Automobile thermal management control method

Abstract

The invention discloses an automobile thermal management control method which comprises the following steps: when a passenger compartment sends out a heating demand and the environment temperature is less than or equal to a threshold value T1, a controller controls a heating device to work and controls a compressor to start to work, and after the compressor is controlled to start at a first rotating speed R1, the compressor is controlled to run at a gradually increased rotating speed, and the rotating speed increasing speed S of the compressor is not greater than a threshold value S0. The cooling system has the advantages that cooling liquid flowing through the second heat exchanger is heated through the heating device of the cooling system, the suction temperature and pressure of the compressor are improved, the content of liquid refrigerant sucked by the compressor is reduced, and the liquid impact risk of the compressor is reduced; meanwhile, after the compressor is started at low rotating speed, the rotating speed is slowly increased, the compression pressure of a small amount of liquid refrigerant in the early stage can be reduced, and the damage risk of the compressor is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management, and in particular to a method for controlling thermal management of an automobile. Background Art

[0002] In cold weather, automotive air conditioners operate a heat pump system. The compressor draws in low-temperature, low-pressure refrigerant vapor, compresses it into high-temperature, high-pressure gas, and discharges it. This high-temperature, high-pressure gas then flows through the internal condenser to provide heat to the passenger compartment. However, in extremely low ambient temperatures, the refrigerant dissolves more in the lubricant, diluting the oil and reducing its lubrication effectiveness. This results in loud compressor startup noise. Furthermore, due to the low refrigerant temperature and pressure at the compressor inlet, the compressor is susceptible to drawing in liquid refrigerant, creating the risk of liquid hammer. Therefore, starting the compressor in cold temperatures can result in the user experiencing equipment failures or frequent protective shutdowns, disrupting the air conditioning system's operation and directly impacting its reliability, lifespan, and energy efficiency.

[0003] Furthermore, the severe reduction in range in winter is a major pain point for electric vehicles. Developing integrated thermal management solutions compatible with heat pump systems, and reducing thermal management system energy consumption through multi-functional mode switching, is also crucial. Summary of the Invention

[0004] In order to solve at least one of the above technical problems, the present invention provides an automobile thermal management control method, which heats the coolant flowing through the second heat exchanger through the heating device of the cooling system, thereby indirectly heating the refrigerant, increasing the temperature and pressure of the refrigerant at the compressor inlet, and controlling the compressor to start at a first speed R1 and then gradually increase the speed to operate, and the speed increase rate S is no greater than a threshold value S0, so that the compressor can start safely and reliably.

[0005] The present invention solves the technical problem by adopting the following technical solutions:

[0006] A method for controlling thermal management of an automobile is applied to a thermal management system, the thermal management system comprising a heat pump system and a cooling system; the heat pump system comprising a compressor, a first heat exchanger, an expansion valve, and a second heat exchanger connected end to end; the second heat exchanger comprising a separate agent-side flow channel and a liquid-side flow channel, the agent-side flow channel being configured as a refrigerant flow path for the heat pump system, and the liquid-side flow channel being configured as a coolant flow path for the cooling system; the cooling system comprising a heating device, the heating device and the liquid-side flow channel of the second heat exchanger being configured in series in a circulation loop;

[0007] The method is executed by a controller and includes:

[0008] When the passenger compartment issues a heating demand and the ambient temperature is ≤ a threshold value T1, the controller controls the heating device to operate and controls the compressor to start. After the compressor starts at a first speed R1, the compressor speed is controlled to gradually increase to a second speed R2. Alternatively, the compressor is controlled to start at the first speed R1 and then gradually increase in speed. When the compressor speed is not greater than the second speed R2 within the running time t1, the compressor is controlled to gradually increase in speed for the running time t1. When the compressor speed reaches the second speed R2 within the running time t1, the compressor is controlled to stop further increasing in speed. The rate S of increase in the compressor speed is not greater than a threshold value S0. Preferably, the threshold value T1 is set to one between -20°C and -10°C; the first speed R1 is set to one between 0 and 1000 rpm, and the second speed R2 is set to one between 2000 and 10000 rpm; the threshold value S0 is set to one between 200 and 500 rpm / second; and the time t1 is set to one between 1 and 5 minutes.

[0009] Furthermore, the method includes: the controller controls the heating device and the compressor to start working simultaneously.

[0010] Furthermore, the method includes: after the compressor running time t2 or the compressor speed increases to the third speed R3, the controller controls the heating device to start working to heat the coolant flowing through the second heat exchanger; preferably, the running time t2 is set to one of 1-3 minutes, and the compressor speed is less than or equal to the second speed R2 during the compressor running time t2; the third speed R3 is set to one of 2000-10000 rpm, and the third speed R3 ≤ the second speed R2.

