Vehicle air conditioner compressor protection control method, thermal management system and vehicle

Abstract

The embodiment of the invention relates to the technical field of vehicle heat management, and discloses a vehicle air conditioner compressor protection control method, a heat management system and a vehicle. The method comprises the steps that cooling system state information, power system heat state information, engine room heat state information and vehicle speed state information are obtained; based on the cooling system state information, the power system thermal state information or / and the cabin thermal state information, whether a compressor protection strategy is started or not is determined; in response to starting a compressor protection strategy, determining a load target limit value based on the cooling system state information, the power system thermal state information, the cabin thermal state information and the vehicle speed state information; the actual load rate of the compressor is obtained; and if the actual load rate is not smaller than the load target limit value, the response to the setting operation of the working state of the air conditioner system is limited, cooling capacity automatic dispatching is executed, and the operation load of the compressor is limited. The compressor can be prevented from being overheated and burnt due to the fact that the compressor stops running under the overheating working condition.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, specifically to a protection and control method for an automotive air conditioning compressor, a thermal management system, and a vehicle. Background Technology

[0002] Vehicles commonly use electric air conditioning compressors for cooling or heating. In high-temperature environments, if the vehicle is traveling at low speeds or climbing hills for extended periods, where heat dissipation is poor, the heat inside the engine compartment cannot be effectively dissipated, easily leading to a continuous rise in compressor temperature. If the user turns off the air conditioning under such conditions, the compressor stops operating, refrigerant circulation is interrupted, and the refrigerant flow cannot remove the heat from the compressor. Simultaneously, the compressor, without power, no longer produces fresh air or cooling airflow. In stationary or low-speed environments, natural convection cooling is severely insufficient. Therefore, the compressor loses its own heat dissipation capacity, and may overheat and burn out due to thermal inertia and ambient heating. Traditional compressor protection schemes often rely on overheat shutdown or overcurrent protection, but these methods are mostly passive protection, only activating when heat accumulates to a critical point, resulting in protection lag and the risk of irreversible compressor damage. Summary of the Invention

[0003] In view of the shortcomings of the prior art, the purpose of this application is to provide a protection control method for an automotive air conditioning compressor, a thermal management system, and a vehicle, which aims to prevent the compressor from stopping operation under overheating conditions, which could lead to overheating and burnout.

[0004] In a first aspect, embodiments of this application provide a protection control method for an automotive air conditioning compressor, comprising:

[0005] Acquire cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information;

[0006] Based on the cooling system status information, the power system thermal status information, and / or the engine compartment thermal status information, determine whether to activate the compressor protection strategy;

[0007] In response to the activation of the compressor protection strategy, a load target limit is determined based on the cooling system status information, the power system thermal status information, the engine compartment thermal status information, and the vehicle speed status information;

[0008] Obtain the actual load rate of the compressor;

[0009] If the actual load rate is not less than the load target limit, the response to the setting operation of the air conditioning system's operating status is restricted, automatic cooling capacity scheduling is executed, and the operating load of the compressor is limited.

[0010] Restricting the response to settings for the air conditioning system's operating status can refer to restricting the response to user-manual adjustments to the system's operating status or / and restricting the response to automatic adjustments based on intelligent scenarios by the vehicle's infotainment system. In other words, the air conditioning system's operating status is not entirely controlled by user and vehicle system settings; instead, some control is delegated to the thermal management system. This setting breaks away from the traditional user-driven model of air conditioning systems, enabling proactive responses before compressor overheating occurs. It grants the thermal management system a certain degree of proactive control, allowing it to automatically schedule cooling capacity and limit the compressor's operating load to below the target limit. This prevents the compressor from stopping and losing its heat dissipation capacity under overheating conditions, thus preventing potential overheating and burnout due to thermal inertia and environmental heating, significantly reducing the risk of compressor burnout.

[0011] By using cooling system status information, power system thermal status information, and / or engine compartment thermal status information as the core triggering conditions for starting the compressor protection strategy, it is possible to determine whether the compressor load exceeds the limit from multiple dimensions, and respond in a timely manner to protect the compressor, thereby improving the intelligence and timeliness of the thermal management system for compressor protection.

[0012] Specifically, the cooling system status information includes the coolant temperature in the water tank as collected by the water tank temperature sensor and the cooling fan speed as collected by the cooling fan speed sensor. Coolant temperature directly reflects the cooling system's heat dissipation capacity. The coolant temperature and cooling fan speed together determine whether the cooling system's heat dissipation capacity is close to saturation. If the compressor continues to operate under high load, it will further increase the heat dissipation pressure, potentially leading to component overheating. Therefore, the cooling system status information is one of the core trigger conditions for activating the compressor protection strategy.

[0013] For range-extended electric vehicles (REEVs), the powertrain thermal status information includes the engine temperature collected by the engine coolant temperature sensor and the engine speed collected by the engine speed sensor. The engine is the core heat source of an REEV; when its heat load exceeds the limit, cooling capacity must be prioritized for the powertrain to prevent engine overheating alarms. Therefore, powertrain thermal status information is one of the core triggering conditions for the compressor protection strategy of REEVs. Similarly, for pure electric vehicles (BEVs), the powertrain thermal status information includes the motor temperature collected by the motor temperature sensor and the motor speed collected by the motor speed sensor. Optionally, the powertrain thermal status information may also include the battery temperature collected by the battery temperature sensor. The motor and battery are the core heat sources of a BEV; when their heat load exceeds the limit, cooling capacity must be prioritized for the powertrain to prevent motor and battery overheating alarms. Therefore, powertrain thermal status information is one of the core triggering conditions for the compressor protection strategy of BEVs.

