Control method of air conditioning system, air conditioning system and vehicle

Abstract

The invention discloses a control method of an air conditioning system, the air conditioning system and a vehicle. The air conditioning system has a dehumidification mode, a dehumidification-to-heating mode and a heating mode. The control method comprises the steps that when an instruction for executing a heating mode is received, whether the air conditioning system is in a dehumidification mode currently or not is judged; and if the air conditioning system is currently in the dehumidification mode, the dehumidification-to-heating mode is switched, the rotating speed of a compressor is controlled according to the actual air outlet channel temperature and the temperature of the heat exchanger in the vehicle, and after the dehumidification-to-heating mode is finished, the air conditioning system is controlled to be switched to the heating mode. Therefore, according to the dehumidification-to-heating mode, the rotating speed of the compressor can be controlled according to the actual air outlet channel temperature and the temperature of the in-vehicle heat exchanger, the difference value between the actual air outlet channel temperature and the temperature of the in-vehicle heat exchanger can be adjusted by controlling the rotating speed of the compressor, and therefore the fogging phenomenon can be avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a control method for a vehicle air-conditioning system, an air-conditioning system, and a vehicle. Background Art

[0002] In the prior art, a vehicle's air-conditioning system has multiple modes, including cooling mode, dehumidification mode, and heating mode. When the dehumidification mode is switched to the heating mode, the air outlet temperature is lower in the dehumidification mode and higher in the heating mode, causing the condensed water at the evaporator to form steam and enter the cockpit, which can cause fogging. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a control method for an air-conditioning system, which can avoid the occurrence of fogging.

[0004] The present invention further provides an air conditioning system.

[0005] The present invention also provides a vehicle.

[0006] According to the control method of the air-conditioning system of the first aspect of the embodiment of the present invention, the air-conditioning system has a dehumidification mode, a dehumidification-to-heating mode and a heating mode; the control method includes: when receiving an instruction to execute the heating mode, determining whether the air-conditioning system is currently in the dehumidification mode; if the air-conditioning system is currently in the dehumidification mode, switching to the dehumidification-to-heating mode, controlling the speed of the compressor according to the actual air outlet duct temperature and the temperature of the in-vehicle heat exchanger, and after the dehumidification-to-heating mode ends, controlling the air-conditioning system to switch to the heating mode.

[0007] Therefore, in the control method of the air-conditioning system, a dehumidification-to-heating mode is provided between the dehumidification mode and the heating mode. The dehumidification-to-heating mode can control the speed of the compressor according to the actual air outlet duct temperature and the temperature of the heat exchanger in the vehicle. By controlling the speed of the compressor, the actual air outlet duct temperature can be made more stable, and the occurrence of fogging can be avoided.

[0008] According to some embodiments of the present invention, after switching to the dehumidification-to-heating mode, the compressor is controlled to operate at the lowest speed gear.

[0009] According to some embodiments of the present invention, after switching to the dehumidification-to-heating mode, it is determined whether the operation time of the compressor is greater than a first preset time; if so, the dehumidification-to-heating mode is controlled to end.

[0010] According to some embodiments of the present invention, the air-conditioning system includes: a compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an outside-vehicle heat exchanger and a throttling element, the in-vehicle condenser is connected between the outlet of the compressor and one end of the flow regulating valve, the four-way valve is respectively connected to the inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger and one end of the outside-vehicle heat exchanger, the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the outside-vehicle heat exchanger; after switching to the dehumidification-to-heating mode, before judging whether the running time of the compressor is greater than the first preset time, the control method also includes: obtaining the relationship between the saturation temperature and the outside temperature under the current pressure; judging whether the saturation temperature is greater than the outside temperature; if so, controlling the flow regulating valve to increase to the maximum opening; if not, controlling the flow regulating valve to maintain the current opening.

[0011] According to some embodiments of the present invention, controlling the speed of the compressor according to the actual air outlet duct temperature includes: obtaining the target air outlet duct temperature and the actual air outlet duct temperature of the air-conditioning system; determining whether the absolute value of the difference between the target air outlet duct temperature and the actual air outlet duct temperature of the air-conditioning system is less than a first preset difference; if so, controlling the compressor to maintain the current speed; if not, determining whether the target air outlet duct temperature is greater than the actual air outlet duct temperature; if so, controlling the speed of the compressor according to the temperature of the heat exchanger in the vehicle.

[0012] According to some embodiments of the present invention, controlling the speed of the compressor according to the actual air outlet duct temperature also includes: if the target air outlet duct temperature is less than or equal to the actual air outlet duct temperature, obtaining the start and stop status of the heater of the air-conditioning system; if the heater is in the on state, controlling the heater of the air-conditioning system to reduce at least one power level; if the heater is in the off state, controlling the compressor to increase at least one speed level.

[0013] According to some embodiments of the present invention, controlling the speed of the compressor according to the temperature of the in-vehicle heat exchanger includes: adjusting the gear of the compressor according to the difference between the in-vehicle heat exchanger and the outside temperature of the vehicle.

[0014] According to some embodiments of the present invention, the adjusting the gear of the compressor according to the temperature difference between the in-vehicle heat exchanger and the outside temperature includes: determining whether the operating time of the compressor is greater than a second preset time; if not, adjusting the gear of the compressor according to the relationship between the temperature difference between the in-vehicle heat exchanger and the outside temperature and the second preset difference; if so, adjusting the gear of the compressor according to the relationship between the temperature difference between the in-vehicle heat exchanger and the outside temperature and a third preset difference; wherein the third preset difference is greater than the second preset difference.

[0015] According to some embodiments of the present invention, the gear of the compressor is adjusted according to the relationship between the temperature difference between the in-vehicle heat exchanger and the outside vehicle and a second preset difference, including: if the temperature difference between the in-vehicle heat exchanger and the outside vehicle is less than or equal to the second preset difference, controlling the compressor to increase at least one speed gear; if the temperature difference between the in-vehicle heat exchanger and the outside vehicle is greater than the second preset difference, controlling the heater of the air-conditioning system to increase at least one power gear.

[0016] According to some embodiments of the present invention, the gear of the compressor is adjusted according to the relationship between the temperature difference between the in-vehicle heat exchanger and the outside vehicle and a third preset difference, including: if the temperature difference between the in-vehicle heat exchanger and the outside vehicle is less than or equal to the third preset difference, controlling the compressor to increase at least one gear; if the temperature difference between the in-vehicle heat exchanger and the outside vehicle is greater than the third preset difference, controlling the heater of the air-conditioning system to increase at least one gear.

[0017] According to some embodiments of the present invention, the air-conditioning system includes: a compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an out-vehicle heat exchanger, a throttling element and a heater, the in-vehicle condenser is connected between the outlet of the compressor and one end of the flow regulating valve, the four-way valve is respectively connected to the inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger and one end of the out-vehicle heat exchanger, the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the out-vehicle heat exchanger; the control method also includes: when running the heating mode, judging whether the air outlet pressure value of the air-conditioning system reaches the maximum air outlet pressure value; if so, controlling the flow regulating valve to maintain the current opening, and controlling the heater to turn on.

[0018] According to some embodiments of the present invention, the control method of the air-conditioning system further includes: if the air outlet pressure value of the air-conditioning system does not reach the maximum air outlet pressure value, obtaining the difference △P0 between the target pressure and the actual pressure of the air-conditioning system; judging whether the difference △P0 between the target pressure and the actual pressure of the air-conditioning system is less than a first preset pressure difference △P1; if so, controlling the flow control valve to maintain the current opening and controlling the heater to turn on; if not, obtaining the difference △P2 between the target pressure and the actual pressure of the previous cycle, and calculating the first pressure difference change rate dp / △t1 based on △P0 and △P2; judging whether the flow control valve is at the minimum opening; if so, controlling the flow control valve to maintain the current opening and controlling the heater to turn on; if not, controlling the opening of the flow control valve accordingly by querying the valve opening calibration table according to the first pressure difference change rate dp / △t1.

[0019] According to some embodiments of the present invention, the control method of the air-conditioning system further includes: when the air-conditioning system operates in a dehumidification mode, controlling the compressor to start, and obtaining the relationship between the temperature T0 of the in-vehicle heat exchanger and the first preset temperature T1; if the temperature T0 of the in-vehicle heat exchanger is lower than the first preset temperature T1, determining whether the gear position of the compressor is the lowest speed gear; if so, controlling the compressor to stop; if not, controlling the compressor to drop at least one gear.

