Thermal management control method, system and vehicle

Abstract

This invention discloses a thermal management control method, system, and vehicle. The method includes: calculating a target heating temperature based on the heat source demand in the vehicle, and calculating a target cooling temperature based on the cooling demand in the vehicle; wherein the target heating temperature is greater than the target cooling temperature; setting the compressor speed based on the target heating temperature and a first real-time temperature in a first pipeline; setting the opening degree of a first electronic expansion valve based on the target cooling temperature and a first real-time pressure in the first pipeline; evaporating a liquid using a heating, ventilation, and air system (HVAC) assembly to generate gas, supplying the gas to a second condensing assembly via a second pipeline, and using the second condensing assembly to perform secondary evaporation of the gas; and setting the opening degree of a second electronic expansion valve based on a second real-time pressure and a second real-time temperature in a third pipeline between the second condensing assembly and the compressor, as well as a target superheat.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a thermal management control method, system and vehicle. Background Technology

[0002] Vehicle dehumidification has always been an energy-consuming issue. When the outdoor temperature is low and dehumidification is required, the evaporators in the vehicle's heating, ventilation, and air conditioning (HVAC) components need a lower cooling temperature, while the vehicle's air conditioning and / or battery heating systems require a higher heating temperature. In existing technology, once the compressor reaches the cooling temperature, its speed cannot be adjusted further, making it impossible for the heat pump system to meet the heating temperature of the air conditioning and / or battery systems. This necessitates the activation of a Positive Temperature Coefficient (PTC) heater to achieve the required heating temperature. However, using a PTC heater results in excessively high energy consumption and low heating efficiency in the vehicle. Summary of the Invention

[0003] In view of this, this application provides a thermal management control method, system and vehicle that can reduce energy consumption in the vehicle and improve the vehicle's heating efficiency.

[0004] The present application is described below from different aspects. It should be understood that the different implementation methods and beneficial effects described below can be referenced from each other.

[0005] In a first aspect, this application provides a thermal management control method, which includes:

[0006] The target heating temperature is calculated based on the heat source demand in the vehicle, and the target cooling temperature is calculated based on the cooling demand in the vehicle; wherein, the target heating temperature is greater than the target cooling temperature.

[0007] The compressor speed is set according to the target heating temperature and the first real-time temperature in the first pipeline; wherein, the first pipeline connects the first condensing component and the heating and ventilation component;

[0008] The opening degree of the first electronic expansion valve is set according to the target cooling temperature and the first real-time pressure in the first pipeline;

[0009] The HVAC assembly is used to evaporate a liquid and generate gas. The gas is then supplied to a second condensing assembly via a second pipeline, where the gas undergoes secondary evaporation.

[0010] The opening degree of the second electronic expansion valve is set according to the second real-time pressure and second real-time temperature in the third pipeline between the second condensing assembly and the compressor, as well as the target superheat.

[0011] In the embodiments of this application, when there are simultaneous heating and cooling demands, and the target heating temperature is higher than the target cooling temperature, a second pipeline is installed to supply the gas generated by the HVAC components to the second condensing component. The second condensing component then performs secondary evaporation of the gas. Compared to PTC heating, the heating efficiency of the secondary evaporation method is higher than that of the PTC heater in conventional technology, thereby improving the vehicle's heating efficiency and achieving energy savings. Simultaneously, the opening degree of the second electronic expansion valve is controlled by PID feedback, which optimizes the performance of the thermal management control system.

[0012] In conjunction with the first aspect, in one possible implementation, the step of setting the opening degree of the second electronic expansion valve based on the second real-time pressure and second real-time temperature within the third pipeline and the target superheat further includes:

[0013] The actual superheat of the gas entering the compressor is calculated based on the second real-time pressure and the second real-time temperature within the third pipeline; and

[0014] The opening degree of the second electronic expansion valve is set according to the actual superheat and the target superheat.

[0015] In conjunction with the first aspect, in one possible implementation, the compressor speed is calculated according to the following formula: ,in, This refers to the compressor's rotational speed. The first proportionality coefficient, The first integral coefficient, The difference between the target heating temperature and the first real-time temperature.