[0014] The cabin thermal status information includes the cabin temperature collected by the cabin temperature sensors of the air conditioning system. The cabin is the installation space for components such as compressors and pipes. High-temperature environments reduce the compressor's heat dissipation efficiency and accelerate component aging. Therefore, cabin thermal status information is one of the core triggering conditions for activating compressor protection strategies.

[0015] Vehicle speed status information includes real-time vehicle speed collected by the vehicle speed sensors of the vehicle control system. When the vehicle is at low speed or stationary, the on-front cooling disappears, and only forced cooling by the cooling fan is relied upon, resulting in a significant decrease in cooling capacity. Therefore, when the cooling system's cooling capacity is close to saturation, the powertrain's thermal load exceeds the limit, the engine compartment is hot, or the vehicle is at low speed or stationary, stricter compressor load limits are required. Thus, cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information are key parameters for correcting load target limits.

[0016] In addition, the cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information are all information that can be obtained by the vehicle's existing sensors, without the need for additional hardware costs, making it easy to promote and apply.

[0017] In one possible embodiment, determining whether to activate the compressor protection strategy based on the cooling system status information, the power system thermal status information, and / or the nacelle thermal status information includes:

[0018] In response to the cooling system status information meeting a first preset condition, the power system thermal status information meeting a second preset condition, or / and the engine compartment thermal status information meeting a third preset condition, a compressor protection strategy is activated.

[0019] In response to the cooling system status information not meeting the first preset condition, the power system thermal status information not meeting the second preset condition, and the engine compartment thermal status information not meeting the third preset condition, the compressor protection strategy is not activated.

[0020] With this setup, the cooling system status information, power system thermal status information, and / or engine compartment thermal status information are used as the core triggering conditions for activating the compressor protection strategy. Each condition is independently determined to meet the preset conditions, and they do not affect each other. The compressor protection strategy is activated when at least one of the following conditions occurs: the cooling system status information meets the first preset condition, the power system thermal status information meets the second preset condition, or the engine compartment thermal status information meets the third preset condition.

[0021] In one possible embodiment, determining whether to activate the compressor protection strategy based on the cooling system status information, the power system thermal status information, and / or the nacelle thermal status information further includes:

[0022] Based on the cooling system status information, the first load value is determined through the mapping relationship between the cooling system status information and the first load value;

[0023] If the first load value is not less than the first preset threshold and the duration is not less than the first preset duration, then the cooling system status information is determined to meet the first preset condition.

[0024] Based on the thermal state information of the power system, the second load value is determined through the mapping relationship between the thermal state information of the power system and the second load value;

[0025] If the second load value is not less than the second preset threshold and the duration is not less than the second preset duration, then the thermal state information of the power system is determined to meet the second preset condition.

[0026] The cabin thermal status information includes the cabin temperature. If the cabin temperature is not less than a third preset threshold and the duration is not less than a third preset duration, then the cabin thermal status information is determined to meet the third preset condition.

[0027] This setting ensures that the duration for which the cooling system status information, power system thermal status information, or engine room thermal status information meets the conditions is not less than the corresponding preset duration, thus preventing misjudgments caused by instantaneous fluctuations.

[0028] The cooling system status information includes the coolant temperature in the water tank collected by the water tank temperature sensor and the cooling fan speed collected by the cooling fan speed sensor. Different cooling fan speeds have different coolant temperature limits. After collecting the coolant temperature and cooling fan speed, a first load value is determined by combining the coolant temperature and cooling fan speed. This first load value can refer to the proportion by which the coolant temperature exceeds the coolant temperature limit at the current cooling fan speed. During the vehicle development phase, a mapping table between the cooling system status information and the first load value is obtained through calibration. This mapping table is stored in the thermal management system, and when needed, the first load value corresponding to the currently collected coolant temperature and cooling fan speed can be obtained by looking up the table.

[0029] For range-extended electric vehicles, the powertrain thermal status information includes the engine temperature collected by the engine coolant temperature sensor and the engine speed collected by the engine speed sensor. Different engine speeds have different engine temperature limits. After collecting the engine temperature and engine speed, a second load value is determined by combining these two values. This second load value can refer to the percentage by which the engine temperature exceeds the engine temperature limit at the current engine speed. During the vehicle development phase, a mapping table between the powertrain thermal status information and the second load value is calibrated and stored in the thermal management system. When needed, the second load value corresponding to the currently collected engine temperature and engine speed can be obtained by looking up the table. Similarly, for pure electric vehicles, the thermal status information of the power system includes the motor temperature collected by the motor temperature sensor and the motor speed collected by the motor speed sensor. Optionally, the thermal status information of the power system may also include the battery temperature collected by the battery temperature sensor. In this case, after collecting the motor temperature, battery temperature and motor speed, the second load value is determined by the motor temperature, battery temperature and motor speed. During the vehicle development stage, a mapping relationship table between the thermal status information of the power system and the second load value is obtained through calibration. This mapping relationship table is stored in the thermal management system. When needed, the second load value corresponding to the currently collected motor temperature, battery temperature and motor speed can be obtained by looking up the table.

[0030] The cabin thermal status information includes the cabin temperature collected by the cabin temperature sensor. If the cabin temperature is not lower than the third preset threshold, it indicates that the cabin temperature is too high. The cabin is the installation space for components such as compressors and pipelines. High temperature environment will reduce the compressor's heat dissipation efficiency and accelerate the aging of components.

[0031] In one possible embodiment, the step of determining the load target limit in response to activating the compressor protection strategy, based on the cooling system status information, the powertrain thermal status information, the engine compartment thermal status information, and the vehicle speed status information, includes:

[0032] Based on the larger of the first load value and the second load value, the first correction coefficient is determined through the mapping relationship between the larger value and the first correction coefficient;

[0033] Based on the cabin thermal state information and the vehicle speed state information, the second correction coefficient is determined through the mapping relationship between the cabin thermal state information, the vehicle speed state information and the second correction coefficient.

