Automobile heat pump air conditioner control method and device, vehicle and storage medium

Abstract

The invention provides an automobile heat pump air conditioner control method and device, a vehicle and a storage medium. The method comprises the steps that the rotating speed of a compressor is adjusted through the current refrigerant pressure and the target refrigerant pressure of an outlet of an indoor heat exchanger; the opening degree of a first throttling valve is adjusted according to the current refrigerant superheat degree and the target refrigerant superheat degree of the outlet of the indoor evaporator; and the opening degree of the second throttling valve is adjusted according to the current surface temperature and the target surface temperature of the indoor evaporator. In the embodiment of the invention, by adjusting the rotating speed of the compressor and the first throttling valve of the indoor evaporator branch, the deviation between the rotating speed of the compressor and the superheat degree of the refrigerant at the outlet of the indoor evaporator and the target value is reduced, and accurate control over the temperature is achieved. By controlling the second throttle valve of the branch of the outdoor heat exchanger, more refrigerants can enter the indoor evaporator under the condition of stable pressure, so that the surface temperature of the indoor evaporator is reduced, the surface temperature of the indoor evaporator can be reduced to be below the dew point temperature, and the dehumidification efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of heat pump air conditioning technology, and more specifically to an automotive heat pump air conditioning control method, device, vehicle, and storage medium. Background Technology

[0002] A heat pump air conditioner is a temperature regulating device that uses the conversion process of refrigerant between liquid and gaseous states to transfer heat from a low-temperature environment to a high-temperature environment. During cooling, the system transfers heat from indoors to outdoors, lowering the indoor temperature; during heating, the system absorbs heat from the outdoor environment and transfers it indoors, raising the indoor temperature. Additionally, when the surface temperature of certain components drops below the dew point temperature, water vapor in the air will condense into liquid water on them. Therefore, dehumidification can also be achieved by controlling the surface temperature of certain components in the refrigerant circuit.

[0003] The main structure of a heat pump air conditioner includes a compressor, a heat exchanger, and a refrigerant circuit connecting these components. A series heat pump air conditioner is formed by connecting the compressor, indoor heat exchanger, outdoor heat exchanger, and indoor evaporator sequentially along the refrigerant circuit. It should be noted that in series heat pump air conditioners, the refrigerant often needs to flow through two or more expansion valves, resulting in high flow resistance in the refrigerant circuit, leading to high energy consumption and a lower coefficient of performance (COP). As an improvement, the outdoor heat exchanger and indoor evaporator are each connected to two expansion valves to form two independent branches. The indoor heat exchanger is then connected in series with the two parallel independent branches to form a parallel heat pump air conditioner. In contrast, the refrigerant in a parallel heat pump air conditioner only needs to pass through one expansion valve, resulting in lower flow resistance in the refrigerant circuit. Therefore, parallel heat pump air conditioners generally have lower energy consumption than series heat pump air conditioners, improving the system COP.

[0004] When the passenger cabin temperature is slightly lower than the comfort temperature, parallel heat pump air conditioners often output hot air in a low-power mode. At this time, the compressor output power is low, the refrigerant circulation volume is small, and each evaporator is independently controlled, with their operating states affecting each other, making control more difficult. Therefore, when the heat pump air conditioner is running in a low-power mode, it may be difficult to stabilize the vehicle interior temperature, resulting in temperature fluctuations or deviations from the target temperature.

[0005] Furthermore, because the surface temperature of the indoor evaporator has not dropped below the dew point temperature at this time, water vapor cannot condense, resulting in poor dehumidification.

[0006] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0007] This application provides a method, apparatus, vehicle, and storage medium for controlling an automotive heat pump air conditioner. It helps to solve the problems of unstable temperature control inside the vehicle, temperature fluctuations, or deviations from the target temperature, when a parallel heat pump air conditioner outputs hot air in a low-power state, as well as poor dehumidification performance.

[0008] In a first aspect, embodiments of this application provide a method for controlling an automotive heat pump air conditioner. The automotive heat pump air conditioner includes a compressor, an indoor heat exchanger, a first throttling valve, an indoor evaporator, a second throttling valve, and an outdoor heat exchanger. The outlet of the compressor is connected to the inlet of the indoor heat exchanger. The outlet of the indoor heat exchanger is connected to the inlets of the first throttling valve and the second throttling valve, respectively. The outlet of the first throttling valve is connected to the inlet of the indoor evaporator. The outlet of the second throttling valve is connected to the inlet of the outdoor heat exchanger. The outlets of the indoor evaporator and the outdoor heat exchanger are connected to the inlet of the compressor, respectively. The method includes: The compressor speed is adjusted by comparing the current refrigerant pressure at the outlet of the indoor heat exchanger with the target refrigerant pressure, so that the current refrigerant pressure at the outlet of the indoor heat exchanger is close to the target refrigerant pressure. The opening of the first throttle valve is adjusted by comparing the current refrigerant superheat at the outlet of the indoor evaporator with the target refrigerant superheat, so that the current refrigerant superheat at the outlet of the indoor evaporator is close to the target refrigerant superheat. The opening of the second throttle valve is adjusted by comparing the current surface temperature of the indoor evaporator with the target surface temperature, so that the current surface temperature of the indoor evaporator is close to the target surface temperature.

[0009] In one possible implementation, before adjusting the compressor speed based on the current refrigerant pressure at the outlet of the indoor heat exchanger and the target refrigerant pressure, the method further includes: The target refrigerant temperature at the outlet of the indoor heat exchanger is adjusted by comparing the current outlet air temperature of the automotive heat pump air conditioner with the target outlet air temperature, so that the current outlet air temperature of the automotive heat pump air conditioner is close to the target outlet air temperature. The target refrigerant pressure at the outlet of the indoor heat exchanger is determined by the target refrigerant temperature at the outlet of the indoor heat exchanger.

[0010] In one possible implementation, before adjusting the target refrigerant temperature at the indoor heat exchanger outlet by comparing the current outlet air temperature with the target outlet air temperature of the automotive heat pump air conditioner, the method further includes: The target air outlet temperature of the automotive heat pump air conditioner is determined by the target air conditioning temperature, fan speed setting and / or blowing mode of the automotive heat pump air conditioner. The current air outlet temperature of the automotive heat pump air conditioner is obtained through the air outlet temperature sensor of the automotive heat pump air conditioner.

[0011] In one possible implementation, the saturated refrigerant temperature at the indoor evaporator outlet is determined by the current refrigerant pressure at the indoor evaporator outlet. The current refrigerant superheat at the indoor evaporator outlet is determined by comparing the saturated refrigerant temperature with the current refrigerant temperature at the indoor evaporator outlet. The target refrigerant superheat at the outlet of the indoor evaporator is determined by the current ambient temperature inside the vehicle.

