Control method and device of vehicle thermal management system, vehicle and storage medium

Abstract

The invention discloses a control method and device of a vehicle thermal management system, a vehicle and a storage medium, and the control method of the vehicle thermal management system comprises the steps that vehicle operation parameters are obtained, and the vehicle operation parameters comprise an environment temperature value, a passenger compartment temperature value and a battery temperature value; determining a thermal management mode of the vehicle based on the vehicle operating parameters; determining a rotating speed value of a compressor and an opening value of an electronic expansion valve based on the thermal management mode; performing closed-loop adjustment processing on the rotating speed value to obtain a target rotating speed value, and performing closed-loop adjustment processing on the opening value to obtain a target opening value; and controlling a thermal management system of the vehicle to operate based on the target rotating speed value and the target opening value. The technical problem that mode switching of the thermal management system cannot be responded in time due to the fact that cooperative adjustment is not achieved in the process that the compressor and the electronic expansion valve control the operation of the vehicle thermal management system in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of automation control technology, and more specifically, to a control method, device, vehicle, and storage medium for a vehicle thermal management system. Background Technology

[0002] With the increasing popularity of pure electric vehicles, heat pump air conditioning systems have become a core subsystem for achieving passenger cabin comfort, power battery thermal safety, and overall vehicle energy efficiency optimization. In this system, the compressor is responsible for establishing the refrigerant circulation pressure difference, while the electronic expansion valve regulates the superheat to match the heat exchange requirements of the evaporator. The coordinated operation of the two directly affects the system's response speed, energy efficiency, and operational stability.

[0003] In real-world applications, vehicles frequently switch between various thermal management modes, such as passenger compartment cooling, battery cooling, dual-loop coordination, and heat pump heating. Especially under dynamic conditions like fast charging, energy recovery, and low-temperature starts, sudden changes in heat load are frequent, requiring the system to have rapid and stable mode switching capabilities to avoid excessive temperature fluctuations, reduced energy efficiency, or component overload. However, in current mainstream control strategies, the compressor and electronic expansion valve typically employ independent closed-loop feedback control. The compressor adjusts its speed based on evaporation temperature or heat load demand, while the electronic expansion valve uses PID control based on superheat deviation. Both have inherent time delays and response phase differences. At the moment of mode switching, due to the lack of a synchronous adjustment mechanism, the compressor speed adjustment lags behind changes in heat load, and the expansion valve opening response fails to dynamically match the system pressure, leading to drastic fluctuations in evaporation pressure, superheat overshoot, abnormal exhaust temperature, and even system oscillations or control instability.

[0004] Existing technologies mostly rely on fixed thresholds to divide operating conditions or single-channel feedforward compensation, which cannot cope with dynamic coupling and resource competition under complex operating conditions. This results in slow response and poor stability of the system when switching modes, making it difficult to meet the real-time and reliability requirements of high-dynamic thermal management scenarios. Summary of the Invention

[0005] This invention provides a control method, device, vehicle, and storage medium for a vehicle thermal management system, which at least solves the technical problem that the compressor and electronic expansion valve in the prior art do not coordinate their adjustment during the operation of the vehicle thermal management system, resulting in the inability to respond to mode switching of the thermal management system in a timely manner.

[0006] According to one embodiment of the present invention, a control method for a vehicle thermal management system is provided, comprising: acquiring vehicle operating parameters, wherein the vehicle operating parameters include ambient temperature, passenger compartment temperature, and battery temperature; determining a vehicle thermal management mode based on the vehicle operating parameters; determining a compressor speed and an electronic expansion valve opening value based on the thermal management mode; performing closed-loop adjustment processing on the speed value to obtain a target speed value, and performing closed-loop adjustment processing on the opening value to obtain a target opening value; and controlling the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0007] Optionally, the control method of the vehicle thermal management system further includes: determining a first passenger compartment temperature threshold and a first battery temperature threshold based on an ambient temperature value; determining a thermal management mode as a passenger compartment cooling mode in response to a passenger compartment temperature value being greater than the first passenger compartment temperature threshold; determining a thermal management mode as a battery cooling mode in response to a battery temperature value being greater than the first battery temperature threshold; and determining a thermal management mode as a dual cooling mode in response to both a passenger compartment temperature value being greater than the first passenger compartment temperature threshold and a battery temperature value being greater than the first battery temperature threshold.

[0008] Optionally, the control method of the vehicle thermal management system further includes: determining a second passenger compartment temperature threshold and a second battery temperature threshold based on the ambient temperature value, wherein the second passenger compartment temperature threshold is less than the first passenger compartment temperature threshold and the second battery temperature threshold is less than the first battery temperature threshold; and determining the thermal management mode as a heat pump heating mode in response to the passenger compartment temperature value being less than the second passenger compartment temperature threshold or the battery temperature value being less than the second battery temperature threshold.

[0009] Optionally, the control method of the vehicle thermal management system further includes: in response to the thermal management mode being the passenger compartment cooling mode, acquiring the target cooling temperature value of the passenger compartment and the current evaporator temperature value of the compressor; determining the evaporator temperature value of the passenger compartment based on the target cooling temperature value; calculating a first temperature difference between the evaporator temperature value of the passenger compartment and the current evaporator temperature value of the compressor; and determining the rotational speed based on the first temperature difference.

[0010] Optionally, the control method of the vehicle thermal management system further includes: in response to the thermal management mode being the passenger compartment cooling mode, acquiring the target superheat value of the passenger compartment electronic expansion valve, the evaporator outlet temperature value of the passenger compartment electronic expansion valve, and the evaporator outlet pressure of the passenger compartment electronic expansion valve; determining the refrigerant saturation temperature value based on the evaporator outlet pressure; determining the current superheat value of the passenger compartment electronic expansion valve based on the evaporator outlet temperature value and the refrigerant saturation temperature value; calculating a second temperature difference value between the target superheat value and the current superheat value; and determining the opening value based on the second temperature difference value.

[0011] Optionally, the control method of the vehicle thermal management system further includes: in response to the thermal management mode being a dual cooling mode, determining whether the vehicle thermal management system has a dynamic correction condition; in response to the existence of a dynamic correction condition in the vehicle thermal management system, determining a target correction component based on the dynamic correction condition; obtaining the correction temperature value and correction superheat value of the target correction component; determining the speed value based on the correction temperature value, and determining the opening value based on the correction superheat value.

[0012] Optionally, the control method for the vehicle thermal management system further includes: continuously monitoring the compressor's exhaust pressure and exhaust temperature in response to controlling the operation of the vehicle's thermal management system; reducing the engine speed to a preset ratio in response to detecting that the exhaust pressure is greater than an exhaust pressure threshold or the exhaust temperature is greater than an exhaust temperature threshold; obtaining the compressor's current exhaust pressure and current exhaust temperature in response to the compressor running at the preset ratio speed for a preset time; and controlling the thermal management system to stop operating in response to detecting that the current exhaust pressure is greater than an exhaust pressure threshold or the current exhaust temperature is greater than an exhaust temperature threshold.