[0020] According to some embodiments of the present invention, the control method of the air-conditioning system further includes: if the temperature T0 of the in-vehicle heat exchanger is greater than the first preset temperature T1, then judging the relationship between the temperature T0 of the in-vehicle heat exchanger and the second preset temperature T2; if the temperature T0 of the in-vehicle heat exchanger is greater than or equal to the second preset temperature T2, then controlling the compressor to automatically adjust the speed according to the control program of the compressor; if the temperature T0 of the in-vehicle heat exchanger is less than the second preset temperature T2, then controlling the compressor to maintain the current speed; wherein, the second preset temperature T2 is higher than the first preset temperature T1.

[0021] According to some embodiments of the present invention, the air-conditioning system includes: a compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an out-vehicle heat exchanger and a throttling element, the in-vehicle condenser is connected between the outlet of the compressor and one end of the flow regulating valve, the four-way valve is respectively connected to the inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger and one end of the out-vehicle heat exchanger, the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the out-vehicle heat exchanger; the control method also includes: when the air-conditioning system operates in dehumidification mode, judging whether the difference between the target air outlet channel temperature and the actual air outlet channel temperature is less than a fourth preset temperature difference; if so, controlling the flow regulating valve to maintain the current opening.

[0022] According to some embodiments of the present invention, the control method further includes: when it is determined that the difference between the target air outlet duct temperature and the actual air outlet duct temperature is not less than a preset temperature difference, determining whether the difference between the target air outlet duct temperature and the actual air outlet duct temperature is greater than a second preset temperature difference; if the difference between the target air outlet duct temperature and the actual air outlet duct temperature is greater than the second preset temperature difference, determining whether the flow regulating valve is at a minimum opening; if the flow regulating valve is at a minimum opening, controlling the flow regulating valve to maintain a current opening, and controlling the heater to turn on.

[0023] According to some embodiments of the present invention, the control method of the air-conditioning system further includes: if the flow control valve is not at the minimum opening, determining whether the difference △P0 between the target pressure and the actual pressure of the air-conditioning system is greater than or equal to a second preset pressure difference △P3; if the difference △P0 between the target pressure and the actual pressure of the air-conditioning system is less than the second preset pressure difference △P3, controlling the heater to turn on; if the difference △P0 between the target pressure and the actual pressure of the air-conditioning system is greater than or equal to the second preset pressure difference △P3, obtaining the difference △P4 between the target pressure and the actual pressure of the previous cycle; calculating the second pressure difference change rate dp / △t2 based on △P0 and △P4; and controlling the opening of the flow control valve accordingly by querying the valve opening calibration table based on the second pressure difference change rate dp / △t2.

[0024] According to some embodiments of the present invention, the air-conditioning system further includes: an air supply part, which is arranged on one side of the external heat exchanger; the control method further includes: if the difference △T0 between the target air outlet channel temperature and the actual air outlet channel temperature is less than or equal to a fourth preset temperature difference △T4, then obtaining the start and stop status of the heater; if the heater is in the on state, then controlling the heater to reduce at least one power level; if the heater is in the off state, then controlling the opening of the flow regulating valve to increase at least one level, and controlling the air supply part to open.

[0025] According to some embodiments of the present invention, the air-conditioning system has a cooling mode; the control method further includes: when running the cooling mode, controlling the compressor to turn on; obtaining the inlet air temperature, the current gear of the air supply part and the speed of the compressor; and calculating the pressure correction value and the current superheat according to the speed of the compressor, the current gear of the air supply part and the inlet air temperature.

[0026] According to some embodiments of the present invention, obtaining the air intake temperature includes: obtaining the current gear position of the air supply component, the outside temperature, the inside temperature and the ratio of the circulating air door; and calculating the air intake temperature based on the current gear position of the air supply component, the outside temperature, the inside temperature and the ratio of the circulating air door.

[0027] According to some embodiments of the present invention, when the cooling mode is running, before obtaining the speed of the compressor, it also includes: obtaining the relationship between the temperature T0 of the in-vehicle heat exchanger and the second preset temperature T2; if the temperature T0 of the in-vehicle heat exchanger is less than the second preset temperature T2, controlling the compressor to automatically adjust the speed according to the control program of the compressor; if the temperature T0 of the in-vehicle heat exchanger is greater than or equal to the second preset temperature T2, controlling the compressor to maintain the current speed.

[0028] According to some embodiments of the present invention, the control method further includes: if the air-conditioning system is not currently in the dehumidification mode, controlling the air-conditioning system to switch to the heating mode.

[0029] An air-conditioning system according to an embodiment of the second aspect of the present invention includes: the above-mentioned control method of the air-conditioning system.

[0030] According to some embodiments of the present invention, the air-conditioning system further includes: a compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an out-vehicle heat exchanger, a liquid reservoir, a rectifying valve group and a throttling element. The in-vehicle condenser is connected between the outlet of the compressor and one end of the flow regulating valve, the liquid reservoir is connected to the throttling element, the four-way valve is respectively connected to the inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger and one end of the out-vehicle heat exchanger, the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the out-vehicle heat exchanger, the rectifying valve group is connected between the liquid reservoir and the in-vehicle heat exchanger, and between the throttling element and the out-vehicle heat exchanger, so that the refrigerant flowing out of the in-vehicle heat exchanger and the out-vehicle heat exchanger passes through the liquid reservoir and the throttling element in sequence.

[0031] According to some embodiments of the present invention, the rectifying valve group includes: a first one-way valve, the first one-way valve is connected between the in-vehicle heat exchanger and the liquid reservoir, and the first one-way valve allows the refrigerant to flow from the in-vehicle heat exchanger to the liquid reservoir; a second one-way valve, the second one-way valve is connected between the out-vehicle heat exchanger and the liquid reservoir, and the first one-way valve allows the refrigerant to flow from the out-vehicle heat exchanger to the liquid reservoir; a third one-way valve, the third one-way valve is connected between the in-vehicle heat exchanger and the throttling element, and the third one-way valve allows the refrigerant to flow from the throttling element to the in-vehicle heat exchanger; a fourth one-way valve, the fourth one-way valve is connected between the out-vehicle heat exchanger and the throttling element, and the fourth one-way valve allows the refrigerant to flow from the throttling element to the out-vehicle heat exchanger.

[0032] A vehicle according to an embodiment of the third aspect of the present invention includes: the aforementioned control method for an air-conditioning system or the aforementioned air-conditioning system.

[0033] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0035] Figure 1is a schematic structural diagram of an air conditioning system according to an embodiment of the present invention;

[0036] Figure 2 is a schematic flow chart of a cooling mode in an air-conditioning system according to an embodiment of the present invention;

[0037] Figure 3 is a schematic flow chart of a dehumidification mode in an air-conditioning system according to an embodiment of the present invention;

[0038] Figure 4 is a schematic diagram of a flow chart of a dehumidification-to-heating mode in an air-conditioning system according to an embodiment of the present invention;

[0039] Figure 5 is a schematic flow chart of a heating mode in an air-conditioning system according to an embodiment of the present invention;

[0040] Figure 6 is a flow chart illustrating the relationship between the cooling mode, the dehumidification mode, the dehumidification-to-heating mode, and the heating mode according to an embodiment of the present invention;

[0041] Figure 7 It is a flowchart of the relationship conversion between the dehumidification-to-heating mode and the heating mode according to an embodiment of the present invention.

[0042] Reference numerals:

[0043] 100. Air conditioning system;

[0044] 11. Compressor; 12. Four-way valve; 13. In-vehicle heat exchanger; 14. Out-vehicle heat exchanger; 15. Throttling element; 16. Flow control valve; 17. In-vehicle condenser; 18. Liquid receiver;

[0045] 20. Rectifier valve group; 21. First one-way valve; 22. Second one-way valve; 23. Third one-way valve; 24. Fourth one-way valve. DETAILED DESCRIPTION

[0046] Embodiments of the present invention will be described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary.

[0047] Reference below Figure 1-Figure 7 A control method of the air conditioning system 100 according to an embodiment of the present invention will be described.

[0048] like Figure 1 As shown, according to the first embodiment of the present invention, the control method of the air conditioning system 100 includes: the air conditioning system 100 has a dehumidification mode, a dehumidification-to-heating mode, and a heating mode, and the control method includes:

[0049] When the instruction to execute the heating mode is received, it is determined whether the air conditioning system 100 is currently in the dehumidification mode.

[0050] If the air conditioning system 100 is not currently in the dehumidification mode, the air conditioning system 100 is controlled to switch to the heating mode.