[0012] In one possible implementation, determining the target refrigerant superheat at the outlet of the indoor evaporator based on the current in-vehicle ambient temperature includes: Get the current interior temperature of the vehicle; Based on the current in-vehicle ambient temperature and the refrigerant superheat-ambient temperature characteristic table, determine the target refrigerant superheat at the outlet of the indoor evaporator.

[0013] In one possible implementation, before adjusting the opening of the second throttle valve based on the current surface temperature and target surface temperature of the indoor evaporator, the method further includes: The target surface temperature of the indoor evaporator is determined by the current ambient temperature inside the vehicle and the air humidity on the windshield surface.

[0014] In one possible implementation, determining the target surface temperature of the interior evaporator by means of the current in-vehicle ambient temperature and the air humidity over the windshield surface includes: The current dew point temperature is determined by the current ambient temperature inside the vehicle, the air humidity on the windshield surface, and the enthalpy-humidity diagram. The target surface temperature of the indoor evaporator is determined by the current dew point temperature.

[0015] Secondly, embodiments of this application also provide an automotive heat pump air conditioning control device. The automotive heat pump air conditioning includes a compressor, an indoor heat exchanger, a first throttling valve, an indoor evaporator, a second throttling valve, and an outdoor heat exchanger. The outlet of the compressor is connected to the inlet of the indoor heat exchanger. The outlet of the indoor heat exchanger is connected to the inlets of the first throttling valve and the second throttling valve, respectively. The outlet of the first throttling valve is connected to the inlet of the indoor evaporator. The outlet of the second throttling valve is connected to the inlet of the outdoor heat exchanger. The outlets of the indoor evaporator and the outdoor heat exchanger are connected to the inlet of the compressor, respectively. The device includes: The compressor control module is used to adjust the speed of the compressor by comparing the current refrigerant pressure at the outlet of the indoor heat exchanger with the target refrigerant pressure, so that the current refrigerant pressure at the outlet of the indoor heat exchanger is close to the target refrigerant pressure. The first throttle valve control module adjusts the opening of the first throttle valve by comparing the current refrigerant superheat at the outlet of the indoor evaporator with the target refrigerant superheat, so that the current refrigerant superheat at the outlet of the indoor evaporator is close to the target refrigerant superheat. The second throttle valve control module is used to adjust the opening of the second throttle valve based on the current surface temperature and the target surface temperature of the indoor evaporator, so that the current surface temperature of the indoor evaporator is close to the target surface temperature.

[0016] Thirdly, embodiments of this application also provide a vehicle, including: A controller, wherein the controller is configured to be used in any of the first aspects of the method.

[0017] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a controller, implements the method described in any one of the first aspects.

[0018] In this embodiment, the compressor speed is controlled based on the refrigerant pressure at the indoor heat exchanger outlet; the first throttling valve in the indoor evaporator branch is controlled based on the refrigerant superheat at the indoor evaporator outlet; and the opening of the second throttling valve in the outdoor heat exchanger branch is controlled based on the surface temperature of the indoor heat exchanger. By adjusting the compressor speed and the first throttling valve in the indoor evaporator branch, the deviation between the compressor speed and the refrigerant superheat at the indoor evaporator outlet and the target value is reduced, achieving precise temperature control. By controlling the second throttling valve in the outdoor heat exchanger branch, more refrigerant can enter the indoor evaporator under stable pressure, thereby reducing its surface temperature and lowering it below the dew point temperature, thus improving dehumidification efficiency. Attached Figure Description

[0019] Figure 1 A schematic diagram illustrating an application scenario provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a series heat pump air conditioner provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a parallel heat pump air conditioner provided in an embodiment of this application; Figure 4 A schematic flowchart of an automotive heat pump air conditioning control method provided in an embodiment of this application; Figure 5 A schematic diagram of a pressure-enthalpy diagram provided in an embodiment of this application; Figure 6 A schematic diagram of an enthalpy-humidity diagram provided for an embodiment of this application; Figure 7This is a schematic diagram of the structure of an automotive heat pump air conditioning control device provided in an embodiment of this application; Figure 8 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0020] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0021] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0022] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0023] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0024] See Figure 1 This is a schematic diagram illustrating an application scenario provided by an embodiment of this application. For example... Figure 1 As shown, this application scenario illustrates a vehicle 100, which includes a sensor 101, a controller 102, and a heat pump air conditioner 103. The sensor 101 is electrically connected to the controller 102, and the controller 102 is electrically connected to the heat pump air conditioner 103.

[0025] Specifically, sensor 101 collects physical information such as temperature, pressure and humidity in real time and converts it into electrical signals, which are then transmitted to controller 102. After receiving the signals, controller 102 outputs control commands to heat pump air conditioner 103 based on preset logic. Heat pump air conditioner 103 adjusts its operating status according to the commands.

[0026] The sensors 101 include, but are not limited to, pressure sensors, temperature sensors, and humidity sensors, used to acquire temperature and humidity information inside the vehicle 100, as well as pressure and temperature information of the refrigerant in the heat pump air conditioner 103. The controller 102 includes, but is not limited to, a microcontroller unit (MCU) and a system-on-chip (SOC), which can output control commands to the heat pump air conditioner 103 based on the information acquired by the sensors 101 and preset logic. The heat pump air conditioner 103 is a temperature regulating device that utilizes the conversion of refrigerant between liquid and gaseous states to transfer heat from a low-temperature environment to a high-temperature environment. During cooling, the system transfers heat from the indoor environment to the outdoor environment, lowering the indoor temperature; during heating, it absorbs heat from the outdoor environment and transfers it to the indoor environment, raising the indoor temperature. Furthermore, when the temperature drops below the dew point temperature, water vapor in the air condenses into liquid water; therefore, dehumidification can also be achieved by controlling the surface temperature of certain components in the refrigerant circuit.

[0027] In this embodiment, the main structure of the heat pump air conditioner 103 includes a compressor, a heat exchanger, and a refrigerant circuit that connects the components. The compressor, indoor heat exchanger, outdoor heat exchanger, and indoor evaporator are connected sequentially along the refrigerant circuit to form a series heat pump air conditioner. The series heat pump air conditioner will be described below with reference to the accompanying drawings.

[0028] See Figure 2 This is a schematic diagram of a series heat pump air conditioner provided in an embodiment of this application. Figure 2 As shown, the series heat pump air conditioner includes a compressor 211, an indoor heat exchanger 221, an indoor evaporator 222, an outdoor heat exchanger 223, an indoor evaporator inlet throttle valve 231, and an outdoor heat exchanger inlet throttle valve 232.

