A method of vehicle thermal management control

Abstract

The application discloses a kind of automobile thermal management control methods, when passenger cabin sends heating demand, and ambient temperature≤threshold T1, controller controls heating device work, and control compressor starts work, and control compressor with first rotational speed R1 starts, control compressor gradually increases rotational speed operation, and the rate S of compressor rotational speed increase is not more than threshold S0.The advantage of the present application is that the cooling system is heated by the heating device, the cooling liquid flowing through the second heat exchanger is heated, the suction temperature and pressure of the compressor are increased, the liquid refrigerant content sucked by the compressor is reduced, and the risk of liquid knock of the compressor is reduced;At the same time, after the compressor is started at low speed, the speed is slowly increased, which can also reduce the pressure of a small amount of liquid refrigerant compression in the early stage, and reduce the risk of compressor damage.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and more specifically, to a method for controlling automotive thermal management. Background Technology

[0002] In cold weather, automotive air conditioning systems operate as heat pumps. The compressor draws in low-temperature, low-pressure refrigerant vapor, compresses it into high-temperature, high-pressure gas, and then discharges it. This high-temperature, high-pressure gas flows through the internal condenser to provide heat to the passenger compartment. However, at extremely low ambient temperatures, more refrigerant dissolves in the lubricating oil, causing the oil to thin and its lubrication effect to decrease, resulting in louder compressor startup noise. Simultaneously, the extremely low refrigerant temperature and pressure at the compressor inlet increases the risk of liquid refrigerant being drawn into the compressor, creating a liquid slugging risk. Therefore, starting the compressor in low-temperature environments may cause users to encounter problems such as the equipment failing to start or frequent protective shutdowns, rendering the air conditioning system unusable and directly impacting the equipment's reliability, lifespan, and energy efficiency.

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

[0004] To solve at least one of the above-mentioned technical problems, the present invention provides an automotive thermal management control method, which indirectly heats the refrigerant by heating the coolant flowing through the second heat exchanger through the heating device of the cooling system, thereby increasing the refrigerant temperature and pressure at the compressor inlet, and controls the compressor to start at a first speed R1 and then gradually increase the speed, and the rate of increase of the speed S is not greater than the threshold S0, so that the compressor can start safely and reliably.

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

[0006] A method for controlling automotive thermal management is provided, the method being applied to a 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 sequentially, the second heat exchanger comprising a refrigerant-side channel and a liquid-side channel isolated from each other, the refrigerant-side channel being configured as the refrigerant flow path of the heat pump system, and the liquid-side channel being configured as the coolant flow path of the cooling system; the cooling system comprising a heating device, the heating device and the liquid-side channel of the second heat exchanger being connected in series in a single circulation loop;

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

[0008] When the passenger compartment requests heating and the ambient temperature is ≤ threshold T1, the controller controls the heating device to operate and controls the compressor to start. The compressor starts at a first speed R1 and then gradually increases its speed to a second speed R2. Alternatively, the compressor starts at the first speed R1 and gradually increases its speed. If the compressor speed does not exceed the second speed R2 within a running time t1, the compressor gradually increases its speed for another running time t1. When the compressor speed reaches the second speed R2 within a running time t1, the compressor stops increasing its speed. The rate of increase in compressor speed S does not exceed the threshold S0. Preferably, the threshold T1 is set to one of -20 to -10℃; the first speed R1 is set to one of 0-1000 rpm; the second speed R2 is set to one of 2000-10000 rpm; the threshold S0 is set to one of 200-500 rpm / second; and the time t1 is set to one of 1-5 minutes.

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

[0010] Further, the method includes: after the compressor runs for 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 when the compressor runs for 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 running time t2 is less than the second speed R2, or when the compressor speed increases to the third speed R3 and the third speed R3 < the second speed R2, after the controller controls the heating device to start working, it controls the compressor to continue to increase its speed to the second speed R2, or controls the compressor to continue to increase its speed for a running time (t1-t2), and the rate S of the compressor speed increase is not greater than the threshold S0.