[0016] In conjunction with the first aspect, in one possible implementation, the opening degree of the first electronic expansion valve is calculated using the following formula: ,in, The opening degree of the first electronic expansion valve. The second proportionality coefficient is Δ2, which is the difference between the target pressure and the first real-time pressure. This is the second integral coefficient.

[0017] In conjunction with the first aspect, in one possible implementation, the actual superheat is calculated using the following formula: ,in, This represents the actual superheat. The second real-time temperature in the third pipeline. This is the pressure-saturation temperature function corresponding to the first condensation component.

[0018] In conjunction with the first aspect, in one possible implementation, the opening degree of the second electronic expansion valve is calculated using the following formula; ,in, This represents the opening percentage of the second electronic expansion valve. The third proportionality coefficient, The actual superheat, The third integral coefficient, The target is overheating.

[0019] In conjunction with the first aspect, in one possible implementation, the first electronic expansion valve is disposed on the first pipeline and is located close to the HVAC assembly; the third pipeline connects the second condensing assembly and the compressor, and the second electronic expansion valve is disposed on the third pipeline and is located close to the compressor.

[0020] Secondly, this application provides a thermal management control system, which includes:

[0021] The compressor is used to set the compressor speed based on the target heating temperature calculated according to the heat source demand in the vehicle and the first real-time temperature in the first pipeline; wherein, the first pipeline connects the first condensing assembly and the heating and ventilation assembly.

[0022] The first electronic expansion valve is used to set its opening degree according to the target cooling temperature calculated based on the cooling demand in the vehicle and the first real-time pressure in the first pipeline.

[0023] HVAC components used to evaporate liquids to form gases;

[0024] The second condensing component is used to receive the gas supplied by the HVAC components through the second pipeline and perform secondary evaporation;

[0025] The second electronic expansion valve is used to set its opening degree according to the second real-time pressure and second real-time temperature in the third pipeline between the second condensing assembly and the compressor, as well as the target superheat.

[0026] In conjunction with the second aspect, in one possible implementation, the thermal management control system further includes a first sensor and a second sensor; the first sensor is disposed on a first pipeline and is located near the HVAC components; the first sensor is used to sense a first real-time pressure in the first pipeline; the second sensor is disposed on a third pipeline and is located near the compressor; the second sensor is used to sense a second real-time pressure and a second real-time temperature in the third pipeline.

[0027] Thirdly, this application provides a vehicle that includes a processor and a memory. The memory stores multiple program instructions, and when the processor calls the program instructions, it can implement the above-mentioned thermal management control method.

[0028] Compared with the prior art, this application has the following advantages:

[0029] 1. In the embodiments of this application, when there is both heating and cooling demand and the target heating temperature is greater than the target cooling temperature, the gas generated by the HVAC component is supplied to the second condensing component through a second pipeline. The second condensing component is used to perform secondary evaporation of the gas. Compared with the PTC heating method, the heating efficiency of the secondary evaporation method is greater than that of the PTC heater in the traditional technology, thereby improving the heating efficiency of the vehicle and achieving energy saving.

[0030] 2. In the embodiments of this application, the opening degree of the second electronic expansion valve is set according to the second real-time pressure and the second real-time temperature in the second pipeline and the target superheat of the compressor to realize PID feedback control, thereby optimizing the performance of the thermal management control system. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0032] Figure 1 A flowchart of a thermal management control method provided in an embodiment of this application.

[0033] Figure 2 for Figure 1 Detailed flowchart of step S15.

[0034] Figure 3 This is a schematic diagram of an application scenario of the thermal management control system provided in an embodiment of this application.

[0035] Figure 4 This is a schematic diagram of a vehicle module provided in an embodiment of this application.

[0036] Description of main component symbols

[0037] Steps S11-S15, S151-S152

[0038] Vehicle 100

[0039] Thermal Management Control System 1

[0040] Battery heating control system 2

[0041] Air conditioning control system 3

[0042] Compressor 10

[0043] First condensation component 20

[0044] First electronic expansion valve 30

[0045] HVAC components 40

[0046] Second condensation component 50

[0047] Second electronic expansion valve 60

[0048] First sensor 70

[0049] Second sensor 80

[0050] Processor 4

[0051] Memory 5

[0052] Communication Interface 6

[0053] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this application. Detailed Implementation

[0054] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0055] In the description of this application, it should be understood that the terms "first," "second," "third," "fourth," and "fifth," etc., are used to distinguish different objects, rather than to describe a specific order.