[0011] Furthermore, the method also includes: when the compressor speed is less than the second speed R2 during the compressor operation time t2, or when the compressor speed increases to the third speed R3, and the third speed R3 is less than the second speed R2, the controller controls the heating device to start working, and then controls the compressor to continue to increase the speed to run to the second speed R2, or controls the compressor to continue to increase the speed for the operation time (t1-t2), and the rate S of increase of the compressor speed is not greater than the threshold value S0.

[0012] Furthermore, the method includes: the controller first controls the heating device to start working and heats the coolant flowing through the second heat exchanger; when the coolant temperature K at the inlet of the second heat exchanger is greater than or equal to a threshold value T2, the controller controls the compressor to start working; preferably, the threshold value T2 is set to one of -20~-10℃.

[0013] Furthermore, the controller controls the compressor to increase the speed in a stepwise manner, or to increase the speed linearly, or to increase the speed in a curve.

[0014] Furthermore, the controller controls the compressor to start at a first speed R1, and after running at the first speed R1 for time t3, controls the compressor speed to gradually increase to a second speed R2, and the rate of increase S of the compressor speed is not greater than the threshold S0; preferably, the running time t3 is set to one of 1-3 minutes, so that the compressor can be fully lubricated.

[0015] Furthermore, the cooling system includes a multi-way valve, and the inlet and outlet of the liquid side flow channel of the second heat exchanger are connected to the multi-way valve interface through the first flow channel; the heating device is arranged in series in the first flow channel, or the heating device is arranged in the second flow channel, and the inlet and outlet of the second flow channel are connected to the multi-way valve interface; the multi-way valve is electrically connected to the controller, and the controller can control the action of the multi-way valve, and the heating device and the liquid side flow channel of the second heat exchanger are arranged in series in a circulation loop.

[0016] Furthermore, the heating device includes at least one of a PTC heater, an electric drive module cooling device and a battery cooling device; the PTC heater is directly used to heat the coolant; the electric drive module cooling device is used to perform heat exchange with the electric drive module; the battery cooling device is used to perform heat exchange with the battery; and a first pump is provided on the first flow path and / or the second flow path.

[0017] Furthermore, when the battery temperature is greater than the threshold value T3, the heating device is set as a battery cooling device; when the battery temperature is less than or equal to the threshold value T3, the heating device includes a battery cooling device, and also includes at least one of a PTC heater and an electric drive module cooling device; preferably, the threshold value T3 is set to one of 0-20°C.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] (1) The present invention heats the coolant flowing through the second heat exchanger by the heating device of the cooling system, thereby increasing the heat exchange capacity of the refrigerant flowing through the second heat exchanger, thereby indirectly heating the refrigerant, increasing the temperature and pressure of the refrigerant at the outlet of the flow channel on the agent side of the second heat exchanger, increasing the suction temperature and pressure of the compressor, reducing the content of liquid refrigerant inhaled by the compressor, and reducing the risk of liquid shock in the compressor; at the same time, after the compressor is started at a low speed, the speed is slowly increased, and the suction volume is gradually increased, which can also reduce the pressure of the small amount of liquid refrigerant compressed in the early stage, reducing the risk of compressor damage, thereby achieving safe, reliable and stable startup of the compressor at extremely low temperatures.

[0020] (2) Compared with simply using air-heated PTC to heat the passenger compartment, the combined heating device and compressor can recover the waste heat from electric drive, battery and other equipment, effectively improve the heating rate of the passenger compartment, reduce the energy consumption of the compressor, improve the endurance of the vehicle, and reduce the power of the heating device and cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] To better understand the above and other objects, features, advantages, and functions of the present invention, reference may be made to the embodiments shown in the accompanying drawings. Like reference numerals in the accompanying drawings refer to like components. Those skilled in the art should understand that the accompanying drawings are intended to schematically illustrate preferred embodiments of the present invention and have no limiting effect on the scope of the present invention. The components in the drawings are not drawn to scale.

[0022] Figure 1 Schematic diagram of the structure of the thermal management system of the present invention.

[0023] Figure 2 This is a flow chart of an embodiment of the thermal management control method of the present invention.

[0024] Figure 3 This is a flow chart of another embodiment of the thermal management control method of the present invention.

[0025] Figure 4 This is a flow chart of another embodiment of the thermal management control method of the present invention.

[0026] Figure 5 1 is a compressor speed-time curve diagram of some embodiments of the present invention.

[0027] Figure 6 This is a compressor speed-time curve diagram according to another embodiment of the present invention.

[0028] Figure 7 This is a schematic structural diagram of an embodiment of the coolant side of the thermal management system of the present invention.

[0029] Figure 8 This is a schematic diagram of a circulation loop structure on the coolant side of the thermal management system of the present invention.