[0013] According to one embodiment of the present invention, a control device for a vehicle thermal management system is also provided, comprising: a first acquisition module for acquiring vehicle operating parameters, wherein the vehicle operating parameters include ambient temperature, passenger compartment temperature, and battery temperature; a first determination module for determining a vehicle thermal management mode based on the vehicle operating parameters; a second determination module for determining a compressor speed value and an electronic expansion valve opening value based on the thermal management mode; a processing module for performing closed-loop adjustment processing on the speed value to obtain a target speed value, and performing closed-loop adjustment processing on the opening value to obtain a target opening value; and a first control module for controlling the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0014] Optionally, the first determining module includes: a first determining unit, configured to determine a first passenger compartment temperature threshold and a first battery temperature threshold based on an ambient temperature value; a second determining unit, configured to determine the thermal management mode as a passenger compartment cooling mode in response to a passenger compartment temperature value being greater than the first passenger compartment temperature threshold; a third determining unit, configured to determine the thermal management mode as a battery cooling mode in response to a battery temperature value being greater than the first battery temperature threshold; and a fourth determining unit, configured to determine the thermal management mode as a dual cooling mode in response to both a passenger compartment temperature value being greater than the first passenger compartment temperature threshold and a battery temperature value being greater than the first battery temperature threshold.

[0015] Optionally, the first determining module further includes: a fifth determining unit, used to determine a second passenger compartment temperature threshold and a second battery temperature threshold based on an ambient temperature value, wherein the second passenger compartment temperature threshold is less than the first passenger compartment temperature threshold and the second battery temperature threshold is less than the first battery temperature threshold; and a sixth determining unit, used to determine the thermal management mode as a heat pump heating mode in response to the passenger compartment temperature value being less than the second passenger compartment temperature threshold or the battery temperature value being less than the second battery temperature threshold.

[0016] Optionally, the second determining module includes: a first acquiring unit, configured to acquire a target cooling temperature value of the passenger compartment and a current evaporator temperature value of the compressor in response to the thermal management mode being a passenger compartment cooling mode; a seventh determining unit, configured to determine the evaporator temperature value of the passenger compartment based on the target cooling temperature value; a first calculating unit, configured to calculate a first temperature difference between the evaporator temperature value of the passenger compartment and the current evaporator temperature value of the compressor; and an eighth determining unit, configured to determine a rotational speed value based on the first temperature difference.

[0017] Optionally, the second determining module further includes: a second acquiring unit, configured to acquire, in response to the thermal management mode being the passenger compartment cooling mode, the target superheat value of the passenger compartment electronic expansion valve, the evaporator outlet temperature value of the passenger compartment electronic expansion valve, and the evaporator outlet pressure of the passenger compartment electronic expansion valve; a ninth determining unit, configured to determine the refrigerant saturation temperature value based on the evaporator outlet pressure; a tenth determining unit, configured to determine the current superheat value of the passenger compartment electronic expansion valve based on the evaporator outlet temperature value and the refrigerant saturation temperature value; a second calculating unit, configured to calculate a second temperature difference value between the target superheat value and the current superheat value; and an eleventh determining unit, configured to determine the opening value based on the second temperature difference value.

[0018] Optionally, the second determining module further includes: a judging unit, used to judge whether there is a dynamic correction condition in the vehicle thermal management system in response to the thermal management mode being a dual cooling mode; a twelfth determining unit, used to determine the target correction component based on the dynamic correction condition in response to the vehicle thermal management system having a dynamic correction condition; a third acquiring unit, used to acquire the correction temperature value and correction superheat value of the target correction component; and a thirteenth determining unit, used to determine the speed value based on the correction temperature value and the opening value based on the correction superheat value.

[0019] Optionally, the control device of the vehicle thermal management system further includes: a monitoring module for continuously monitoring the compressor's exhaust pressure and exhaust temperature in response to controlling the operation of the vehicle's thermal management system; a reduction module for reducing the engine speed to a preset ratio in response to detecting that the exhaust pressure is greater than an exhaust pressure threshold or the exhaust temperature is greater than an exhaust temperature threshold; a second acquisition module for acquiring the compressor's current exhaust pressure and current exhaust temperature in response to the compressor running at the preset ratio speed for a preset time; and a second control module for controlling the thermal management system to stop operating in response to detecting that the current exhaust pressure is greater than an exhaust pressure threshold or the current exhaust temperature is greater than an exhaust temperature threshold.

[0020] According to one embodiment of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to execute the control method of the vehicle thermal management system described in any of the preceding claims.

[0021] According to one embodiment of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to execute the control method of the vehicle thermal management system described in any of the preceding claims.

[0022] According to one embodiment of the present invention, a non-volatile storage medium is also provided, wherein a computer program is stored in the non-volatile storage medium, wherein the computer program is configured to execute the control method of the vehicle thermal management system described above when running.

[0023] According to one embodiment of the present invention, a computer program product is also provided, which stores a computer program, wherein the computer program, when executed by a processor, implements the steps of the control method of the vehicle thermal management system described above.

[0024] In this embodiment of the invention, by acquiring vehicle operating parameters, including ambient temperature, passenger compartment temperature, and battery temperature, the vehicle's thermal management mode is determined based on these parameters. The compressor speed and electronic expansion valve opening are then determined based on the thermal management mode. A closed-loop adjustment is performed on the speed to obtain a target speed value, and the opening value is also adjusted in a closed loop to obtain a target opening value. This achieves the goal of controlling the vehicle's thermal management system based on the target speed and opening values. Furthermore, it solves the technical problem in the prior art where the compressor and electronic expansion valve do not coordinate their adjustment during the control of the vehicle's thermal management system, resulting in an inability to respond promptly to mode switching in the thermal management system. Attached Figure Description

[0025] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0026] Figure 1 This is a flowchart of a control method for a vehicle thermal management system according to one embodiment of the present invention;

[0027] Figure 2 This is a structural block diagram of a control device for a vehicle thermal management system according to one embodiment of the present invention. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] According to an embodiment of the present invention, an embodiment of a control method for a vehicle thermal management system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system containing at least a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This method embodiment can also be executed in an electronic device, similar control device, or vehicle-mounted terminal that includes a memory and a processor. Taking a vehicle-mounted terminal as an example, the vehicle-mounted terminal may include one or more processors and a memory for storing data. Optionally, the vehicle-mounted terminal may also include a communication device for communication functions and a display device. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the vehicle-mounted terminal. For example, the vehicle-mounted terminal may include more or fewer components than those described above, or have a different configuration than those described above.

[0032] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microprocessor, a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), or an artificial intelligence (AI) type processor. Different processing units may be independent components or integrated into one or more processors. In some instances, electronic devices may also include one or more processors.

[0033] The memory can be used to store computer programs, such as the computer program corresponding to the control method of the vehicle thermal management system in this embodiment of the invention. The processor implements the control method of the vehicle thermal management system by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to electronic devices via a grid. Examples of such grids include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0034] The communication device is used to receive or transmit data via a grid. Specific examples of the aforementioned grid may include a wireless grid provided by the mobile terminal's communication provider. In one example, the communication device includes a network interface controller (NIC), which can connect to other grid devices via a base station to communicate with the Internet. In another example, the communication device may be a radio frequency (RF) module used for wireless communication with the Internet. In some embodiments of this solution, the communication device is used to connect to mobile devices such as mobile phones and tablets, enabling the mobile device to send commands to the vehicle-mounted terminal.