[0056] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections, electrical connections, or mutual communication; they can refer to direct connections or indirect connections through an intermediate medium; they can refer to internal communication between two components or the interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0057] The term "comprising," and any variations thereof, is intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or modules is not limited to the steps or modules listed, but may optionally include steps or modules not listed, or may optionally include other steps or modules inherent to those processes, methods, products, or apparatuses.

[0058] Please see Figure 1 This is a flowchart of a thermal management control method according to at least one embodiment of this application. In at least one embodiment of the present invention, the thermal management control method is applied to a vehicle 100 (e.g., Figure 4 As shown in the diagram. Understandably, vehicle 100 includes a thermal management control system 1. For example... Figure 3 As shown, the thermal management control system 1 includes a compressor 10, a first condensing assembly 20, a first electronic expansion valve 30, a heating, ventilation and air conditioning (HVAC) assembly 40, a second condensing assembly 50, a second electronic expansion valve 60, a first sensor 70, and a second sensor 80. In at least one embodiment of this application, the HVAC assembly 40 is a heating, ventilation, and air conditioning (HVAC) assembly.

[0059] Thermal management control methods include the following steps:

[0060] Step S11: Calculate the target heating temperature based on the heating demand in vehicle 100, and calculate the target cooling temperature based on the cooling demand in vehicle 100.

[0061] In at least one embodiment of this application, the target heating temperature is greater than the target cooling temperature. The heating requirement includes the battery heating control system 2 within the vehicle 100 (e.g., ...). Figure 4 The battery preheating function corresponding to the first heating temperature and the vehicle's interior air conditioning control system 3 (as shown) are as follows: Figure 4The heating function of the vehicle 100 is set to a second heating temperature, and the higher of the two temperatures is taken as the target heating temperature. That is, when the first heating temperature is greater than the second heating temperature, the first heating temperature is set as the target heating temperature; when the first heating temperature is less than or equal to the second heating temperature, the second heating temperature is set as the target heating temperature. The first heating temperature is the temperature at which the battery inside the vehicle 100 performs optimally; the second heating temperature can be set according to the user's operation. The cooling requirement is a target cooling temperature calculated based on the difference between the real-time temperature outside the vehicle 100 and a predetermined temperature. That is, the target cooling temperature is a predetermined temperature difference lower than the real-time temperature. In at least one embodiment of this application, the predetermined temperature difference corresponding to the dehumidification function of the air conditioning control system 3 in the vehicle 100 is 3°C, but it is not limited to this. In other embodiments, the predetermined temperature difference can be adjusted according to requirements, and the specific value is not specifically limited here.

[0062] Step S12: Set the speed of compressor 10 according to the target heating temperature and the first real-time temperature in the first pipeline 101.

[0063] In at least one embodiment of this application, a first conduit 101 connects a first condenser assembly 20 and a heating, ventilation, and air conditioning (HVAC) assembly 40. Refrigerant enters the HVAC assembly 40 through the first conduit 101 and undergoes its first evaporation on an evaporator within the HVAC assembly 40. A first real-time temperature is sensed using a sensor (not shown) located at the outlet of the first condenser assembly 20. The rotational speed of the compressor 10 can be controlled using proportional-integral-derivative (PID) feedback control. Specifically, the rotational speed of the compressor 10 is calculated using the following formula:

[0064] Formula 1

[0065] in, The rotational speed of compressor 10, The first proportionality coefficient, The first integral coefficient, The first proportional coefficient is the difference between the target heating temperature and the first real-time temperature. In at least one embodiment of this application, the first proportional coefficient is 0.1 and the first integral coefficient is 0.01, but this is not a limitation. In other embodiments, the specific values ​​of the first proportional coefficient and the first integral coefficient can be adjusted as needed, and no specific limitation is made here.

[0066] Step S13: Set the opening degree of the first electronic expansion valve 30 according to the target cooling temperature and the first real-time pressure in the first pipeline 101.