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

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

[0014] Furthermore, the controller controls the compressor to start at a first speed R1, and after running at the first speed R1 for a time t3, controls the compressor speed to gradually increase to a second speed R2, and the rate of increase of the compressor speed S is not greater than the threshold S0; preferably, the running time t3 is set to one of 1-3 minutes, which can allow the compressor to 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 a first flow path; the heating device is connected in series in the first flow path, or the heating device is installed in the second flow path, and the inlet and outlet of the second flow path are connected to the multi-way valve interface; the multi-way valve is electrically connected to a controller, and the controller can control the operation of the multi-way valve to connect the heating device and the liquid-side flow channel of the second heat exchanger 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 used to directly heat the coolant; the electric drive module cooling device is used to exchange heat with the electric drive module; the battery cooling device is used to exchange heat with the battery; 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 T3, the heating device is configured as a battery cooling device; when the battery temperature is less than or equal to the threshold T3, the heating device includes a battery cooling device, and further includes at least one of a PTC heater and an electric drive module cooling device; preferably, the threshold T3 is set to one of 0-20°C.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0019] (1) The present invention heats the coolant flowing through the second heat exchanger by heating the cooling system, thereby increasing the heat exchange 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 refrigerant side channel of the second heat exchanger, increasing the suction temperature and pressure of the compressor, reducing the liquid refrigerant content in the compressor suction, and reducing the risk of liquid slugging in the compressor; at the same time, after the compressor starts at 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, reduce the risk of compressor damage, thereby realizing the safe, reliable and stable start-up of the compressor at extremely low temperatures.

[0020] (2) Compared with simply using air-heated PTC to heat the passenger compartment, using a combination of heating device and compressor for heating can realize the recovery of waste heat from electric drive, battery and other equipment, effectively improve the heating rate of the passenger compartment, reduce compressor energy consumption, improve the vehicle's range, and also reduce the power of heating device and reduce costs. Attached Figure Description

[0021] To better understand the above and other objects, features, advantages, and functions of the present invention, reference can be made to the embodiments shown in the accompanying drawings. The same reference numerals in the drawings refer to the same parts. Those skilled in the art should understand that the drawings are intended to schematically illustrate preferred embodiments of the invention and do not limit the scope of the invention in any way; the parts in the drawings are not drawn to scale.

[0022] Figure 1 This is a schematic diagram of the thermal management system of the present invention.

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

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

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

[0026] Figure 5 This is a compressor speed-time curve diagram for 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 diagram of a coolant side embodiment 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 a schematic diagram of another circulation loop structure on the coolant side of the thermal management system of the present invention.

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

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

[0033] In the diagram: 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 Implementation

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

[0035] In the description of this invention, it should be noted that the term "comprising" and its variations indicate an open-ended inclusion, i.e., "including but not limited to". The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "and / or" when used to list two or more items means that it may include any one of the listed items, or any combination of two or more of the listed items. Furthermore, in the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0036] Combination Figure 1 The thermal management system shown describes the working principle of the automotive heat pump system as follows: Compressor 301 draws in low-temperature, low-pressure refrigerant from the outlet of the second heat exchanger, compresses it into a high-temperature, high-pressure gas, and the high-temperature, high-pressure refrigerant flowing out of compressor 301 releases heat through the first heat exchanger 302. After being throttled by expansion valve 303, it becomes a low-temperature, low-pressure state, then flows through the second heat exchanger to absorb heat through evaporation before being drawn back into compressor 301, forming a heat pump cycle. Inside the second heat exchanger, the refrigerant absorbs heat from the coolant and circulates back to the first heat exchanger 302, ultimately used for heating the passenger compartment. In other words, the heat pump cycle transfers heat from the coolant to the passenger compartment.

