Vehicle compressor control method, device and equipment, storage medium and program product

Abstract

The invention relates to a vehicle compressor control method, device and equipment, a storage medium and a program product, and relates to the technical field of vehicle safety. The method comprises the steps that the vehicle refrigeration requirement and heat dissipation requirement information of a vehicle power system are obtained, the initial request rotating speed of a compressor of the vehicle is determined according to the vehicle refrigeration requirement, then the initial request rotating speed is corrected according to the heat dissipation requirement information, and the compressor is controlled according to the corrected rotating speed. When the power system faces an overheating risk, heat dissipation resources of the cooling fan can be released by actively limiting the rotating speed of the compressor, normal heat dissipation of key power components can be ensured, and therefore the overheating risk of the power system caused by competition of the heat dissipation resources is reduced under the condition that the heat dissipation resources of the vehicle are limited; and meanwhile, the service life of the power system and the refrigeration effect of the air conditioner are both considered.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management, and specifically to a vehicle compressor control method, device, equipment, storage medium, and program product. Background Technology

[0002] With the rapid development of new energy vehicle technology, the compressor, as the most important component of the vehicle air conditioning system, is gradually evolving from a traditional mechanical compressor to an electric compressor. Electric compressors offer more flexible speed control and faster response, significantly improving the performance of vehicle air conditioning systems.

[0003] However, the increased control flexibility of electric compressors also brings new technical challenges to vehicle thermal management. Compressor speed control depends on the vehicle's cooling needs, while the vehicle's limited heat exchange resources must handle the cooling of multiple thermal management subsystems such as the air conditioning system and powertrain. When cooling demand is high, high-speed compressor operation exacerbates the vehicle's cooling burden, affecting the cooling of other subsystems and potentially leading to localized overheating risks in powertrain components such as the motor. Summary of the Invention

[0004] One of the objectives of this invention is to provide a vehicle compressor control method, device, equipment, storage medium, and program product to solve the problem that vehicle compressor control cannot simultaneously achieve the balance of overall vehicle thermal management.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A vehicle compressor control method, comprising:

[0007] Obtain information on vehicle cooling requirements and the heat dissipation requirements of the vehicle's powertrain.

[0008] The initial requested speed of the vehicle's compressor is determined based on the vehicle's cooling requirements.

[0009] The initial requested speed is corrected based on the heat dissipation demand information, and the compressor is controlled according to the corrected speed.

[0010] Furthermore, the heat dissipation requirement information includes the current temperature of components in the powertrain system. The initial requested engine speed is adjusted based on this information, including:

[0011] Determine the initial heat dissipation resource usage required by the cooling fan to ensure heat dissipation of the components based on the current temperature;

[0012] Based on the mapping relationship between the compressor speed and the heat dissipation resource occupation of the cooling fan, the amount of second heat dissipation resource occupation required by the cooling fan to ensure the heat dissipation of the compressor condenser is determined according to the initial requested speed.

[0013] If the sum of the first heat dissipation resource usage and the second heat dissipation resource usage exceeds the current heat dissipation limit of the cooling fan, then the initial requested speed will be reduced.

[0014] Furthermore, before reducing the initial requested rotational speed, the following is also included:

[0015] With the power system working and cooling down and the compressor not running, the first temperature of the air flowing through the external condenser and before entering the power system radiator is obtained, and the second temperature of the air flowing through the power system radiator is obtained.

[0016] Update the first heat dissipation resource usage based on the first temperature and the second temperature.

[0017] Furthermore, before reducing the initial requested rotational speed, the following is also included:

[0018] Obtain vehicle driving status information, which includes at least one of vehicle speed, power output torque, and driving mode;

[0019] The first heat dissipation resource usage is adjusted based on the driving status information, and the adjusted first heat dissipation resource usage is used to adjust the compressor speed.

[0020] Furthermore, reduce the initial request speed, including:

[0021] Calculate the excess amount of the sum of the first heat dissipation resource usage and the second heat dissipation resource usage exceeding the current heat dissipation limit;

[0022] Based on the mapping relationship, the excess amount is reverse-mapped to the corresponding speed reduction amount;

[0023] Subtract the speed reduction amount from the initial requested speed to obtain the corrected speed.

[0024] Furthermore, after controlling the compressor to run for a preset period of time according to the corrected speed, it also includes:

[0025] Get the third temperature of the air that flows through the external condenser and enters the power system radiator at the current moment, and get the fourth temperature of the air that flows through the power system radiator.

[0026] The first heat dissipation resource usage is adjusted based on the difference between the third and fourth temperatures.

[0027] The second heat dissipation resource usage is adjusted based on the third temperature and the compressor speed at the current moment;

[0028] The compressor speed is adjusted based on the corrected first and second heat dissipation resource usage.

[0029] Furthermore, if the vehicle's cooling demand includes both battery cooling demand and air conditioning cooling demand, then the initial requested speed of the vehicle compressor is determined based on the vehicle's cooling demand, including:

[0030] Based on the vehicle battery temperature and the current and target temperatures of the battery coolant, the priority of battery cooling demand and the corresponding first requested rotational speed are determined.

[0031] Based on the current temperature and target temperature of the air conditioner evaporator, determine the priority of the air conditioning cooling demand and the corresponding second requested speed.

[0032] If the priority of battery cooling demand is higher than that of air conditioning cooling demand, then the first requested speed is determined as the initial requested speed; otherwise, the second requested speed is determined as the initial requested speed.

[0033] Furthermore, it also includes:

[0034] If the target conditions are met, the compressor is disabled.

[0035] The target conditions include at least one of the following: the compressor outlet pressure is greater than the first threshold; the compressor inlet pressure is less than the second threshold; the vehicle ambient temperature is less than the third threshold; the air conditioning evaporator temperature is less than the fourth threshold; or the air conditioning evaporator shut-off valve or battery cooling shut-off valve is faulty.