[0051] The speed of the compressor 11 is controlled according to the actual temperature of the air outlet duct and the temperature of the in-vehicle heat exchanger 13. After the dehumidification-to-heating mode is completed, the air-conditioning system 100 is controlled to switch to the heating mode.

[0052] Specifically, in a conventional control method of an air conditioning system, when the dehumidification mode is switched to the heating mode, the air conditioning system 100 directly switches, which may cause fogging. Therefore, the air conditioning system needs to be optimized and designed.

[0053] The air-conditioning system 100 can execute the heating mode through two paths. When the air-conditioning system 100 receives the heating mode instruction, the controller in the air-conditioning system 100 will determine whether it is currently in the dehumidification mode. If the air-conditioning system 100 is not in the dehumidification mode, the temperature of the air in the car is relatively high, and the air-conditioning system 100 directly switches to the heating mode to heat the air in the car.

[0054] Furthermore, when the controller in the air-conditioning system 100 determines that it is currently in dehumidification mode, the temperature inside the car is low, and condensation water will form at the heat exchanger 13 inside the car. When it is directly switched to heating mode, the hot air will encounter the lower temperature car glass and fog will occur, affecting the safety of the driver.

[0055] Therefore, a dehumidification-to-heating mode is provided between the dehumidification mode and the heating mode. This dehumidification-to-heating mode can control the speed of the compressor 11 based on the actual air outlet duct temperature and the temperature of the in-vehicle heat exchanger 13. The actual air outlet duct temperature refers to the actual temperature of the air outlet duct that discharges air toward the vehicle's cockpit. The actual air outlet duct temperature and the temperature of the in-vehicle heat exchanger 13 can jointly affect the speed of the compressor 11, prompting the speed of the compressor 11 to be maintained within a certain range. This can ensure that the pressure and temperature of the refrigerant passing through the compressor 11 are appropriate, and the actual air outlet duct temperature can be made more stable, thereby avoiding the problem of fogging caused by the in-vehicle heat exchanger 13 heating up too quickly, thereby improving vehicle driving safety. In addition, after the dehumidification-to-heating mode is completed, the air conditioning system 100 switches back to the heating mode, which increases the temperature of the air in the vehicle and prevents fogging.

[0056] Therefore, in the control method of the air-conditioning system 100, a dehumidification-to-heating mode is provided between the dehumidification mode and the heating mode. The dehumidification-to-heating mode can control the speed of the compressor 11 according to the actual air outlet duct temperature and the temperature of the in-vehicle heat exchanger 13. By controlling the speed of the compressor 11, the occurrence of fogging can be avoided.

[0057] According to some embodiments of the present invention, after switching to the dehumidification-to-heating mode, the compressor 11 is controlled to operate at the lowest speed gear.

[0058] When the air conditioning system 100 is in the dehumidification mode and receives a heating command, it directly enters the dehumidification-to-heating mode. At this time, the compressor 11 is stopped and then controlled to operate at the lowest speed. Since the air conditioning system 100 needs to reduce humidity and provide heat in the dehumidification-to-heating mode, controlling the compressor 11 to operate at the lowest speed can reduce energy consumption and prevent the refrigerant from heating too quickly. This allows the refrigerant temperature to rise slowly, which can better prevent fogging.

[0059] According to some embodiments of the present invention, after switching to the dehumidification-to-heating mode, it is determined whether the operation time of the compressor 11 is greater than a first preset time. If so, the dehumidification-to-heating mode is controlled to end.

[0060] Among them, the first preset time is the running time of the dehumidification-to-heating mode. The first preset time can be set to 2-5 minutes, for example, 2 minutes, 3 minutes, 4 minutes and 5 minutes. Taking 3 minutes as an example, when the dehumidification-to-heating mode runs to 3 minutes, the dehumidification-to-heating mode is directly converted to the heating mode. In this way, the dehumidification-to-heating mode ends. It is understandable that after running for the first preset time, the temperature of the refrigerant slowly rises, and the actual air outlet duct temperature slowly rises. At this time, it is converted to the heating mode. Due to the small temperature difference, the condensed water will not be atomized. Therefore, after running for the first preset time, entering the heating mode can quickly heat up and meet the user's heating needs.

[0061] According to some embodiments of the present invention, Figure 1 As shown, the air-conditioning system 100 includes: a compressor 11, an in-vehicle condenser 17, a flow regulating valve 16, a four-way valve 12, an in-vehicle heat exchanger 13, an outdoor heat exchanger 14 and a throttling element 15. The in-vehicle condenser 17 is connected between the outlet of the compressor 11 and one end of the flow regulating valve 16. The four-way valve 12 is respectively connected to the inlet of the compressor 11, the other end of the flow regulating valve 16, one end of the in-vehicle heat exchanger 13 and one end of the outdoor heat exchanger 14. The throttling element 15 is connected to the other end of the in-vehicle heat exchanger 13 and the other end of the outdoor heat exchanger 14.

[0062] After switching to the dehumidification-to-heating mode, before determining whether the operation time of the compressor 11 is greater than the first preset time, the control method further includes:

[0063] Obtain the relationship between the saturation temperature and the outside temperature at the current pressure, and determine whether the saturation temperature is greater than the outside temperature.

[0064] If so, the flow regulating valve 16 is controlled to be raised to the maximum opening.

[0065] If not, the flow control valve 16 is controlled to maintain the current opening.

[0066] Specifically, if Figure 3 As shown, when the air-conditioning system 100 receives a dehumidification mode instruction, the four-way valve 12 is first switched and adjusted to the position where the refrigerant operates in the dehumidification mode, and then the flow regulating valve 16 is adjusted to the initial opening. Finally, the opening of the throttling element 15 is controlled and the compressor 11 is started. The opening size of the throttling element 15 can be adjusted according to the outlet superheat of the in-vehicle heat exchanger 13, and the throttling element 15 can be set as an electronic expansion valve.

[0067] like Figure 4 As shown, when the air-conditioning system 100 switches to the dehumidification-to-heating mode, at the beginning, the compressor 11 is in the shutdown state, the throttling element 15 maintains the original opening unchanged, the four-way valve 12 switches, and then the compressor 11 is turned on and the compressor 11 runs at the lowest speed, so that the temperature can be adjusted slightly to reduce power consumption. When the saturation temperature is greater than the outside temperature, the flow regulating valve 16 is increased to the maximum opening. When the saturation temperature is less than or equal to the outside temperature, the flow regulating valve 16 maintains the current opening. At this time, by comparing the difference between the saturation temperature at the current pressure of the system and the outside temperature, the opening of the flow regulating valve 16 can be better controlled, the flow of the refrigerant can be controlled, and the flow of the refrigerant can meet the demand under the current pressure, thereby avoiding high-pressure abnormalities in the air-conditioning system 100.

[0068] According to some embodiments of the present invention, Figure 4 As shown, the speed of the compressor 11 is controlled according to the actual air outlet channel temperature, including:

[0069] The target air outlet duct temperature and the actual air outlet duct temperature of the air conditioning system 100 are obtained, and it is determined whether the absolute value of the difference between the target air outlet duct temperature and the actual air outlet duct temperature of the air conditioning system 100 is less than a first preset difference.

[0070] If so, the compressor 11 is controlled to maintain the current speed.

[0071] If not, it is determined whether the target outlet air duct temperature is greater than the actual outlet air duct temperature.

[0072] If so, the speed of the compressor 11 is controlled according to the temperature of the in-vehicle heat exchanger 13 .

[0073] Specifically, when the air-conditioning system 100 is operating in the dehumidification to heating mode, the absolute value of the difference between the target air outlet duct temperature and the actual air outlet duct temperature of the air-conditioning system 100 varies within a certain range. For example, the first preset difference can be set to 0.5°C, 1°C, 1.5°C and 2°C.

[0074] The following is explained using 1°C as an example. When the absolute value of the difference between the target air outlet duct temperature and the actual air outlet duct temperature of the air-conditioning system 100 is less than 1°C, it indicates that the target air outlet duct temperature and the actual air outlet duct temperature are relatively close. At this time, there is no need to adjust the temperature. In this way, the compressor 11 maintains the current speed, and the compressor 11 only uses the required power to maintain the absolute value of the difference between the target air outlet duct temperature and the actual air outlet duct temperature at the first preset difference, so that the difference between the target air outlet duct temperature and the actual air outlet duct temperature can be in a relatively stable state, and the actual air outlet duct temperature can be made more stable.

[0075] According to some embodiments of the present invention, the speed of the compressor 11 is controlled according to the actual air outlet duct temperature, and the control method further includes:

[0076] If the target air outlet duct temperature is less than or equal to the actual air outlet duct temperature, the start / stop state of the heater of the air conditioning system 100 is obtained.