[0030] Figure 9 This is another schematic diagram of the circulation loop structure on the coolant side of the thermal management system of the present invention.

[0031] Figure 10 This is another schematic diagram of the circulation loop structure on the coolant side of the thermal management system of the present invention.

[0032] Figure 11 This is another schematic diagram of the circulation loop structure on the coolant side of the thermal management system of the present invention.

[0033] In the figure: 1. Multi-way valve; 2. Second pump; 3. Electric drive module cooling device; 4. Low-temperature radiator; 5. First pump; 6. PTC heater; 7. Battery cooler; 8. Battery cooling device; 10. Heating device; 301. Compressor; 302. First heat exchanger; 303. Expansion valve. DETAILED DESCRIPTION

[0034] To make the objectives, technical solutions, and advantages of the present invention more clearly understood, exemplary embodiments of the present invention are described below with reference to the accompanying drawings, including various details of the embodiments of the present invention to facilitate understanding. These details should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present disclosure. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0035] In the description of the present invention, it should be noted that the term "including" and its variations represent open inclusion, that is, "including but not limited to". The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. The term "and / or" when used to list two or more items means that any one of the listed items can be used, or any combination of two or more of the listed items can be used. In addition, in the description of the present invention, the meaning of "plurality" is at least two, for example, two, three, etc., unless otherwise clearly and specifically defined.

[0036] Combine Figure 1 The thermal management system shown in the figure, which is an automotive heat pump system, operates as follows: Compressor 301 draws in low-temperature, low-pressure refrigerant from the outlet of the second heat exchanger and compresses it into high-temperature, high-pressure gas. The high-temperature, high-pressure refrigerant exiting compressor 301 releases heat through the first heat exchanger 302 before being throttled by expansion valve 303 and reduced to a low-temperature, low-pressure state. It then flows through the second heat exchanger, evaporating and absorbing heat before being drawn into compressor 301, forming a heat pump cycle. The refrigerant in the second heat exchanger absorbs heat from the coolant, circulates through the refrigerant, and returns to the first heat exchanger 302, ultimately being used to heat the passenger compartment. This heat pump cycle transfers heat from the coolant to the passenger compartment.

[0037] The coolant in the cooling system is a mixture of ethylene glycol and water in a certain proportion, or other liquid media with similar functions. The refrigerant in the heat pump system can use refrigerants with similar functions such as R134a (tetrafluoroethane) and R1234yf (2,3,3,3-tetrafluoropropylene).

[0038] In order to enable the heat pump system to work properly and reliably start the compressor 301 in a low temperature environment, the present invention provides an automobile thermal management control method, which is applied to the thermal management system, such as Figure 1As shown, the thermal management system includes a heat pump system and a cooling system. The heat pump system includes a compressor 301, a first heat exchanger 302, an expansion valve 303, and a second heat exchanger connected end to end. The second heat exchanger includes a separate agent-side flow channel and a liquid-side flow channel. The agent-side flow channel is configured as the refrigerant flow path of the heat pump system, and the liquid-side flow channel is configured as the coolant flow path of the cooling system. The first heat exchanger 302 can be configured as an internal condenser in the air-conditioning box or as a water-cooled condenser. The second heat exchanger can be a battery chiller 7 (chiller). The cooling system includes a heating device 10. The heating device 10 and the liquid-side flow channel of the second heat exchanger can be arranged in series in a circulation loop. The heating device 10 can heat the coolant in the circulation loop.

[0039] The method is executed by a controller and includes:

[0040] When the passenger compartment issues a heating demand and the ambient temperature is ≤ the threshold value T1, the controller controls the heating device 10 to work, and controls the compressor 301 to start working, and controls the compressor 301 to start at the first speed R1, and then controls the speed of the compressor 301 to gradually increase to the second speed R2, or controls the compressor 301 to start at the first speed R1 and then gradually increase the speed to run. When the speed of the compressor 301 is not greater than the second speed R2 within the running time t1, the compressor 301 is controlled to gradually increase the speed for the running time t1. When the speed of the compressor 301 reaches the second speed R2 within the running time t1, the compressor 301 is controlled to stop continuing to increase the speed; the speed increase rate S of the compressor 301 is not greater than the threshold value S0.

[0041] When the passenger compartment requests heating and the ambient temperature is ≤ threshold T1, the controller activates heating device 10, heating the coolant flowing through the second heat exchanger and increasing the heat exchange rate of the refrigerant flowing through the second heat exchanger. This, in turn, raises the temperature and pressure of the refrigerant at the outlet of the second heat exchanger's agent-side flow channel. This, in turn, raises the temperature and pressure of the refrigerant at the inlet of compressor 301, reducing the amount of liquid refrigerant at the outlet of the second heat exchanger's agent-side flow channel, and thus reduces the risk of liquid hammer in compressor 301. This allows compressor 301 to start normally in extremely low temperatures, prevents damage caused by liquid refrigerant ingestion, and improves the reliability of compressor 301. After compressor 301 starts at a low first speed R1 (compressor 301 starts, the speed increases from 0 to R1), and then slowly increases the speed, this gradually increases the intake volume, reduces the pressure of the initial small amount of liquid refrigerant, and reduces the risk of damage to compressor 301, thereby ensuring safe and reliable startup of compressor 301 in extremely low temperatures.