[0036] A vehicle compressor control device, comprising:

[0037] The acquisition module is used to acquire information on the vehicle's cooling requirements and the heat dissipation requirements of the vehicle's power system.

[0038] The initial request module is used to determine the initial requested speed of the vehicle's compressor based on the vehicle's cooling needs.

[0039] The correction module is used to correct the initial requested speed based on the heat dissipation demand information, and control the compressor according to the corrected speed.

[0040] An electronic device includes: a processor, and a memory communicatively connected to the processor;

[0041] The memory stores the instructions that the computer executes;

[0042] The processor executes computer-executable instructions stored in memory to implement vehicle compressor control methods as described above.

[0043] A computer-readable storage medium includes: computer-executable instructions stored in the computer-readable storage medium, which, when executed by a processor, are used to implement a vehicle compressor control method as described above.

[0044] A computer program product includes a computer program that, when executed by a processor, implements a vehicle compressor control method as described above.

[0045] The beneficial effects of this invention are as follows: When the power system faces the risk of overheating, the cooling fan's heat dissipation resources can be released by actively limiting the compressor speed, ensuring that key power components can dissipate heat normally. In this way, when the vehicle's heat dissipation resources are limited, the risk of power system overheating caused by competition for heat dissipation resources is reduced, the safety and reliability of the vehicle's thermal management system are improved, and the lifespan of the power system and the air conditioning cooling effect are taken into account. Attached Figure Description

[0046] Figure 1 A schematic flowchart of a vehicle compressor control method provided for an exemplary embodiment of the present invention;

[0047] Figure 2 A schematic diagram of a vehicle refrigeration process provided for an exemplary embodiment of the present invention;

[0048] Figure 3 A schematic diagram of a speed correction process provided for an exemplary embodiment of the present invention;

[0049] Figure 4 A schematic diagram of a rotational speed calculation process based on crew cabin cooling is provided as an exemplary embodiment of the present invention;

[0050] Figure 5 A schematic diagram of a closed-loop control process for refrigeration of the passenger compartment is provided as an exemplary embodiment of the present invention;

[0051] Figure 6 A schematic diagram of the structure of a vehicle compressor control device provided for an exemplary embodiment of the present invention;

[0052] Figure 7 This is a schematic diagram of the structure of an electronic device provided as an exemplary embodiment of the present invention.

[0053] The accompanying drawings have illustrated specific embodiments of the invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of the invention to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0054] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0055] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0056] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0057] The terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, product, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, product, or apparatus. Without further limitation, the presence of additional identical or equivalent elements in the process, method, product, or apparatus that includes elements is not excluded. For example, the use of terms such as "first," "second," etc., to indicate names does not imply any particular order.

[0058] With the popularization of new energy vehicles, the compressor, the most important component of the air conditioning system, is gradually evolving from the traditional mechanical compressor to the electric compressor. Electric compressors have advantages such as a wider control range and faster response speed, which have a significant effect on improving the performance of automotive air conditioning.

[0059] Currently, the method for controlling the compressor speed mainly involves determining the required speed of the electric compressor based on the cooling needs of the battery and passenger compartment (vehicle air conditioning), combined with the temperatures of the evaporator and battery coolant. Electric compressors can achieve stepless speed regulation, thus enabling more real-time and precise adjustment of the compressor speed. This results in rapid cooling and accurate temperature control, making the vehicle's thermal management more refined and intelligent.

[0060] However, the inventors discovered that while the flexible speed control of the electric compressor can meet cooling demands more quickly, it also introduces some problems to the vehicle's thermal management, particularly exacerbating the heat dissipation pressure on the vehicle's powertrain. For hybrid vehicles, components of the powertrain, such as the drive motor, engine, and generator, all require heat dissipation. Overheating of the drive motor, in particular, can significantly reduce its efficiency and lifespan. Heat dissipation from these components relies on cooling fans to dissipate heat into the air. Similarly, during the process of the vehicle compressor producing refrigerant to meet the cooling needs of the battery and passenger compartment, heat is released through the condenser, which also needs to be dissipated into the air by the cooling fan. When the vehicle's cooling demand is high, the compressor requests a higher speed, causing a sharp increase in condenser heat dissipation. This excessively consumes the cooling fan's cooling resources, crowding out the cooling capacity that the cooling fan could provide for the powertrain components. Consequently, powertrain components such as the motor may overheat due to insufficient cooling, affecting their efficiency and lifespan.

[0061] Based on the above problems, a technical concept is proposed that considers the influence of vehicle power system components such as drive motors and engines on compressor speed, and limits compressor speed to achieve precise control of compressor speed under different cooling scenarios, so as to meet the cooling needs of multiple thermal management subsystems such as air conditioning system and power system.

[0062] The application scenarios described above are only partial examples. Those skilled in the art can expand the applications according to specific needs and scenarios, and the embodiments of the present invention do not impose specific limitations in this regard. The method according to an exemplary embodiment of the present invention will now be described with reference to the accompanying drawings.

[0063] Figure 1 This is a flowchart illustrating a vehicle compressor control method provided as an exemplary embodiment of the present invention. Figure 1 As shown, the method may include:

[0064] Step S101: Obtain information on vehicle cooling requirements and vehicle power system heat dissipation requirements.

[0065] The vehicle's cooling requirements may include cooling needs from the battery and / or cooling needs from the passenger compartment. The vehicle's powertrain may include components such as drive motors, engines, and electric motors, and the heat dissipation requirements information may include the current temperature of these components and their safe operating temperature range.