[0067] In at least one embodiment of this application, a first electronic expansion valve 30 is disposed on a first pipeline 101 and near the air inlet of the HVAC assembly 40. A first real-time pressure is sensed by a first sensor 70. The opening degree of the first electronic expansion valve 30 can be calculated using a PID algorithm. Specifically, the opening degree of the first electronic expansion valve 30 can be calculated using the following formula:

[0068] Formula 2

[0069] in, This represents the opening percentage of the first electronic expansion valve 30. The second proportionality coefficient, Δ2, represents the difference between the target pressure value and the current pressure value. The second proportional coefficient is 0.1, and the second integral coefficient is 0.05, but this is not a limitation. In other embodiments, the specific values ​​of the second proportional coefficient and the second integral coefficient can be adjusted as needed, and no specific limitation is made here. In at least one embodiment of this application, a lookup table of the saturated evaporation temperature and pressure of at least one refrigerant is usually stored in the vehicle 100, and the target pressure value can be obtained by looking up the table according to the target cooling temperature. The target pressure value is related to the type of refrigerant in the first condenser assembly 20 and the target cooling temperature. In at least one embodiment of this application, the refrigerant in the first condenser assembly 20 can be R134a, but this is not a limitation.

[0070] In step S14, the liquid is evaporated and gas is generated using the HVAC component 40. The gas is then supplied to the second condensing component 50 via the second pipe 102, and the gas is further evaporated using the second condensing component 50.

[0071] In at least one embodiment of this application, the second conduit 102 connects the heating and ventilation assembly 40 and the second condensing assembly 50. The heating and ventilation assembly 40 simultaneously supplies both gaseous and liquid forms to the second condensing assembly 50 through the second conduit 102. The second condensing assembly 50 absorbs heat from the air outside the vehicle 100 to perform secondary evaporation of the gas.

[0072] Step S15: Set the opening degree of the second electronic expansion valve 60 according to the second real-time pressure and second real-time temperature in the third pipeline 103 and the target superheat.

[0073] In at least one embodiment of this application, a second electronic expansion valve 60 is disposed on a second pipe 103 and near the outlet of the HVAC assembly 40; a third pipe 103 connects the HVAC assembly 40 and the second condenser assembly 50. The first pipe 101, the second pipe 102, and the third pipe 103 are not interconnected. Both gas and liquid exist simultaneously within the third pipe 103. The second real-time pressure is sensed by a second sensor 80 disposed on the third pipe 103 and near the inlet of the compressor 10. The second sensor 80 is a pressure and temperature sensor capable of sensing the second real-time pressure and the second real-time temperature within the second pipe 102. The target superheat is the temperature of the gas entering the compressor 10 exceeding its saturation temperature, and is a fixed value. In at least one embodiment of this application, the target superheat is 5°C.

[0074] Please also refer to Figure 2 This is a detailed flowchart of step S15. Specifically, step S15 further includes the following steps:

[0075] Step S151: Calculate the actual superheat of the gas entering the compressor 10 based on the second real-time pressure and the second real-time temperature in the third pipeline 103.

[0076] In at least one embodiment of this application, the actual superheat can be calculated using the following formula three.

[0077] Formula 3

[0078] in, This represents the actual superheat of compressor 10. This is the second real-time temperature. It is the pressure-saturation temperature function corresponding to the refrigerant type in the first condensing assembly 20.

[0079] Step S152: Set the opening degree of the second electronic expansion valve 60 according to the actual superheat and the target superheat.

[0080] In at least one embodiment of this application, the opening degree of the second electronic expansion valve 60 can be calculated using the following formula four.

[0081] Formula 4

[0082] in, This represents the opening percentage of the second electronic expansion valve 60. The third proportionality coefficient, This represents the actual superheat of compressor 10. The third integral coefficient, The target overheating level is specified. In at least one embodiment of this application, the third proportional coefficient is 0.1 and the third integral coefficient is 0.05, but this is not a limitation. In other embodiments, the specific values ​​of the second proportional coefficient and the third integral coefficient can be adjusted as needed, and no specific limitations are made here.