[0029] like Figure 2 As shown, the outlet of compressor 211 is connected to the inlet of indoor heat exchanger 221, the outlet of indoor heat exchanger 221 is connected to the inlet of outdoor heat exchanger inlet throttle valve 232, the outlet of outdoor heat exchanger inlet throttle valve 232 is connected to the inlet of outdoor heat exchanger 223, the outlet of outdoor heat exchanger 223 is connected to the inlet of indoor evaporator inlet throttle valve 231, the outlet of indoor evaporator inlet throttle valve 231 is connected to the inlet of indoor evaporator 222, and the outlet of indoor evaporator 222 is connected to the inlet of compressor 211.

[0030] In practical applications, taking the scenario of hot air output as an example, the compressor 211 discharges high-temperature and high-pressure gaseous refrigerant, which enters the indoor heat exchanger 221. In the indoor heat exchanger 221, the refrigerant releases heat and changes from a gaseous state to a liquid state, releasing heat to raise the indoor temperature. Subsequently, the refrigerant flows to the outdoor heat exchanger inlet throttling valve 232. After throttling and pressure reduction, the low-temperature and low-pressure refrigerant enters the outdoor heat exchanger 223. In the outdoor heat exchanger 223, the refrigerant absorbs heat from the outdoor environment, vaporizes from a liquid state to a gaseous state, and then returns to the compressor 211 through the indoor evaporator inlet throttling valve 231 and the indoor evaporator 222.

[0031] Furthermore, after the refrigerant undergoes the aforementioned process, it enters the indoor evaporator inlet throttling valve 231, where its pressure is reduced and throttled, becoming a low-temperature, low-pressure refrigerant before entering the indoor evaporator 222. Inside the indoor evaporator 222, the refrigerant absorbs heat from the indoor air, vaporizing from a liquid state to a gaseous state, causing the surface temperature of the indoor evaporator 222 to decrease. When this temperature is lower than the indoor air dew point temperature, the water vapor in the indoor air cools and condenses into liquid water on the surface of the indoor evaporator 222, thereby achieving dehumidification.

[0032] It should be noted that the refrigerant in a series heat pump air conditioner often needs to flow through two or even more expansion valves, such as Figure 2 The indoor evaporator inlet throttling valve 231 and outdoor heat exchanger inlet throttling valve 232 shown in the diagram cause pressure loss in the refrigerant each time it passes through the throttling valve. The accumulated flow resistance from multiple throttling operations significantly increases compressor consumption; that is, high flow resistance in the refrigerant circuit leads to high energy consumption and a low coefficient of performance (COP). As an improvement, the outdoor heat exchanger and indoor evaporator are connected to the two throttling valves respectively to form two independent branches. The indoor heat exchanger is then connected in series with the two parallel independent branches to form a parallel heat pump air conditioner. The parallel heat pump air conditioner will be described below with reference to the attached diagram.

[0033] See Figure 3 This is a schematic diagram of a parallel heat pump air conditioner provided in an embodiment of this application. Figure 3 As shown, the parallel heat pump air conditioner includes a compressor 311, an indoor heat exchanger 321, an indoor evaporator 322, an outdoor heat exchanger 323, an indoor evaporator inlet throttle valve 331 (i.e., the first throttle valve below) and an outdoor heat exchanger inlet throttle valve 332 (i.e., the second throttle valve below).

[0034] like Figure 3As shown, the outlet of compressor 311 is connected to the inlet of indoor heat exchanger 321. The outlet of indoor heat exchanger 321 is connected to the inlet of outdoor heat exchanger inlet throttle valve 332 and indoor evaporator inlet throttle valve 331, respectively. The outlet of outdoor heat exchanger inlet throttle valve 332 is connected to the inlet of outdoor heat exchanger 323. The outlet of indoor evaporator inlet throttle valve 331 is connected to the inlet of indoor evaporator 322. The outlets of indoor evaporator 322 and outdoor heat exchanger 323 are both connected to the inlet of compressor 311.

[0035] Similarly, in the scenario of hot air output, compressor 311 discharges high-temperature, high-pressure gaseous refrigerant, which enters indoor heat exchanger 321. In indoor heat exchanger 321, the refrigerant releases heat and changes from a gaseous state to a liquid state, releasing heat to raise the indoor temperature. Subsequently, the refrigerant is throttled and depressurized through outdoor heat exchanger inlet throttling valve 332 and indoor evaporator inlet throttling valve 331, respectively, and then enters outdoor heat exchanger 323 and indoor evaporator 322 in a low-temperature, low-pressure gas-liquid mixture state. In outdoor heat exchanger 323, the refrigerant absorbs heat from the outdoor environment; in indoor evaporator 322, the refrigerant absorbs heat from the indoor air, which lowers the surface temperature of indoor evaporator 322. When this temperature is lower than the indoor air dew point temperature, water vapor in the indoor air cools and condenses into liquid water on the evaporator surface, thereby achieving dehumidification. After flowing out of outdoor heat exchanger 323 and indoor evaporator 322, the refrigerant returns to compressor 311, completing the cycle.

[0036] Understandably, in a parallel system, after the refrigerant is diverted from the indoor heat exchanger outlet, it only needs to pass through one expansion valve (the expansion valve of the corresponding branch) to enter each heat exchanger, thus reducing the refrigerant flow resistance in the loop. This reduced refrigerant flow resistance decreases the energy consumption required for the compressor to drive the refrigerant circulation, resulting in lower energy consumption for parallel heat pump air conditioners compared to series heat pump air conditioners under the same operating conditions.

[0037] Furthermore, such as Figure 3 As shown, in a parallel heat pump air conditioner, the outdoor heat exchanger 323 and the indoor evaporator 322 form two independent branches, respectively connected to the outdoor heat exchanger inlet throttling valve 332 and the indoor evaporator inlet throttling valve 331. The indoor heat exchanger 321 is connected in series with the two parallel independent branches. The refrigerant flow and temperature of each evaporator can be controlled independently. It can be understood that a parallel heat pump air conditioner can independently control different heat exchangers. The indoor evaporator and the outdoor heat exchanger are connected through independent branches, each branch equipped with an independent throttling valve (such as the indoor evaporator branch throttling valve and the outdoor heat exchanger branch throttling valve). This allows the system to adjust the refrigerant flow and pressure of the corresponding branch according to the real-time needs of each heat exchanger (such as the indoor evaporator needing enhanced dehumidification and the outdoor heat exchanger needing improved heat exchange efficiency).