[0042] Preferably, the threshold T1 is set to one of -20~-10℃, for example, the threshold T1 can be set to -20℃, -19℃, -18℃, -17℃, -16℃, -15℃, -14℃, -13℃, -12℃, -11℃, -10℃, etc. When the ambient temperature reaches the threshold T1, it indicates that the ambient temperature is extremely low, which will affect the normal startup of the compressor 301. At this time, the compressor 301 needs to be protectively started.

[0043] In some embodiments, the speed of the compressor 301 can be gradually increased from a first speed R1 to a second speed R2, i.e., increased to the maximum speed during the startup phase of the compressor 301, completing the startup process of the compressor 301. In some embodiments, the compressor 301 is started at the first speed R1 and then gradually increases in speed. When the speed of the compressor 301 is not greater than the second speed R2 within the operating time t1, the compressor 301 is controlled to gradually increase in speed for the operating time t1, completing the startup process of the compressor 301. At this time, the speed of the compressor 301 is less than or equal to the second speed R2. When the speed of the compressor 301 reaches the second speed R2 within the operating time t1, the speed of the compressor 301 stops increasing when it reaches the second speed R2, completing the startup process of the compressor 301. At this time, the speed of the compressor 301 is increased to the maximum speed during the startup phase of the compressor 301. During the process of gradually increasing the speed of the compressor 301, the speed increase rate S of the compressor 301 is not greater than the threshold value S0.

[0044] Once compressor 301's speed is increased to the second speed R2, or the speed is increased for time t1, the startup process is completed, achieving a reliable and safe startup. During subsequent stable operation, compressor 301 can be adaptively adjusted based on the target passenger compartment air outlet temperature and load changes. Second speed R2 can also be set as the maximum speed during compressor 301's stable operation. When the load is high, compressor 301 can maintain second speed R2 or increase the speed slightly for a short period of time. When the load decreases, compressor 301 can adaptively reduce the speed.

[0045] It is understandable that the compressor 301 is configured as a variable frequency compressor 301 , and its operating speed can be dynamically adjusted as needed.

[0046] The second speed R2 and the operating time t1 can be set based on the passenger compartment heating demand and the noise level of the compressor 301 to achieve a balance between the heating amount and the noise level of the compressor 301 during operation. Preferably, the first speed R1 is set to one of 0-1000 revolutions per minute (rpm), for example, 10 rpm, 50 rpm, 100 rpm, 200 rpm, 300 rpm, 400 rpm, 500 rpm, 600 rpm, 700 rpm, 800 rpm, 900 rpm, 1000 rpm, etc. The second speed R2 is set to one of 2000-10000 rpm, for example, 2000 rpm, 3000 rpm, 4000 rpm, 5000 rpm, 6000 rpm, 7000 rpm, 8000 rpm, 9000 rpm, 10000 rpm, etc. Threshold S0 is set to one of 200-500 revolutions per minute per second (rpm / s). For example, threshold S0 can be set to 200 rpm / s, 250 rpm / s, 300 rpm / s, 350 rpm / s, 400 rpm / s, 450 rpm / s, 500 rpm / s, etc. The speed increase rate S of compressor 301 is less than or equal to threshold S0. For example, when threshold S0 is set to 200 rpm / s, the speed increase rate S of compressor 301 can be set to 20 rpm / s, 50 rpm / s, 80 rpm / s, 100 rpm / s, 150 rpm / s, 200 rpm / s, etc. Time t1 is set to one of 1-5 minutes. For example, time t1 can be set to 1 minute, 1.5 minutes, 2 minutes, 2.5 minutes, 3 minutes, 3.5 minutes, 4 minutes, 4.5 minutes, 5 minutes, etc.

[0047] When the controller controls the compressor 301 to gradually increase the speed, refer to Figure 5 and Figure 6 As shown, compressor 301 can be controlled to increase its speed in a stepwise, linear, or curved manner. Accordingly, the speed-time curve of compressor 301 during the startup phase can be configured as a regular curve, such as a stepwise, linear, parabolic, or logarithmic curve, or an irregular curve fitted with multiple point values. The speed-time curve of compressor 301 can be configured based on the target passenger compartment air outlet temperature and the reliability of compressor 301 during speed increase.