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

[0038] To ensure the proper functioning of the heat pump system and reliable startup of the compressor 301 in low-temperature environments, this invention provides an automotive thermal management control method. This method is applied to a 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 sequentially. The second heat exchanger includes a refrigerant-side channel and a liquid-side channel separated by partitions. The refrigerant-side channel serves as the refrigerant flow path for the heat pump system, and the liquid-side channel serves as the coolant flow path for the cooling system. The first heat exchanger 302 can be an internal condenser within the air conditioning unit or a water-cooled condenser. The second heat exchanger can be a battery cooler 7. The cooling system includes a heating device 10. The heating device 10 and the liquid-side channel of the second heat exchanger can be connected in series in a circulation loop. The heating device 10 can heat the coolant in this circulation loop.

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

[0040] When the passenger compartment requests heating and the ambient temperature is ≤ threshold T1, the controller controls the heating device 10 to operate and controls the compressor 301 to start working. After the compressor 301 starts at a first speed R1, the speed of the compressor 301 is gradually increased to a second speed R2. Alternatively, the compressor 301 starts at the first speed R1 and then gradually increases its speed. When the speed of the compressor 301 does not exceed the second speed R2 within the running time t1, the compressor 301 gradually increases its 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 stops increasing its speed. The rate S of increase of the compressor 301 speed does not exceed the threshold S0.

[0041] When the crew compartment requests heating and the ambient temperature is ≤ threshold T1, the controller activates the heating device 10. This heats the coolant flowing through the second heat exchanger, increasing the heat exchange capacity of the refrigerant. This, in turn, raises the temperature and pressure of the refrigerant at the outlet of the refrigerant-side channel of the second heat exchanger, thus increasing the temperature and pressure of the refrigerant at the inlet of compressor 301. This reduces the liquid refrigerant content at the outlet of the refrigerant-side channel of the second heat exchanger, minimizing the risk of liquid slugging in compressor 301. This allows compressor 301 to start normally in extremely low temperatures, preventing damage caused by liquid refrigerant intake and improving the reliability of compressor 301 operation. After compressor 301 starts at a low speed of R1 (the speed increases from 0 to R1 upon startup), the speed is gradually increased. This gradually increases the intake volume, reducing the pressure of the initial small amount of liquid refrigerant compression and lowering the risk of compressor 301 damage. This ensures safe and reliable startup of compressor 301 at 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 start-up of the compressor 301. At this time, the compressor 301 needs to perform a protective start-up.

[0043] In some embodiments, the compressor 301 speed can gradually increase from a first speed R1 to a second speed R2, that is, increase to the highest speed during the compressor 301 startup phase, and the compressor 301 completes the startup process. In some embodiments, after starting at the first speed R1, the compressor 301 gradually increases its 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 its speed for the operating time t1, and the compressor 301 completes the startup process. 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 compressor 301 stops increasing its speed when it reaches the second speed R2, and the compressor 301 completes the startup process. At this time, the speed of the compressor 301 has increased to the highest speed during the compressor 301 startup phase. During the process of gradually increasing the speed of the compressor 301, the rate S of increase in the compressor 301 speed is not greater than the threshold S0.

[0044] The compressor 301 completes the startup process by increasing its speed to the second speed R2, or by increasing the speed for a duration t1, thus achieving a reliable and safe startup. During subsequent stable operation, the compressor 301 can adaptively adjust its speed according to changes in the target outlet air temperature of the passenger compartment and the load. The second speed R2 can also be set as the maximum speed during stable operation of the compressor 301. When the load is high, the compressor 301 can maintain the second speed R2 continuously, or slightly increase its speed for a short period of time. When the load decreases, the compressor 301 can adaptively reduce its speed.

[0045] It is understandable that compressor 301 is configured as a variable frequency compressor 301, which can dynamically adjust its operating speed as needed.