[0034] The load target limit is determined by correcting the preset limit using the first correction factor and the second correction factor.

[0035] This configuration allows for the determination of target load limits by correcting preset limits using information on the cooling system status, powertrain thermal status, engine compartment thermal status, and vehicle speed. This results in target load limits corresponding to the current vehicle operating conditions, enabling different load limits to be imposed on the compressor for different vehicle operating conditions, thus balancing compressor protection needs with user experience.

[0036] In one possible embodiment, if the actual load factor is not less than the load target limit, the following further steps are performed:

[0037] Send a human-computer interaction prompt request to inform the user that they are currently in a special protection scenario through human-computer interaction.

[0038] Send a smart scene blocking request to prevent smart scene triggering related to the air conditioning system.

[0039] With this setup, after the thermal management system sends a human-machine interaction prompt request and a smart scene blocking request to the vehicle's infotainment system, the system prompts the user that they are currently in a special protection scenario through human-machine interaction methods such as text, voice, and icons. The user is informed that they cannot manually adjust the air conditioning system's operating status at this time. Simultaneously, the system blocks smart scene triggers related to the air conditioning system, preventing it from issuing control commands to the system based on smart scenes. The thermal management system also restricts the air conditioning system's response to these control commands, specifically limiting its response to the system's automatic adjustment of the air conditioning system's operating status based on smart scenes, as mentioned earlier. Therefore, the system neither issues control commands to the air conditioning system nor responds to them, ensuring that the air conditioning system is controlled by the thermal management system from both the command issuance and execution perspectives. Among them, the intelligent scenarios related to the air conditioning system are existing technologies, such as the common "summer vehicle start-up scenario": start the air conditioning system's external circulation to purify the air, run at maximum power, and quickly cool down; "sleep and rest scenario": adjust the air conditioning system to a constant temperature of 23.5℃ and reduce the fan speed; "super energy-saving scenario": turn off the air conditioning system.

[0040] In one possible embodiment, the restriction on responses to settings regarding the operating state of the air conditioning system includes: prohibiting the air conditioning system from being turned off, and restricting responses to requests for air conditioning airflow adjustment, air conditioning temperature adjustment, and switching between cooling and heating modes.

[0041] Doing not to turn off the air conditioning system can prevent the compressor from stopping and losing its heat dissipation capacity under overheating conditions, thereby preventing the compressor from overheating and burning out due to thermal inertia and ambient heating, and thus significantly reducing the risk of compressor burnout.

[0042] Limiting requests to adjust the air conditioning air volume can restrict the air conditioning system from operating at a higher air volume level. Limiting requests to adjust the air conditioning temperature can prevent the temperature difference between the target temperature set by the air conditioning system and the actual temperature in the passenger compartment from being too large, thereby ensuring that the compressor's operating load is maintained at a low load level, thus limiting the compressor's operating load to a low load below the target load limit.

[0043] In one possible embodiment, the automatic cooling capacity scheduling includes:

[0044] Based on the thermal state information of the power system, the cooling demand coefficient of the power system is determined;

[0045] Obtain the thermal status information of the passenger compartment, and determine the cooling demand coefficient of the passenger compartment based on the thermal status information of the passenger compartment;

[0046] Based on the load target limit, the initial three-way valve duty cycle is determined through the mapping relationship between the load target limit and the initial three-way valve duty cycle;

[0047] The duty cycle of the initial three-way valve is determined by using the cooling demand coefficient of the power system and the cooling demand coefficient of the passenger compartment to achieve the distribution of cooling capacity to the power system and the passenger compartment. The inlet of the three-way valve is connected to the compressor coolant flow channel, and the two outlets of the three-way valve are connected to the coolant flow channels of the power system and the passenger compartment, respectively.

[0048] During the vehicle development phase, a mapping table between the thermal state information of the power system and the cooling demand coefficient of the power system is obtained through calibration. This mapping table is stored in the thermal management system. When needed, the cooling demand coefficient of the power system can be obtained by looking up the table through the thermal state information of the power system. The cooling demand coefficient of the power system is used to reflect the intensity of the power system's demand for cooling.

[0049] The passenger compartment thermal status information includes the actual temperature of the passenger compartment collected by temperature sensors inside the vehicle. During the vehicle development phase, a mapping table between the passenger compartment thermal status information and the passenger compartment cooling demand coefficient is obtained through calibration. This mapping table is stored in the thermal management system. When needed, the passenger compartment cooling demand coefficient can be obtained by looking up the table using the passenger compartment thermal status information. The passenger compartment cooling demand coefficient reflects the intensity of the passenger compartment's cooling demand. Changing the duty cycle of the three-way valve can alter the valve opening degree of its two outlets.

[0050] In one possible embodiment, limiting the operating load of the compressor includes:

[0051] Based on the target load limit and the final three-way valve duty cycle, the actual operating load limit is determined through the mapping relationship between the target load limit, the final three-way valve duty cycle, and the actual operating load limit; wherein, the actual operating load limit is not greater than the target load limit.

[0052] Based on the actual operating load limit, the target current value of the compressor is determined through the mapping relationship between the actual operating load limit and the target current value;

[0053] Control the compressor's operating status to adjust its actual current value to the target current value.

[0054] During the vehicle development phase, a mapping table is obtained through calibration between the target load limit, the final three-way valve duty cycle, and the actual operating load limit. This mapping table is stored in the thermal management system. When in use, the actual operating load limit can be obtained by looking up the table using the target load limit and the final three-way valve duty cycle. This is equivalent to correcting the target load limit using the final three-way valve duty cycle.

[0055] Secondly, embodiments of this application provide a thermal management system configured to implement the above-described vehicle air conditioning compressor protection control method.

[0056] Thirdly, embodiments of this application provide a vehicle including the aforementioned thermal management system.