[0038] However, in practical applications, temperature control is more challenging when a parallel heat pump air conditioner is operating at low power consumption and discharging hot air. At this time, the compressor speed is lower, resulting in a reduced amount of refrigerant circulating per unit time, thus lowering the total refrigerant volume of the entire system. Consequently, the amount of refrigerant available for distribution to each branch is less than under normal operating conditions. Furthermore, since all branches share the same compressor's refrigerant output, changes in the flow rate of one branch directly affect the refrigerant distribution and pressure in other branches; that is, the operating states of each heat exchanger in a parallel system influence each other. This makes it difficult for the system to stably maintain the target output of each heat exchanger under low power consumption conditions. Therefore, controlling a parallel heat pump air conditioner when discharging hot air at low power consumption is challenging, making it difficult to maintain stable interior temperature and prone to temperature fluctuations or deviations from the target temperature.

[0039] Furthermore, the dehumidification function of parallel heat pump air conditioners relies on the indoor evaporator: by lowering the evaporator surface temperature below the air dew point temperature, water vapor in the air condenses on its surface, thereby reducing the absolute humidity of the air. However, in low-power mode, due to low compressor output, small refrigerant circulation, and increased difficulty in controlling the evaporator temperature, the evaporator surface temperature is difficult to stably drop below the air dew point temperature, resulting in ineffective water vapor condensation and poor dehumidification efficiency of the air conditioner.

[0040] To address the aforementioned problems, this application provides a method for controlling an automotive heat pump air conditioner. The compressor speed is controlled based on the refrigerant pressure at the indoor heat exchanger outlet; the first throttling valve in the indoor evaporator branch is controlled based on the refrigerant superheat at the indoor evaporator outlet; and the opening of the second throttling valve in the outdoor heat exchanger branch is controlled based on the surface temperature of the indoor heat exchanger. By adjusting the compressor speed and the first throttling valve in the indoor evaporator branch, the deviation between the compressor speed and the refrigerant superheat at the indoor evaporator outlet and the target value is reduced, achieving precise temperature control. By controlling the second throttling valve in the outdoor heat exchanger branch, more refrigerant can enter the indoor evaporator under stable pressure, thereby reducing its surface temperature and lowering it below the dew point temperature, thus improving dehumidification efficiency. A detailed description is provided below with reference to the accompanying drawings and specific embodiments.

[0041] See Figure 4 This is a flowchart illustrating a method for controlling an automotive heat pump air conditioner according to an embodiment of this application. The automotive heat pump air conditioner in this method is a parallel heat pump air conditioner, and its structure is as follows: Figure 3 The parallel heat pump air conditioning structure shown is illustrated. Furthermore, this method can be used... Figure 1 The application scenarios shown are as follows. Figure 4 As shown, it mainly includes the following steps: Step S401: Adjust the compressor speed by comparing the current refrigerant pressure at the outlet of the indoor heat exchanger with the target refrigerant pressure.

[0042] Specifically, the interior heat exchanger is the heat exchanger that transfers heat between the interior and exterior of the vehicle. It achieves heat transfer from the air inside the vehicle through changes in the state of the internal refrigerant, thereby changing the interior temperature. The compressor is the power device that drives the refrigerant to circulate within the system. It adjusts its own speed to change the refrigerant delivery rate, as well as the refrigerant pressure and temperature at the outlet.

[0043] It should be noted that the pressure, temperature, and state of the refrigerant are related. Under certain conditions, as the pressure increases, the saturation temperature of the refrigerant also increases, and it may change from a gaseous state to a liquid state; conversely, as the pressure decreases, the saturation temperature decreases, and it may change from a liquid state to a gaseous state. This change in state is accompanied by the absorption or release of heat, thus achieving heat transfer. In this embodiment, the compressor draws in low-pressure gaseous refrigerant and, after compression, discharges high-temperature, high-pressure gaseous refrigerant. Upon entering the indoor heat exchanger, the high-temperature, high-pressure gaseous refrigerant begins to release heat due to environmental changes, causing some of the refrigerant to condense into liquid refrigerant and reducing its pressure. The heat released during this process is transferred to the vehicle interior through the indoor heat exchanger, achieving the effect of providing hot air.

[0044] Understandably, the refrigerant pressure at the outlet of the indoor heat exchanger directly reflects the effectiveness of heat exchange within the exchanger. Within the heat exchanger, the process of refrigerant releasing heat affects its pressure changes; the outlet pressure is related to the degree of heat exchange. Monitoring this pressure indirectly reveals the status of heat exchange between the indoor heat exchanger and the vehicle interior. The current refrigerant pressure at the outlet of the indoor heat exchanger can be directly obtained using a pressure sensor installed at that location. The target refrigerant pressure at the outlet of the indoor heat exchanger can be set to a fixed value or a user-defined target refrigerant pressure.

[0045] Of course, those skilled in the art can also choose other methods to obtain the current refrigerant pressure and target refrigerant pressure at the outlet of the indoor heat exchanger, depending on the actual situation. For example, the current refrigerant temperature at the outlet of the indoor heat exchanger can be measured, and the current refrigerant pressure at the outlet of the indoor heat exchanger can be obtained through the temperature-pressure correspondence of the refrigerant. The target refrigerant pressure can be determined by the ambient temperature. No restrictions are imposed here.

[0046] Furthermore, the current refrigerant pressure at the outlet of the indoor heat exchanger is compared with the target refrigerant pressure. If the current refrigerant pressure is lower than the target value, the compressor speed can be increased, that is, the refrigerant compression is increased, pushing more high-temperature and high-pressure refrigerant into the indoor heat exchanger and increasing its internal pressure. If the current refrigerant pressure is higher than the target value, the compressor speed is reduced, the refrigerant input is reduced, and the refrigerant pressure at the outlet of the indoor heat exchanger is reduced.

[0047] In this embodiment, the difference between the current refrigerant pressure and the target refrigerant pressure can also be calculated, and a PI control algorithm can be used to adjust the compressor speed. The proportional element (P) responds quickly according to the magnitude of the deviation, while the integral element (I) continuously accumulates and corrects the deviation. The proportional element quickly compensates for instantaneous pressure deviations, and the integral element eliminates persistent deviations. Ultimately, the outlet refrigerant pressure of the indoor heat exchanger is always close to the target value, and precise and smooth speed adjustment is achieved through PI control.

[0048] Of course, those skilled in the art can also choose other methods to adjust the compressor speed by comparing the current refrigerant pressure at the outlet of the indoor heat exchanger with the target refrigerant pressure, depending on the actual situation. For example, the integral term can be removed and only proportional control can be used, or a derivative control term can be added to the PI control to form PID control; no restrictions are imposed here.

[0049] In practical applications, directly using a fixed value or a user-defined target refrigerant pressure may not be suitable for changes in vehicle load or environment, causing the outlet air temperature to deviate from the target.