[0048] When the controller controls the compressor 301 to linearly increase its speed, the controller can control the compressor 301 to linearly increase its speed according to R=R1+S*t, where R is the speed of the compressor 301 / rpm, R1 is the first speed / rpm, S is the speed increase rate of the compressor 301 rpm / s, and t is the operating time of the compressor 301 / s. For example, Figure 6 As shown, when the passenger compartment requests heating and the ambient temperature is -20°C, the controller starts compressor 301 at 1000 rpm and then increases the speed at a rate of 47 rpm / s to a maximum of 8000 rpm. This is achieved by linearly increasing the speed according to R = 1000 + 47 * t to a maximum of 8000 rpm. In an ambient temperature of -20°C, after compressor 301 safely and reliably starts, the passenger compartment temperature rises from -16°C to 12.5°C within 5 minutes.

[0049] In some embodiments, reference Figure 2 As shown, the method includes: the controller controls the heating device 10 and the compressor 301 to start working at the same time. Figure 5 As shown in curve a, when the passenger compartment issues a heating request and the ambient temperature is -20°C, the controller controls the heating device 10 to operate. At the same time, it controls the compressor 301 to start at a speed of 1000 rpm, then increases the speed at a rate of 90 rpm / s, gradually increasing the speed in a step-by-step manner to a maximum speed of 8000 rpm. When the compressor 301 starts slowly, the heating device 10 simultaneously heats the refrigerant in the second heat exchanger. The overall startup time of the compressor 301 is short, and the heat pump system can operate quickly and stably. At an ambient temperature of -20°C, after the compressor 301 starts safely and reliably, the passenger compartment temperature can be raised from -16°C to 12.5°C within 5 minutes.

[0050] In some embodiments, reference Figure 3 As shown, the method includes: after compressor 301 runs for time t2 or the speed of compressor 301 increases to a third speed R3, a controller controls heating device 10 to start operating and heat the coolant flowing through the second heat exchanger. After compressor 301 slowly starts for a period of time, heating device 10 is restarted. This method is suitable for scenarios where compressor 301 requires lubrication for a relatively long time and can ensure that compressor 301 is fully lubricated.

[0051] Preferably, the operating time t2 is set to one of 1-3 minutes. For example, the operating time t2 can be set to 1 minute, 1.5 minutes, 2 minutes, 2.5 minutes, 3 minutes, etc. At the same time, the speed of the compressor 301 is less than or equal to the second speed R2 during the operating time t2. The third speed R3 is set to one of 2000-10000 rpm, and the third speed R3 is ≤ the second speed R2. For example, the third speed R3 can be set to 2000 rpm, 3000 rpm, 4000 rpm, 5000 rpm, 6000 rpm, 7000 rpm, 8000 rpm, 9000 rpm, 10000 rpm, etc. At the same time, the third speed R3 is less than or equal to the second speed R2.

[0052] In some embodiments, the method further includes: when the compressor 301 runs for time t2, the speed of the compressor 301 is less than the second speed R2, or, when the speed of the compressor 301 increases to the third speed R3, and the third speed R3 is less than the second speed R2, the controller controls the heating device 10 to start working, and controls the compressor 301 to continue to increase the speed and run to the second speed R2, or, controls the compressor 301 to continue to increase the speed and run for time (t1-t2), and the rate S of increase of the speed of the compressor 301 is not greater than the threshold value S0.

[0053] For example, Figure 5 As shown in curve b, when the passenger compartment requests heating and the ambient temperature is -20°C, the controller first controls compressor 301 to start at 1000 rpm, then increases the speed at a rate of 50 rpm / s, gradually increasing the speed in steps for 1 minute. Alternatively, the controller controls compressor 301 to start at 1000 rpm, then increases the speed at a rate of 50 rpm / s, gradually increasing the speed in steps to 3500 rpm. The controller then controls heating device 10 to start. After heating device 10 starts, the controller continues to control compressor 301 to increase the speed at a rate of 72 rpm / s, continuing to gradually increase the speed in steps to a maximum speed of 8000 rpm. At an ambient temperature of -20°C, after compressor 301 safely and reliably starts, the passenger compartment temperature can be raised from -15°C to 12.6°C within 5 minutes.

[0054] The controller controls the compressor 301 to gradually increase its speed before and after the heating device 10 is turned on. The speed increase rate S can be the same or different. Preferably, the speed increase rate S of the compressor 301 after the heating device 10 is turned on is greater than the speed increase rate S of the compressor 301 before the heating device 10 is turned on.