[0035] The display device can be a touchscreen liquid crystal display (LCD) or a touch display (also referred to as a "touchscreen" or "touch display screen"). This LCD allows the user to interact with the user interface of the in-vehicle terminal. In some embodiments, the in-vehicle terminal has a graphical user interface (GUI), allowing the user to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. The human-machine interaction function may include a vehicle gear shifting function, and executable instructions for performing these functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0036] Figure 1 This is a flowchart of a control method for a vehicle thermal management system according to one embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0037] Step S101: Obtain vehicle operating parameters, including ambient temperature, passenger compartment temperature and battery temperature.

[0038] Optionally, the execution subject in this embodiment is a thermal management control system. It should be noted that other electronic devices and processors can also be used as execution subjects, and no further limitations are made here.

[0039] In the technical solution provided in step S101 of the present invention, during vehicle operation, the ambient temperature, passenger compartment temperature, and battery temperature are continuously sampled by independent sensors and synchronously transmitted to the thermal management controller via the CAN bus. The controller reads the real-time values ​​of the three at a fixed period (e.g., 100ms) to determine whether there is a need for battery cooling in a high-temperature environment (e.g., battery temperature > 35°C and ambient temperature > 30°C) or a need for passenger compartment cooling (e.g., passenger compartment temperature > 26°C and ambient temperature > 20°C).

[0040] The aforementioned ambient temperature value refers to the temperature of the air outside the vehicle, measured by an ambient temperature sensor located near the front grille or rearview mirror, reflecting the external thermal radiation and convection heat transfer conditions.

[0041] The above-mentioned passenger compartment temperature value refers to the air temperature in the passenger area of ​​the vehicle, which is collected by the passenger compartment temperature sensor located on the dashboard or roof, and characterizes the thermal comfort load level.

[0042] The aforementioned battery temperature values ​​refer to the temperature at the coolant inlet or the surface of key cells within the power battery pack. These values ​​are collected by embedded temperature probes or thermocouples and reflect the battery's thermal state and heat dissipation requirements.

[0043] As an alternative implementation, in a vehicle-stationary fast charging scenario, the passenger compartment temperature is used to assist in determining whether heat pump heating needs to be suppressed to avoid conflict with battery cooling. The ambient temperature is used to correct the thermal conduction boundary conditions of the battery thermal model, while the battery temperature directly serves as the core input for cooling priority determination. In this case, the three types of temperature data are sampled and filtered by a multi-channel ADC before entering the operating condition identification module, which can initially lock the "battery primary cooling" mode without relying on other sensors (such as vehicle speed or charging power).

[0044] It is worth noting that by simultaneously collecting ambient temperature, passenger compartment temperature, and battery temperature, a multi-dimensional characterization of the spatial distribution and intensity of vehicle heat load can be achieved. This provides a direct and timely temperature input basis for the accurate identification of thermal management modes, improving the immediacy and accuracy of mode determination.

[0045] Step S102: Determine the vehicle's thermal management mode based on the vehicle's operating parameters.

[0046] In the technical solution provided by step S102 of the present invention, the system can determine the operation required by the vehicle at this time by comparing the vehicle operating parameters obtained in step S101 with the corresponding threshold, thereby further determining the vehicle thermal management mode corresponding to the operation.

[0047] The aforementioned thermal management modes refer to the operating status types of the vehicle thermal management system based on the source and priority of heat load, including passenger compartment cooling (M1), battery cooling (M2), dual-loop coordination (M3), heat pump heating (M4), and non-heat pump mode (M5), etc. Each mode corresponds to a specific refrigerant flow direction, actuator target, and control logic.

[0048] The aforementioned heat pump heating mode refers to the mode in which the vehicle heats the passenger compartment using a heat pump, while the non-heat pump mode refers to the mode in which the vehicle heats the passenger compartment using other heating methods.

[0049] As an optional implementation, in high-temperature driving scenarios during summer, when the ambient temperature is above 30°C, the passenger compartment temperature is above 26°C, and the battery temperature is between 28°C and 32°C, the system, based on preset mode determination logic, prioritizes comparing the temperature deviation between the passenger compartment and the battery with a set threshold. When the passenger compartment temperature difference (target 22°C) is greater than 3°C and the battery temperature difference is less than 2°C, it is determined to be in M1 (passenger compartment cooling) mode; when the battery temperature difference exceeds 2°C and the passenger compartment temperature difference is less than 1.5°C, it is determined to be in M2 (battery cooling) mode; if both temperature differences exceed the set threshold, it enters M3 (dual evaporation synergy) mode, realizing parallel judgment of multiple conditions for the mode.

[0050] As an alternative implementation, in low-temperature environments (ambient temperature below 5°C) and when the vehicle is charging, if the passenger compartment temperature is below 18°C ​​and the battery temperature is below 10°C, the system determines the mode to be M4 (heat pump heating) based on heat pump availability conditions (such as compressor start-up) and the temperature gradient. If the battery temperature rises at a rate exceeding 0.6°C / s and the passenger compartment temperature remains stable, the mode determination logic automatically locks to M2 priority, suppressing heating output and completing dynamic mode arbitration.

[0051] It is worth noting that, based on the multi-parameter correlation judgment of ambient temperature, passenger compartment temperature and battery temperature, accurate and time-free classification of thermal management modes is achieved, which improves the system's ability to respond to and identify different thermal load scenarios and ensures that the control strategy is initially matched with the current thermal demand state.

[0052] Step S103: Determine the compressor speed and the opening value of the electronic expansion valve based on the thermal management mode.

[0053] In the technical solution provided by step S103 of the present invention, after determining the current thermal management mode of the vehicle, the system can look up a table based on the target temperature corresponding to the current thermal management mode to determine the compressor speed value and the opening value of the electronic expansion valve.

[0054] The compressor speed values ​​mentioned above refer to the theoretical rotational speed that the electric compressor should achieve under the current thermal management mode, and can be used to establish the mass flow rate and system pressure difference required for refrigerant circulation.

[0055] The above-mentioned electronic expansion valve opening value refers to the step position command of the electronic expansion valve (unit: step or percentage), which is used to adjust the flow cross-sectional area of ​​the refrigerant through the evaporator to match the target superheat or subcooling requirements.

[0056] As an optional implementation, when the thermal management mode is determined to be M2 (battery cooling), the system determines the compressor speed to be 5500 rpm and the electronic expansion valve opening value to be 65 steps (corresponding to EXV2 on the battery side) based on the deviation between the battery temperature value and the target value and the ambient temperature value, according to a table lookup. This value is the optimal flow matching point calibrated by steady-state experiment under this operating condition, and is directly output as the feedforward initial value without waiting for feedback closed-loop convergence.

[0057] As an alternative implementation, when the thermal management mode is M4 (heat pump heating), the system uses the difference between the passenger compartment temperature and the set value (e.g., target 22°C, current 16°C, temperature difference 6°C), combined with the ambient temperature (-5°C), to look up the table and determine the compressor speed as 4800 rpm and the electronic expansion valve opening value as 52 steps (corresponding to EXV1 on the cabin side). In this case, the system uses a dedicated heating calibration chart, and its opening value is corrected based on the frost risk boundary on the evaporator (external heat exchanger) surface to ensure stable heat exchange even at low temperatures.

[0058] It is worth noting that by directly querying the pre-calibration data based on the thermal management mode, the compressor speed value and the electronic expansion valve opening value are output simultaneously, realizing the rapid generation of actuator commands and the precise setting of the initial operating point, thus shortening the response time of the system from mode to stable operation.