[0050] In one possible implementation of this application, the target refrigerant temperature at the outlet of the indoor heat exchanger is adjusted by comparing the current outlet air temperature of the automotive heat pump air conditioner with the target outlet air temperature, so that the current outlet air temperature of the automotive heat pump air conditioner is close to the target outlet air temperature; the target refrigerant pressure at the outlet of the indoor heat exchanger is determined by the target refrigerant temperature at the outlet of the indoor heat exchanger.

[0051] Specifically, the outlet air temperature is the temperature of the air supplied to the vehicle through the interior heat exchanger, directly determining the interior temperature experience. The current outlet air temperature can be collected in real time by installing a temperature sensor at the outlet of the interior heat exchanger. Of course, those skilled in the art can choose other methods to obtain the current outlet air temperature according to actual needs, such as estimating it using data from other sensors inside the vehicle; this is not limited here.

[0052] Secondly, the target outlet air temperature, as the objective of outlet air temperature control, can be obtained through user setting. Of course, those skilled in the art can also choose other methods to obtain the target outlet air temperature according to actual needs, such as automatic decision-making based on an environmental information system, which is not limited here.

[0053] Furthermore, the difference between the current outlet air temperature and the target outlet air temperature directly reflects whether the indoor heat exchanger is effectively releasing heat into the air. It can be understood that the higher the refrigerant temperature, the greater the temperature difference between the refrigerant and the air, the more heat is released, and the higher the outlet air temperature. In other words, the outlet air temperature is determined by the heat release process of the refrigerant within the indoor heat exchanger. Therefore, the refrigerant temperature at the outlet of the indoor heat exchanger needs to be adjusted based on this difference.

[0054] In this embodiment, the difference between the current outlet air temperature and the target outlet air temperature can also be calculated, and a PI control algorithm can be used to adjust the target refrigerant temperature. Similarly, the proportional element (P) responds quickly according to the magnitude of the deviation, while the integral element (I) continuously accumulates and corrects the deviation. The proportional element quickly approaches the target refrigerant temperature, and the integral element eliminates the continuous deviation. Ultimately, the refrigerant temperature is brought close to the target value, and precise and smooth adjustment of the target refrigerant temperature is achieved through PI control.

[0055] Of course, those skilled in the art can also choose other methods to adjust the target refrigerant temperature at the outlet of the indoor heat exchanger by comparing the current outlet air temperature with the target outlet air temperature of the automotive heat pump air conditioner, depending on the actual situation. For example, removing the integral term and using only proportional control, or adding a derivative control term to the PI control to form PID control, are not limited here.

[0056] It should be noted that for a specific refrigerant, there is a one-to-one correspondence between the refrigerant's temperature and pressure under saturation conditions: as the pressure increases, the saturation temperature increases accordingly; as the pressure decreases, the saturation temperature decreases accordingly. Therefore, after determining the target refrigerant temperature, the saturation pressure of the refrigerant at that temperature can be looked up or calculated based on the refrigerant's physical properties. Specifically, after obtaining the target refrigerant temperature, the target refrigerant pressure can be determined using a pressure-enthalpy diagram.

[0057] See Figure 5 This is a schematic diagram of a pressure-enthalpy diagram provided in an embodiment of this application. Figure 5 As shown, the pressure-enthalpy diagram is a tool for describing the relationship between refrigerant state parameters. It uses enthalpy as the x-axis and pressure as the y-axis, and includes curves such as the saturated liquid line and saturated vapor line, reflecting the state of the refrigerant at different pressures and temperatures (e.g., liquid, gas, or gas-liquid mixture). When using it, based on the target refrigerant temperature, find the corresponding saturation point on the pressure-enthalpy diagram; the y-axis value corresponding to that point is the saturation pressure at that temperature.

[0058] It is understandable that after determining the target refrigerant temperature, the saturation pressure corresponding to the target refrigerant temperature can be directly obtained from the pressure-enthalpy diagram based on the above correspondence between refrigerant temperature and pressure. This pressure is the target refrigerant pressure at the outlet of the indoor heat exchanger.

[0059] In practical applications, if the user sets the target refrigerant temperature, the complex mapping relationship may require the user to modify the settings multiple times to obtain a suitable cabin temperature.

[0060] In one possible implementation of this application, the target air outlet temperature of the automotive heat pump air conditioner is determined by the target air conditioning temperature, fan speed setting, and / or blowing mode; and the current air outlet temperature of the automotive heat pump air conditioner is obtained by the air outlet temperature sensor.

[0061] Specifically, the target air outlet temperature integrates the effects of the target air conditioning temperature, fan speed setting, and airflow mode. The target air conditioning temperature directly reflects the user's desired temperature inside the vehicle; the fan speed setting affects heat exchange efficiency by altering the rate at which air flows through the heat exchanger; and the airflow mode requires specific adjustments to the target air outlet temperature depending on the location and angle of the air outlets. These three factors work together to create a target air outlet temperature suitable for the current operating conditions.

[0062] In practical applications, the current air outlet temperature is directly detected by a temperature sensor installed at the air outlet of the automotive heat pump air conditioner. This sensor collects the temperature data of the airflow at the outlet in real time, which is then transmitted to the control system as a feedback signal. This provides a basis for judging the deviation between the current air outlet state and the target air outlet temperature, thus forming the foundation for closed-loop control.

[0063] Step S402: Adjust the opening of the first throttle valve by comparing the current refrigerant superheat at the outlet of the indoor evaporator with the target refrigerant superheat.

[0064] Specifically, the indoor evaporator is a heat exchanger that directly exchanges heat with the air inside the vehicle. It absorbs heat through the evaporation of refrigerant inside, thereby cooling or dehumidifying the vehicle interior. The refrigerant superheat refers to the difference between the actual temperature of the refrigerant at the outlet of the indoor evaporator and the saturation temperature of the refrigerant at that outlet pressure, which reflects the degree of complete evaporation of the refrigerant in the evaporator. The first throttle valve is a component that controls the flow rate and pressure of the refrigerant entering the indoor evaporator. It adjusts the degree of throttling and pressure reduction of the refrigerant by changing its opening.

[0065] It is understandable that the refrigerant superheat at the indoor evaporator outlet is chosen as the adjustment parameter because it reflects the working status of the indoor evaporator: too low a superheat indicates that the refrigerant has not completely evaporated; too high a superheat means that the refrigerant has not absorbed enough heat in the evaporator, resulting in a decrease in heat exchange efficiency. Using superheat as the control basis can simultaneously ensure the heat exchange efficiency of the evaporator and the safety of system operation.

[0066] Furthermore, the corresponding saturation temperature can be calculated from the current refrigerant pressure at the indoor evaporator outlet, and then combined with the current refrigerant temperature at that outlet; the difference between the two is the current superheat. Of course, those skilled in the art can also choose other methods to obtain the current superheat according to actual needs, such as setting temperature sensors at different locations in the indoor evaporator and fitting the actual superheat at the outlet based on the refrigerant characteristics; this is not limited here.