[0077] If the heater is in the on state, the heater of the air-conditioning system 100 is controlled to reduce at least one power level.

[0078] If the heater is in the off state, the compressor 11 is controlled to increase at least one speed gear.

[0079] When the target outlet duct temperature is less than or equal to the actual outlet duct temperature, the heater's on / off status is checked. Since the actual outlet duct temperature is higher than the target outlet duct temperature, to lower the actual outlet duct temperature, if the heater is on, the heater's power level is lowered by at least one gear, thereby reducing the heat generated by the heater. If the heater is off, the compressor 11 is increased by at least one gear. By increasing the speed of the compressor 11, the cooling capacity can be increased, thereby further improving the actual outlet duct temperature. The heater can be a PTC heater.

[0080] According to some embodiments of the present invention, the speed of the compressor 11 is controlled according to the temperature of the in-vehicle heat exchanger 13. The control method includes:

[0081] The gear position of the compressor 11 is adjusted according to the temperature difference between the vehicle interior heat exchanger 13 and the vehicle exterior temperature.

[0082] Among them, when the target air outlet duct temperature is greater than the actual air outlet duct temperature, the gear of the compressor 11 is adjusted according to the difference between the in-vehicle heat exchanger 13 and the outside temperature. By adjusting the gear of the compressor 11, the actual air outlet duct temperature can be increased, and direct fogging can be avoided.

[0083] According to a specific embodiment of the present invention, adjusting the gear position of the compressor 11 according to the temperature difference between the heat exchanger 13 inside the vehicle and the outside temperature of the vehicle includes:

[0084] Determine whether the operating time of the compressor 11 is greater than a second preset time,

[0085] If not, the gear position of the compressor 11 is adjusted according to the relationship between the temperature difference between the interior heat exchanger 13 and the exterior temperature of the vehicle and the second preset temperature difference.

[0086] If so, the gear position of the compressor 11 is adjusted according to the relationship between the temperature difference between the interior heat exchanger 13 and the exterior temperature and the third preset difference, wherein the third preset difference is greater than the second preset difference.

[0087] Specifically, the second preset time can be set to 1min, 1.5min and 2min. 1min is used as an example for explanation below to determine whether the running time of the compressor 11 is greater than 1min. If the running time of the compressor 11 is less than or equal to 1min, the gear of the compressor 11 is adjusted according to the relationship between the difference between the temperature inside the vehicle and the outside temperature and the second preset difference. The second preset difference can be set to 3°C, 4°C and 5°C. 3°C is used as an example for explanation below. When the difference between the temperature inside the vehicle and the outside temperature is greater than 3°C, at this time, at least one power gear of the heater is increased.

[0088] In addition, if the running time of the compressor 11 is greater than 1 minute, the third preset difference can be set to 8°C, 9°C, 10°C, 11°C and 12°C. The following takes 10°C as an example. When the difference between the temperature inside the car and the outside temperature of the heat exchanger 13 is greater than 10°C, the heater power level is increased by at least one. When the difference between the temperature inside the car and the outside temperature of the heat exchanger 13 is less than or equal to 10°C, the compressor 11 increases at least one speed level, thereby controlling the difference between the temperature inside the car and the outside temperature of the heat exchanger 13 in different time periods.

[0089] According to a specific embodiment of the present invention, the gear position of the compressor 11 is adjusted according to the relationship between the temperature difference between the interior heat exchanger 13 and the exterior temperature and the second preset temperature difference. The control method includes:

[0090] If the temperature difference between the vehicle interior heat exchanger 13 and the vehicle exterior temperature is less than or equal to a second preset temperature difference, the compressor 11 is controlled to increase at least one speed gear.

[0091] If the temperature difference between the vehicle interior heat exchanger 13 and the vehicle exterior temperature is greater than a second preset temperature difference, the heater of the air conditioning system 100 is controlled to increase at least one power level.

[0092] Specifically, the second preset difference can be set to 3°C. When the temperature difference between the heat exchanger 13 inside the vehicle and the outside temperature is less than or equal to 3°C, the compressor 11 increases at least one speed gear. When the temperature difference between the heat exchanger 13 inside the vehicle and the outside temperature is greater than 3°C, the heater of the air-conditioning system 100 can be controlled to increase at least one power gear, so as to maintain the temperature difference between the heat exchanger 13 inside the vehicle and the outside temperature, and avoid the formation of fog.

[0093] According to some embodiments of the present invention, Figure 4 As shown, the gear position of the compressor 11 is adjusted according to the relationship between the temperature difference between the interior heat exchanger 13 and the exterior temperature and the third preset temperature difference. The control method includes:

[0094] If the temperature difference between the vehicle interior heat exchanger 13 and the vehicle exterior temperature is less than or equal to a third preset difference, the compressor 11 is controlled to increase at least one gear.

[0095] If the temperature difference between the vehicle interior heat exchanger 13 and the vehicle exterior temperature is greater than a third preset difference, the heater of the air conditioning system 100 is controlled to increase at least one gear.

[0096] Among them, the third preset difference can be set to 10°C. When the difference between the temperature inside the car and the outside temperature of the heat exchanger 13 is less than or equal to 10°C, the compressor 11 is controlled to increase at least one speed gear. When the difference between the temperature inside the car and the outside temperature of the heat exchanger 13 is greater than 10°C, the heater of the air-conditioning system 100 is controlled to increase at least one power gear, so as to maintain the difference between the temperature inside the car and the outside temperature and avoid the formation of fog.

[0097] According to some embodiments of the present invention, Figure 5 As shown, the air-conditioning system 100 includes: a compressor 11, an in-vehicle condenser 17, a flow regulating valve 16, a four-way valve 12, an in-vehicle heat exchanger 13, an outdoor heat exchanger 14, a throttling element 15 and a heater. The in-vehicle condenser 17 is connected between the outlet of the compressor 11 and one end of the flow regulating valve 16. The four-way valve 12 is respectively connected to the inlet of the compressor 11, the other end of the flow regulating valve 16, one end of the in-vehicle heat exchanger 13 and one end of the outdoor heat exchanger 14. The throttling element 15 is connected to the other end of the in-vehicle heat exchanger 13 and the other end of the outdoor heat exchanger 14.

[0098] The control method also includes:

[0099] When the heating mode is running, it is determined whether the air outlet pressure value of the air conditioning system 100 reaches the maximum air outlet pressure value.

[0100] If so, the flow regulating valve 16 is controlled to maintain the current opening, and the heater is controlled to turn on.

[0101] Among them, when the air conditioning system 100 receives a heating command, the air conditioning system 100 starts heating. First, it checks whether the air outlet pressure value of the air conditioning system 100 reaches the maximum air outlet pressure value. If it reaches the maximum air outlet pressure value, the flow regulating valve 16 maintains the current opening, and at the same time, supplementary heat is provided through the heater.

[0102] According to some embodiments of the present invention, Figure 5 As shown, the control method of the air conditioning system 100 further includes:

[0103] If the outlet pressure value of the air conditioning system 100 does not reach the maximum outlet pressure value, the difference ΔP0 between the target pressure and the actual pressure of the air conditioning system 100 is obtained, and it is determined whether the difference ΔP0 between the target pressure and the actual pressure of the air conditioning system 100 is less than the first preset pressure difference ΔP1.

[0104] If so, the flow regulating valve 16 is controlled to maintain the current opening, and the heater is controlled to turn on.

[0105] If not, the difference ΔP2 between the target pressure and the actual pressure in the previous cycle is obtained, and the first pressure difference change rate dp / Δt1 is calculated based on ΔP0 and ΔP2 to determine whether the flow control valve 16 is at the minimum opening.

[0106] If so, the flow regulating valve 16 is controlled to maintain the current opening, and the heater is controlled to turn on.

[0107] If not, the opening of the flow control valve 16 is controlled accordingly by querying the valve opening calibration table according to the first pressure difference change rate dp / Δt1.

