pipe fastening screw hole 111, an exhaust pipe connection port 112, a compressor fastening through hole 113, and a compressor exhaust port connector 114. The exhaust pipe fastening screw hole 111 and the compressor fastening through hole 113 are arranged at a certain angle, and the compressor exhaust port connector 114 is provided with a sealing ring and connected to the compressor exhaust port. The bolt is connected to the compressor exhaust port screw hole through the compressor fastening through hole 113 to achieve a fastened connection between the exhaust connector and the compressor. The exhaust pipe connection port 112 is connected to the exhaust pipe interface, and is connected to the exhaust pipe fastening screw hole 111 through a bolt to achieve the fastening of the exhaust pipe and the integrated PT exhaust connector 1.

[0113] 6. Integrated PT filling and suction connector 2

[0114] The integrated PT filling and air inlet joint 2 is composed of an adapter 21, a PT (pressure, temperature) sensor 22, a one-way solenoid valve 23, a filling joint 24, and an exhaust valve 25. They are generally connected by threaded connection, and a sealing ring is provided at the joint to ensure the sealing performance. Other connection methods such as welding can also be used to connect the various components to form an integrated PT filling and air inlet joint.

[0115] A through hole 212 penetrating the upper and lower surfaces is provided near the center of the adapter 21. The through hole is provided with a step, and the diameter of the upper hole is larger than the diameter of the lower hole. The upper hole is used to cooperate with the suction pipe joint. The lower hole is connected to the suction pipeline interface. A protruding interface 214 is provided at the bottom of the adapter 21 for docking the suction pipeline interface. Its contact surface is generally provided with 1-2 sealing rings to ensure the sealing performance of the interface. There is a boss 213 with a through hole on the side, and the bolt is passed through this hole to realize the fixed connection between the adapter 21 and the suction pipeline interface. A boss 211 with a threaded hole is provided on the other side of the adapter 21, and there is an angle between the boss 213, and the angle is generally greater than 20°. The boss threaded hole is used to connect with the suction pipeline pressure plate to realize the fixed connection between the suction pipe 4 and the adapter 21. A threaded hole is provided on the other side of the adapter, and the threaded hole is connected to the through hole 212 for installing the PT (pressure temperature) sensor 22. A threaded hole is provided on the other side of the adapter 21 , and the threaded hole is used to connect with the one-way solenoid valve 23 , and the connection method may also be welding or the like.

[0116] The one-way solenoid valve 23 has two ports, one end is used for the filling port 241 of the lubricating oil, and the other end is used for the lubricating oil filling outlet. The lubricating oil filling outlet is a protruding threaded interface. An annular sealing ring is provided at the bottom of the boss, which is threadedly connected to the adapter 21 to achieve a sealed connection. The connection between the boss and the adapter 21 can also be welded. The refueling inlet at the other end of the one-way solenoid valve is a threaded hole for connecting to the filling connector 24.

[0117] The filling connector 24 has three surfaces with through holes, two of which are concave threaded holes and one is a convex threaded interface. The convex threaded interface is connected to the inlet of the one-way solenoid valve. The other two concave threaded holes, one threaded hole is connected to the exhaust valve 25, and the threaded hole 241 is connected to the lubricating oil filling pipeline.

[0118] The exhaust valve 25 is connected to the filling joint 24 at one end. An exhaust device is provided at the other end, and the exhaust of the filling pipeline air is achieved by pressing the exhaust valve.

[0119] 6. Compressor oil circulation flow detection system

[0120] The compressor oil circulation flow detection component is mainly composed of a lubricating oil outlet joint 31, an outlet connecting nut 32, a flow detection component 33, a connecting pipeline 34, an inlet connecting nut 35, a lubricating oil inlet joint 36, and a special compressor 6. The compressor 6 is based on the original compressor, and the original lubricating oil circuit of the compressor 6 needs to be cut off. A lubricating oil return oil inlet 65 and a lubricating oil return oil outlet 66 are opened at both ends of the lubricating oil circuit, which are used to be connected to the lubricating oil inlet joint 36 and the lubricating oil outlet joint 31 respectively, to form a compressor oil circulation flow detection component.

[0121] The discharged refrigerant containing lubricating oil is separated by the oil separator, and most of the lubricating oil is deposited at the bottom of the compressor and circulated internally through the compressor oil return channel. The lubricating oil enters the flow detection component 33 through the 65 / 36 interface and returns to the compressor 6 body through the 31 / 66 interface. The above detection component monitors the oil return status such as the amount of lubricating oil in the compressor oil return channel and whether there are refrigerant bubbles.