[0067] Secondly, the target refrigerant superheat can be determined through user settings. Of course, those skilled in the art can also choose other methods to determine the target superheat according to actual needs, such as determining the target superheat through the ambient temperature inside the vehicle, which is not limited here.

[0068] Understandably, the opening of the first throttle valve is adjusted based on the comparison between the current superheat and the target superheat: if the current superheat is higher than the target, the opening is increased to increase the refrigerant flow and reduce the superheat; if the current superheat is lower than the target, the opening is decreased to reduce the refrigerant flow and increase the superheat, ultimately bringing the current superheat closer to the target value.

[0069] In this embodiment, the difference between the current superheat and the target superheat can also be calculated, and the opening of the first throttle valve can be adjusted using a PI control algorithm. Similarly, the proportional element (P) responds quickly according to the magnitude of the deviation, while the integral element (I) continuously accumulates and corrects the deviation. The proportional element quickly approaches the target superheat, and the integral element eliminates the continuous deviation. Ultimately, the current superheat is made to closely match the target value, and precise and smooth adjustment of the superheat is achieved through PI control.

[0070] Of course, those skilled in the art can also choose other methods according to the actual situation, adjusting the opening of the first throttle valve by comparing the current refrigerant superheat at the indoor evaporator outlet with the target refrigerant superheat. For example, removing the integral component and using only proportional control, or adding a derivative control component to the PI control to form PID control, are not limited here.

[0071] In practical applications, the determined refrigerant saturation temperature may deviate due to the sensor's location. At the same time, the current superheat obtained by estimation and fitting may also introduce large errors.

[0072] In one possible implementation of this application, the saturated refrigerant temperature at the outlet of the indoor evaporator is determined by the current refrigerant pressure at the outlet of the indoor evaporator; the current refrigerant superheat at the outlet of the indoor evaporator is determined by the saturated refrigerant temperature and the current refrigerant temperature at the outlet of the indoor evaporator; and the target refrigerant superheat at the outlet of the indoor evaporator is determined by the current ambient temperature inside the vehicle.

[0073] Specifically, based on the current refrigerant pressure at the indoor evaporator outlet, the saturated refrigerant temperature at that outlet is directly calculated using the inherent property relationship between refrigerant pressure and saturation temperature. This ensures that the saturation temperature is closely correlated with actual operating conditions, avoiding deviations. The current refrigerant temperature at the indoor evaporator outlet, obtained directly from a temperature sensor, is then subtracted from the aforementioned saturated refrigerant temperature to obtain the current superheat, improving the accuracy of the calculation results.

[0074] Furthermore, using the current in-vehicle ambient temperature as the core parameter, a target superheat degree suitable for the current operating conditions is determined, achieving a dynamic match between the superheat degree and the in-vehicle demand. On one hand, the temperature level of the air inside the vehicle determines the heat exchange temperature difference between the evaporator and the air; on the other hand, it is closely related to the dew point temperature of the air inside the vehicle, thus affecting the selection of superheat degree. For example, a higher superheat degree is needed at low ambient temperatures to avoid frost formation, while a lower superheat degree is needed to enhance dehumidification at high ambient temperatures and high humidity. Therefore, the in-vehicle ambient temperature can more accurately reflect the real-time operating requirements of the evaporator. Specifically, a mathematical model can be fitted and a functional relationship established based on experimental data. In use, the current in-vehicle ambient temperature is substituted into the function to calculate the target superheat degree.

[0075] In one possible implementation of this application embodiment, the current in-vehicle ambient temperature is obtained; and the target refrigerant superheat at the outlet of the indoor evaporator is determined based on the current in-vehicle ambient temperature and the refrigerant superheat-ambient temperature characteristic table.

[0076] Specifically, by testing and recording the ideal refrigerant superheat of the indoor evaporator under different in-vehicle ambient temperatures, a refrigerant superheat-ambient temperature characteristic table is generated. In use, the control system obtains the current in-vehicle ambient temperature in real time and directly acquires the target superheat by matching the corresponding temperature point in the table. This method eliminates the need for real-time function calculations to obtain the target superheat, thus more quickly meeting the real-time requirements of the control system and making it suitable for automotive heat pump air conditioning scenarios with limited computing power.

[0077] Step S403: Adjust the opening of the second throttle valve based on the current surface temperature and target surface temperature of the indoor evaporator.

[0078] Specifically, the surface of the indoor evaporator directly exchanges heat with the air inside the vehicle. Since the surface temperature needs to be below the air dew point temperature for water vapor to condense, the surface temperature of the indoor evaporator directly affects dehumidification performance. At the same time, if the surface temperature of the indoor evaporator is too low, it may cause frosting; if it is too high, heat exchange will be insufficient, both affecting dehumidification efficiency. By controlling the surface temperature, the dehumidification effect can be directly adapted to the needs of the vehicle's interior environment. The current surface temperature can be obtained through a temperature sensor on the surface of the indoor evaporator, and the target surface temperature can be set by the user.

[0079] Of course, those skilled in the art can also choose other methods to obtain the current surface temperature and target surface temperature of the indoor evaporator according to the actual situation. For example, the current surface temperature of the indoor evaporator can be obtained by non-contact temperature measurement method, and the target surface temperature of the indoor evaporator can be determined by detecting the ambient temperature. No limitation is made here.

[0080] Furthermore, in parallel mode, the branch containing the indoor evaporator is connected in parallel with the branch containing the second throttle valve, and the refrigerant flow and pressure of the two branches affect each other. Changes in the opening of the second throttle valve will change the refrigerant flow, pressure, and temperature of the branch containing the outdoor heat exchanger (hereinafter referred to as the second branch) and the branch containing the indoor evaporator (hereinafter referred to as the first branch).

[0081] Specifically, when the opening of the second throttle valve decreases, the resistance of the second branch increases, leading to a reduction in the refrigerant flow through the second branch. Simultaneously, the refrigerant pressure in the main circuit before the two branches are connected in parallel increases, resulting in an increased refrigerant flow through the first branch. For the first throttle valve with a fixed opening, its throttling resistance remains unchanged, but the refrigerant pressure at its inlet increases. Furthermore, because its flow cross-sectional area and local resistance characteristics are fixed, according to fluid flow laws, the pressure at the outlet of the first throttle valve only increases slightly, meaning the pressure drop generated by the first throttle valve increases.