[0046] The second rotational speed R2 and the operating time t1 can be set according to the heating requirements of the passenger compartment and the noise level of the compressor 301 to achieve a balance between heating capacity and the noise level of the compressor 301 during operation. Preferably, the first rotational speed R1 is set to one of 0-1000 rpm, for example, the first rotational speed R1 can be set to 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 rotational speed R2 is set to one of 2000-10000 rpm, for example, the second rotational speed R2 can be set to 2000 rpm, 3000 rpm, 4000 rpm, 5000 rpm, 6000 rpm, 7000 rpm, 8000 rpm, 9000 rpm, 10000 rpm, etc. The threshold S0 is set to one of the ranges from 200 to 500 revolutions per minute per second (rpm / s). For example, the 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 rate S of increase in compressor speed 301 is less than or equal to the threshold S0. For example, when the threshold S0 is set to 200 rpm / s, the rate S of increase in compressor speed 301 can be set to 20 rpm / s, 50 rpm / s, 80 rpm / s, 100 rpm / s, 150 rpm / s, 200 rpm / s, etc. The time t1 is set to one of the ranges from 1 to 5 minutes. For example, the 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 gradually increases the speed of compressor 301, refer to Figure 5 and Figure 6 As shown, the compressor 301 can be controlled to increase its speed in a step-like manner, linearly, or cyclically. Correspondingly, the speed-time curve of the compressor 301 during startup can be set to a regular curve such as a stepped, linear, parabolic, or logarithmic curve, or an irregular curve fitted with multiple point values. The speed-time curve of the compressor 301 can be set according to the target outlet air temperature of the passenger compartment and the reliability of the compressor 301 during speed increase.

[0048] When the controller controls the compressor 301 to linearly increase its speed, it can control the compressor 301 to linearly increase its speed according to R = R1 + S*t, where R is the compressor 301 speed (rpm), R1 is the initial speed (rpm), S is the rate of increase of the compressor 301 speed (rpm / s), and t is the operating time of the compressor 301 (s). For example, as... Figure 6 As shown, when the passenger compartment requests heating and the ambient temperature is -20℃, the controller starts the compressor 301 at 1000 rpm, then increases the speed at a rate of 47 rpm / s to the maximum speed of 8000 rpm, that is, the speed is linearly and gradually increased to the maximum speed of 8000 rpm according to R=1000+47*t. At an ambient temperature of -20℃, after the compressor 301 starts safely and reliably, the passenger compartment temperature can rise from -16℃ to 12.5℃ within 5 minutes.

[0049] In some embodiments, reference Figure 2 As shown, the method includes: the controller simultaneously starting the heating device 10 and the compressor 301. For example, as... Figure 5 As shown in curve a, when the passenger compartment requests heating and the ambient temperature is -20°C, the controller activates the heating device 10 and simultaneously starts the compressor 301 at 1000 rpm, gradually increasing the speed at a rate of 90 rpm / s until it reaches a maximum speed of 8000 rpm. During the slow start-up of the compressor 301, the heating device 10 simultaneously heats the refrigerant in the second heat exchanger. The compressor 301 has a short overall start-up time, allowing the heat pump system to operate quickly and stably. At an ambient temperature of -20°C, after the compressor 301 starts safely and reliably, the passenger compartment temperature can rise from -16°C to 12.5°C within 5 minutes.

[0050] In some embodiments, reference Figure 3 As shown, the method includes: after the compressor 301 has been running for t2 or the compressor 301 has increased its speed to the third speed R3, the controller controls the heating device 10 to start working, heating the coolant flowing through the second heat exchanger. The compressor 301 starts slowly for a period of time before the heating device 10 starts working, which is suitable for scenarios where the compressor 301 requires a relatively long lubrication time, and can ensure that the compressor 301 is fully lubricated.

[0051] Preferably, the running time t2 is set to one of 1-3 minutes. For example, the running time t2 can be set to 1 minute, 1.5 minutes, 2 minutes, 2.5 minutes, 3 minutes, etc. Meanwhile, during the running time t2, the compressor speed of compressor 301 is less than or equal to the second speed R2. The third speed R3 is set to one of 2000-10000 rpm, and the third speed R3 ≤ 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. Again, 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 operates 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 < the second speed R2, after the controller controls the heating device 10 to start working, it controls the compressor 301 to continue to increase its speed to the second speed R2; or, it controls the compressor 301 to continue to increase its speed for a time (t1-t2), and the rate S of the increase in the speed of the compressor 301 is not greater than the threshold S0.