[0055] In some embodiments, reference Figure 4As shown, the method includes: a controller first controls the heating device 10 to start operating, heating the coolant flowing through the second heat exchanger; when the coolant temperature K at the inlet of the second heat exchanger is greater than or equal to threshold value T2, the controller controls the compressor 301 to start operating. After the heating device 10 starts operating for a period of time, the compressor 301 is slowly started. When the compressor 301 starts, the water temperature K at the inlet of the battery cooler 7 has risen to or above threshold value T2. The temperature and pressure of the refrigerant at the outlet of the battery cooler 7's flow channel increase, causing the compressor 301 to inhale gaseous refrigerant, minimizing liquid refrigerant, and helping to extend the life of the compressor 301.

[0056] Preferably, the threshold value T2 is set to one of -20~-10℃, for example, the threshold value T2 can be set to -20℃, -19℃, -18℃, -17℃, -16℃, -15℃, -14℃, -13℃, -12℃, -11℃, -10℃, etc. Exemplarily, the threshold value T2 is set to -15℃. When the passenger compartment issues a heating demand and the ambient temperature is -20℃, the controller first controls the heating device 10 to work. When the water temperature K at the inlet of the battery cooler 7 reaches -15℃, the water temperature at the inlet of the battery cooler 7 reaches an appropriate state. At this time, turning on the compressor 301 helps to extend the life of the compressor 301. Figure 5 As shown in curve c, the controller then starts compressor 301 at 1000 rpm, then increases the speed at a rate of 50 rpm / s, gradually increasing the speed to a maximum of 6500 rpm. In an ambient temperature of -20°C, after compressor 301 safely and reliably starts, the passenger compartment temperature rises from -15.5°C to 12.5°C within 5 minutes.

[0057] In some embodiments, the controller controls the compressor 301 to start at a first speed R1. After operating at the first speed R1 for a period of time t3, the controller controls the compressor 301 to gradually increase its speed to a second speed R2, with the rate of increase S of the compressor 301 speed being no greater than a threshold value S0. Operating the compressor 301 at a low speed for a period of time t3 allows the compressor 301 to be fully lubricated. Then, gradually increasing the speed significantly reduces the wear rate of contact surfaces and significantly extends the service life of key moving components (such as bearings, pistons, connecting rods, crankshafts, vanes, and screw rotors). Furthermore, the frictional resistance of moving components is reduced, ensuring smoother movement within the compressor 301, improving overall operating efficiency, and reducing vibration and noise levels during operation. Preferably, the operating time t3 is set to a value between 1 and 3 minutes. For example, the operating time t3 can be set to 1 minute, 1.5 minutes, 2 minutes, 2.5 minutes, or 3 minutes.

[0058] In some embodiments, the cooling system includes a multi-way valve 1, wherein the inlet and outlet of the liquid-side flow channel of the second heat exchanger are connected to the multi-way valve 1 interface via a first flow channel; the heating device 10 is arranged in series with the first flow channel, or the heating device 10 is arranged in the second flow channel, and the inlet and outlet of the second flow channel are connected to the multi-way valve 1 interface; the multi-way valve 1 is electrically connected to a controller, and the controller can control the operation of the multi-way valve 1 to connect the heating device 10 and the liquid-side flow channel of the second heat exchanger in series in a circulation loop. When the heating device 10 is arranged in series with the first flow channel, the controller controls the heating device 10 to start working and controls the operation of the multi-way valve 1 to connect the first flow channel to form a circulation loop, which can directly heat the coolant in the circulation loop where the first flow channel is located. When the heating device 10 is arranged in the second flow channel, the controller controls the operation of the multi-way valve 1 to connect the second flow channel in series with the first flow channel, so that the first and second flow channels are connected in a circulation loop, and the controller controls the heating device 10 to start working and heat the coolant in the circulation loop.

[0059] Combine Figure 1 and Figure 7 As shown, the vehicle thermal management system includes a motor electronic control coolant branch 100, a battery coolant branch 200, and a refrigerant branch 300. The heating device 10 includes at least one of a PTC heater 6, an electric drive module cooling device 3, and a battery cooling device 8. The PTC heater 6 directly heats the coolant; the electric drive module cooling device 3 is used for heat exchange with the electric drive module; and the battery cooling device 8 is used for heat exchange with the battery. A first pump 5 is provided in the first flow path and / or the second flow path.

[0060] In some embodiments, the multi-way valve 1 includes a multi-way valve assembly, and the multi-way valve assembly has seven interfaces. Figure 7 As shown, the multi-way valve 1 includes a C1 interface, a C2 interface, a C3 interface, a C4 interface, a C5 interface, a C6 interface, and a C7 interface. The inlet and outlet of the electric drive module cooling device 3 are respectively connected to the C1 interface and the C3 interface, the inlet and outlet of the low-temperature radiator 4 are respectively connected to the C3 interface and the C2 interface, the inlet and outlet of the battery cooler 7 are respectively connected to the C4 interface and the C7 interface, the PTC heater 6 is arranged in series with the battery cooler 7, and the inlet and outlet of the battery cooling device 8 are respectively connected to the C6 interface and the C5 interface. Preferably, the outlet of the electric drive module cooling device 3 can be connected to the pipeline between the inlet of the low-temperature radiator 4 and the C3 interface through a three-way joint.