[0057] The beneficial effects of this application are:

[0058] (1) This application breaks the traditional air conditioning system model dominated by users. It can actively respond before the compressor overheats under specific operating conditions, and gives the thermal management system certain active control authority. The thermal management system performs automatic cooling scheduling and limits the compressor's operating load to a low load below the target load limit. This prevents the compressor from stopping operation and losing its own heat dissipation capacity under overheating conditions, thereby preventing the compressor from overheating and burning due to thermal inertia and environmental heating, and thus significantly reducing the risk of compressor burnout.

[0059] (2) This application uses the cooling system status information, power system thermal status information and / or engine compartment thermal status information as the core triggering conditions for starting the compressor protection strategy. It can determine whether the compressor load exceeds the standard from multiple dimensions, and respond in a timely manner to protect the compressor. It can improve the intelligence and timeliness of the thermal management system for compressor protection.

[0060] (3) The cooling system status information, power system thermal status information, engine compartment thermal status information and vehicle speed status information used in this application are all information that can be obtained by existing vehicle sensors, without the need for additional hardware costs, which facilitates promotion and application. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0062] Figure 1 This is a schematic diagram of the architecture of each system of the vehicle disclosed in the embodiments of this application;

[0063] Figure 2 This is a schematic diagram of the architecture of the thermal management system disclosed in an embodiment of this application;

[0064] Figure 3 This is a schematic flowchart of the vehicle air conditioning compressor protection control method disclosed in the embodiments of this application. Detailed Implementation

[0065] The terms “first,” “second,” etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0066] In the embodiments of this application, "and / or" 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 document generally indicates that the preceding and following related objects have an "or" relationship.

[0067] The term "electrical connection" refers to the flow of current or signal from one conductor to another. An electrical connection between A and B means that current or signal can flow from A to B and vice versa. This connection includes direct and indirect electrical connections. A direct electrical connection between A and B means that A and B are physically connected. An indirect electrical connection between A and B means that A and B are connected via C, where C can be at least one wire or device.

[0068] The embodiments of this application are described below with reference to the accompanying drawings.

[0069] Please see Figure 1 , Figure 1 This is a schematic diagram of the architecture of various systems of the vehicle disclosed in the embodiments of this application. The vehicle can be, but is not limited to, a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), or a new energy vehicle.

[0070] In this embodiment, the vehicle includes an in-vehicle infotainment system, a powertrain system, a vehicle control system, and a thermal management system. The in-vehicle infotainment system can provide prompts to the user through human-computer interaction methods such as text, voice, and icons. It can also issue control commands to the air conditioning system, seats, lights, etc., based on its intelligent scenarios. These intelligent scenarios are existing technologies, such as the common "summer vehicle start-up scenario": activating the air conditioning system's external circulation for air purification, operating at maximum power for rapid cooling; "sleep and rest scenario": adjusting the air conditioning system to a constant temperature of 23.5℃ and reducing the fan speed; and "super energy-saving scenario": turning off the air conditioning system. The in-vehicle infotainment system and the thermal management system are electrically connected. The thermal management controller of the thermal management system can send human-computer interaction prompt requests and intelligent scenario blocking requests to the in-vehicle infotainment system.

[0071] For range-extended electric vehicles, the powertrain includes an engine, which is equipped with an engine coolant temperature sensor and an engine speed sensor. The powertrain is electrically connected to the thermal management system. The engine coolant temperature sensor in the powertrain collects the engine temperature data. And the engine speed collected by the engine speed sensor This is a thermal management controller capable of sending data to the thermal management system. For pure electric vehicles, the powertrain includes a battery and a motor. The motor is equipped with a motor temperature sensor and a motor speed sensor, and the battery is equipped with a battery temperature sensor. The powertrain and thermal management system are electrically connected. The motor temperature sensor in the powertrain collects the motor temperature data. Motor speed sensor collects motor speed And the battery temperature collected by the battery temperature sensor A thermal management controller capable of sending data to the thermal management system.

[0072] Please see Figure 2 , Figure 2This is a schematic diagram of the architecture of the thermal management system disclosed in this application. The thermal management system is used to implement a protection control method for an automotive air conditioning compressor. The thermal management system includes a thermal management controller, a cabin temperature sensor, an air conditioning system, and a cooling system. The air conditioning system includes a compressor, a ventilation system, and a passenger compartment temperature sensor. The cooling system includes a water tank, a cooling fan, and coolant piping. The cabin temperature sensor is electrically connected to the thermal management controller and can collect the cabin temperature data. The data is sent to the thermal management controller. A water tank temperature sensor is installed on the water tank, and a cooling fan speed sensor is installed on the cooling fan. Both the water tank temperature sensor and the cooling fan speed sensor are electrically connected to the thermal management controller. The water tank temperature sensor collects the cooling water temperature from the water tank. And the cooling fan speed collected by the cooling fan speed sensor It can send signals to the thermal management controller. The coolant piping includes a three-way valve, a compressor coolant channel, a power system coolant channel, and a passenger compartment coolant channel. The inlet of the three-way valve is connected to the compressor coolant channel, and the two outlets of the three-way valve are connected to the power system coolant channel and the passenger compartment coolant channel, respectively.

[0073] Please see Figure 3 , Figure 3 This is a schematic flowchart of the vehicle air conditioning compressor protection control method disclosed in this application. The vehicle air conditioning compressor protection control method includes the following steps:

[0074] S1. Obtain cooling system status information, power system thermal status information, engine compartment thermal status information, and vehicle speed status information.

[0075] S2. Based on the cooling system status information, power system thermal status information, and / or engine compartment thermal status information, determine whether to activate the compressor protection strategy.