[0082] Similarly, when the opening of the second throttle valve increases, the resistance of the second branch decreases, leading to an increase in the refrigerant flow rate through the second branch. Simultaneously, the refrigerant pressure in the main circuit before the two branches are connected in parallel decreases, resulting in a decrease in the refrigerant flow rate through the first branch. For the first throttle valve with a fixed opening, its throttling resistance remains unchanged, and the refrigerant pressure at the inlet of the first throttle valve decreases. Furthermore, because its flow cross-sectional area and local resistance characteristics are fixed, according to fluid flow laws, the pressure at the outlet of the first throttle valve decreases only slightly, meaning the pressure drop generated by the flow through the first throttle valve becomes smaller.

[0083] Understandably, the opening of the second throttle valve can be adjusted by comparing the current surface temperature of the indoor evaporator with the target surface temperature. If the current surface temperature is higher than the target surface temperature, the opening of the second throttle valve is reduced. At this time, the resistance of the second branch increases, the refrigerant flow through this branch decreases, and the main circuit pressure before the two branches are connected in parallel increases, prompting more refrigerant to flow into the first branch. In the first branch, the inlet pressure of the first throttle valve increases, its pressure drop increases, and the refrigerant flow increases while maintaining a certain pressure. The refrigerant evaporates more fully in the indoor evaporator, absorbing more heat, and the surface temperature decreases to the target value. If the current surface temperature is lower than the target surface temperature, the opening of the second throttle valve is increased. At this time, the resistance of the second branch decreases, the refrigerant flow through this branch increases, the main circuit pressure decreases, the inlet pressure of the first throttle valve decreases, its pressure drop decreases, and the refrigerant flow decreases while maintaining a certain pressure. The evaporation of refrigerant in the indoor evaporator weakens, heat release decreases, and the surface temperature rises back to the target value.

[0084] In this embodiment, the difference between the current surface temperature and the target surface temperature can also be calculated, and the opening of the second throttle valve can be adjusted using a PI control algorithm. Similarly, the proportional element (P) responds quickly according to the magnitude of the deviation, while the integral element (I) continuously accumulates and corrects the deviation. The proportional element quickly approaches the target surface temperature, and the integral element eliminates the continuous deviation. Ultimately, the current surface temperature is made to match the target surface temperature, and precise and smooth adjustment of the surface temperature is achieved through PI control.

[0085] Of course, those skilled in the art can also choose other methods according to the actual situation, adjusting the opening of the second throttle valve by the current surface temperature and the target surface temperature of the indoor evaporator. For example, removing the integral component and using only proportional control, or adding a derivative control component to the PI control to form PID control, without limitation.

[0086] In practical applications, improper design of the target surface temperature may cause water vapor to condense on the windshield surface, affecting driving safety.

[0087] In one possible implementation of this application, the target surface temperature of the indoor evaporator is determined by the current in-vehicle ambient temperature and the air humidity on the windshield surface.

[0088] Specifically, the current interior ambient temperature and the humidity of the air on the windshield surface are the core parameters for determining the target surface temperature of the interior evaporator. The humidity of the air on the windshield surface reflects the degree to which the air in that area is close to saturation; the higher the humidity, the easier it is for fog to form. The target surface temperature needs to be set lower to promote water vapor condensation; when the humidity is low, the target surface temperature can be appropriately increased. By jointly determining the target surface temperature using the current interior ambient temperature and the humidity of the air on the windshield surface, the condensation of water vapor on the windshield surface can be reduced.

[0089] In practical applications, excessively low target surface temperatures may cause frost to form on the surface of the indoor evaporator, affecting dehumidification efficiency.

[0090] In one possible implementation of this application, the current dew point temperature is determined by the current in-vehicle ambient temperature, the air humidity on the windshield surface, and the enthalpy-humidity diagram; the target surface temperature of the indoor evaporator is then determined by the current dew point temperature.

[0091] See Figure 6 This is a schematic diagram of an enthalpy-humidity diagram provided in an embodiment of this application. Figure 6As shown, the enthalpy-humidity diagram is a thermodynamic tool describing the relationships between moist air state parameters (temperature, relative humidity, moisture content, enthalpy, dew point temperature, etc.). It uses moisture content as the x-axis and enthalpy as the y-axis, and includes characteristic curves such as isotherms, isohumidity lines, isenthalpic lines, and dew point temperature lines. Its core function is to quickly retrieve other related parameters based on known moist air state parameters: when the current in-vehicle ambient temperature and the air humidity on the windshield surface are known, the corresponding moist air state points on the enthalpy-humidity diagram are found. The temperature corresponding to the intersection of the isohumidity line and the 100% relative humidity line is the critical temperature at which water vapor begins to condense, called the current dew point temperature.

[0092] After determining the current dew point temperature, the target surface temperature of the indoor evaporator is set slightly lower than the current dew point temperature, based on the current dew point temperature. This ensures that water vapor can fully condense on the evaporator surface to suppress windshield fogging, and also reduces unnecessary energy consumption by precisely controlling the surface temperature of the indoor evaporator.

[0093] Understandably, in this embodiment, the heat exchange effect of the indoor heat exchanger is correlated with the refrigerant pressure at the outlet of the indoor heat exchanger: the compressor speed is dynamically adjusted according to the refrigerant pressure at the outlet of the indoor heat exchanger, ensuring that the delivery volume of high-temperature, high-pressure refrigerant matches the heat load inside the vehicle, so that the heat released by the indoor heat exchanger stably matches the target outlet air temperature requirement. By dynamically adjusting the first throttle valve based on superheat, it is ensured that the refrigerant fully evaporates in the indoor evaporator without excessive heat absorption, further improving the heat exchange efficiency and operational safety of the evaporator under different operating conditions. This achieves precise and smooth temperature regulation inside the vehicle, improving the temperature comfort of the passenger compartment.

[0094] Furthermore, by dynamically adjusting the opening of the second throttle valve, the distribution of refrigerant in the indoor evaporator and outdoor heat exchanger branches is changed, ensuring that the surface temperature of the evaporator is stably reduced to below the dew point temperature, thereby improving dehumidification efficiency, driving safety, and passenger cabin comfort.

[0095] Corresponding to the above embodiments, this application also provides an automotive heat pump air conditioning control device. Specifically, the automotive heat pump air conditioning in this application is a parallel heat pump air conditioning system, and its structure is as follows: Figure 3 The parallel heat pump air conditioning structure shown is illustrated.

[0096] See Figure 7 This is a schematic diagram of the structure of an automotive heat pump air conditioning control device provided in an embodiment of this application. Figure 7 As shown, the automotive heat pump air conditioning control device 700 includes a compressor control module 701, a first throttle valve control module 702, and a second throttle valve control module 703.