[0083] Compared with the prior art, this application has the following advantages:

[0084] 1. In the embodiments of this application, when there is both heating and cooling demand and the target heating temperature is greater than the target cooling temperature, the gas generated by the HVAC component 40 is supplied to the second condensing component 50 through the second pipeline 102. The second condensing component 50 performs secondary evaporation on the gas. Compared with the PTC heating method, the heating efficiency of the secondary evaporation method is greater than that of the PTC heater in the traditional technology, thereby improving the heating efficiency of the vehicle 100 and achieving energy saving.

[0085] 2. In the embodiments of this application, the opening degree of the second electronic expansion valve 60 is set according to the second real-time pressure and the second real-time temperature in the second pipeline 102 and the target superheat of the compressor 10 to realize PID feedback control, thereby optimizing the performance of the thermal management control system 1.

[0086] Please see Figure 3 This is a block diagram of a thermal management control system 1 according to at least one embodiment of this application. The thermal management control system 1 includes a compressor 10, a first condensing assembly 20, a first electronic expansion valve 30, a heating, ventilation, and air conditioning (HVAC) assembly 40, a second condensing assembly 50, a second electronic expansion valve 60, a first sensor 70, and a second sensor 80. In at least one embodiment of this application, the HVAC assembly 40 is a heating, ventilation, and air conditioning (HVAC) assembly.

[0087] The compressor 10 is used to generate high-pressure gas and supply it to the first condenser assembly 20. The rotational speed of the compressor 10 can be controlled by PID feedback based on the liquid temperature output from the first condenser assembly 20. In at least one embodiment of this application, the rotational speed of the compressor 10 can be calculated using the following formula:

[0088] Formula 1

[0089] Among them, according to The rotational speed of compressor 10, The first proportionality coefficient, The first integral coefficient, The first proportional coefficient is the difference between the target heating temperature and the first real-time temperature. In at least one embodiment of this application, the first proportional coefficient is 0.1 and the first integral coefficient is 0.01, but this is not a limitation. In other embodiments, the specific values ​​of the first proportional coefficient and the first integral coefficient can be adjusted as needed, and no specific limitation is made here.

[0090] The first condensing assembly 20 is connected to the heating and ventilation assembly 40 via a first conduit 101. The first condensing assembly 20 is used to cool high-pressure gas to form a high-pressure liquid and supply it to the heating and ventilation assembly 40. In at least one embodiment of this application, the first condensing assembly 20 includes a liquid-cooled cooler (LCC) and uses R134a as the refrigerant.

[0091] A first electronic expansion valve 30 is disposed on a first pipeline 101. The first electronic expansion valve 30 is used to depressurize the high-pressure liquid in the first pipeline 101 to form a low-pressure liquid and supply it to the HVAC assembly 40. The opening degree of the first electronic expansion valve 30 can be set according to the target cooling temperature and the first real-time pressure in the first pipeline 101. In at least one embodiment of this application, the opening degree of the first electronic expansion valve 30 can be calculated by the following formula 2.

[0092] Formula 2

[0093] in, This represents the opening percentage of the first electronic expansion valve 30. The second proportionality coefficient, Δ2, represents the difference between the target pressure value and the current pressure value. The second proportional coefficient is 0.1, and the second integral coefficient is 0.05, but this is not a limitation. In other embodiments, the specific values ​​of the second proportional coefficient and the second integral coefficient can be adjusted as needed, and no specific limitation is made here. In at least one embodiment of this application, a lookup table of the saturated evaporation temperature and pressure of at least one refrigerant is usually stored in the vehicle 100, and the target pressure value can be obtained by looking up the table according to the target cooling temperature. The target pressure value is related to the type of refrigerant in the first condenser assembly 20 and the target cooling temperature. In at least one embodiment of this application, the refrigerant in the first condenser assembly 20 can be R134a, but this is not a limitation.

[0094] One end of the HVAC component 40 is connected to the first condenser component 20 via a first conduit 101, and the other end is connected to the second condenser component 50 via a second conduit 102. The HVAC component 40 is used to evaporate a low-pressure liquid and simultaneously supply gas and liquid to the second condenser component 50. In at least one embodiment of this application, the HVAC component 40 is a heating, ventilation, and air conditioning (HVAC) component.