[0076] S3. In response to the compressor protection strategy, the target load limit Q is determined based on the cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information. In response to the compressor protection strategy, the response to the setting operation of the air conditioning system's operating status is not restricted, automatic cooling capacity scheduling is not performed, and the compressor's operating load is not restricted; that is, the air conditioning system is not interfered with, and the original air conditioning control authority of the air conditioning system is restored.

[0077] S4. Obtain the actual load rate q of the compressor.

[0078] S5. If the actual load rate q is not less than the target load limit Q, restrict the response to the setting operation of the air conditioning system's operating status, execute automatic cooling capacity scheduling, and limit the compressor's operating load. If the actual load rate q is less than the target load limit Q, do not restrict the response to the setting operation of the air conditioning system's operating status, do not execute automatic cooling capacity scheduling, and do not limit the compressor's operating load.

[0079] Restricting the response to settings for the air conditioning system's operating status can refer to restricting the response to user-manual adjustments to the system's operating status or / and restricting the response to automatic adjustments based on intelligent scenarios by the vehicle's infotainment system. In other words, the air conditioning system's operating status is not entirely controlled by user and vehicle system settings; instead, some control is delegated to the thermal management system. This setting breaks away from the traditional user-driven model of air conditioning systems, enabling proactive responses before compressor overheating occurs. It grants the thermal management system a certain degree of proactive control, allowing it to automatically schedule cooling capacity and limit the compressor's operating load to below the target limit. This prevents the compressor from stopping and losing its heat dissipation capacity under overheating conditions, thus preventing potential overheating and burnout due to thermal inertia and environmental heating, significantly reducing the risk of compressor burnout.

[0080] By using cooling system status information, power system thermal status information, and / or engine compartment thermal status information as the core triggering conditions for starting the compressor protection strategy, it is possible to determine whether the compressor load exceeds the limit from multiple dimensions, and respond in a timely manner to protect the compressor, thereby improving the intelligence and timeliness of the thermal management system for compressor protection.

[0081] Specifically, the cooling system status information includes the cooling water temperature in the tank as collected by the tank temperature sensor. And the cooling fan speed collected by the cooling fan speed sensor Cooling water temperature It is a direct reflection of the cooling system's heat dissipation capacity, measured by the temperature of the cooling water. and cooling fan speed Together, we determine whether the cooling system's heat dissipation capacity is close to saturation. If the compressor continues to operate under high load, it will further increase the heat dissipation pressure, potentially leading to component overheating. Therefore, cooling system status information is one of the core triggering conditions for activating the compressor protection strategy.

[0082] For range-extended electric vehicles, the thermal status information of the powertrain includes the engine temperature collected by the engine coolant temperature sensor. And the engine speed collected by the engine speed sensor The engine is the core heat source of a range-extended electric vehicle (REEV). When its heat load exceeds the limit, cooling capacity must be prioritized for the powertrain to prevent engine overheating alarms. Therefore, powertrain thermal status information is one of the core triggering conditions for the compressor protection strategy in REEVs. Similarly, for pure electric vehicles, powertrain thermal status information includes the motor temperature collected by the motor temperature sensor. And the motor speed collected by the motor speed sensor Optionally, the powertrain thermal status information may also include the battery temperature collected by the battery temperature sensor. The motor and battery are the core heat sources of a pure electric vehicle. When their heat load exceeds the limit, cooling capacity must be prioritized for the power system to avoid overheating alarms in the motor and battery. Therefore, the thermal status information of the power system is one of the core triggering conditions for the start-up compressor protection strategy of a pure electric vehicle.

[0083] Cabin thermal status information includes cabin temperature collected by cabin temperature sensors of the air conditioning system. The engine compartment is the installation space for components such as compressors and pipelines. High-temperature environments reduce the compressor's heat dissipation efficiency and accelerate component aging. Therefore, engine compartment thermal status information is one of the core triggering conditions for starting compressor protection strategies.

[0084] Vehicle speed status information includes the real-time vehicle speed collected by the vehicle speed sensors of the vehicle control system. When a vehicle is at low speed or stationary, the frontal airflow for heat dissipation disappears, and only forced cooling by the cooling fan is relied upon, resulting in a significant decrease in heat dissipation capacity. Therefore, when the cooling system's heat dissipation capacity is close to saturation, the powertrain's thermal load exceeds the limit, the engine compartment is hot, or the vehicle is at low speed or stationary, stricter compressor load limits are required. Thus, cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information are key parameters for correcting the target load limit Q.

[0085] In addition, the cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information are all information that can be obtained by the vehicle's existing sensors, without the need for additional hardware costs, making it easy to promote and apply.

[0086] Optionally, in step S2, based on the cooling system status information, power system thermal status information, and / or engine compartment thermal status information, it is determined whether to activate the compressor protection strategy, specifically including:

[0087] S201. Based on the cooling system status information, determine the first load value A through the mapping relationship between the cooling system status information and the first load value A.

[0088] S202. If the first load value A is not less than the first preset threshold a and the duration is not less than the first preset duration, then the cooling system status information is determined to meet the first preset condition; otherwise, the cooling system status information is determined not to meet the first preset condition.

[0089] S203. Based on the thermal state information of the power system, determine the second load value B through the mapping relationship between the thermal state information of the power system and the second load value B.

[0090] S204. If the second load value B is not less than the second preset threshold b and the duration is not less than the second preset duration, then the thermal state information of the power system is determined to meet the second preset condition; otherwise, the thermal state information of the power system is determined not to meet the second preset condition.

[0091] S205, Cabin thermal status information includes cabin temperature. If the cabin temperature If the temperature is not less than the third preset threshold c and the duration is not less than the third preset duration, then the cabin thermal status information is determined to meet the third preset condition; otherwise, the cabin thermal status information is determined not to meet the third preset condition.