[0122] The flow detection component preferably uses an ultrasonic flow sensor, and may also use a built-in flow sensor.

[0123] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made in form and details without departing from the scope defined by the claims of the present invention.

Claims

1. An automatic calibration system for the optimal filling amount of lubricating oil in an automobile thermal management system, comprising an electric compressor assembly and a new energy thermal management system, characterized in that: It includes a data acquisition module, a data analysis control system, an integrated console, and an oil supply component. The electric compressor component, the new energy thermal management system, and the oil supply component are execution components. Each execution component is provided with a sensor for parameter detection. The data acquisition module is connected to the sensors on the electric compressor component and the new energy thermal management system, respectively, so as to transmit the sensor signal to the data acquisition module in real time. The data acquisition module transmits the collected data to the data analysis control system. One end of the integrated console is connected to each execution component to realize the control of each execution component and the feedback of the signal, and the other end of the integrated console is connected to the data analysis control system to realize the signal data transmission with the data analysis control system; The data analysis and control system issues control instructions according to the system operation requirements and transmits them to the integrated control console. The integrated control console sends electrical signals to each execution component for control, thereby realizing the operation of each execution component. The real-time operation status of each execution component will be synchronously fed back to the integrated control console and finally transmitted to the data control system, thereby completing the data interaction. Each sensor transmits the sensor data to the data acquisition module in real time, and then transmits it to the data analysis and control system to realize the real-time feedback of the sensor data. When the system setting working condition is stable, the data analysis and control system starts to collect and record the test data, and then executes the new working condition; After completing all working conditions, the data analysis and control system analyzes the collected parameters and compares them with the evaluation standards. When the parameters cannot meet the criteria for determining the optimal lubricant filling amount, the data analysis and control system issues a filling command, opens the oil supply component through the integrated console, and collects the filling flow information through the data acquisition module and sensor. When the oil filling amount reaches the set filling amount, the data analysis and control system issues a command to close the oil supply component and complete the automatic filling of the lubricant. The electric compressor assembly includes an integrated PT exhaust joint, an integrated PT filling air intake joint, an oil return flow monitoring assembly, an air intake pipe, an exhaust pipe, and a compressor. The compressor has an exhaust pipeline interface, a high-voltage power supply interface, a low-voltage signal interface, an air intake pipeline interface, and a lubricating oil return channel. The two ends of the lubricating oil return channel are a lubricating oil return inlet and a lubricating oil return outlet. The lubricating oil return inlet and the lubricating oil return outlet are externally connected to the oil return flow monitoring assembly, so as to realize the monitoring of the return oil flow. One end of the integrated PT exhaust joint is connected to the exhaust pipeline interface, and the other end is connected to one end of the exhaust pipe. One end of the integrated PT filling air intake joint is connected to the air intake pipeline interface, and the other end is connected to one end of the air intake pipe. At the same time, the integrated PT filling air intake joint is provided with a filling port, and the filling port is used to fill lubricating oil. The other ends of the air intake pipe and the exhaust pipe are respectively connected to the automotive thermal management system to form a refrigerant circulation loop; The integrated PT exhaust joint includes a PT exhaust sensor and an exhaust adapter. The two ends of the inner hole of the exhaust adapter are respectively connected to the exhaust pipeline interface and the exhaust pipe. The PT exhaust sensor is installed on the exhaust adapter. The PT exhaust sensor can measure the inner hole pressure and temperature of the exhaust adapter. The integrated PT filling air intake joint includes an air intake adapter, a PT air intake sensor, a one-way solenoid valve, a filling joint, and an exhaust valve. The two ends of the inner hole of the air intake adapter are respectively connected to the air intake pipe and the air intake pipeline interface. One side of the adapter is connected to the PT air intake sensor. The PT air intake sensor can detect the inner hole pressure and temperature of the air intake adapter. The adapter also has a side with the one-way solenoid valve, the filling joint, and the exhaust valve in sequence. The filling port is provided on the filling joint, and the air in the integrated PT filling air intake joint is discharged by pressing the exhaust valve; The new energy thermal management system includes a four-way valve, an outdoor heat exchanger, an electronic fan, an electronic expansion valve, an electronic expansion valve, an indoor heat exchanger, a blower, a three-way valve, a plate heat exchanger, an expansion kettle, an electronic water pump, a power battery heat load module, an indoor heat exchanger temperature sensor, a first plate heat exchanger temperature sensor, a second plate heat exchanger temperature sensor, an electric compressor assembly is integrated with an oil return flow monitoring assembly, the indoor heat exchanger temperature sensor is arranged on the surface of the indoor heat exchanger, and the first plate heat exchanger temperature sensor and the second plate heat exchanger temperature sensor are respectively arranged at the water inlet and outlet of the plate heat exchanger.