[0059] Step S104: Perform closed-loop adjustment on the rotational speed value to obtain the target rotational speed value, and perform closed-loop adjustment on the opening value to obtain the target opening value.

[0060] In the technical solution provided by step S104 of the present invention, the rotational speed value obtained in step S103 is subjected to closed-loop feedback adjustment to determine the gain value of the rotational speed value, and then the obtained gain value is superimposed on the original rotational speed value to obtain the target rotational speed value.

[0061] Similarly, the opening value obtained in step S103 needs to be adjusted by closed-loop feedback to determine the gain value of the opening value. Then, the obtained gain value is superimposed on the original opening value to obtain the target opening value.

[0062] The aforementioned closed-loop regulation process refers to generating a compensation amount based on the deviation between the sensor's measured value and the set target value through a control algorithm (such as PI / PID), and then superimposing it onto the feedforward command to achieve dynamic correction of the output.

[0063] The target speed value mentioned above refers to the speed command that is finally output to the compressor drive unit after closed-loop regulation, which is the sum of the feedforward speed value and the feedback compensation amount.

[0064] The target opening value mentioned above refers to the opening command that is finally output to the electronic expansion valve drive unit after closed-loop regulation, which is the sum of the feedforward opening value and the feedback compensation amount.

[0065] As an optional implementation, in heat pump heating mode, the feedforward stage outputs a compressor speed of 5100 rpm and an electronic expansion valve opening of 55 steps. The system collects the evaporator outlet temperature and corresponding saturation pressure in real time to calculate the actual superheat. If the measured superheat is higher than the target value (e.g., set at 4℃, measured at 6℃), the PI controller outputs a negative compensation value to reduce the electronic expansion valve opening value. At the same time, if the system low pressure remains low, the controller applies a slight upward adjustment to the compressor speed value as compensation. Finally, the target output speed value is 5200 rpm and the target opening value is 53 steps, so that the superheat returns to the target range.

[0066] As an alternative implementation, in battery cooling mode, the compressor speed is set to 5800 rpm and the battery-side electronic expansion valve opening is set to 68 steps during the feedforward stage. The system monitors the superheat and low-pressure at the evaporator outlet on the battery side. When the actual superheat is lower than the target value (e.g., set at 3°C, measured at 1.5°C) due to fluctuations in refrigerant charge, the PI controller generates a positive compensation value, increasing the electronic expansion valve opening to 70 steps. If the system low pressure is simultaneously detected to be lower than the safety limit, a limiting speed reduction compensation is applied to the compressor speed, ultimately outputting a target speed of 5650 rpm and a target opening of 70 steps to maintain stable system operation.

[0067] It is worth noting that by implementing closed-loop regulation on the speed and opening values ​​respectively, dynamic correction of the feedforward command is achieved, thereby improving the control accuracy and stability of the system under model deviation, environmental disturbance and operating condition drift conditions.

[0068] Step S105: Control the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0069] In the technical solution provided by step S105 of the present invention, after determining the target speed value and target opening value corresponding to the vehicle, the vehicle can be controlled to operate the thermal management system based on the target speed value and target opening value to meet the requirements of the demand thermal management mode.

[0070] The aforementioned target speed value refers to the rotational speed command determined after feedforward and closed-loop regulation and ultimately sent to the compressor controller, which is used to regulate the refrigerant circulation mass flow rate and system pressure difference.

[0071] The aforementioned target opening value refers to the opening command determined after feedforward and closed-loop regulation and finally sent to the electronic expansion valve driver, which is used to precisely adjust the refrigerant throttling flow rate and the thermal state of the evaporator outlet.

[0072] As an optional implementation, in the occupant cabin cooling mode, the controller converts the target speed value of 5300 rpm into a PWM drive signal and inputs it into the compressor inverter. At the same time, it converts the target opening value of 62 steps into a step pulse sequence and outputs it to the cabin-side electronic expansion valve driver. The compressor adjusts its speed to 5300 rpm accordingly, and the electronic expansion valve opens synchronously to step 62. The refrigerant flows through the cabin evaporator at a preset flow rate, which can realize the physical execution of cooling output and temperature control.

[0073] As another optional implementation, in heat pump heating mode, the controller sends the target speed value of 4900 rpm and the target opening value of 54 steps to the compressor and the cabin-side electronic expansion valve execution unit, respectively. The four-way valve has been switched to the heating circuit. The compressor establishes a high-pressure side heat source according to the target speed value, and the electronic expansion valve controls the refrigerant flow of the external heat exchanger (evaporator) according to the target opening value, so that the system operates stably within the set subcooling and heating capacity range.

[0074] It is worth noting that by outputting precise control commands to the compressor and electronic expansion valve based on the target speed and target opening value, the thermal management system's actuators can be synchronously and quantitatively driven, thereby ensuring that the system can operate according to the predetermined thermodynamic state.

[0075] Steps S101 to S105 above show that, in this invention, by acquiring vehicle operating parameters, including ambient temperature, passenger compartment temperature, and battery temperature, the vehicle's thermal management mode is determined based on these parameters. The compressor speed and electronic expansion valve opening are then determined based on the thermal management mode. A closed-loop adjustment is performed on the speed to obtain a target speed, and the opening is also adjusted in a closed loop to obtain a target opening. This achieves the goal of controlling the vehicle's thermal management system based on the target speed and opening values. Furthermore, it solves the technical problem in the prior art where the compressor and electronic expansion valve do not coordinate their adjustment during the control of the vehicle's thermal management system, resulting in an inability to respond promptly to mode switching in the thermal management system.

[0076] The method described in this embodiment will now be described in further detail.

[0077] Step S121: Determine the first crew cabin temperature threshold and the first battery temperature threshold based on the ambient temperature value;

[0078] Step S122: In response to the fact that the temperature value of the passenger compartment is greater than the first passenger compartment temperature threshold, the thermal management mode is determined to be the passenger compartment cooling mode.

[0079] Step S123: In response to the battery temperature value being greater than the first battery temperature threshold, the thermal management mode is determined to be the battery cooling mode.

[0080] Step S124: In response to the fact that the passenger compartment temperature value is greater than the first passenger compartment temperature threshold and the battery temperature value is greater than the first battery temperature threshold, the thermal management mode is determined to be the dual cooling mode.

[0081] In this embodiment, the system collects ambient temperature values ​​in real time and dynamically adjusts the cooling trigger temperature references for the passenger compartment and battery based on a preset mapping relationship between ambient temperature and thresholds. For example, when the ambient temperature is 35°C, the passenger compartment temperature threshold is set to 28°C and the battery temperature threshold is set to 32°C; when the ambient temperature rises to 40°C, the passenger compartment threshold is increased to 29°C and the battery threshold is increased to 34°C to adapt to the nonlinear increase of heat load under high-temperature environments.

[0082] Furthermore, when the temperature value of the passenger compartment (e.g., 30°C) exceeds the threshold corresponding to the current ambient temperature (e.g., 28°C), and the battery temperature value does not exceed its threshold (e.g., 31°C), the system determines that the current main heat load comes from the passenger compartment and activates the passenger compartment cooling mode (M1), which can prioritize the start of the cabin-side cooling circuit.