[0066] The vehicle compressor control method of this invention can be used to control an electric compressor deployed in a vehicle. Specifically, it can be executed through a system integrating vehicle thermal management functions and a compressor control assembly. The compressor, operating at a certain speed, can generate refrigerant for cooling the passenger compartment's air conditioning system and for cooling the vehicle battery. For example, passengers in the vehicle can activate the air conditioning cooling mode via the vehicle's infotainment system. The system generates a cooling request, and after detecting the request, it can parse the request to obtain specific cooling demand information such as the target air conditioning temperature.

[0067] For example, after the vehicle is powered on and initialized, the Thermal Management System (TMS) can collect and identify cooling demand signals from the Battery Management System and the Air Conditioning Control Panel. If a cooling request exists, it can further acquire real-time parameters such as the actual battery inlet water temperature and the actual evaporator surface temperature, and calculate relevant adjustment amounts by combining the target water temperature and the target evaporator temperature. In addition, the system continuously monitors the thermal state of key components affecting safe operation in the powertrain system. For example, it acquires the current temperature of components such as the engine throttle valve and the drive motor IGBT (Insulated Gate Bipolar Transistor) through temperature sensors, using this as input for the powertrain system's heat dissipation requirements. Through this process, the system can simultaneously obtain the intensity of the vehicle's cooling demand and the thermal load status of the powertrain.

[0068] Step S102: Determine the initial requested speed of the vehicle's compressor based on the vehicle's cooling requirements.

[0069] In this embodiment of the invention, based on the acquired cooling-side demand information, the system can use a closed-loop control algorithm to calculate the compressor speed requests for battery cooling and passenger compartment cooling respectively: one speed component is adjusted based on the difference between the actual and target water temperatures at the battery inlet, and another speed component is adjusted based on the difference between the actual and target temperatures on the evaporator surface. Then, the system can arbitrate these two speed components according to preset battery cooling levels or other priority rules, selecting one or merging them into an initial compressor speed request solely aimed at meeting the vehicle's cooling needs.

[0070] Step S103: Correct the initial requested speed according to the heat dissipation demand information, and control the compressor according to the corrected speed.

[0071] In this embodiment of the invention, the system can comprehensively judge the initial requested speed and the heat dissipation requirements of the power system. When the temperature of components such as the engine throttle valve or the drive motor IGBT is detected to be higher than a preset value, it can be determined that the power system has a necessary heat dissipation requirement. At this time, the initial requested speed can be limited according to the degree of temperature exceedance, and the compressor speed can be reduced to release the cooling fan's heat dissipation resources to prioritize the cooling of the power system.

[0072] For example, through experimental calibration, the maximum allowable compressor speed for the cooling fan to ensure heat dissipation of power system components such as motors at a specific temperature can be determined, thereby establishing a mapping table between the temperature of power system components and the compressor speed. In this way, the system can obtain the temperature of components in the vehicle's power system based on heat dissipation demand information, and by looking up the table, obtain the maximum allowable compressor speed while ensuring component heat dissipation. The minimum value between this speed and the initially requested speed is then taken as the final controlled compressor speed.

[0073] In some other possible implementations, mathematical modeling can be performed based on the heat dissipation process of the power system components and the heat dissipation process of the condenser during compressor cooling. This can yield a table showing the relationship between the heat dissipation requirements of the components and the maximum allowable compressor speed of the cooling fan, in order to ensure the heat dissipation of the power system components. The final speed can then be obtained by taking the smaller of the initial requested speed and the speed obtained from the table lookup to control the compressor.

[0074] In the above embodiments, information on vehicle cooling demand and vehicle powertrain heat dissipation demand is obtained. The initial requested speed of the vehicle's compressor is determined based on the vehicle's cooling demand, and then corrected according to the heat dissipation demand information. The compressor is then controlled according to the corrected speed. When the powertrain faces overheating risk, the cooling fan's heat dissipation resources can be released by actively limiting the compressor speed, ensuring that critical power components can dissipate heat normally. This reduces the risk of powertrain overheating due to competition for heat dissipation resources, improving the safety and reliability of the vehicle's thermal management system, while also considering powertrain lifespan and air conditioning cooling effect.

[0075] Figure 2 A schematic diagram of a vehicle refrigeration process provided for an exemplary embodiment of the present invention.

[0076] like Figure 2As shown, the compressor generates refrigerant in response to the cooling needs of the passenger compartment (i.e., the vehicle's air conditioning) and the battery. The greater the cooling demand, the greater the refrigerant output. After being cooled and utilized by at least one of the passenger compartment and the battery, the refrigerant heats up and enters the external condenser. In the external condenser, the refrigerant exchanges heat with the ambient air flowing through it, releasing its own heat to the air. The outside air flowing through the condenser absorbs the heat from the refrigerant, increasing its temperature and forming the first-heated air (referred to as air A). This air A then continues to flow into the powertrain radiator. Inside the radiator, air A exchanges heat with the coolant used to cool the drive motor, engine, and other powertrain components, absorbing the heat carried by the coolant and further increasing its temperature, forming the second-heated air (referred to as air B). Finally, air B, carrying the condensing heat from the air conditioning system and the dissipating heat from the powertrain, is exhausted outside the vehicle by the cooling fan, completing the entire process of releasing heat to the environment.

[0077] In one embodiment, such as Figure 3 As shown, the heat dissipation requirement information includes the current temperature of components in the powertrain system. Adjusting the initial requested speed based on this information may include:

[0078] Step S301: Determine the amount of first heat dissipation resources required by the cooling fan to ensure heat dissipation of the components based on the current temperature.