[0095] The second condensing assembly 50 is used to absorb heat from the air outside the vehicle 100 to perform secondary evaporation of the gas and to supply the secondary evaporated gas to the compressor 10. In at least one embodiment of this application, the second condensing assembly 50 includes an outdoor heat exchanger (OHX).

[0096] A second electronic expansion valve 60 is disposed on the second pipeline 102. The second electronic expansion valve 60 is used to depressurize the gas in the second pipeline 102 to form a low-pressure liquid and supply it to the second condenser assembly 50. The opening degree of the second electronic expansion valve 60 can be set according to the second real-time pressure and second real-time temperature in the third pipeline 103, as well as the target superheat. In at least one embodiment of this application, the opening degree of the second electronic expansion valve 60 can be calculated based on the timing superheat of the gas entering the compressor 10 and the target superheat. Specifically, the actual superheat can be calculated using the following formula three.

[0097] Formula 3

[0098] in, This represents the actual superheat of compressor 10. This is the second real-time temperature. It is the pressure-saturation temperature function corresponding to the refrigerant type in the first condensing assembly 20.

[0099] The opening degree of the second electronic expansion valve 60 can be calculated using the following formula 4.

[0100] Formula 4

[0101] in, This represents the opening percentage of the second electronic expansion valve 60. The third proportionality coefficient, This represents the actual superheat of compressor 10. The third integral coefficient, The target overheating level is specified. In at least one embodiment of this application, the third proportional coefficient is 0.1 and the third integral coefficient is 0.05, but this is not a limitation. In other embodiments, the specific values ​​of the second proportional coefficient and the third integral coefficient can be adjusted as needed, and no specific limitations are made here.

[0102] The first sensor 70 is disposed on the first pipe 101 and near the air inlet of the HVAC assembly 40. The first sensor 70 is used to sense the first real-time pressure in the first pipe 101.

[0103] The second sensor 80 is disposed on the third pipe 103 and near the air outlet of the HVAC assembly 40. The second sensor 80 is used to sense the second real-time pressure and the second real-time temperature within the third pipe 103. In at least one embodiment of this application, the second sensor 80 is a pressure and temperature sensor.

[0104] Please see Figure 4 This is a block diagram of a vehicle 100 according to at least one embodiment of this application. The vehicle 100 is a hybrid vehicle. It is understood that this application does not limit the type of vehicle 100; for example, it can be a plug-in hybrid electric vehicle or a hybrid electric vehicle. The vehicle 100 uses a fuel cell as its power source.

[0105] Vehicle 100 includes a thermal management control system 1, a battery heating control system 2, an air conditioning control system 3, a processor 4, a memory 5, and a communication interface 6. The thermal management control system 1, the battery heating control system 2, the air conditioning control system 3, the processor 4, the memory 5, and the communication interface 6 can be connected via a communication bus and communicate with each other.

[0106] The specific details of the thermal management control system 1 can be found in the detailed description of the thermal management control method described above, and will not be elaborated here.

[0107] Processor 4 can be a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the above scheme program.

[0108] Memory 5 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and instructions, random access memory (RAM) or other type of dynamic storage device capable of storing information and instructions, or electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital versatile optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but not limited thereto. Memory 5 may exist independently and be connected to processor 4 via a bus. Memory 5 may also be integrated with processor 4.

[0109] Memory 5 stores the program instructions for executing the above scheme, and its execution is controlled by processor 4. Processor 4 executes the program instructions stored in memory 5. The program instructions stored in memory 5 are executable. Figure 1 as well as Figure 2 Some or all of the steps of the thermal management control method described herein.

[0110] Communication interface 6 is used to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Networks (WLAN), etc.

[0111] This application also provides a computer-readable storage medium. The computer-readable storage medium stores program instructions that, when executed on a computing device, cause the computing device to perform the thermal management control method provided in the foregoing embodiments.

[0112] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application should fall within the scope of protection claimed by this application.