[0108] Among them, when the air conditioning system 100 receives the heating instruction, if it enters the dehumidification to heating mode, the compressor 11 maintains the current speed. If it enters the shutdown state, the compressor 11 and the throttling element 15 both operate according to the initial calibration value. Then, it is judged whether the outlet air pressure value of the air conditioning system 100 reaches the maximum outlet air pressure value. If the maximum outlet air pressure value is reached, the heater is used to supplement heat to meet the heating needs of the passenger compartment for rapid temperature rise or extremely low temperature. If the maximum outlet air pressure value is not reached, the air conditioning system 100 has an in-vehicle condenser 17, an in-vehicle heat exchanger 13, and an outdoor heat exchanger 14. These two exchangers In order for the heat exchanger to release heat, to reach the theoretical air outlet temperature, the high pressure of the current air-conditioning system 100 must first be reached. The high pressure of the air-conditioning system 100 can be raised by throttling the flow control valve 16, thereby increasing the heat release of the in-car condenser 17. At the same time, the air-conditioning system 100 will reduce the pressure entering the in-car heat exchanger 13 after throttling, thereby reducing the heat release of the in-car heat exchanger 13. However, at this time, after the pressure of the in-car heat exchanger 13 is reduced, the refrigerant temperature at the outlet of the in-car heat exchanger 13 can be lower, and the system enthalpy difference increases. At the corresponding target pressure value, the air-conditioning system 100 will achieve the optimal COP and meet the heating needs.

[0109] The opening of the flow control valve 16 can then be controlled using the difference between the target pressure and the actual pressure, ΔP0, and the first pressure differential change rate dp / Δt1, thereby adjusting the high pressure of the air conditioning system 100 and distributing the heat released, thereby improving the heat exchange efficiency of the air conditioning system 100. When the difference between the system target pressure and the current actual pressure is greater than 0.5 bar, the current high pressure differential ΔP0 is calculated, and the high pressure differential ΔP2 from the previous cycle is simultaneously queried. The pressure differential change rate is calculated using ΔP0 and ΔP2. At this time, the current high pressure differential ΔP0 and the pressure differential change rate are used as fuzzy control variables. By querying the opening output change table of the flow control valve 16, the opening output change of the flow control valve 16 is determined, thereby adjusting the high pressure of the air conditioning system 100 and distributing the heat released, thereby realizing the preheating function of the heat exchanger and improving the heat exchange efficiency of the air conditioning system 100.

[0110] In addition, an example of the control of the flow control valve 16 in the heating mode is as follows: the current high-pressure difference △P0 = target pressure - actual pressure, the high-pressure difference △P2 of the previous cycle = the difference between the target pressure of the previous cycle and the actual pressure of the previous cycle, the time period is T, the pressure difference = the current high-pressure difference △P0 - the high-pressure difference △P2 of the previous cycle, and the pressure difference change rate = (△P0-△P2) / T.

[0111] For example, if the current target pressure is 12 bar, the actual pressure is 10 bar, the current high pressure difference △P0 = 2 bar, the target pressure of the previous cycle is 12 bar, the actual pressure of the previous cycle is 8 bar, the high pressure difference △P2 of the previous cycle is 4 bar, and the control time period of the flow control valve 16 is 10s, then the pressure difference = 2 bar, the pressure difference change rate = 2 Bar / 10s = 0.2 Bar / s, query the corresponding table of pressure difference and pressure difference change rate, output the flow control valve 16 opening change minus 20 steps, then the output step teaching value = current step number - 20 steps.

[0112] According to some embodiments of the present invention, the control method of the air conditioning system 100 further includes:

[0113] When the air conditioning system 100 operates in the dehumidification mode, the compressor 11 is controlled to start, and the relationship between the temperature T0 of the in-vehicle heat exchanger 13 and the first preset temperature T1 is obtained;

[0114] If the temperature T0 of the in-vehicle heat exchanger 13 is lower than the first preset temperature T1, it is determined whether the gear position of the compressor 11 is the lowest speed gear position.

[0115] If so, the compressor 11 is controlled to stop.

[0116] If not, the compressor 11 is controlled to decrease at least one gear.

[0117] Among them, when the air-conditioning system 100 is in the dehumidification mode, the four-way valve 12 is switched, the flow regulating valve 16 is adjusted to the initial opening, and the air supply part is adjusted to the corresponding wind gear according to the difference between the temperature of the target air outlet channel and the temperature of the actual air outlet channel, the throttling element 15 is controlled to start, the compressor 11 is controlled to start, and the relationship between the temperature T0 of the in-vehicle heat exchanger 13 and the first preset temperature T1 is judged. When the temperature T0 of the in-vehicle heat exchanger 13 is lower than the first preset temperature T1, it is judged whether the gear position of the compressor 11 is the lowest speed gear. If so, the compressor 11 is stopped and the dehumidification is started after a delay of 10s. If not, the compressor 11 drops at least one speed gear, thereby increasing the temperature of the in-vehicle heat exchanger 13 and avoiding the actual air outlet channel temperature being too low, affecting the dehumidification effect.

[0118] According to a specific embodiment of the present invention, the control method of the air conditioning system 100 further includes:

[0119] If the temperature T0 of the in-vehicle heat exchanger 13 is greater than the first preset temperature T1 , the relationship between the temperature T0 of the in-vehicle heat exchanger 13 and the second preset temperature T2 is determined.

[0120] If the temperature T0 of the in-vehicle heat exchanger 13 is greater than or equal to the second preset temperature T2, the compressor 11 is controlled to automatically adjust the speed according to the control program of the compressor 11.

[0121] If the temperature T0 of the in-vehicle heat exchanger 13 is lower than the second preset temperature T2, the compressor 11 is controlled to maintain the current speed, wherein the second preset temperature T2 is higher than the first preset temperature T1.

[0122] Specifically, when the first preset temperature T1 is set to -1°C, 0°C, and 1°C (using 0°C as an example), the system determines whether the temperature of the in-vehicle heat exchanger 13 is greater than 0°C. If the first preset temperature T1 is greater than 0°C, the system then determines the relationship between the temperature T0 of the in-vehicle heat exchanger 13 and the second preset temperature T2. The second preset temperature T2 is the dew point temperature, which is the temperature at which water vapor in the air turns into dewdrops. If the temperature T0 of the in-vehicle heat exchanger 13 is greater than or equal to the dew point temperature, the controller adjusts the speed of the compressor 11. If the temperature T0 of the in-vehicle heat exchanger 13 is less than the dew point temperature, the controller controls the compressor 11 to maintain its current speed. By controlling the speed of the compressor 11, the power consumption of the air conditioning system 100 can be reduced, resulting in energy savings.

[0123] In addition, the second preset temperature T2 is higher than the first preset temperature T1. That is to say, when the air temperature is lower than 0°C, water vapor condenses into frost on the plane. 0°C is the frost point temperature, and the dew point temperature generally will not be lower than 0°C. As long as the air vapor has reached saturation, the air temperature is the dew point temperature. Therefore, the dew point temperature is closely related to the air humidity. Under normal pressure, as long as the air humidity is large enough, the dew point temperature can be above 0°C.

[0124] According to some embodiments of the present invention, Figure 3 As shown, the air-conditioning system 100 includes: a compressor 11, an in-vehicle condenser 17, a flow regulating valve 16, a four-way valve 12, an in-vehicle heat exchanger 13, an outdoor heat exchanger 14 and a throttling element 15. The in-vehicle condenser 17 is connected between the outlet of the compressor 11 and one end of the flow regulating valve 16. The four-way valve 12 is respectively connected to the inlet of the compressor 11, the other end of the flow regulating valve 16, one end of the in-vehicle heat exchanger 13 and one end of the outdoor heat exchanger 14. The throttling element 15 is connected to the other end of the in-vehicle heat exchanger 13 and the other end of the outdoor heat exchanger 14.

[0125] The control method also includes:

[0126] When the air conditioning system 100 operates in the dehumidification mode, it is determined whether the difference between the target air outlet passage temperature and the actual air outlet passage temperature is less than a fourth preset temperature difference.

[0127] If so, the flow control valve 16 is controlled to maintain the current opening.

[0128] Among them, the fourth preset temperature difference can be set to 1°C and 2°C. 1°C is taken as an example below. When the difference between the target air outlet duct temperature and the actual air outlet duct temperature is less than 1°C, the flow regulating valve 16 is controlled to maintain the current opening. When the difference between the target air outlet duct temperature and the actual air outlet duct temperature is greater than or equal to 1°C, the opening of the flow regulating valve 16 is controlled according to the size of the target air outlet duct temperature and the actual air outlet duct temperature. Accurate control of the flow regulating valve 16 in dehumidification mode can be achieved, thereby achieving energy saving.

[0129] According to a specific embodiment of the present invention, the control method further includes:

[0130] When it is determined that the difference between the target outlet duct temperature and the actual outlet duct temperature is not less than the fourth preset temperature difference, it is determined whether the difference between the target outlet duct temperature and the actual outlet duct temperature is greater than the second preset temperature difference.