[0079] The core of this step lies in establishing a quantitative correlation between the temperature of the power system components and the heat dissipation resource utilization of the cooling fan. For example, this correlation can be pre-determined through experimental calibration under pure operating conditions where the power system is working independently and the compressor is not running. During the calibration process, the cooling fan can be controlled to operate at different speeds or duty cycles, while simultaneously monitoring the temperature of the power system components and the air temperature before entering the radiator after passing through the condenser (i.e., the temperature of the air). Figure 2 The system records the temperature of air A (air A), the temperature of air B after flowing through the radiator, and the actual exhaust volume of the fan. By recording the air temperature rise (temperature difference between air B and air A) and the corresponding exhaust volume required to maintain a stable component temperature or reduce it to a target value at different component temperatures, the cooling fan's heat dissipation capacity can be quantified as a discrete heat dissipation resource utilization. This utilization reflects the airflow or heat exchange capacity that the fan needs to provide to effectively cool a component at a specific temperature. After calibration, the current temperature of the power system components can be used as input to quickly obtain the corresponding first heat dissipation resource utilization through a lookup table.

[0080] Step S302: Based on the mapping relationship between the compressor speed and the heat dissipation resource occupation of the cooling fan, determine the amount of second heat dissipation resource occupation that the cooling fan needs to provide to ensure the heat dissipation of the compressor condenser according to the initial requested speed.

[0081] The core of this step lies in establishing a mapping relationship between compressor speed and the amount of heat dissipation resources required by the cooling fan. The compressor speed directly determines the refrigerant circulation flow rate and the condenser's heat load. The higher the speed, the greater the refrigerant flow rate, and the more heat is released from the external condenser to air A. To ensure effective heat dissipation by the condenser and maintain stable operation of the refrigeration system, the cooling fan needs to provide sufficient airflow to remove this heat. This relationship can also be determined through experimental calibration: under conditions where the compressor operates alone and the power system is under no or low load, different compressor speeds are set, and the temperature rise of air A relative to the external ambient temperature and the required fan exhaust volume are measured. This quantifies the compressor speed as the amount of secondary heat dissipation resources required by the cooling fan. After calibration, when the system calculates the initial requested compressor speed based on the cooling demand, the corresponding amount of secondary heat dissipation resources can be quickly obtained by looking up a table.

[0082] Step S303: If the sum of the first heat dissipation resource occupancy and the second heat dissipation resource occupancy exceeds the current heat dissipation limit of the cooling fan, then reduce the initial requested speed.

[0083] In this embodiment of the invention, the current temperature of the power system components is converted into a first heat dissipation resource requirement for the cooling fan. Simultaneously, based on the mapping relationship between compressor speed and fan heat dissipation resource requirement, the initial requested speed is converted into a second heat dissipation resource requirement for condenser heat dissipation. By adding the two together and comparing them with the current heat dissipation limit of the cooling fan, it is determined whether the current heat dissipation resource requirement exceeds the actual heat dissipation capacity of the fan. When it is determined that the resource requirement exceeds the limit, it indicates that there is heat dissipation resource competition between the refrigeration system and the power system. At this time, the heat dissipation resource requirement on the condenser side can be reduced by lowering the initial requested speed, thereby controlling the total heat dissipation requirement within the fan's capacity range. This ensures that the basic heat dissipation requirements of the power system components can be prioritized and avoids overheating of the power components due to resource overload.

[0084] In the above embodiments, by mapping the current temperature of the powertrain components to a first heat dissipation resource occupancy and mapping the initial requested compressor speed to a second heat dissipation resource occupancy, the shared heat dissipation of the cooling fan by the cooling demand and the powertrain's heat dissipation demand can be quantified as a resource occupancy. Based on this, by comparing the sum of the two with the current upper limit of the fan's heat dissipation capacity, it is possible to accurately determine whether there is a risk of competition for heat dissipation resources. When it is determined that the resource limit is exceeded, the compressor speed is actively reduced. This establishes a dynamic resource allocation mechanism constrained by the cooling fan's capacity, ensuring that the heat dissipation demand of the powertrain is prioritized under the premise of limited fan heat dissipation capacity. This achieves reasonable scheduling of heat dissipation resources at the quantitative level, avoiding overheating of powertrain components due to resource overload and preventing excessive restriction of compressor speed from affecting the cooling effect. Ultimately, this improves the resource utilization efficiency and control accuracy of the vehicle's thermal management system.

[0085] In one embodiment, prior to reducing the initial requested rotational speed, the following may also be included:

[0086] When the power system is working and dissipating heat and the compressor is not running, obtain the first temperature of the air flowing through the external condenser and before entering the power system radiator, and obtain the second temperature of the air flowing through the power system radiator; update the first heat dissipation resource occupancy based on the first temperature and the second temperature.

[0087] The first temperature can refer to Figure 2 The temperature of air A in the middle, the second temperature can refer to Figure 2 The temperature of air B in the middle.

[0088] In this embodiment of the invention, a real-time calibration mechanism can be introduced under pristine operating conditions before the compressor starts. When the power system is working independently to dissipate heat and the compressor is not yet running, the air A flowing through the condenser is only affected by the ambient temperature, and the temperature rise of air B is entirely determined by the heat carried away by the power system radiator. At this time, the temperatures of air A and air B are obtained, and the actual real-time heat dissipation of the power system radiator can be calculated by combining the current airflow. This real-time heat dissipation is compared with the predicted heat dissipation corresponding to the first heat dissipation resource occupancy obtained by looking up the table based on the current power system component temperatures. If there is a deviation between the two, it indicates that the original correspondence between component temperatures and heat dissipation resources is no longer accurate. The calculation benchmark of the first heat dissipation resource occupancy can be corrected based on the actual measurement results, so that the value obtained by looking up the table later is closer to the actual physical state.

[0089] In the above embodiments, performing actual measurement and calibration before compressor startup can reduce mapping errors caused by component aging or operating condition deviations, making the first heat dissipation resource occupancy closer to the actual demand, and improving the accuracy of subsequent resource competition judgment and speed correction.