[0083] When the battery temperature (e.g., 35°C) exceeds its corresponding threshold (e.g., 34°C), while the passenger cabin temperature does not exceed its threshold (e.g., 27°C), the system determines that the current main heat load comes from the battery system, activates the battery cooling mode (M2), and prioritizes the start of the battery cooling circuit.

[0084] When the temperature of the passenger compartment and the temperature of the battery both exceed their respective dynamic thresholds (e.g., passenger compartment 30℃ > 29℃, battery 35℃ > 34℃), the system determines that the heat load exists at the same time and both need to be dealt with, activates the dual cooling mode (M3), and starts dual-loop coordinated cooling.

[0085] The aforementioned first passenger compartment temperature threshold is the minimum value for triggering cooling based on the current ambient temperature. It is used to distinguish whether passenger compartment cooling needs to be activated. Its value increases as the ambient temperature rises, reflecting the adaptability to the thermal load environment.

[0086] The aforementioned first battery temperature threshold is the minimum limit for triggering cooling based on the current ambient temperature. It is used to determine whether the battery needs active cooling. The setting of this threshold needs to take into account the battery's chemical activity and safe temperature window.

[0087] The aforementioned dual-cooling mode refers to the operating state in which both the crew cabin and the battery, two independent thermal management systems, need to perform active cooling simultaneously. The system needs to coordinate the refrigerant distribution and actuator actions of the two cooling circuits.

[0088] As an optional implementation, in a high-temperature environment at midday in summer (ambient temperature 40°C), the passenger compartment temperature is 31°C and the battery temperature is 33°C. Based on an ambient temperature and threshold mapping table, the system dynamically sets the first passenger compartment temperature threshold to 29°C and the first battery temperature threshold to 34°C. At this time, the passenger compartment temperature exceeds the threshold (31°C > 29°C), but the battery temperature does not reach the threshold (33°C < 34°C). The system determines this to be the passenger compartment cooling mode (M1), activating only the compartment-side cooling circuit while maintaining low-power ventilation on the battery side.

[0089] As an alternative implementation, in high-load driving scenarios, the ambient temperature is 36°C, the passenger compartment temperature is 30°C, and the battery temperature rises to 36°C due to continuous fast charging. Based on the ambient temperature of 36°C, the system sets a passenger compartment threshold of 28.5°C and a battery threshold of 33.5°C. At this point, both the passenger compartment temperature (30°C > 28.5°C) and the battery temperature (36°C > 33.5°C) exceed the thresholds. The system then determines that it is in dual-cooling mode (M3) and simultaneously activates the cooling circuits on both the passenger compartment and battery sides to collaboratively meet the cooling requirements of both heat sources.

[0090] It is worth noting that the cooling trigger thresholds for the passenger compartment and battery are dynamically set based on the ambient temperature, and the mode is determined based on whether the temperature of the two exceeds the limit. This enables environmental adaptive classification of thermal management modes and improves the matching accuracy between mode recognition and actual thermal demand.

[0091] Step S125: Determine the second passenger cabin temperature threshold and the second battery temperature threshold based on the ambient temperature value, wherein the second passenger cabin temperature threshold is less than the first passenger cabin temperature threshold and the second battery temperature threshold is less than the first battery temperature threshold.

[0092] Step S126: In response to the occupant cabin temperature value being less than the second occupant cabin temperature threshold or the battery temperature value being less than the second battery temperature threshold, the thermal management mode is determined to be heat pump heating mode.

[0093] In this embodiment, the system calculates the lower limit temperature reference for triggering heat pump heating based on real-time collected ambient temperature values ​​and a preset low-temperature environment-target temperature mapping relationship. This threshold is set lower than the "first threshold" for triggering cooling, forming a temperature hysteresis range to prevent frequent switching of thermal management modes at critical points. For example, when the ambient temperature is 5°C, the second passenger cabin temperature threshold is set to 20°C, the second battery temperature threshold is set to 15°C, and the corresponding cooling trigger thresholds (first thresholds) are 28°C and 32°C, respectively.

[0094] Specifically, the second threshold is the heating trigger point, and the first threshold is the cooling trigger point, forming a temperature dead zone. When the cabin temperature is below the second threshold (e.g., 19°C), the system no longer waits for the temperature to drop further before starting heating, but responds in advance to prevent the cabin temperature from remaining too low; when the temperature is above the first threshold (e.g., 28°C), cooling is activated, forming a temperature isolation zone.

[0095] Similarly, the battery's heating trigger threshold (e.g., 15°C) is significantly lower than its cooling trigger threshold (e.g., 32°C), ensuring that in low-temperature environments, even if the battery temperature has not yet reached the overcooling risk level, the heat pump will start preheating as long as it is below the heating threshold to prevent the battery's low-temperature performance from degrading.

[0096] In other words, as long as either the passenger cabin temperature or the battery temperature is lower than its corresponding second threshold, the system determines that there is a heating demand and activates the heat pump heating mode (M4), without both needing to be met simultaneously, thus achieving multi-objective priority protection.

[0097] The aforementioned second passenger cabin temperature threshold can be used as the lower limit benchmark for passenger cabin temperature to trigger the heat pump heating mode. Its value is lower than the first passenger cabin temperature threshold triggered by cooling, forming a temperature hysteresis range to ensure that the heating start-up time is earlier than the complete deterioration of comfort.

[0098] The aforementioned second battery temperature threshold can be used as the lower limit reference for the battery temperature to trigger the heat pump heating mode. Its value is lower than the first battery temperature threshold triggered by cooling, ensuring that thermal management preheating is started before battery performance is damaged, thereby improving battery availability and charging efficiency in low-temperature environments.

[0099] The aforementioned heat pump heating mode refers to the operating state in which the thermal management system uses a four-way valve to switch the external heat exchanger as an evaporator and the cabin or battery heat exchanger as a condenser, using the ambient heat source to provide heat to the crew cabin or battery.

[0100] As an optional implementation, in a winter morning when the ambient temperature is -5°C, the passenger compartment temperature is 18°C ​​and the battery temperature is 16°C. Based on the ambient temperature of -5°C, the system sets a second passenger compartment temperature threshold of 20°C and a second battery temperature threshold of 15°C. At this time, if the passenger compartment temperature is lower than the threshold (18°C < 20°C) and the battery temperature is higher than the threshold (16°C > 15°C), the system determines that the condition of "passenger compartment temperature lower than the second threshold" is met, activates the heat pump heating mode (M4), starts passenger compartment heating and battery preheating, and the four-way valve switches to the heating circuit.

[0101] As an alternative implementation, in low-temperature, high-altitude areas, with an ambient temperature of 0°C and a cabin temperature of 21°C (below the heating threshold), the battery temperature drops to 13°C due to prolonged parking. The system sets a second battery temperature threshold of 15°C and a second cabin temperature threshold of 19°C. When the battery temperature is below its second threshold (13°C < 15°C), the system determines that the "battery temperature below the second threshold" condition is met, activates the heat pump heating mode (M4), prioritizes preheating the battery, maintains the cabin's natural temperature rise, and the system does not activate cabin heating to save energy.

[0102] It is worth noting that by setting a second temperature threshold below the cooling trigger threshold, and triggering the heat pump heating mode when either the passenger compartment or the battery temperature is below the second threshold, an early response to heating demand and a multi-target triggering mechanism can be achieved, thereby improving the initiative and timeliness of thermal management in low-temperature environments.