[0131] If the difference between the target air outlet passage temperature and the actual air outlet passage temperature is greater than the second preset temperature difference, it is determined whether the flow regulating valve 16 is at the minimum opening.

[0132] If the flow regulating valve 16 is at the minimum opening, the flow regulating valve 16 is controlled to maintain the current opening, and the heater is controlled to be turned on.

[0133] Specifically, when the difference between the target air outlet duct temperature and the actual air outlet duct temperature is greater than the second preset temperature difference, check whether the flow regulating valve 16 is at the minimum opening. If the flow regulating valve 16 is at the minimum opening, control the flow regulating valve 16 to maintain the current opening, and control the heater to turn on, and then determine that the system does not release enough heat. In this way, the opening of the flow regulating valve 16 can be controlled in the dehumidification mode to supplement heat.

[0134] According to a specific embodiment of the present invention, Figure 3 As shown, the control method of the air conditioning system 100 further includes:

[0135] If the flow control valve 16 is not at the minimum opening, it is determined whether the difference ΔP0 between the target pressure and the actual pressure of the air-conditioning system 100 is greater than or equal to a second preset pressure difference ΔP3.

[0136] If the difference ΔP0 between the target pressure and the actual pressure of the air-conditioning system 100 is less than the second preset pressure difference ΔP3 , the heater is controlled to be turned on.

[0137] If the difference △P0 between the target pressure and the actual pressure of the air-conditioning system 100 is greater than or equal to the second preset pressure difference △P3, the difference △P4 between the target pressure and the actual pressure of the previous cycle is obtained, and the second pressure difference change rate dp / △t2 is calculated based on △P0 and △P4. The opening of the flow control valve 16 is controlled accordingly by querying the valve opening calibration table based on the second pressure difference change rate dp / △t2.

[0138] Specifically, when flow control valve 16 is not at its minimum opening, the difference between the target pressure and actual pressure of air conditioning system 100, ΔP0, and a second preset pressure difference, ΔP3, is determined. The second preset pressure difference, ΔP3, can be set to 0.1 bar. When the target pressure and actual pressure difference, ΔP0, is less than 0.1 bar, the heater is turned on, and flow control valve 16 maintains its current opening. When the target pressure and actual pressure difference, ΔP4, is greater than or equal to 0.1 bar, the target pressure and actual pressure difference from the previous cycle, ΔP4, is obtained. Based on ΔP0 and ΔP4, a second pressure difference change rate, dp / Δt2, is calculated. Based on this second pressure difference change rate, dp / Δt2 is consulted in a valve opening calibration table to control the opening of flow control valve 16 accordingly. In this way, by controlling the target pressure and actual pressure difference, the heat release requirement of air conditioning system 100 is met, thereby achieving isothermal dehumidification at high temperatures, with the advantages of good dehumidification efficiency and low energy consumption.

[0139] According to some embodiments of the present invention, the air conditioning system 100 further includes an air supply component, which is disposed on one side of the external heat exchanger 14 .

[0140] The control method also includes:

[0141] If the difference ΔT0 between the target air outlet passage temperature and the actual air outlet passage temperature is less than or equal to a fourth preset temperature difference ΔT4, the start / stop state of the heater is acquired.

[0142] If the heater is in the on state, the heater is controlled to reduce at least one power level.

[0143] If the heater is in the off state, the flow regulating valve 16 is controlled to increase its opening by at least one gear, and the air supply member is controlled to be turned on. The air supply member can be set to an electronic fan.

[0144] Specifically, when the target air outlet duct temperature and the actual air outlet duct temperature are less than or equal to the fourth preset temperature difference, the start and stop status of the heater is judged. If the heater is in the off state, it is determined that the system releases too much heat. In this way, the heat can be reduced by turning on the air supply component.

[0145] According to some embodiments of the present invention, Figure 2 As shown, the air conditioning system 100 has a cooling mode, and the control method further includes:

[0146] When the cooling mode is running, the compressor 11 is controlled to start, and the inlet air temperature, the current gear position of the air supply component and the speed of the compressor 11 are obtained.

[0147] The pressure correction value and the current superheat are calculated based on the rotation speed of the compressor 11, the current gear position of the air supply member and the inlet air temperature.

[0148] During the startup phase of the cooling mode, upon receiving the cooling start command, the air conditioning system 100 first switches the four-way valve 12 to the cooling mode refrigerant operation position. The air supply element is then turned on, the flow control valve 16 is fully opened, and the air supply element is adjusted to the corresponding air position based on the target outlet duct temperature and the actual duct temperature. The throttling element 15 is then controlled based on the temperature of the in-vehicle heat exchanger 13, and the compressor 11 is started. A pressure correction value and the current degree of superheat are then calculated based on the inlet air temperature, the current gear position of the air supply element, and the speed of the compressor 11. This allows for a virtual pressure value to be obtained, thereby reducing the use of pressure sensors at the heat exchanger outlet. The throttling element 15 in the cooling mode is controlled by the pressure correction value, thereby reducing costs.

[0149] According to some embodiments of the present invention, obtaining the inlet air temperature includes:

[0150] Get the current gear position of the air supply, the outside temperature, the inside temperature, and the ratio of the recirculation damper.

[0151] The inlet air temperature is calculated based on the current gear position of the air supply component, the outside temperature, the inside temperature and the ratio of the recirculation damper.

[0152] Among them, since the intake air temperature is affected by many factors, the main factors affecting the intake air temperature are the current gear of the air supply component, the outside temperature, the inside temperature and the ratio of the circulating air door. In this way, the intake air temperature is calculated through the current gear of the air supply component, the outside temperature, the inside temperature and the ratio of the circulating air door, so that the numerical value of the intake air temperature can be obtained.

[0153] In addition, the formula for calculating the inlet air temperature in cooling mode is: T = K1·(1-n)Tc+K2·n·Ta, where T is the inlet air temperature, n is the circulation damper ratio, Tc is the temperature inside the vehicle, Ta is the temperature outside the vehicle, K1 and K2 are the windshield correction coefficients. When n is less than 30% or n is greater than 70%, K1 = K2 = 1; when 30% ≤ n ≤ 70%, K1 = -0.0047·W 2 +0.0698·W+0.8357, K2=0.0062·W 2 -0.0806·W+1.1683, where W is the air flow level and its value is a natural number ranging from 1 to 7.

[0154] The cooling mode pressure drop value is looked up in the table. For example, the current calculated inlet air temperature is 25℃, the air supply gear is in gear 4, and according to the corresponding table of calculated inlet and outlet gears, the current coefficient is 1.05. The current calculated inlet air temperature is 25, and the duty cycle of compressor 11 is 40%. According to the corresponding table of calculated inlet air and compressor 11 duty cycle, the current pressure drop value is 0.2Bar. Based on the above two values, the corrected pressure value is 0.2bar×1.05=0.21bar.

[0155] According to some embodiments of the present invention, when operating in cooling mode, before obtaining the rotational speed of the compressor 11, the control method further includes:

[0156] The relationship between the temperature T0 of the in-vehicle heat exchanger 13 and the second preset temperature T2 is obtained.

[0157] If the temperature T0 of the in-vehicle heat exchanger 13 is lower than the second preset temperature T2 , the compressor 11 is controlled to automatically adjust the speed according to the control program of the compressor 11 .

[0158] If the temperature T0 of the in-vehicle heat exchanger 13 is greater than or equal to the second preset temperature T2, the compressor 11 is controlled to maintain the current speed.

[0159] The control program of the compressor 11 may be a PID program. Thus, the speed of the compressor 11 may be controlled in a predetermined manner based on the relationship between the temperature T0 of the in-vehicle heat exchanger 13 and the second predetermined temperature T2, so that the current refrigerant pressure and temperature meet the requirements of the cooling mode.

[0160] According to some embodiments of the present invention, if the air conditioning system 100 is not currently in the dehumidification mode, the air conditioning system 100 is controlled to switch to the heating mode.

[0161] When the air-conditioning system 100 receives a command for the heating mode, the controller in the air-conditioning system 100 will determine whether it is currently in the dehumidification mode. If the air-conditioning system 100 is not in the dehumidification mode, the temperature of the air in the car is relatively high, and the air-conditioning system 100 will directly switch to the heating mode to heat the air in the car.

[0162] The air conditioning system 100 according to the second embodiment of the present invention includes: the control method of the air conditioning system 100 of the above embodiment.