[0090] In one embodiment, prior to reducing the initial requested rotational speed, the following may also be included:

[0091] Obtain the vehicle's driving status information; adjust the first heat dissipation resource usage based on the driving status information, and use the adjusted first heat dissipation resource usage to adjust the compressor speed.

[0092] The driving status information includes at least one of vehicle speed, power output torque, and driving mode. Using the corrected first heat dissipation resource occupancy to adjust the compressor speed can include using a second heat dissipation resource occupancy and the corrected first heat dissipation resource occupancy to determine whether their sum exceeds the current heat dissipation limit of the cooling fan, or it can include using the second heat dissipation resource occupancy and the corrected first heat dissipation resource occupancy to calculate the adjustment amount of the compressor speed.

[0093] In this embodiment of the invention, before determining whether to reduce the compressor speed, information reflecting the vehicle's current operating conditions, such as vehicle speed, power output torque, or driving mode, can be acquired. Based on this information, the required initial heat dissipation resource usage for the powertrain components can be dynamically adjusted. For example, vehicle speed affects the airflow through the cooling module, thus altering the actual required cooling fan resources; power output torque is directly related to the real-time heat generation of the drive motor or engine; and the driving mode reflects the vehicle's prioritization of power performance and energy economy. By incorporating this driving status information to adjust the initial heat dissipation resource usage, the system's determined powertrain heat dissipation requirements can better align with the current physical conditions, avoiding misjudgments of resource requirements due to static estimation.

[0094] In the above embodiments, by introducing driving status information to correct the first heat dissipation resource occupancy, the accuracy and adaptability of heat dissipation resource demand assessment can be improved. The corrected first heat dissipation resource occupancy can truly reflect the actual heat dissipation demand of the power system under the current vehicle speed, load and driving mode, avoiding excessive reservation of fan resources in high-speed on-wind heat dissipation scenarios, or underestimation of heat dissipation demand in high torque output scenarios, thereby more accurately determining whether the compressor speed needs to be corrected.

[0095] In one embodiment, reducing the initial requested rotation speed may include:

[0096] Calculate the excess amount when the sum of the first heat dissipation resource usage and the second heat dissipation resource usage exceeds the current heat dissipation limit; map the excess amount back to the corresponding speed reduction amount according to the mapping relationship; subtract the speed reduction amount from the initial requested speed to obtain the corrected speed.

[0097] In this embodiment of the invention, when it is determined that the sum of the first heat dissipation resource occupancy and the second heat dissipation resource occupancy exceeds the current heat dissipation limit of the cooling fan, the system can calculate the specific amount by which the sum exceeds the heat dissipation limit, i.e., the excess amount of resource demand. Subsequently, using the established mapping relationship between compressor speed and cooling fan heat dissipation resource occupancy, this excess amount is mapped inversely to a corresponding speed reduction. Finally, the initial requested speed is subtracted from this speed reduction to obtain a corrected speed that can control the total heat dissipation demand within the fan's heat dissipation capacity range, which serves as the final control target.

[0098] In the above embodiments, the reverse calculation based on the mapping relationship can ensure a one-to-one correspondence between the speed reduction and the excess resource, avoiding the risk of overheating in the power system due to insufficient reduction, and also preventing unnecessary loss of cooling effect due to excessive reduction. This quantitative correction mechanism can control the compressor speed near the critical point that meets the fan cooling capacity constraint, enhancing cooling capacity while ensuring the cooling safety of the power system, and improving the control accuracy and resource utilization efficiency of the vehicle thermal management system.

[0099] In one embodiment, after controlling the compressor to run at the modified speed for a preset time period, the method further includes:

[0100] The system obtains the third temperature of the air flowing through the external condenser and before entering the power system radiator at the current moment, and the fourth temperature of the air flowing through the power system radiator; it corrects the first heat dissipation resource occupancy based on the difference between the third and fourth temperatures; it corrects the second heat dissipation resource occupancy based on the third temperature and the compressor speed at the current moment; and it adjusts the compressor speed based on the corrected first and second heat dissipation resource occupancy.

[0101] In this embodiment of the invention, a dual correction based on measured data can be performed after the compressor is actually running. At this time, the compressor and power system operate simultaneously. The temperature rise of air A (third temperature) flowing through the condenser is affected by both the compressor speed and the ambient temperature, while the temperature rise of air B (fourth temperature) flowing through the radiator is superimposed on the heat dissipated by the power system. Based on the temperature difference between air B and air A, combined with the current airflow, the actual heat dissipation of the power system radiator under the current operating conditions can be calculated. This actual heat dissipation is compared with the predicted heat dissipation corresponding to the first heat dissipation resource occupancy obtained from a table based on the current component temperature. The first heat dissipation resource occupancy can be corrected based on the comparison result. Furthermore, based on the difference between the measured temperature of air A and the ambient temperature, the actual heat dissipation of the condenser at the current compressor speed can be deduced. This actual heat dissipation is compared with the predicted heat dissipation corresponding to the second heat dissipation resource occupancy obtained from a table based on the current compressor speed. The second heat dissipation resource occupancy can be corrected based on the comparison result. Based on the corrected first and second heat dissipation resource occupancy, it can be re-evaluated whether the fan cooling limit has been exceeded, and the compressor speed can be dynamically adjusted.

[0102] In the above embodiments, by correcting the first and second heat dissipation resource occupancy amounts using measured data after the compressor has been running, prediction errors can be eliminated, making the heat dissipation resource occupancy amounts more consistent with actual working conditions, achieving dynamic and precise adjustment of the compressor speed, and ensuring that heat dissipation resources are always in the optimal allocation state.