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

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

[0055] In some embodiments, reference Figure 4As shown, the method includes: the controller first controls the heating device 10 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 the threshold T2, the controller controls the compressor 301 to start working. After the heating device 10 starts working for a period of time, the compressor 301 starts slowly. When the compressor 301 starts, the inlet water temperature K of the battery cooler 7 has already risen to the threshold T2 and above, and the temperature and pressure of the refrigerant at the outlet of the refrigerant side channel of the battery cooler 7 are increased, causing the compressor 301 to draw in gaseous refrigerant and minimize the amount of liquid refrigerant, which helps to extend the life of the compressor 301.

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

[0057] In some embodiments, the controller starts the compressor 301 at a first speed R1 and operates at the first speed R1 for a time t3. Then, the controller gradually increases the speed of the compressor 301 to a second speed R2, and the rate S of increase in the compressor 301 speed does not exceed a threshold S0. Operating the compressor 301 at a low speed for a time t3 allows for sufficient lubrication. Gradually increasing the speed significantly reduces the wear rate of the contact surfaces and extends the service life of key moving parts (bearings, pistons, connecting rods, crankshafts, vanes, screw rotors, etc.). Simultaneously, it reduces the frictional resistance of the moving parts, making the internal movement of the compressor 301 smoother, improving overall operating efficiency, and reducing the vibration and noise levels during compressor 301 operation. Preferably, the operating time t3 is set to one of 1-3 minutes; for example, the operating time t3 can be set to 1 minute, 1.5 minutes, 2 minutes, 2.5 minutes, 3 minutes, etc.

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

[0059] Combination Figure 1 and Figure 7 As shown, the automotive thermal management system includes a motor 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 exchanges heat with the electric drive module; the battery cooling device 8 exchanges heat with the battery; a first pump 5 is provided on 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 having seven ports. For example... Figure 7 As shown, the multi-way valve 1 includes ports C1, C2, C3, C4, C5, C6, and C7. The inlet and outlet of the electric drive module cooling device 3 are connected to ports C1 and C3, respectively; the inlet and outlet of the low-temperature radiator 4 are connected to ports C3 and C2, respectively; the inlet and outlet of the battery cooler 7 are connected to ports C4 and C7, respectively; the PTC heater 6 is connected in series with the battery cooler 7; and the inlet and outlet of the battery cooling device 8 are connected to ports C6 and C5, respectively. 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 port C3 via a tee connector.

[0061] For example, such as Figure 8As shown, the PTC heater 6 is connected in series in the first flow path. The controller controls the multi-way valve 1 to connect the C4 and C7 interfaces, forming a self-circulating loop in the first flow path and activating the PTC heater 6. The PTC heater 6 can rapidly 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 where the electric drive module cooling device 3 is located 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, such as Figure 9 As shown, when the electric drive module has residual heat, the electric drive module cooling device 3 is used as the heating device 10. The controller controls the multi-way valve 1 to connect the C1 interface and the C7 interface, and the C3 interface and the C4 interface, connecting the electric drive module cooling device 3 and the battery cooler 7 into a circulation loop. This can recover the residual heat of the electric drive module, heat the refrigerant in the refrigerant side channel of the battery cooler 7, and increase the temperature and pressure of the refrigerant at the outlet of the refrigerant side channel of the battery cooler 7, so that the compressor 301 can start safely.

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

[0064] For example, such as Figure 11 As shown, the controller can also control the operation of the multi-way valve 1, connecting the C1 and C7 interfaces, the C3 and C6 interfaces, and the C4 and C5 interfaces, thus connecting the electric drive module cooling device 3, the battery cooling device 8, and the battery cooler 7 into a single loop. When the PTC heater 6 is turned on, each heating device 10 can simultaneously heat the coolant in the loop, improving heating efficiency.

[0065] The multi-way valve 1 can be configured with various valve structures. For example, it can be configured 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. The controller can control the operation of the multi-way valve 1 to connect the corresponding interfaces, connecting the heating device 10 and the battery cooler 7 to form multiple circulation loop configurations. These will not be described in detail here, as long as they can heat the coolant in the circulation loop where the battery cooler 7 is located.