[0163] According to some embodiments of the present invention, Figure 1 As shown, the air conditioning system 100 further includes: a compressor 11, an in-vehicle condenser 17, a flow regulating valve 16, a four-way valve 12, an in-vehicle heat exchanger 13, an out-vehicle heat exchanger 14, a liquid reservoir 18, a rectifying valve group 20 and a throttling element 15. The in-vehicle condenser 17 is connected between the outlet of the compressor 11 and one end of the flow regulating valve 16, the liquid reservoir 18 is connected to the throttling element 15, and the four-way valve 12 is respectively connected to the inlet of the compressor 11 and the other end of the flow regulating valve 16. The throttling element 15 is connected to the other end of the indoor heat exchanger 13 and the other end of the outdoor heat exchanger 14. The rectifying valve group 20 is connected between the liquid reservoir 18 and the indoor heat exchanger 13, and between the throttling element 15 and the outdoor heat exchanger 14, so that the refrigerant flowing out of the indoor heat exchanger 13 and the outdoor heat exchanger 14 can pass through the liquid reservoir 18 and the throttling element 15 in sequence.

[0164] The in-vehicle condenser 17 primarily cools the high-temperature, high-pressure gas generated by the compressor 11 into a high-pressure liquid, thereby reducing the refrigerant's temperature and pressure, preparing for the next step in the refrigeration cycle. The flow control valve 16 controls the refrigerant flow, regulating the refrigeration system's operating status and cooling efficiency. Connecting the in-vehicle condenser 17 between the outlet of the compressor 11 and one end of the flow control valve 16 ensures proper operation of the refrigeration system, thereby maintaining the cooling efficiency of the in-vehicle air conditioning system 100.

[0165] Furthermore, the accumulator 18 is connected to the throttling element 15 to regulate and stabilize the refrigerant flow in the air conditioning system 100. The accumulator 18 is installed between the heat exchanger and the throttling element 15. Its main function is to store and balance the refrigerant, thereby ensuring that the refrigerant before the throttling element 15 is in a saturated state and that the pressure and temperature in the air conditioning system 100 are stable.

[0166] According to some embodiments of the present invention, the rectifying valve group 20 includes: a first one-way valve 21, a second one-way valve 22, a third one-way valve 23 and a fourth one-way valve 24. The first one-way valve 21 is connected between the in-vehicle heat exchanger 13 and the liquid reservoir 18. The first one-way valve 21 allows the refrigerant to flow from the in-vehicle heat exchanger 13 to the liquid reservoir 18, thereby preventing the refrigerant at the first one-way valve 21 from flowing from the liquid reservoir 18 to the in-vehicle heat exchanger 13.

[0167] The second one-way valve 22 is connected between the external heat exchanger 14 and the liquid reservoir 18. The first one-way valve 21 allows the refrigerant to flow from the external heat exchanger 14 to the liquid reservoir 18, thereby preventing the refrigerant at the second one-way valve 22 from flowing from the liquid reservoir 18 to the external heat exchanger 14.

[0168] The third one-way valve 23 is connected between the in-vehicle heat exchanger 13 and the throttling element 15. The third one-way valve 23 allows the refrigerant to flow from the throttling element 15 to the in-vehicle heat exchanger 13, thereby preventing the refrigerant at the third one-way valve 23 from flowing from the in-vehicle heat exchanger 13 to the throttling element 15.

[0169] The fourth one-way valve 24 is connected between the external heat exchanger 14 and the throttling element 15. The fourth one-way valve 24 allows the refrigerant to flow from the throttling element 15 to the external heat exchanger 14, thereby preventing the refrigerant at the fourth one-way valve 24 from flowing from the external heat exchanger 14 to the throttling element 15.

[0170] A vehicle according to an embodiment of the third aspect of the present invention includes: the control method of the air-conditioning system 100 of the above embodiment or the air-conditioning system 100 of the above embodiment.

[0171] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0172] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0173] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A method for controlling an air conditioning system, characterized in that: The air conditioning system has a dehumidification mode, a dehumidification-to-heating mode, and a heating mode; The control method includes: When receiving an instruction to execute the heating mode, determining whether the air-conditioning system is currently in the dehumidification mode; If the air-conditioning system is currently in the dehumidification mode, it switches to the dehumidification-to-heating mode, controls the speed of the compressor according to the actual air outlet duct temperature and the temperature of the heat exchanger in the vehicle, and controls the air-conditioning system to switch to the heating mode after the dehumidification-to-heating mode ends.

2. The control method of the air conditioning system according to claim 1, characterized in that: After switching to the dehumidification-to-heating mode, the compressor is controlled to run at the lowest speed gear.

3. The control method of the air conditioning system according to claim 1, characterized in that: After switching to the dehumidification-to-heating mode, determining whether the operating time of the compressor is greater than a first preset time; If so, the dehumidification-to-heating mode is controlled to end.

4. The control method of the air conditioning system according to claim 3, characterized in that: The air conditioning system includes: a compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an out-vehicle heat exchanger, and a throttling element, wherein the in-vehicle condenser is connected between an outlet of the compressor and one end of the flow regulating valve, the four-way valve is respectively connected to an inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger, and one end of the out-vehicle heat exchanger, and the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the out-vehicle heat exchanger; After switching to the dehumidification-to-heating mode, before determining whether the operating time of the compressor is greater than a first preset time, the control method further includes: Get the relationship between the saturation temperature and the outside temperature at the current pressure; determining whether the saturation temperature is greater than the vehicle outside temperature; If yes, control the flow control valve to increase to the maximum opening; If not, the flow regulating valve is controlled to maintain the current opening.

5. The control method of the air conditioning system according to claim 1, characterized in that: Control the compressor speed according to the actual air outlet temperature, including: Obtaining a target air outlet duct temperature and an actual air outlet duct temperature of the air conditioning system; Determining whether an absolute value of a difference between a target air outlet duct temperature and an actual air outlet duct temperature of the air conditioning system is less than a first preset difference; If so, controlling the compressor to maintain the current speed; If not, determining whether the target air outlet duct temperature is greater than the actual air outlet duct temperature; If so, the speed of the compressor is controlled according to the temperature of the heat exchanger in the vehicle.

6. The control method of the air conditioning system according to claim 5, characterized in that: Controlling the compressor speed based on the actual air outlet duct temperature also includes: If the target air outlet duct temperature is less than or equal to the actual air outlet duct temperature, obtaining the start / stop status of the heater of the air conditioning system; If the heater is in the on state, controlling the heater of the air-conditioning system to reduce at least one power level; If the heater is in an off state, the compressor is controlled to increase at least one speed gear.

7. The control method of the air conditioning system according to claim 4, characterized in that: Controlling the compressor speed based on the temperature of the heat exchanger inside the vehicle, including: The gear position of the compressor is adjusted according to the temperature difference between the heat exchanger inside the vehicle and the outside temperature of the vehicle.

8. The control method of the air conditioning system according to claim 7, characterized in that: The step of adjusting the gear position of the compressor according to the temperature difference between the heat exchanger inside the vehicle and the outside temperature of the vehicle includes: Determining whether the operating time of the compressor is greater than a second preset time; If not, adjusting the gear position of the compressor according to the relationship between the temperature difference between the interior heat exchanger and the exterior temperature and a second preset temperature difference; If so, adjusting the gear position of the compressor according to the relationship between the temperature difference between the interior heat exchanger and the exterior temperature and a third preset difference; Wherein, the third preset difference is greater than the second preset difference.

9. The control method of the air conditioning system according to claim 7, characterized in that: Adjusting the gear position of the compressor according to a relationship between a temperature difference between the vehicle interior heat exchanger and the vehicle exterior temperature and a second preset temperature difference includes: If the temperature difference between the interior heat exchanger and the exterior temperature is less than or equal to the second preset difference, controlling the compressor to increase at least one speed level; If the temperature difference between the in-vehicle heat exchanger and the outside temperature is greater than the second preset difference, the heater of the air-conditioning system is controlled to increase at least one power level.

10. The control method of the air conditioning system according to claim 7, characterized in that: Adjusting the gear position of the compressor according to a relationship between a temperature difference between the vehicle interior heat exchanger and the vehicle exterior temperature and a third preset temperature difference includes: If the temperature difference between the interior heat exchanger and the exterior temperature is less than or equal to the third preset difference, controlling the compressor to increase at least one gear; If the temperature difference between the in-vehicle heat exchanger and the outside temperature is greater than the third preset difference, the heater of the air-conditioning system is controlled to increase at least one gear.