[0103] In one embodiment, if the vehicle cooling demand includes battery cooling demand and air conditioning cooling demand, then determining the initial requested speed of the vehicle compressor based on the vehicle cooling demand includes:

[0104] Based on the vehicle battery temperature and the current and target temperatures of the battery coolant, the priority of the battery cooling demand and the corresponding first requested speed are determined; based on the current and target temperatures of the air conditioning evaporator, the priority of the air conditioning cooling demand and the corresponding second requested speed are determined; if the priority of the battery cooling demand is higher than that of the air conditioning cooling demand, the first requested speed is determined as the initial requested speed, otherwise the second requested speed is determined as the initial requested speed.

[0105] For example, battery thermal management requirements can be divided into two states, where 1 represents cooling requirement and 0 represents no cooling requirement; passenger compartment thermal management requirements (i.e. vehicle air conditioning mode) can be divided into three states, where 1 represents cooling, 2 represents heating, and 0 represents no requirement.

[0106] After the vehicle is powered on, the TMS is awakened and works normally. At this time, the TMS will read the actual water temperature at the battery inlet and the actual temperature of the evaporator surface, and calculate the target water temperature at the battery inlet based on parameters such as the highest battery temperature, and calculate the target temperature of the evaporator surface based on parameters such as the ambient temperature and the air conditioning temperature set in the passenger compartment.

[0107] Once the TMS identifies a battery thermal management requirement or a passenger compartment thermal management requirement as state 1, the TMS can calculate the requested compressor speed for passenger compartment cooling based on the actual battery inlet temperature and the target battery inlet temperature, as well as the actual evaporator surface temperature and the target evaporator temperature.

[0108] Then, the TMS can determine the cooling priority of the battery and the passenger compartment based on the battery cooling level and arbitrate the compressor request speed. For example, (1) the TMS identifies that the highest battery temperature is greater than threshold A; (2) the difference between the actual water temperature at the battery inlet and the target water temperature at the battery inlet is greater than threshold B; (3) the difference between the actual temperature and the target temperature on the evaporator surface is less than threshold C. If all three conditions (1), (2), and (3) are met, the request speed for battery cooling can be used as the initial request speed; otherwise, the request speed for passenger compartment cooling can be used as the initial request speed.

[0109] In the above embodiments, by setting cooling priorities for the battery and the passenger compartment, when the battery faces the risk of overheating, the system can prioritize responding to the battery's cooling needs, using the higher rotational speed calculated by the battery as the initial requested speed to ensure battery safety. When the battery's thermal state is relatively stable, the system prioritizes passenger compartment comfort, using the rotational speed calculated by the air conditioning system as the initial requested speed. This mechanism avoids confusion in control objectives when multiple cooling demands are input in parallel, while simultaneously considering both battery safety and passenger compartment air conditioning comfort.

[0110] In one embodiment, it also includes:

[0111] If the target conditions are met, the compressor is disabled.

[0112] The target conditions include at least one of the following: the compressor outlet pressure is greater than the first threshold; the compressor inlet pressure is less than the second threshold; the vehicle ambient temperature is less than the third threshold; the air conditioning evaporator temperature is less than the fourth threshold; or the air conditioning evaporator shut-off valve or battery cooling shut-off valve is faulty.

[0113] In this embodiment of the invention, compressor operation prohibition conditions can be introduced as an independent protection mechanism in addition to speed control. The system monitors the compressor's operating status parameters and the status of key components in real time. When a preset target condition is detected, the compressor is directly prohibited from operating without executing the aforementioned speed calculation and correction process. These target conditions can cover various abnormal scenarios that require the compressor to stop immediately, such as: ambient temperature below threshold D, evaporator temperature below threshold E, compressor outlet pressure above threshold F, compressor inlet pressure below threshold G, evaporator shut-off valve failure, or battery cooling shut-off valve failure. If any of these conditions are met, the compressor can be prohibited from operating, and the system will not send a speed request to the compressor.

[0114] In some possible implementations, the maximum and minimum operating speeds of the compressor can be set independently based on the compressor's hardware characteristics, thereby constraining the compressor's speed so that the final control of the compressor's speed does not exceed the maximum speed or fall below the minimum speed.

[0115] In the above embodiments, when abnormal pressure, excessively low temperature, or failure of key components are detected that exceed the normal control range, directly prohibiting the compressor from working can avoid equipment damage caused by forced operation under abnormal conditions. In extreme or faulty conditions, it can cut off operation in time to protect system safety.

[0116] The following description, in conjunction with the accompanying drawings, illustrates some possible specific application examples of the vehicle compressor control method according to embodiments of the present invention.

[0117] Figure 4 A schematic diagram of a rotational speed calculation process based on crew cabin cooling is provided for an exemplary embodiment of the present invention. Figure 5 This is a schematic diagram of a closed-loop control process for passenger compartment cooling, provided as an exemplary embodiment of the present invention. Figure 4 and Figure 5 As shown, the speed determination process includes:

[0118] Step S401: After the TMS is woken up, it calculates the thermal management requirements of the passenger compartment based on the ambient temperature and other factors, and divides them into 3 states: state 1 is Cooling, state 2 is Heating, and state 3 is No Request.

[0119] Step S402: The TMS calculates the passenger compartment thermal management status as 1 based on the ambient temperature and the vehicle interior temperature, and calculates the evaporator target temperature and the evaporator actual temperature.

[0120] Step S403: The compressor's requested speed is calculated using feedforward and PI (proportional-integral) control based on the evaporator's target temperature and actual temperature.

[0121] In step S404, the compressor speed request is adjusted according to the heat dissipation requirements of power system components such as the engine and drive motor. The higher the temperature of the relevant components, the lower the adjusted compressor speed.