[0092] S206. In response to the cooling system status information meeting the first preset condition, the power system thermal status information meeting the second preset condition, and / or the engine compartment thermal status information meeting the third preset condition, the compressor protection strategy is activated; in response to the cooling system status information not meeting the first preset condition, the power system thermal status information not meeting the second preset condition, and the engine compartment thermal status information not meeting the third preset condition, the compressor protection strategy is not activated.

[0093] This configuration uses cooling system status information, power system thermal status information, and / or engine compartment thermal status information as the core trigger conditions for activating the compressor protection strategy. Each condition is independently assessed to determine whether it meets preset conditions. The compressor protection strategy is activated when at least one of the following conditions occurs: cooling system status information meets the first preset condition, power system thermal status information meets the second preset condition, or engine compartment thermal status information meets the third preset condition. The fact that the duration for which the cooling system status information, power system thermal status information, or engine compartment thermal status information meets the conditions is not less than the corresponding preset duration prevents misjudgments caused by instantaneous fluctuations.

[0094] Cooling system status information includes the cooling water temperature in the tank as collected by the tank temperature sensor. And the cooling fan speed collected by the cooling fan speed sensor Different cooling fan speeds Cooling water temperature limit Different, collecting cooling water temperature and cooling fan speed Then, by cooling water temperature and cooling fan speed Jointly determine the first load value The first load value here It could refer to the cooling water temperature. Exceeding the current cooling fan speed Cooling water temperature limit The ratio, obtained through calibration during the vehicle development phase, is used to determine the cooling system status information and the initial load value. Mapping table between The mapping table Stored in the thermal management system, and looked up in a table when needed. This will allow you to obtain the cooling water temperature currently being collected. and cooling fan speed The corresponding first load value ,Right now .

[0095] For range-extended electric vehicles, the powertrain thermal status information includes the engine temperature collected by the engine coolant temperature sensor. And the engine speed collected by the engine speed sensor Different engine speeds The engine temperature limit b is different, and the collected engine temperature... and engine speed Then, by checking the engine temperature and engine speed The second load value B is determined jointly. Here, the second load value B can refer to the engine temperature. Exceeding the current engine speed The ratio of the engine temperature limit b is used to obtain a mapping table MAP2 between the powertrain thermal state information and the second load value B during the vehicle development phase. This mapping table MAP2 is stored in the thermal management system, and can be looked up to obtain the corresponding value based on the currently collected engine temperature. and engine speed The corresponding second load value B, i.e. Similarly, for pure electric vehicles, the thermal status information of the powertrain includes the motor temperature collected by the motor temperature sensor. And the motor speed collected by the motor speed sensor Optionally, the powertrain thermal status information may also include the battery temperature collected by the battery temperature sensor. At this time, the collected motor temperature Battery temperature and motor speed Then, by measuring the motor temperature Battery temperature and motor speed The second load value is jointly determined. During the vehicle development phase, a mapping table between the powertrain thermal state information and the second load value is obtained through calibration. This mapping table is stored in the thermal management system, and can be looked up to obtain the value corresponding to the currently collected motor temperature when needed. Battery temperature and motor speed The corresponding second load value.

[0096] Cabin thermal status information includes cabin interior temperature collected by cabin temperature sensors. If the cabin temperature If the temperature is not less than the third preset threshold c, it indicates that the temperature inside the engine compartment is too high. The engine compartment is the installation space for components such as compressors and pipelines. High temperature environment will reduce the heat dissipation efficiency of the compressor and accelerate the aging of components.

[0097] Optionally, in step S3, in response to activating the compressor protection strategy, a load target limit Q is determined based on cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information, specifically including:

[0098] S301. Based on the larger of the first load value A and the second load value B, the first correction coefficient is determined through the mapping relationship between the larger value and the first correction coefficient.

[0099] S302. Based on the engine compartment thermal status information and vehicle speed status information, the second correction coefficient is determined through the mapping relationship between the engine compartment thermal status information, vehicle speed status information, and the second correction coefficient. During the vehicle development phase, the engine compartment thermal status information (i.e., the temperature inside the engine compartment) is obtained through calibration. Vehicle speed status information (i.e., real-time vehicle speed) The mapping table MAP3 between the temperature inside the cabin and the second correction factor is stored in the thermal management system. When needed, the mapping can be looked up to obtain the temperature inside the cabin based on the currently collected data. and real-time vehicle speed The corresponding second correction factor.

[0100] S303. The preset limit value P is corrected using the first correction factor and the second correction factor to determine the load target limit value Q. Therefore, the load target limit value Q is obtained in the following way:

[0101] .

[0102] This configuration allows for the determination of the target load limit Q by correcting the preset limit P using information on the cooling system status, power system thermal status, engine compartment thermal status, and vehicle speed. This results in a target load limit Q corresponding to the current vehicle operating conditions, enabling different limits to be imposed on the compressor load for different vehicle operating conditions, thus balancing compressor protection needs with user experience.

[0103] Optionally, if the actual load factor q is not less than the load target limit Q, the following also applies:

[0104] Send a human-computer interaction prompt request to inform the user that they are currently in a special protection scenario through human-computer interaction.

[0105] Send a smart scene blocking request to prevent smart scene triggering related to the air conditioning system.

[0106] With this setup, after the thermal management system sends a human-machine interaction prompt request and a smart scene blocking request to the vehicle's infotainment system, the system prompts the user that they are currently in a special protection scenario through human-machine interaction methods such as text, voice, and icons. The user is informed that they cannot manually adjust the air conditioning system's operating status at this time. Simultaneously, the system blocks smart scene triggers related to the air conditioning system, preventing it from issuing control commands to the system based on smart scenes. The thermal management system also restricts the air conditioning system's response to these control commands, specifically limiting its response to settings that allow the system to automatically adjust the air conditioning system's operating status based on smart scenes. Therefore, the system neither issues control commands to the air conditioning system nor responds to them, ensuring that the air conditioning system is controlled by the thermal management system at both the command issuance and execution levels. Among them, the intelligent scenarios related to the air conditioning system are existing technologies, such as the common "summer vehicle start-up scenario": start the air conditioning system's external circulation to purify the air, run at maximum power, and quickly cool down; "sleep and rest scenario": adjust the air conditioning system to a constant temperature of 23.5℃ and reduce the fan speed; "super energy-saving scenario": turn off the air conditioning system.