[0061] For example, Figure 8As shown, a PTC heater 6 is installed in series in the first flow path. The controller controls the operation of the multi-way valve 1, connecting the C4 and C7 interfaces, forming a self-circulating loop in the first flow path, and turning on the PTC heater 6. The PTC heater 6 can quickly heat the coolant flowing through the battery cooler 7 at high power, quickly increasing the suction temperature and pressure of the compressor 301. The flow path of the electric drive module cooling device 3 is equipped with a second pump 2, which can also connect the C1 and C3 interfaces to form a circulation loop, allowing the electric drive module to self-circulate and store heat.

[0062] For example, Figure 9 As shown, when the electric drive module has waste heat, the electric drive module cooling device 3 is used as the heating device 10, and the controller controls the multi-way valve 1 to operate, connecting the C1 interface and the C7 interface, the C3 interface and the C4 interface, and connecting the electric drive module cooling device 3 and the battery cooler 7 into a circulation loop, which can recover the waste heat of the electric drive module, heat the refrigerant in the agent side flow channel of the battery cooler 7, increase the temperature and pressure of the refrigerant at the outlet of the agent side flow channel of the battery cooler 7, and enable the compressor 301 to start safely.

[0063] For example, Figure 10 As shown, when the battery has waste heat, for example, after the battery is fast charged, the battery cooling device 8 can also be used as the heating device 10. The controller controls the operation of the multi-way valve 1 to connect the C6 interface and the C7 interface, the C4 interface and the C5 interface, and connect the battery cooling device 8 and the battery cooler 7 into a circulation loop to recover the waste heat of the battery.

[0064] For example, Figure 11 As shown, the controller can also control the action of the multi-way valve 1 to connect the C1 interface and the C7 interface, the C3 interface and the C6 interface, and the C4 interface and the C5 interface, so as to connect the electric drive module cooling device 3, the battery cooling device 8 and the battery cooler 7 into a circulation loop. When the PTC heater 6 is turned on, each heating device 10 can heat the coolant in the circulation loop at the same time to improve the heating efficiency.

[0065] The multi-way valve 1 can be configured in a variety of valve configurations, such as a six-way valve, an eight-way valve, a nine-way valve, a ten-way valve, or a valve group structure formed by a three-way valve and a four-way valve. A controller can control the multi-way valve 1 to connect corresponding interfaces, thereby connecting the heating device 10 with the battery cooler 7 to form multiple circulation loop configurations. Details will not be detailed here; any configuration that can heat the coolant in the circulation loop of the battery cooler 7 is sufficient.

[0066] In some embodiments, when the battery temperature is greater than the threshold value T3, the heating device 10 can be configured as a battery cooling device 8. Figure 10As shown, the battery can be used as the heat source only, and the battery cooling device 8 and the battery cooler 7 can be connected to form a circulation loop. The battery cooling device 8 heats the coolant in the circulation loop to recover the battery waste heat. When the battery temperature is less than or equal to the threshold value T3, the battery cooling device 8 alone cannot heat the coolant to meet the inlet water temperature requirement of the battery cooler 7. In this case, the heating device 10 includes the battery cooling device 8 and also includes at least one of the PTC heater 6 and the electric drive module cooling device 3. Figure 10 and Figure 11 As shown, the PTC heater 6 can be turned on, and / or the electric drive module cooling device 3 can be connected to the circulation loop to heat the coolant to increase the water temperature at the inlet of the battery cooler 7. Preferably, the threshold value T3 is set to one of 0-20°C. For example, the threshold value T3 can be set to 0°C, 1°C, 2°C, 3°C, 4°C, 5°C, 6°C, 7°C, 8°C, 9°C, 10°C, 11°C, 12°C, 13°C, 14°C, 15°C, 16°C, 17°C, 18°C, 19°C, 20°C, etc.

[0067] The heating device 10 runs continuously after being started, and the compressor 301 runs stably after being started safely and reliably. Compared with simply using air-heated PTC to heat the passenger compartment, the combined heating of the heating device 10 and the compressor 301 can realize the recovery of waste heat from electric drive, battery and other equipment, effectively improve the heating rate of the passenger compartment, reduce the energy consumption of the compressor 301, improve the endurance of the entire vehicle, and also reduce the power of the heating device 10 and reduce costs.