[0122] For this step, the speed correction can include the following situations: (1) TMS corrects the speed by looking up table map1 based on the throttle valve temperature; (2) TMS corrects the speed by looking up table map2 based on the engine coolant temperature; (3) TMS corrects the speed by looking up table map3 based on the drive motor outlet coolant temperature; (4) TMS corrects the speed by looking up table map4 based on the drive motor IGBT temperature; (5) TMS corrects the speed by looking up table map5 based on the generator IGBT temperature; (6) TMS corrects the speed by looking up table map6 based on the blower air volume; TMS takes the smaller of the speed values ​​from (1) to (6) and the requested speed in S403 as the corrected compressor speed.

[0123] Step S405: Protect the compressor based on the characteristics of the relevant components of the thermal management system.

[0124] Step S406: Based on the compressor hardware characteristics, the final requested speed limit must not exceed the compressor's maximum speed or be lower than the minimum speed.

[0125] Step S407: Send the requested final speed to the compressor controller.

[0126] like Figure 5 As shown, TMS can collect the actual temperature of the vehicle's air conditioning evaporator and determine the target temperature of the evaporator based on the cooling needs of the passenger compartment, and then calculate the difference between the two temperatures. Figure 5 The system inputs a PI parameter library (Erro) which can also include parameters such as vehicle ambient temperature and blower airflow from the TMS. Furthermore, after determining the engine speed based on the PI parameter library and feedforward values, the TMS can also determine the powertrain's cooling requirements based on the current temperatures of components in the powertrain, such as engine coolant temperature and IGBT temperature, thereby limiting the compressor speed determined by the PI. Optionally, the system can also set conditions to prevent the compressor from operating based on parameters such as evaporator temperature to protect the compressor, and can also set maximum and minimum speeds based on the compressor's hardware configuration.

[0127] If the battery requires cooling, the passenger cabin cooling requirement can be replaced with the battery cooling requirement by referring to the above process, which will not be repeated here.

[0128] Figure 6 This is a schematic diagram of a vehicle compressor control device provided as an exemplary embodiment of the present invention. Figure 6 As shown, the vehicle compressor control device 600 may include:

[0129] The acquisition module 601 is used to acquire information on vehicle cooling requirements and vehicle power system heat dissipation requirements.

[0130] The initial request module 602 is used to determine the initial request speed of the vehicle's compressor based on the vehicle's cooling requirements;

[0131] The correction module 603 is used to correct the initial requested speed according to the heat dissipation demand information, and control the compressor according to the corrected speed.

[0132] In some possible implementations, the correction module 603 can also be used to: determine the first amount of heat dissipation resources required by the cooling fan to ensure the heat dissipation of the component based on the current temperature; determine the second amount of heat dissipation resources required by the cooling fan to ensure the heat dissipation of the compressor condenser based on the mapping relationship between the compressor speed and the heat dissipation resources required by the cooling fan, and reduce the initial requested speed if the sum of the first amount of heat dissipation resources and the second amount of heat dissipation resources exceeds the current heat dissipation limit of the cooling fan.

[0133] In some possible implementations, the correction module 603 can also be used to: obtain the first temperature of the air flowing through the external condenser and before entering the power system radiator, and obtain the second temperature of the air flowing through the power system radiator, while the power system is working to dissipate heat and the compressor is not running; and update the first heat dissipation resource occupancy based on the first temperature and the second temperature.

[0134] In some possible implementations, the correction module 603 can also be used to: obtain vehicle driving status information, including at least one of vehicle speed, power output torque and driving mode; correct the first heat dissipation resource occupancy based on the driving status information, and use the corrected first heat dissipation resource occupancy to correct the compressor speed.

[0135] In some possible implementations, the correction module 603 can also be used to: calculate the excess amount of the sum of the first heat dissipation resource occupancy and the second heat dissipation resource occupancy exceeding the current heat dissipation limit; map the excess amount in reverse to the corresponding speed reduction amount according to the mapping relationship; and subtract the speed reduction amount from the initial requested speed to obtain the corrected speed.

[0136] In some possible implementations, the correction module 603 can also be used to: obtain the third temperature of the air flowing through the external condenser and before entering the power system radiator at the current moment, and obtain the fourth temperature of the air flowing through the power system radiator; correct the first heat dissipation resource occupancy based on the difference between the third temperature and the fourth temperature; correct the second heat dissipation resource occupancy based on the third temperature and the compressor speed at the current moment; and adjust the compressor speed based on the corrected first and second heat dissipation resource occupancy.

[0137] In some possible implementations, the initial request module 602 can also be used to: determine the priority of the battery cooling demand and the corresponding first request speed based on the temperature of the vehicle battery and the current and target temperatures of the battery coolant; determine the priority of the air conditioning cooling demand and the corresponding second request speed based on the current and target temperatures of the air conditioning evaporator; if the priority of the battery cooling demand is higher than the priority of the air conditioning cooling demand, then the first request speed is determined as the initial request speed, otherwise the second request speed is determined as the initial request speed.

[0138] In some possible implementations, the correction module 603 may also be used to: disable the compressor if a target condition is detected; wherein the target condition includes at least one of the following: the compressor outlet pressure is greater than a first threshold; the compressor inlet pressure is less than a second threshold; the vehicle ambient temperature is less than a third threshold; the air conditioning evaporator temperature is less than a fourth threshold; or the air conditioning evaporator shut-off valve or battery cooling shut-off valve malfunctions.

[0139] The vehicle compressor control device provided in this embodiment is used to execute the technical solution in any of the aforementioned method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0140] It should be understood that the above-described device embodiments are merely illustrative, and the device of the present invention can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units, modules, or components may be combined, or integrated into another system, or some features may be ignored or not executed.