[0107] Optionally, responses to settings related to the operating status of the air conditioning system can be restricted, specifically including: prohibiting the air conditioning system from being turned off, and restricting responses to requests for air conditioning airflow adjustment, air conditioning temperature adjustment, and cooling / heating mode switching.

[0108] Doing not to turn off the air conditioning system can prevent the compressor from stopping and losing its heat dissipation capacity under overheating conditions, thereby preventing the compressor from overheating and burning out due to thermal inertia and ambient heating, and thus significantly reducing the risk of compressor burnout.

[0109] Limiting requests to adjust the air conditioning air volume can restrict the air conditioning system from operating at a higher air volume level. Limiting requests to adjust the air conditioning temperature can prevent the temperature difference between the target temperature set by the air conditioning system and the actual temperature in the passenger compartment from being too large, thereby ensuring that the compressor's operating load is maintained at a low load level, thus limiting the compressor's operating load to a low load below the target load limit.

[0110] Optionally, automatic cooling capacity scheduling can be performed, specifically including:

[0111] Determine the cooling demand coefficient of the power system based on the thermal state information of the power system. 1;

[0112] Obtain the thermal status information of the crew compartment, and determine the cooling demand coefficient of the crew compartment based on the thermal status information. 2;

[0113] Based on the load target limit Q, the duty cycle of the initial three-way valve is determined through the mapping relationship between the load target limit Q and the duty cycle of the initial three-way valve. During the vehicle development stage, the mapping relationship table MAP4 between the load target limit Q and the duty cycle of the initial three-way valve is obtained through calibration. This mapping relationship table MAP4 is stored in the thermal management system. When needed, the duty cycle of the initial three-way valve corresponding to the currently calculated load target limit Q can be obtained by looking up table MAP4.

[0114] By power system cooling demand coefficient 1 and the crew cabin cooling demand coefficient 2. The initial three-way valve duty cycle is used to determine the final three-way valve duty cycle S, in order to achieve the distribution of cooling capacity to the power system and the crew compartment. The inlet of the three-way valve is connected to the compressor coolant flow path, and the two outlets of the three-way valve are connected to the power system coolant flow path and the crew compartment coolant flow path, respectively. Therefore, the final three-way valve duty cycle S is obtained in the following way: .

[0115] During the vehicle development phase, calibration is used to obtain information on the thermal state of the powertrain and the powertrain cooling requirement coefficient. A mapping table between 1 and 2 is stored in the thermal management system. When needed, the cooling demand coefficient of the power system can be obtained by looking up the table using the thermal state information of the power system. 1. Cooling demand coefficient of the power system 1 is used to reflect the intensity of the power system's demand for cooling capacity.

[0116] Passenger compartment thermal status information includes the actual temperature of the passenger compartment collected by temperature sensors inside the vehicle. During the vehicle development phase, the passenger compartment thermal status information and the passenger compartment cooling requirement coefficient are obtained through calibration. The mapping table between 2 and 3 is stored in the thermal management system. When needed, the cooling demand coefficient of the crew cabin can be obtained by looking up the table using the thermal status information of the crew cabin. 2. Passenger cabin cooling demand coefficient 2 is used to reflect the intensity of the crew cabin's demand for cooling.

[0117] By changing the duty cycle of the three-way valve, the valve opening of the two outlets of the three-way valve can be changed. For example: when the duty cycle of the three-way valve is 10%, the valve opening of the outlet connected to the power system coolant channel is 10%, and the valve opening of the outlet connected to the passenger compartment coolant channel is 90%; when the duty cycle of the three-way valve is 50%, the valve opening of the outlet connected to the power system coolant channel is 50%, and the valve opening of the outlet connected to the passenger compartment coolant channel is 50%; when the duty cycle of the three-way valve is 90%, the valve opening of the outlet connected to the power system coolant channel is 90%, and the valve opening of the outlet connected to the passenger compartment coolant channel is 10%.

[0118] Optionally, the operating load of the compressor can be limited, specifically including:

[0119] Based on the target load limit Q and the final three-way valve duty cycle S, and using the target load limit Q, the final three-way valve duty cycle S, and the actual operating load limit... The mapping relationship between them determines the actual limit of the operating load. Among them, the actual limit of operating load Not greater than the target load limit Q;

[0120] Based on the actual operating load limit, through the actual operating load limit With current target value The mapping relationship between them determines the target current value of the compressor. ;

[0121] Control the compressor's operating status to adjust its actual current value to the target current value. .

[0122] During the vehicle development phase, calibration is used to obtain the target load limit Q, the final three-way valve duty cycle S, and the actual operating load limit. The mapping relationship table MAP5 is stored in the thermal management system. When needed, the actual operating load limit can be obtained by looking up the table using the target load limit Q and the final three-way valve duty cycle S. This is equivalent to correcting the target load limit Q by adjusting the duty cycle S of the final three-way valve to obtain the final actual operating load limit. Therefore, the actual operating load limit Obtained through the following methods: Optional, =0.7Q-0.95Q.

[0123] During the vehicle development phase, the actual operating load limit is obtained by calibration based on the compressor's factory parameters. With current target value The mapping relationship table MAP6 is stored in the thermal management system and is used when the actual operating load limit is reached. The target current value can then be obtained. In step S4, the actual load rate q of the compressor is obtained by collecting the real-time compressor current from the compressor current sensor. The actual load rate q is obtained by looking up the mapping table MAP6. In the mapping table MAP6, the real-time compressor current is... and target current value Considered equivalent, the actual load rate q and the actual operating load limit They are considered equivalent.