Claims

1. A thermal management control method, characterized in that, The thermal management control method includes: The target heating temperature is calculated based on the heat source demand in the vehicle, and the target cooling temperature is calculated based on the cooling demand in the vehicle; wherein, the target heating temperature is greater than the target cooling temperature. The compressor speed is set according to the target heating temperature and the first real-time temperature in the first pipeline; wherein, the first pipeline connects the first condensing assembly and the heating and ventilation assembly; The opening degree of the first electronic expansion valve is set according to the target cooling temperature and the first real-time pressure in the first pipeline; The HVAC assembly is used to evaporate a liquid and generate gas. The gas is then supplied to a second condensing assembly via a second pipeline, where the gas undergoes secondary evaporation. The opening degree of the second electronic expansion valve is set according to the second real-time pressure and second real-time temperature in the third pipeline between the second condensing assembly and the compressor, as well as the target superheat, where the target superheat is the temperature at which the gas entering the compressor exceeds its saturation temperature.

2. The thermal management control method according to claim 1, characterized in that, The step of setting the opening degree of the second electronic expansion valve based on the second real-time pressure and second real-time temperature in the third pipeline and the target superheat further includes: The actual superheat of the gas entering the compressor is calculated based on the second real-time pressure and the second real-time temperature within the third pipeline; and The opening degree of the second electronic expansion valve is set according to the actual superheat and the target superheat.

3. The thermal management control method according to claim 1, characterized in that, The compressor speed is calculated using the following formula: ,in, This refers to the compressor's rotational speed. The first proportionality coefficient, The first integral coefficient; The difference between the target heating temperature and the first real-time temperature.

4. The thermal management control method according to claim 1, characterized in that, The opening degree of the first electronic expansion valve is calculated using the following formula: ,in, The opening degree of the first electronic expansion valve. The second proportionality coefficient is Δ2, which is the difference between the target pressure and the first real-time pressure. This is the second integral coefficient.

5. The thermal management control method according to claim 2, characterized in that, The actual superheat is calculated using the following formula: ,in, The actual superheat, The second real-time temperature in the third pipeline. This is the pressure-saturation temperature function corresponding to the first condensation component.

6. The thermal management control method according to claim 2, characterized in that, The opening degree of the second electronic expansion valve is calculated using the following formula; ,in, This represents the opening percentage of the second electronic expansion valve. The third proportionality coefficient, The actual superheat, The third integral coefficient, The target superheat is defined as [the value of the target superheat].

7. The thermal management control method according to claim 1, characterized in that: The first electronic expansion valve is disposed on the first pipeline and is located close to the HVAC assembly; the third pipeline connects the second condensing assembly and the compressor, and the second electronic expansion valve is disposed on the third pipeline and is located close to the compressor.

8. A thermal management control system, characterized in that, The thermal management and control system includes: The compressor is used to set the compressor speed based on the target heating temperature calculated according to the heat source demand in the vehicle and the first real-time temperature in the first pipeline; wherein, the first pipeline connects the first condensing assembly and the heating and ventilation assembly. The first electronic expansion valve is used to set its opening degree according to the target cooling temperature calculated based on the cooling demand in the vehicle and the first real-time pressure in the first pipeline; wherein the target heating temperature is greater than the target cooling temperature. HVAC components used to evaporate liquids to form gases; The second condensation component is used to receive the gas supplied by the HVAC component through the second pipeline and perform secondary evaporation; The second electronic expansion valve is used to set its opening degree according to the second real-time pressure and the second real-time temperature in the third pipeline between the second condensing assembly and the compressor, as well as the target superheat, wherein the target superheat is the temperature at which the gas entering the compressor exceeds its saturation temperature.

9. The thermal management control system according to claim 8, characterized in that, The thermal management control system further includes a first sensor and a second sensor; the first sensor is disposed on the first pipeline and is located close to the HVAC component; the first sensor is used to sense a first real-time pressure in the first pipeline; the second sensor is disposed on the third pipeline and is located close to the compressor; the second sensor is used to sense a second real-time pressure and a second real-time temperature in the third pipeline.

10. A vehicle, characterized in that, The vehicle includes a processor and a memory, the memory being used to store multiple program instructions, and when the processor invokes the program instructions, it implements the thermal management control method as described in any one of claims 1 to 7.

Images