[0141] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of the present invention can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0142] Figure 7 This is a schematic diagram of the structure of an electronic device provided as an exemplary embodiment of the present invention. For example... Figure 7 As shown, the electronic device 70 includes:

[0143] Processor 71, memory 72, and communication interface 73;

[0144] The memory 72 is used to store the executable instructions of the processor 71; the executable instructions can be instructions that the computer can execute.

[0145] The processor 71 is configured to execute the technical solutions in any of the foregoing method embodiments by executing executable instructions.

[0146] Optionally, the memory 72 can be either standalone or integrated with the processor 71.

[0147] Optionally, when the memory 72 is a device independent of the processor 71, the electronic device 70 may further include:

[0148] Bus 74, memory 72 and communication interface 73 are connected to processor 71 through bus 74 and complete communication with each other. Communication interface 73 is used to communicate with other devices.

[0149] Optionally, the communication interface 73 can be implemented using a transceiver. The communication interface is used to enable communication between the database access device and other devices (e.g., clients, read-write databases, and read-only databases). The memory may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk drive.

[0150] Bus 74 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one line is used in the diagram, but this does not imply that there is only one bus or one type of bus.

[0151] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0152] The electronic device is used to execute the technical solutions in any of the foregoing method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0153] This invention also provides a readable storage medium, which can be a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the technical solution provided in any of the foregoing method embodiments.

[0154] This invention also provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the technical solutions provided in any of the foregoing method embodiments.

[0155] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0156] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0157] Other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of the invention are indicated by the following claims.

[0158] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A vehicle compressor control method, characterized in that, include: Obtain information on vehicle cooling requirements and the heat dissipation requirements of the vehicle's powertrain. The initial requested speed of the vehicle's compressor is determined based on the vehicle's cooling requirements. The initial requested speed is corrected based on the heat dissipation demand information, and the compressor is controlled according to the corrected speed.

2. The method according to claim 1, characterized in that, The heat dissipation requirement information includes the current temperature of components in the power system. The step of correcting the initial requested rotational speed based on the heat dissipation requirement information includes: The amount of cooling resources required by the cooling fan to ensure the heat dissipation of the component is determined based on the current temperature. Based on the mapping relationship between the compressor speed and the heat dissipation resource occupation of the cooling fan, the second heat dissipation resource occupation amount that the cooling fan needs to provide to ensure the heat dissipation of the compressor condenser is determined according to the initial requested speed. If the sum of the first heat dissipation resource usage and the second heat dissipation resource usage exceeds the current heat dissipation limit of the cooling fan, then the initial requested speed is reduced.

3. The method according to claim 2, characterized in that, Before reducing the initial requested rotational speed, the method also includes: In the state where the power system is working and dissipating heat and the compressor is not running, the first temperature of the air flowing through the external condenser and before entering the power system radiator is obtained, and the second temperature of the air flowing through the power system radiator is obtained. Update the first heat dissipation resource usage based on the first temperature and the second temperature.

4. The method according to claim 2 or 3, characterized in that, Before reducing the initial requested rotational speed, the method also includes: Obtain vehicle driving status information, which includes at least one of vehicle speed, power output torque, and driving mode; The first heat dissipation resource occupancy is corrected based on the driving status information, and the corrected first heat dissipation resource occupancy is used to correct the compressor speed.

5. The method according to claim 2 or 3, characterized in that, The reduction of the initial requested rotational speed includes: Calculate the excess amount of the sum of the first heat dissipation resource usage and the second heat dissipation resource usage exceeding the current heat dissipation limit; Based on the mapping relationship, the excess amount is reverse-mapped into the corresponding speed reduction amount; The corrected speed is obtained by subtracting the speed reduction amount from the initial requested speed.

6. The method according to claim 2 or 3, characterized in that, After controlling the compressor to operate for a preset time period according to the corrected speed, the process also includes: The third temperature of the air flowing through the external condenser and before entering the power system radiator is obtained at the current moment, and the fourth temperature of the air flowing through the power system radiator is obtained. The first heat dissipation resource occupancy is adjusted based on the difference between the third temperature and the fourth temperature. The second heat dissipation resource usage is adjusted based on the third temperature and the compressor speed at the current moment; The compressor speed is adjusted based on the corrected first and second heat dissipation resource usage.

7. The method according to any one of claims 1 to 3, characterized in that, If the vehicle cooling demand includes battery cooling demand and air conditioning cooling demand, then determining the initial requested speed of the vehicle compressor based on the vehicle cooling demand includes: Based on the temperature of the vehicle battery and the current and target temperatures of the battery coolant, the priority of the battery cooling demand and the corresponding first requested rotational speed are determined. Based on the current temperature and target temperature of the air conditioner evaporator, determine the priority of the air conditioning cooling demand and the corresponding second requested speed. If the priority of the battery cooling demand is higher than the priority of the air conditioning cooling demand, then the first requested speed is determined as the initial requested speed; otherwise, the second requested speed is determined as the initial requested speed.

8. The method according to any one of claims 1 to 3, characterized in that, Also includes: If the target condition is detected to be met, the compressor is then disabled. The target conditions include at least one of the following: the compressor outlet pressure is greater than a first threshold; the compressor inlet pressure is less than a second threshold; the vehicle ambient temperature is less than a third threshold; the air conditioning evaporator temperature is less than a fourth threshold; or the air conditioning evaporator shut-off valve or battery cooling shut-off valve is faulty.

9. A vehicle compressor control device, characterized in that, include: The acquisition module is used to acquire information on the vehicle's cooling requirements and the heat dissipation requirements of the vehicle's power system. The initial request module is used to determine the initial requested speed of the vehicle's compressor based on the vehicle's cooling requirements. The correction module is used to correct the initial requested speed according to the heat dissipation demand information, and control the compressor according to the corrected speed.

10. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 8.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 8.

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