[0124] After the external environment improves, the thermal management system automatically determines whether the protection deactivation conditions are met, namely, "in response to the cooling system status information not meeting the first preset condition, the powertrain thermal status information not meeting the second preset condition, and the engine compartment thermal status information not meeting the third preset condition, the compressor protection strategy is not activated," restoring the original air conditioning control authority of the air conditioning system and ensuring user experience. Simultaneously, when the vehicle is powered off, the thermal management system will also proactively disable the compressor protection strategy, and upon the next power-on, it will re-determine whether to activate the compressor protection strategy using the same method.

[0125] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. A protection control method for an automotive air conditioning compressor, characterized in that, include: Acquire cooling system status information, powertrain thermal status information, engine compartment thermal status information, and vehicle speed status information; Based on the cooling system status information, the power system thermal status information, and / or the engine compartment thermal status information, determine whether to activate the compressor protection strategy; In response to the activation of the compressor protection strategy, a load target limit is determined based on the cooling system status information, the power system thermal status information, the engine compartment thermal status information, and the vehicle speed status information; Obtain the actual load rate of the compressor; If the actual load rate is not less than the load target limit, the response to the setting operation of the air conditioning system's operating status is restricted, automatic cooling capacity scheduling is executed, and the operating load of the compressor is limited.

2. The vehicle air conditioning compressor protection control method according to claim 1, characterized in that, The step of determining whether to activate the compressor protection strategy based on the cooling system status information, the power system thermal status information, and / or the engine room thermal status information includes: In response to the cooling system status information meeting a first preset condition, the power system thermal status information meeting a second preset condition, or / and the engine compartment thermal status information meeting a third preset condition, a compressor protection strategy is activated. In response to the cooling system status information not meeting the first preset condition, the power system thermal status information not meeting the second preset condition, and the engine compartment thermal status information not meeting the third preset condition, the compressor protection strategy is not activated.

3. The vehicle air conditioning compressor protection control method according to claim 2, characterized in that, The step of determining whether to activate the compressor protection strategy based on the cooling system status information, the power system thermal status information, and / or the engine room thermal status information further includes: Based on the cooling system status information, the first load value is determined through the mapping relationship between the cooling system status information and the first load value; If the first load value is not less than the first preset threshold and the duration is not less than the first preset duration, then the cooling system status information is determined to meet the first preset condition. Based on the thermal state information of the power system, the second load value is determined through the mapping relationship between the thermal state information of the power system and the second load value; If the second load value is not less than the second preset threshold and the duration is not less than the second preset duration, then the thermal state information of the power system is determined to meet the second preset condition. The cabin thermal status information includes the cabin temperature. If the cabin temperature is not less than a third preset threshold and the duration is not less than a third preset duration, then the cabin thermal status information is determined to meet the third preset condition.

4. The vehicle air conditioning compressor protection control method according to claim 3, characterized in that, The response to activating the compressor protection strategy determines the load target limit based on the cooling system status information, the powertrain thermal status information, the engine compartment thermal status information, and the vehicle speed status information, including: Based on the larger of the first load value and the second load value, the first correction coefficient is determined through the mapping relationship between the larger value and the first correction coefficient; Based on the cabin thermal state information and the vehicle speed state information, the second correction coefficient is determined through the mapping relationship between the cabin thermal state information, the vehicle speed state information and the second correction coefficient. The load target limit is determined by correcting the preset limit using the first correction factor and the second correction factor.

5. The vehicle air conditioning compressor protection control method according to claim 1, characterized in that, If the actual load factor is not less than the load target limit, then: Send a human-computer interaction prompt request to inform the user that they are currently in a special protection scenario through human-computer interaction. Send a smart scene blocking request to prevent smart scene triggering related to the air conditioning system.

6. The vehicle air conditioning compressor protection control method according to claim 1, characterized in that, The restriction on responses to settings related to the operating status of the air conditioning system includes: prohibiting the air conditioning system from being turned off, and restricting responses to requests for air conditioning airflow adjustment, air conditioning temperature adjustment, and switching between cooling and heating modes.

7. The vehicle air conditioning compressor protection control method according to claim 1, characterized in that, The execution of automatic cooling capacity scheduling includes: Based on the thermal state information of the power system, the cooling demand coefficient of the power system is determined; Obtain the thermal status information of the passenger compartment, and determine the cooling demand coefficient of the passenger compartment based on the thermal status information of the passenger compartment; Based on the load target limit, the initial three-way valve duty cycle is determined through the mapping relationship between the load target limit and the initial three-way valve duty cycle; The duty cycle of the initial three-way valve is determined by using the cooling demand coefficient of the power system and the cooling demand coefficient of the passenger compartment to achieve the distribution of cooling capacity to the power system and the passenger compartment. The inlet of the three-way valve is connected to the compressor coolant flow channel, and the two outlets of the three-way valve are connected to the coolant flow channels of the power system and the passenger compartment, respectively.

8. The vehicle air conditioning compressor protection control method according to claim 7, characterized in that, The limitation on the operating load of the compressor includes: Based on the target load limit and the final three-way valve duty cycle, the actual operating load limit is determined through the mapping relationship between the target load limit, the final three-way valve duty cycle, and the actual operating load limit; wherein, the actual operating load limit is not greater than the target load limit. Based on the actual operating load limit, the target current value of the compressor is determined through the mapping relationship between the actual operating load limit and the target current value; Control the compressor's operating status to adjust its actual current value to the target current value.

9. A thermal management system, characterized in that, The thermal management system is configured to implement the vehicle air conditioning compressor protection control method as described in any one of claims 1-8.

10. A vehicle, characterized in that, Includes the thermal management system as described in claim 9.

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