[0066] In some embodiments, when the battery temperature > threshold T3, the heating device 10 can be configured as a battery cooling device 8. In this case, refer to... Figure 10As shown, the battery can be used as the heat source alone, and the battery cooling device 8 and the battery cooler 7 can be connected in a loop. The battery cooling device 8 heats the coolant in the loop to recover waste heat from the battery. When the battery temperature is ≤ threshold T3, heating the coolant using only the battery cooling device 8 cannot 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. (Reference) 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 simultaneously connected to the circulating loop to heat the coolant, thereby increasing the inlet water temperature of the battery cooler 7. Preferably, the threshold T3 is set to one of 0-20℃, for example, the threshold T3 can be set to 0℃, 1℃, 2℃, 3℃, 4℃, 5℃, 6℃, 7℃, 8℃, 9℃, 10℃, 11℃, 12℃, 13℃, 14℃, 15℃, 16℃, 17℃, 18℃, 19℃, 20℃, etc.

[0067] After the heating device 10 is started, it runs continuously. The compressor 301 runs stably after starting 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 vehicle's range, 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 within the protection scope of the present invention.

Claims

1. A method for controlling automotive thermal management, 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 sequentially. The second heat exchanger includes a refrigerant-side channel and a liquid-side channel that are isolated from each other. The refrigerant-side channel is configured as the refrigerant flow path of the heat pump system, and the liquid-side channel is configured as the coolant flow path of the cooling system. The cooling system includes a heating device, and the heating device and the liquid-side channel of the second heat exchanger can be connected in series in a single circulation loop. The method is executed by a controller and includes: When the crew cabin requests heating and the ambient temperature is ≤ threshold T1, the controller controls the heating device to work and controls the compressor to start working. 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 ≥ threshold T2, the controller controls the compressor to start working. Furthermore, after the compressor starts at a first speed R1 and runs at the first speed R1 for a time t3, the compressor speed is gradually increased to a second speed R2. Alternatively, the compressor starts at the first speed R1 and runs at the first speed R1 for a time t3, then gradually increases the speed. When the compressor speed does not exceed the second speed R2 within the running time t1, the compressor speed is gradually increased for another running time t1. When the compressor speed reaches the second speed R2 within the running time t1, the compressor stops increasing the speed. The rate of increase of the compressor speed S is not greater than the threshold S0. The threshold T1 is set to one of -20~-10℃. The first speed R1 is set to one of 10-1000 rpm.

2. The automotive thermal management control method according to claim 1, characterized in that, The second rotational speed R2 is set to one of 2000-10000 rpm; the threshold S0 is set to one of 200-500 rpm / second; the time t1 is set to one of 1-5 min; and the running time t3 is set to one of 1-3 min.

3. The automotive thermal management control method according to claim 1, characterized in that, The threshold T2 is set to one of -20 to -10℃.

4. The automotive thermal management control method according to any one of claims 1-3, characterized in that, The controller controls the compressor to increase its speed in a stepwise manner, or linearly, or in a curve.

5. 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 a first flow path; the heating device is connected in series in the first flow path, or the heating device is connected in the second flow path, and the inlet and outlet of the second flow path are connected to the multi-way valve interface; the multi-way valve is electrically connected to a controller, and the controller can control the operation of the multi-way valve to connect the heating device and the liquid-side flow channel of the second heat exchanger in series in a circulation loop.

6. The automotive thermal management control method according to claim 5, 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 used to directly heat the coolant; the electric drive module cooling device is used to exchange heat with the electric drive module; the battery cooling device is used to exchange heat with the battery; a first pump is provided on the first flow path and / or the second flow path.

7. The automotive thermal management control method according to claim 6, characterized in that, When the battery temperature is greater than the threshold T3, the heating device is configured as a battery cooling device; when the battery temperature is less than or equal to the threshold 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.

8. The automotive thermal management control method according to claim 7, characterized in that, The threshold T3 is set to one of 0-20℃.

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