[0103] Step S131: In response to the thermal management mode being the occupant cabin cooling mode, obtain the target cooling temperature value of the occupant cabin and the current evaporator temperature value of the compressor.

[0104] Step S132: Determine the evaporator temperature value of the crew compartment based on the target cooling temperature value;

[0105] Step S133: Calculate the first temperature difference between the evaporator temperature value of the crew compartment and the current evaporator temperature value of the compressor;

[0106] Step S134: Determine the rotation speed value based on the first temperature difference.

[0107] In this embodiment, when the system identifies the thermal management mode as passenger compartment cooling (M1), the controller reads the target cabin temperature value set by the user (e.g., 22°C) from the in-vehicle air conditioning setting module, and obtains the actual temperature value of the current evaporator surface (e.g., 3°C) from the temperature sensor installed at the evaporator outlet of the cabin, as the basis input for subsequent calculations.

[0108] Based on the preset matching relationship between the target chamber temperature and the evaporator temperature (established by the calibration database), the ideal surface temperature that the evaporator should maintain at the target temperature is derived. For example, when the target chamber temperature is 22°C, the system determines the corresponding expected evaporator temperature to be 5°C based on the ambient temperature (e.g., 30°C) and calibration data. This value is the theoretical evaporation temperature required to achieve the target chamber temperature.

[0109] The difference between the derived expected evaporator temperature (5℃) and the measured current evaporator temperature (3℃) is used to obtain the first temperature difference value (i.e. +2℃). This difference value reflects that the actual heat exchange capacity of the evaporator is lower than the expected level, that is, the cooling capacity is insufficient.

[0110] Furthermore, based on the aforementioned first temperature difference, the controller looks up a preset "temperature difference – compressor speed feedforward mapping table" and outputs the corresponding speed increment. For example, a difference of +2℃ corresponds to a speed compensation of +300 rpm. If the base feedforward speed is 4500 rpm, then the final determined speed value is 4800 rpm, in order to enhance the refrigerant circulation flow and improve the heat exchange rate.

[0111] The aforementioned target cooling temperature value is the target air temperature value inside the occupant cabin set by the occupants or determined by an automatic strategy, and is used to characterize thermal comfort requirements.

[0112] The aforementioned current evaporator temperature value refers to the surface temperature of the refrigerant after evaporation, which is collected in real time by a temperature sensor installed at the outlet of the evaporator in the chamber. It is used to characterize the actual heat load status of the heat exchanger at present.

[0113] The aforementioned desired evaporator temperature value is the optimal evaporator surface temperature value required to achieve the target chamber temperature, obtained by mapping the target chamber temperature and ambient temperature through a calibration database. It is not a directly measured value and serves as the system control target.

[0114] The aforementioned first temperature difference refers to the algebraic difference between the desired evaporator temperature and the current evaporator temperature, used to quantify the deviation between the current cooling capacity and the target capacity.

[0115] It is worth noting that, based on the difference between the target temperature and the measured evaporator temperature in the occupant cabin cooling mode, the compressor speed feedforward value can be dynamically calculated, realizing a direct correlation between the speed command and the heat load demand, and improving the matching accuracy of the initial response of the refrigeration system.

[0116] Step S135: In response to the thermal management mode being the passenger compartment cooling mode, the target superheat value of the passenger compartment electronic expansion valve, the evaporator outlet temperature value of the passenger compartment electronic expansion valve, and the evaporator outlet pressure of the passenger compartment electronic expansion valve are obtained.

[0117] Step S136: Determine the refrigerant saturation temperature value based on the evaporator outlet pressure;

[0118] Step S137: Determine the current superheat value of the electronic expansion valve in the passenger compartment based on the evaporator outlet temperature and the refrigerant saturation temperature.

[0119] Step S138: Calculate the second temperature difference between the target superheat value and the current superheat value;

[0120] Step S139: Determine the opening value based on the second temperature difference.

[0121] In this embodiment, when the system confirms that the current thermal management mode is crew cabin cooling (M1), the controller reads the preset target superheat value (e.g., 4°C) from the calibration database, and collects the real-time evaporator outlet temperature (e.g., -1°C) and outlet pressure (e.g., 5.2 bar) from the temperature sensor and pressure sensor installed at the evaporator outlet of the cabin.

[0122] Next, based on the collected evaporator outlet pressure value, the refrigerant saturation temperature-pressure correspondence table (physical property database) is consulted to determine the refrigerant's saturation condensation temperature at that pressure. For example, 5.2 bar corresponds to a saturation temperature of -1.5℃. The measured evaporator outlet temperature (-1℃) is then subtracted from the corresponding saturation temperature (-1.5℃) to obtain the current superheat value (i.e., 0.5℃). This value reflects the degree of superheat of the refrigerant at the evaporator outlet and is used to determine whether the throttling is sufficient.

[0123] Furthermore, the target superheat value (4℃) is subtracted from the current superheat value (0.5℃) to obtain the second temperature difference value (+3.5℃). This difference indicates that the current evaporator outlet superheat is much lower than the target value, which means that the refrigerant flow rate is too high and the evaporator is not fully evaporating.

[0124] Finally, based on the second temperature difference, the controller outputs a command to reduce the opening degree through a preset mapping table of "superheat deviation - electronic expansion valve opening adjustment". For example, a difference of +3.5℃ corresponds to a reduction of 12 steps in the opening degree. If the basic feedforward opening degree is 65 steps, the final opening degree is determined to be 53 steps to reduce the refrigerant flow and increase the superheat to the target range.

[0125] The aforementioned target superheat value is the ideal superheat that the refrigerant at the evaporator outlet should maintain to ensure efficient operation of the evaporator and prevent liquid refrigerant from flowing back to the compressor. This is the control target.

[0126] The evaporator outlet temperature value mentioned above refers to the temperature of the refrigerant leaving the evaporator, which is directly measured by the sensor and is used to reflect the actual heat exchange state.

[0127] The evaporator outlet pressure mentioned above refers to the absolute pressure of the refrigerant at the evaporator outlet, which is used to calculate the saturation temperature under the current conditions.

[0128] The above-mentioned refrigerant saturation temperature value refers to the temperature when the refrigerant is in a gas-liquid coexistence state under a given pressure, which is calculated from the pressure based on the refrigerant property database.

[0129] The current superheat value mentioned above is the difference between the evaporator outlet temperature and the corresponding saturation temperature. It reflects the gaseous state of the refrigerant at the evaporator outlet and is a direct basis for judging whether the throttling control is reasonable.

[0130] The aforementioned second temperature difference is the algebraic difference between the target superheat value and the current superheat value. It is used to characterize the control deviation and is the direct input quantity for adjusting the opening of the electronic expansion valve.

[0131] It is worth noting that, based on the deviation between the target superheat and the measured superheat in the occupant compartment cooling mode, the opening command of the electronic expansion valve can be dynamically calculated, thereby achieving precise control of the superheat at the evaporator outlet, which can improve cooling efficiency and ensure the safe operation of the compressor.

[0132] Step S1310: In response to the thermal management mode being dual cooling mode, determine whether the vehicle thermal management system has a dynamic correction condition.