[0097] The compressor control module 701 is used to adjust the speed of the compressor by comparing the current refrigerant pressure at the outlet of the indoor heat exchanger with the target refrigerant pressure, so that the current refrigerant pressure at the outlet of the indoor heat exchanger is close to the target refrigerant pressure. The first throttle valve control module 702 is used to adjust the opening of the first throttle valve by comparing the current refrigerant superheat at the outlet of the indoor evaporator with the target refrigerant superheat, so that the current refrigerant superheat at the outlet of the indoor evaporator is close to the target refrigerant superheat. The second throttle valve control module 703 is used to adjust the opening of the second throttle valve based on the current surface temperature and the target surface temperature of the indoor evaporator, so that the current surface temperature of the indoor evaporator is close to the target surface temperature.

[0098] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0099] Corresponding to the above embodiments, this application also provides a vehicle.

[0100] See Figure 8 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Figure 8 As shown, vehicle 800 includes controller 801. Controller 801 is configured to perform some or all of the steps in the method embodiments.

[0101] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0102] Corresponding to the above embodiments, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium may store a program, and when the program runs, it can control the device where the computer-readable storage medium is located to execute some or all of the steps in the above method embodiments. In specific implementation, the computer-readable storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0103] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0104] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0105] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0106] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the above-described apparatus, controller, and computer storage medium can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0107] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0108] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A method for controlling an automotive heat pump air conditioner, characterized in that, The automotive heat pump air conditioner includes a compressor, an indoor heat exchanger, a first throttling valve, an indoor evaporator, a second throttling valve, and an outdoor heat exchanger. The outlet of the compressor is connected to the inlet of the indoor heat exchanger. The outlet of the indoor heat exchanger is connected to the inlets of both the first and second throttling valves. The outlet of the first throttling valve is connected to the inlet of the indoor evaporator. The outlet of the second throttling valve is connected to the inlet of the outdoor heat exchanger. The outlets of the indoor evaporator and the outdoor heat exchanger are connected to the inlet of the compressor. The method includes: The compressor speed is adjusted by comparing the current refrigerant pressure at the outlet of the indoor heat exchanger with the target refrigerant pressure, so that the current refrigerant pressure at the outlet of the indoor heat exchanger is close to the target refrigerant pressure. The opening of the first throttle valve is adjusted by comparing the current refrigerant superheat at the outlet of the indoor evaporator with the target refrigerant superheat, so that the current refrigerant superheat at the outlet of the indoor evaporator is close to the target refrigerant superheat. The opening of the second throttle valve is adjusted by comparing the current surface temperature of the indoor evaporator with the target surface temperature, so that the current surface temperature of the indoor evaporator is close to the target surface temperature.

2. The method according to claim 1, characterized in that, Before adjusting the compressor speed based on the current refrigerant pressure and the target refrigerant pressure at the outlet of the indoor heat exchanger, the method further includes: The target refrigerant temperature at the outlet of the indoor heat exchanger is adjusted by comparing the current outlet air temperature of the automotive heat pump air conditioner with the target outlet air temperature, so that the current outlet air temperature of the automotive heat pump air conditioner is close to the target outlet air temperature. The target refrigerant pressure at the outlet of the indoor heat exchanger is determined by the target refrigerant temperature at the outlet of the indoor heat exchanger.

3. The method according to claim 1, characterized in that, Before adjusting the target refrigerant temperature at the indoor heat exchanger outlet by comparing the current outlet air temperature with the target outlet air temperature of the automotive heat pump air conditioner, the method further includes: The target air outlet temperature of the automotive heat pump air conditioner is determined by the target air conditioning temperature, fan speed setting and / or blowing mode of the automotive heat pump air conditioner. The current air outlet temperature of the automotive heat pump air conditioner is obtained through the air outlet temperature sensor of the automotive heat pump air conditioner.

4. The method according to claim 1, characterized in that, Before adjusting the opening of the first throttle valve based on the current refrigerant superheat and the target refrigerant superheat at the outlet of the indoor evaporator, the method further includes: The saturated refrigerant temperature at the outlet of the indoor evaporator is determined by the current refrigerant pressure at the outlet of the indoor evaporator. The current refrigerant superheat at the indoor evaporator outlet is determined by comparing the saturated refrigerant temperature with the current refrigerant temperature at the indoor evaporator outlet. The target refrigerant superheat at the outlet of the indoor evaporator is determined by the current ambient temperature inside the vehicle.

5. The method according to claim 4, characterized in that, Determining the target refrigerant superheat at the outlet of the indoor evaporator based on the current in-vehicle ambient temperature includes: Get the current interior temperature of the vehicle; Based on the current in-vehicle ambient temperature and the refrigerant superheat-ambient temperature characteristic table, determine the target refrigerant superheat at the outlet of the indoor evaporator.

6. The method according to claim 1, characterized in that, Before adjusting the opening of the second throttle valve based on the current surface temperature and target surface temperature of the indoor evaporator, the method further includes: The target surface temperature of the indoor evaporator is determined by the current ambient temperature inside the vehicle and the air humidity on the windshield surface.

7. The method according to claim 6, characterized in that, Determining the target surface temperature of the interior evaporator by using the current in-vehicle ambient temperature and the air humidity on the windshield surface includes: The current dew point temperature is determined by the current ambient temperature inside the vehicle, the air humidity on the windshield surface, and the enthalpy-humidity diagram. The target surface temperature of the indoor evaporator is determined by the current dew point temperature.

8. A car heat pump air conditioning control device, characterized in that, The automotive heat pump air conditioner includes a compressor, an indoor heat exchanger, a first throttling valve, an indoor evaporator, a second throttling valve, and an outdoor heat exchanger. The outlet of the compressor is connected to the inlet of the indoor heat exchanger. The outlet of the indoor heat exchanger is connected to the inlets of both the first and second throttling valves. The outlet of the first throttling valve is connected to the inlet of the indoor evaporator. The outlet of the second throttling valve is connected to the inlet of the outdoor heat exchanger. The outlets of the indoor evaporator and the outdoor heat exchanger are connected to the inlet of the compressor. The device includes: The compressor control module is used to adjust the speed of the compressor by comparing the current refrigerant pressure at the outlet of the indoor heat exchanger with the target refrigerant pressure, so that the current refrigerant pressure at the outlet of the indoor heat exchanger is close to the target refrigerant pressure. The first throttle valve control module adjusts the opening of the first throttle valve by comparing the current refrigerant superheat at the outlet of the indoor evaporator with the target refrigerant superheat, so that the current refrigerant superheat at the outlet of the indoor evaporator is close to the target refrigerant superheat. The second throttle valve control module is used to adjust the opening of the second throttle valve based on the current surface temperature and the target surface temperature of the indoor evaporator, so that the current surface temperature of the indoor evaporator is close to the target surface temperature.

9. A vehicle, characterized in that, include: A controller configured to perform the method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by the controller, implements the method described in any one of claims 1-7.

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