11. The control method of the air conditioning system according to claim 3, characterized in that: The air conditioning system includes: a compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an out-vehicle heat exchanger, a throttling element, and a heater, wherein the in-vehicle condenser is connected between an outlet of the compressor and one end of the flow regulating valve, the four-way valve is respectively connected to an inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger, and one end of the out-vehicle heat exchanger, and the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the out-vehicle heat exchanger; The control method further includes: When the heating mode is running, determining whether the air outlet pressure value of the air conditioning system reaches the maximum air outlet pressure value; If so, the flow regulating valve is controlled to maintain the current opening, and the heater is controlled to turn on.

12. The control method of the air conditioning system according to claim 11, characterized in that: Also includes: If the air outlet pressure value of the air conditioning system does not reach the maximum air outlet pressure value, obtaining the difference ΔP0 between the target pressure and the actual pressure of the air conditioning system; Determining whether a difference ΔP0 between a target pressure and an actual pressure of the air conditioning system is less than a first preset pressure difference ΔP1; If yes, control the flow regulating valve to maintain the current opening, and control the heater to turn on; If not, obtain the difference △P2 between the target pressure and the actual pressure in the previous cycle, and calculate the first pressure difference change rate dp / △t1 based on △P0 and △P2; Determining whether the flow control valve is at a minimum opening; If yes, control the flow regulating valve to maintain the current opening, and control the heater to turn on; If not, the opening of the flow control valve is controlled accordingly by querying the valve opening calibration table according to the first pressure difference change rate dp / Δt1.

13. The control method of the air conditioning system according to claim 1, characterized in that: Also includes: When the air conditioning system operates in a dehumidification mode, controlling the compressor to start, and obtaining a relationship between a temperature T0 of the heat exchanger in the vehicle and a first preset temperature T1; If the temperature T0 of the in-vehicle heat exchanger is lower than the first preset temperature T1, determining whether the gear position of the compressor is the lowest speed gear; If yes, the compressor is controlled to stop; If not, the compressor is controlled to decrease at least one gear.

14. The control method of the air conditioning system according to claim 13, characterized in that: Also includes: If the temperature T0 of the in-vehicle heat exchanger is greater than the first preset temperature T1, determining the relationship between the temperature T0 of the in-vehicle heat exchanger and the second preset temperature T2; If the temperature T0 of the in-vehicle heat exchanger is greater than or equal to a second preset temperature T2, controlling the compressor to automatically adjust the speed according to the control program of the compressor; If the temperature T0 of the in-vehicle heat exchanger is lower than the second preset temperature T2, controlling the compressor to maintain the current speed; The second preset temperature T2 is higher than the first preset temperature T1.

15. The control method of the air conditioning system according to claim 1, characterized in that: The air conditioning system includes: a compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an out-vehicle heat exchanger, and a throttling element, wherein the in-vehicle condenser is connected between an outlet of the compressor and one end of the flow regulating valve, the four-way valve is respectively connected to an inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger, and one end of the out-vehicle heat exchanger, and the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the out-vehicle heat exchanger; The control method further includes: When the air conditioning system operates in a dehumidification mode, determining whether a difference between a target air outlet duct temperature and an actual air outlet duct temperature is less than a fourth preset temperature difference; If so, the flow control valve is controlled to maintain the current opening.

16. The control method of the air conditioning system according to claim 15, characterized in that: The control method further includes: When it is determined that the difference between the target air outlet duct temperature and the actual air outlet duct temperature is not less than the preset temperature difference, determining whether the difference between the target air outlet duct temperature and the actual air outlet duct temperature is greater than a second preset temperature difference; If the difference between the target air outlet passage temperature and the actual air outlet passage temperature is greater than a second preset temperature difference, determining whether the flow control valve is at a minimum opening; If the flow regulating valve is at the minimum opening, the flow regulating valve is controlled to maintain the current opening, and the heater is controlled to turn on.

17. The control method of the air conditioning system according to claim 16, characterized in that: Also includes: If the flow control valve is not at the minimum opening, determining whether the difference ΔP0 between the target pressure and the actual pressure of the air conditioning system is greater than or equal to a second preset pressure difference ΔP3; If the difference ΔP0 between the target pressure and the actual pressure of the air conditioning system is less than a second preset pressure difference ΔP3, the heater is controlled to turn on; If the difference ΔP0 between the target pressure and the actual pressure of the air-conditioning system is greater than or equal to the second preset pressure difference ΔP3, then obtaining the difference ΔP4 between the target pressure and the actual pressure of the previous cycle; Calculate the second pressure difference change rate dp / △t2 based on △P0 and △P4; The opening of the flow control valve is correspondingly controlled by querying the valve opening calibration table according to the second pressure difference change rate dp / Δt2.

18. The control method of the air conditioning system according to claim 15, characterized in that: The air conditioning system further comprises: an air supply member, the air supply member being arranged on one side of the external heat exchanger; The control method further includes: If the difference ΔT0 between the target air outlet duct temperature and the actual air outlet duct temperature is less than or equal to a fourth preset temperature difference ΔT4, obtaining the start / stop state of the heater; If the heater is in the on state, controlling the heater to reduce at least one power level; If the heater is in the off state, the opening of the flow regulating valve is controlled to increase by at least one gear, and the air supply member is controlled to be opened.

19. The control method of the air conditioning system according to claim 1, characterized in that: The air conditioning system has a cooling mode; The control method further includes: When running in the cooling mode, controlling the compressor to turn on; Obtaining the inlet air temperature, the current gear position of the air supply unit, and the speed of the compressor; A pressure correction value and a current superheat degree are calculated according to the rotation speed of the compressor, the current gear position of the air supply member and the inlet air temperature.

20. The control method of the air conditioning system according to claim 19, characterized in that: The obtaining of the inlet air temperature includes: Obtaining the current gear position of the air supply component, the outside temperature, the inside temperature, and the ratio of the circulating air door; The air inlet temperature is calculated according to the current gear position of the air supply member, the vehicle outside temperature, the vehicle inside temperature and the ratio of the circulating air door.

21. The control method of the air conditioning system according to claim 19, characterized in that: When the cooling mode is operated, before obtaining the rotation speed of the compressor, the method further includes: Obtaining a relationship between the temperature T0 of the in-vehicle heat exchanger and a second preset temperature T2; If the temperature T0 of the in-vehicle heat exchanger is lower than the second preset temperature T2, the compressor is controlled to automatically adjust the speed according to the control program of the compressor; If the temperature T0 of the in-vehicle heat exchanger is greater than or equal to the second preset temperature T2, the compressor is controlled to maintain the current speed.

22. The control method of the air conditioning system according to any one of claims 1 to 21, characterized in that: Also includes: If the air-conditioning system is not currently in the dehumidification mode, the air-conditioning system is controlled to switch to the heating mode.

23. An air conditioning system, characterized in that: include: The control method of the air conditioning system according to any one of claims 1 to 22.

24. The air conditioning system according to claim 23, characterized in that Also includes: A compressor, an in-vehicle condenser, a flow regulating valve, a four-way valve, an in-vehicle heat exchanger, an outdoor heat exchanger, a liquid reservoir, a rectifying valve group and a throttling element. The in-vehicle condenser is connected between the outlet of the compressor and one end of the flow regulating valve, the liquid reservoir is connected to the throttling element, the four-way valve is respectively connected to the inlet of the compressor, the other end of the flow regulating valve, one end of the in-vehicle heat exchanger and one end of the outdoor heat exchanger, the throttling element is connected to the other end of the in-vehicle heat exchanger and to the other end of the outdoor heat exchanger, the rectifying valve group is connected between the liquid reservoir and the in-vehicle heat exchanger, and between the throttling element and the outdoor heat exchanger, so that the refrigerant flowing out of the in-vehicle heat exchanger and the outdoor heat exchanger passes through the liquid reservoir and the throttling element in sequence.

25. The air conditioning system according to claim 24, characterized in that The rectifier valve group includes: a first one-way valve connected between the in-vehicle heat exchanger and the liquid reservoir, the first one-way valve allowing refrigerant to flow from the in-vehicle heat exchanger to the liquid reservoir; a second one-way valve connected between the off-vehicle heat exchanger and the liquid reservoir, wherein the first one-way valve allows refrigerant to flow from the off-vehicle heat exchanger to the liquid reservoir; a third one-way valve connected between the in-vehicle heat exchanger and a throttling element, the third one-way valve allowing refrigerant to flow from the throttling element to the in-vehicle heat exchanger; A fourth one-way valve is connected between the external heat exchanger and the throttling element, and the fourth one-way valve allows the refrigerant to flow from the throttling element to the external heat exchanger.

26. A vehicle, characterized in that: include: The control method of the air-conditioning system according to any one of claims 1 to 22 or the air-conditioning system according to any one of claims 23 to 25.

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