[0133] Step S1311: In response to the existence of a dynamic correction condition in the vehicle thermal management system, the target correction component is determined based on the dynamic correction condition.

[0134] Step S1312: Obtain the correction temperature value and correction superheat value of the target correction component;

[0135] Step S1313: Determine the rotation speed value based on the corrected temperature value, and determine the opening value based on the corrected superheat value.

[0136] In this embodiment, when the system identifies the current thermal management mode as dual cooling mode (M3), the controller activates the dynamic event monitoring mechanism to collect and analyze vehicle operating parameters in real time, including charging power, braking feedback current, NVH noise reduction requests, component fault signals, etc., to determine whether there are dynamic correction events superimposed on the basic dual cooling mode (such as fast charging priority, energy recovery thermal shock, etc.).

[0137] If a dynamic correction event is detected (such as charging power exceeding 80 kW), the system matches the event type with preset resource priority rules and identifies the thermal management circuit that needs to be prioritized as the target correction component. For example, in a fast charging scenario, the battery cooling circuit is the higher priority target correction component, while the passenger compartment circuit is the secondary circuit.

[0138] Furthermore, the controller reads the temporary target parameters set to ensure the performance of the target component under this dynamic operating condition from the event-corresponding strategy library. For example, for the battery cooling circuit, the system reads the corrected temperature value (such as the target temperature of the battery cooling inlet being reduced to 12°C, originally 15°C) and the corrected superheat value (such as the target superheat being reduced from 4°C to 2°C to enhance evaporative heat transfer).

[0139] Finally, the controller takes the corrected temperature value as input, looks up the "Temperature Correction - Compressor Speed ​​Compensation" mapping table, and outputs the compressor speed increment. Then, it takes the corrected superheat value as input, looks up the "Superheat Correction - Electronic Expansion Valve Opening Adjustment" mapping table, and outputs the electronic expansion valve opening adjustment amount. Together, they constitute the final target command.

[0140] The aforementioned dynamic correction operating condition refers to an operating state triggered by external events (such as fast charging, energy recovery, NVH limitation, etc.) that requires temporary intervention of the original control parameters, based on the basic thermal management mode.

[0141] The aforementioned target correction components refer to thermal management circuit components that are designated as priority protection components under dynamic correction conditions according to preset priority rules, such as battery-side heat exchangers or crew compartment heat exchangers.

[0142] The above-mentioned corrected temperature value is a temporary cooling target value set by the system to replace the original target temperature in response to dynamic correction conditions, used to enhance or limit the cooling capacity of specific components.

[0143] The above-mentioned corrected superheat value is a throttling control target value temporarily set by the system to replace the original target superheat in response to dynamic correction conditions. It is used to adjust the sufficiency of refrigerant evaporation and prioritize the heat exchange needs of high-priority components.

[0144] As an optional implementation, in a stationary fast charging scenario, the thermal management mode is dual cooling mode (M3). When the system detects a charging power of 95 kW, it triggers a "resource contention event E_FC". The system identifies the battery side as the priority protection component (target correction component), reads the corrected temperature value as 12℃ (original target 15℃), and the corrected overheat value as 2℃ (original target 4℃). Based on the corrected temperature value, the compressor speed is compensated by +400 rpm, and based on the corrected overheat value, the EXV opening on the compartment side is reduced by 5 steps, and the EXV opening on the battery side is increased by 8 steps. Finally, the speed value is determined based on the base feedforward +400 rpm, with opening values ​​of 58 steps on the compartment side and 70 steps on the battery side.

[0145] As an alternative implementation, during continuous regenerative braking at high speeds, the thermal management mode is dual cooling mode (M3). The system detects a feedback current of 80 A, triggering a "thermal shock event E_REGEN". The system identifies the battery side as the priority correction component, reading a corrected temperature value of 13°C (originally 15°C) and a corrected superheat value of 2.5°C (originally 4°C). Based on the corrected temperature value, the controller increases the compressor speed by 300 rpm, and then, based on the corrected superheat value, lowers the target superheat of the battery-side electronic expansion valve to 2.5°C, pre-increasing the opening by 6 steps. The passenger compartment side maintains its original target value, with the opening unchanged. The final speed and opening values ​​are dynamically updated accordingly.

[0146] It is worth noting that in dual cooling mode, the temperature and superheat of the target components are temporarily corrected based on the dynamic correction conditions, and the compressor speed and electronic expansion valve opening are adjusted accordingly, so as to achieve precise tilting distribution of cooling capacity among multiple loops.

[0147] Step S201: In response to controlling the operation of the vehicle's thermal management system, continuously monitor the compressor's exhaust pressure and exhaust temperature;

[0148] Step S202: In response to detecting that the exhaust pressure is greater than the exhaust pressure threshold or the exhaust temperature is greater than the exhaust temperature threshold, the speed value is reduced to a preset ratio.

[0149] Step S203: In response to the compressor running for a preset time at a preset speed value, obtain the current discharge pressure and current discharge temperature of the compressor;

[0150] Step S204: In response to detecting that the current exhaust pressure is greater than the exhaust pressure threshold or the current exhaust temperature is greater than the exhaust temperature threshold, the thermal management system is controlled to stop operating.

[0151] In this embodiment, after the thermal management system is started and enters the operating state, the controller collects exhaust pressure and exhaust temperature data in real time at a fixed sampling period (e.g., 100 ms) through pressure and temperature sensors installed at the compressor exhaust port, which serve as the core monitoring parameters for the system's safety status.

[0152] When any parameter in the monitoring data (exhaust pressure or exhaust temperature) exceeds its preset safety threshold (e.g., exhaust pressure ≥22 bar, exhaust temperature ≥115℃), the controller immediately executes a soft limit protection action, forcibly reducing the current compressor speed command by a fixed ratio (e.g., reducing it to 70% of the original command) to quickly reduce the system load and alleviate the high pressure and high temperature trend.

[0153] After the speed is reduced, the system continues to run for a preset time window (e.g., 3 seconds), during which the new speed is kept stable and the system thermodynamic state is allowed to reach equilibrium. Then, the exhaust pressure and exhaust temperature are collected again to determine whether the protection measures are effective.

[0154] Furthermore, if the exhaust pressure or exhaust temperature remains above the safety threshold after a preset time, the system determines that it is in a continuous over-limit state, triggers the secondary protection mechanism, immediately cuts off the compressor power supply and shuts down the heat pump circuit, and enters a shutdown lockout state to prevent high temperature and high pressure from causing component damage or safety risks.

[0155] The above-mentioned discharge pressure refers to the absolute pressure of the refrigerant at the compressor outlet, which is used to reflect the load level on the high-pressure side of the system.

[0156] The above-mentioned exhaust temperature is the temperature of the high-temperature refrigerant gas discharged from the compressor, which is used to reflect the heat load and lubrication status of the compression process.

[0157] The above-mentioned exhaust pressure threshold is a preset upper limit pressure value to prevent system overpressure from damaging pipelines or compressors. If it is exceeded, the protection will be triggered.

[0158] The above exhaust temperature threshold is a preset upper limit for the exhaust temperature to prevent lubricating oil carbonization, seal failure, or material overheating. If the temperature is exceeded, protection will be triggered.

[0159] The aforementioned preset ratio refers to the speed reduction ratio (e.g., 70%) set by the system to achieve gentle load reduction, which is used to alleviate the upward trend of pressure / temperature without immediately stopping the vehicle.