[0068] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for controlling thermal management of an automobile, characterized in that: The method is applied to a thermal management system, which includes a heat pump system and a cooling system; the heat pump system includes a compressor, a first heat exchanger, an expansion valve, and a second heat exchanger connected end to end; the second heat exchanger includes a separate agent-side flow channel and a liquid-side flow channel, the agent-side flow channel is configured as a refrigerant flow path for the heat pump system, and the liquid-side flow channel is configured as a coolant flow path for the cooling system; the cooling system includes a heating device, and the heating device and the liquid-side flow channel of the second heat exchanger can be arranged in series in a circulation loop; The method is executed by a controller and includes: When the passenger compartment issues a heating demand and the ambient temperature is ≤ a threshold value T1, the controller controls the heating device to operate and controls the compressor to start. After the compressor starts at a first speed R1, the compressor speed is controlled to gradually increase to a second speed R2. Alternatively, the compressor is controlled to start at the first speed R1 and then gradually increase in speed. When the compressor speed is not greater than the second speed R2 within the running time t1, the compressor is controlled to gradually increase in speed for the running time t1. When the compressor speed reaches the second speed R2 within the running time t1, the compressor is controlled to stop further increasing in speed. The rate S of increase in the compressor speed is not greater than a threshold value S0. Preferably, the threshold value T1 is set to one between -20°C and -10°C; the first speed R1 is set to one between 0 and 1000 rpm, and the second speed R2 is set to one between 2000 and 10000 rpm; the threshold value S0 is set to one between 200 and 500 rpm / second; and the time t1 is set to one between 1 and 5 minutes.

2. The automotive thermal management control method according to claim 1, characterized in that: The method comprises: a controller controls the heating device and the compressor to start working simultaneously.

3. The automotive thermal management control method according to claim 1, characterized in that: The method includes: after the compressor runs for a time t2 or the compressor speed increases to a third speed R3, a controller controls the heating device to start working and heat the coolant flowing through the second heat exchanger; preferably, the running time t2 is set to one of 1-3 minutes, and the compressor speed is less than or equal to the second speed R2 during the compressor running time t2; the third speed R3 is set to one of 2000-10000 rpm, and the third speed R3 is ≤ the second speed R2.

4. The automotive thermal management control method according to claim 1, characterized in that: The method also includes: when the compressor speed is less than the second speed R2 during the compressor operation time t2, or when the compressor speed increases to the third speed R3, and the third speed R3 is less than the second speed R2, the controller controls the heating device to start working, and then controls the compressor to continue to increase the speed to run to the second speed R2, or controls the compressor to continue to increase the speed for the operation time (t1-t2), and the rate S of increase of the compressor speed is not greater than the threshold value S0.

5. The automotive thermal management control method according to claim 1, characterized in that: The method includes: a controller first controls the heating device to start working, heating the coolant flowing through the second heat exchanger; when the coolant temperature K at the inlet of the second heat exchanger is greater than or equal to a threshold value T2, the controller controls the compressor to start working; preferably, the threshold value T2 is set to one of -20°C and -10°C.

6. The automobile thermal management control method according to any one of claims 1 to 5, characterized in that: The controller controls the compressor to increase the speed in a stepwise manner, or to increase the speed linearly, or to increase the speed in a curve.

7. The automobile thermal management control method according to claim 6, characterized in that: The controller controls the compressor to start at a first speed R1, and after running at the first speed R1 for time t3, controls the compressor speed to gradually increase to a second speed R2, and the rate of increase S of the compressor speed is not greater than the threshold S0; preferably, the running time t3 is set to one of 1-3 minutes.

8. The automotive thermal management control method according to claim 1, characterized in that: The cooling system includes a multi-way valve, and the inlet and outlet of the liquid side flow channel of the second heat exchanger are connected to the multi-way valve interface through the first flow channel; the heating device is arranged in series in the first flow channel, or the heating device is arranged in the second flow channel, and the inlet and outlet of the second flow channel are connected to the multi-way valve interface; the multi-way valve is electrically connected to the controller, and the controller can control the action of the multi-way valve, so that the heating device and the liquid side flow channel of the second heat exchanger are arranged in series in a circulation loop.

9. The automobile thermal management control method according to claim 8, characterized in that: The heating device includes at least one of a PTC heater, an electric drive module cooling device and a battery cooling device; the PTC heater is directly used to heat the coolant; the electric drive module cooling device is used to perform heat exchange with the electric drive module; the battery cooling device is used to perform heat exchange with the battery; a first pump is provided on the first flow path and / or the second flow path.

10. The automobile thermal management control method according to claim 9, characterized in that: When the battery temperature is greater than the threshold value T3, the heating device is set as a battery cooling device; when the battery temperature is less than or equal to the threshold value T3, the heating device includes a battery cooling device and also includes at least one of a PTC heater and an electric drive module cooling device; preferably, the threshold value T3 is set to one of 0-20°C.

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