2. The automatic calibration system for the optimal filling amount of lubricating oil in an automobile thermal management system according to claim 1 is characterized in that: The oil supply component adopts a closed oil tank low-pressure differential oil pump oil supply system. The closed oil tank low-pressure differential oil pump oil supply system includes a sealed lubricating oil tank. An oil pump is arranged in the lubricating oil tank. The output end of the oil pump passes through the top of the lubricating oil tank and is connected to a flow meter, an exhaust valve, a one-way solenoid valve, an air intake adapter, and an electric compressor assembly in sequence. A pressure gauge and an oil tank exhaust valve are arranged on the top of the lubricating oil tank. The high-pressure nitrogen bottle is connected to the upper part of the lubricating oil tank through a pressure reducing valve. The humid air in the lubricating oil tank is discharged through the oil tank exhaust valve, and dry nitrogen is injected into the sealed lubricating oil tank through the pressure reducing valve to ensure that the internal pressure of the lubricating oil tank is less than or equal to the pressure in the intake pipe of the automobile thermal system, and the pressure difference is less than 10%. The oil pump is used to inject the lubricating oil in the lubricating oil tank into the electric compressor assembly.

3. The automatic calibration system for the optimal filling amount of lubricating oil in an automobile thermal management system according to claim 1 is characterized in that: The oil return flow monitoring component adopts an ultrasonic flow sensor or a built-in flow sensor.

4. An automatic calibration test method using the automatic calibration system for the optimal filling amount of lubricating oil in the automotive thermal management system according to claim 1, characterized in that: Automatic calibration test process: 1) Prepare the automotive thermal management system to be calibrated, weigh it to obtain the initial weight information, enter the initial weight data into the data analysis and control system, and build a test bench based on the automotive thermal management system. The layout of the automotive thermal management system is the same as that of the actual vehicle; 2) Evacuate the vehicle thermal management system and add refrigerant and lubricant. The refrigerant filling amount is the standard filling amount corresponding to the vehicle thermal management system, and the initial lubricant filling amount is 10%-15% of the standard refrigerant filling amount, and at the same time, the following conditions must be met: 50ml≤initial lubricant filling amount≤100ml; 3) Run the test bench to verify each working condition. After each working condition reaches stable conditions, collect the data of each sensor and record it in the data analysis and control system. The test verification working condition is determined according to the actual working mode of the thermal management system; Each working condition is divided into multiple speed states of the compressor. In the working condition setting, the suction pressure, exhaust pressure, and working speed are consistent with the actual working state of the automotive thermal management system to simulate the real working scene of the compressor. The multiple speed states include low speed, medium speed, and high speed. Among them, low speed is the lowest working speed of the compressor, high speed is the highest working speed of the compressor, and medium speed is the most commonly used working speed of the compressor; 4) Based on the test data collected under each working condition, determine whether the optimal lubricant filling amount determination standard is met. The characterization parameters used to determine the optimal amount of lubricating oil filling include: return oil flow rate M, indoor heat exchanger surface temperature T, plate heat exchanger heat transfer capacity Q, compressor exhaust and suction temperature difference ΔT, The judgment standard is: the characteristic parameters under each test condition are plotted into curves, and each parameter value enters a stable state, that is, the judgment standard for the optimal filling amount of lubricating oil is met; 5) If the optimal filling amount judgment standard is not met, carry out the next round of tests for each test verification condition and record the data and judgment. The amount of lubricating oil quantitatively added to the system each time is 5ml-20ml; 6) If the optimal filling amount judgment standard is met, stop the test and recover the refrigerant. After the refrigerant is recovered, remove the vehicle thermal management system from the test bench and weigh it, and record the weight in the data analysis and control system; 7) Based on the test data collected during the test process, a curve chart is drawn to obtain the optimal lubricant filling amount, the distribution of lubricant in various system components, and the amount of oil to be added to the system during component maintenance and replacement. The optimal lubricant filling amount is the sum of the cumulative oil filling when the test is stopped. The distribution of lubricant in various components of the automotive thermal management system is the weight of each component after the test M2 minus the original weight of each component M1, that is, the increase in component weight ΔM is the weight of the lubricant distributed in each component. The amount of lubricant that needs to be added to the system during component maintenance and replacement is the distribution of lubricant in the components ΔM+20ml.

Images