[0160] The aforementioned preset time refers to the time window (e.g., 3 seconds) during which the system waits for the speed to stabilize after it is reduced. This time is used to determine whether the protection action is effective and to avoid accidental shutdown due to transient fluctuations.

[0161] It is worth noting that, through the graded response mechanism, the compressor speed is first reduced to alleviate the over-limit state. If the over-limit continues, the compressor is forced to shut down. This can achieve multi-level safety protection for the compressor discharge pressure and temperature, preventing damage to key components caused by continuous over-limit operation of the thermal management system.

[0162] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or grid device, etc.) to execute the methods of the various embodiments of the present invention.

[0163] This embodiment also provides a control device for a vehicle thermal management system, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0164] Figure 2 This is a structural block diagram of a control device 200 for a vehicle thermal management system according to one embodiment of the present invention, as shown below. Figure 2As shown, the device includes: a first acquisition module 201, a first determination module 202, a second determination module 203, a processing module 204, and a first control module 205.

[0165] The first acquisition module 201 is used to acquire vehicle operating parameters, including ambient temperature, passenger compartment temperature and battery temperature.

[0166] The first determining module 202 is used to determine the thermal management mode of the vehicle based on the vehicle operating parameters;

[0167] The second determining module 203 is used to determine the compressor speed and the opening value of the electronic expansion valve based on the thermal management mode.

[0168] The processing module 204 is used to perform closed-loop adjustment processing on the speed value to obtain the target speed value, and to perform closed-loop adjustment processing on the opening value to obtain the target opening value.

[0169] The first control module 205 is used to control the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0170] Optionally, the first determining module 202 includes: a first determining unit, configured to determine a first passenger compartment temperature threshold and a first battery temperature threshold based on an ambient temperature value; a second determining unit, configured to determine the thermal management mode as a passenger compartment cooling mode in response to a passenger compartment temperature value being greater than the first passenger compartment temperature threshold; a third determining unit, configured to determine the thermal management mode as a battery cooling mode in response to a battery temperature value being greater than the first battery temperature threshold; and a fourth determining unit, configured to determine the thermal management mode as a dual cooling mode in response to both a passenger compartment temperature value being greater than the first passenger compartment temperature threshold and a battery temperature value being greater than the first battery temperature threshold.

[0171] Optionally, the first determining module 202 further includes: a fifth determining unit, used to determine a second passenger compartment temperature threshold and a second battery temperature threshold based on an ambient temperature value, wherein the second passenger compartment temperature threshold is less than the first passenger compartment temperature threshold and the second battery temperature threshold is less than the first battery temperature threshold; and a sixth determining unit, used to determine the thermal management mode as a heat pump heating mode in response to the passenger compartment temperature value being less than the second passenger compartment temperature threshold or the battery temperature value being less than the second battery temperature threshold.

[0172] Optionally, the second determining module 203 includes: a first acquiring unit, configured to acquire a target cooling temperature value of the passenger compartment and a current evaporator temperature value of the compressor in response to the thermal management mode being a passenger compartment cooling mode; a seventh determining unit, configured to determine the evaporator temperature value of the passenger compartment based on the target cooling temperature value; a first calculating unit, configured to calculate a first temperature difference between the evaporator temperature value of the passenger compartment and the current evaporator temperature value of the compressor; and an eighth determining unit, configured to determine a rotational speed value based on the first temperature difference.

[0173] Optionally, the second determining module 203 further includes: a second acquiring unit, configured to acquire, in response to the thermal management mode being the passenger compartment cooling mode, the target superheat value of the passenger compartment electronic expansion valve, the evaporator outlet temperature value of the passenger compartment electronic expansion valve, and the evaporator outlet pressure of the passenger compartment electronic expansion valve; a ninth determining unit, configured to determine the refrigerant saturation temperature value based on the evaporator outlet pressure; a tenth determining unit, configured to determine the current superheat value of the passenger compartment electronic expansion valve based on the evaporator outlet temperature value and the refrigerant saturation temperature value; a second calculating unit, configured to calculate a second temperature difference value between the target superheat value and the current superheat value; and an eleventh determining unit, configured to determine the opening value based on the second temperature difference value.

[0174] Optionally, the second determining module 203 further includes: a judging unit, used to judge whether there is a dynamic correction condition in the vehicle thermal management system in response to the thermal management mode being a dual cooling mode; a twelfth determining unit, used to determine the target correction component based on the dynamic correction condition in response to the vehicle thermal management system having a dynamic correction condition; a third acquiring unit, used to acquire the correction temperature value and correction superheat value of the target correction component; and a thirteenth determining unit, used to determine the speed value based on the correction temperature value and the opening value based on the correction superheat value.

[0175] Optionally, the control device 200 of the vehicle thermal management system further includes: a monitoring module for continuously monitoring the compressor's exhaust pressure and exhaust temperature in response to controlling the operation of the vehicle's thermal management system; a reduction module for reducing the engine speed to a preset ratio in response to detecting that the exhaust pressure is greater than an exhaust pressure threshold or the exhaust temperature is greater than an exhaust temperature threshold; a second acquisition module for acquiring the compressor's current exhaust pressure and current exhaust temperature in response to the compressor running at the preset ratio speed for a preset time; and a second control module for controlling the thermal management system to stop operating in response to detecting that the current exhaust pressure is greater than an exhaust pressure threshold or the current exhaust temperature is greater than an exhaust temperature threshold.

[0176] Embodiments of the present invention also provide a vehicle, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the control method of the vehicle thermal management system described above.

[0177] Optionally, in this embodiment, the vehicle may be configured to store a computer program for performing the following steps:

[0178] Step S101: Obtain vehicle operating parameters, including ambient temperature, passenger compartment temperature and battery temperature.

[0179] Step S102: Determine the vehicle's thermal management mode based on vehicle operating parameters;

[0180] Step S103: Determine the compressor speed and the opening value of the electronic expansion valve based on the thermal management mode;

[0181] Step S104: Perform closed-loop adjustment on the rotational speed value to obtain the target rotational speed value, and perform closed-loop adjustment on the opening value to obtain the target opening value.

[0182] Step S105: Control the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0183] Optionally, the processor, when executing the program, also implements the following steps: determining a first passenger compartment temperature threshold and a first battery temperature threshold based on the ambient temperature value; determining the thermal management mode as a passenger compartment cooling mode in response to the passenger compartment temperature value being greater than the first passenger compartment temperature threshold; determining the thermal management mode as a battery cooling mode in response to the battery temperature value being greater than the first battery temperature threshold; and determining the thermal management mode as a dual cooling mode in response to both the passenger compartment temperature value being greater than the first passenger compartment temperature threshold and the battery temperature value being greater than the first battery temperature threshold.

[0184] Optionally, when the processor executes the program, it also performs the following steps: determining a second passenger cabin temperature threshold and a second battery temperature threshold based on the ambient temperature value, wherein the second passenger cabin temperature threshold is less than the first passenger cabin temperature threshold and the second battery temperature threshold is less than the first battery temperature threshold; and determining the thermal management mode as a heat pump heating mode in response to the passenger cabin temperature value being less than the second passenger cabin temperature threshold or the battery temperature value being less than the second battery temperature threshold.

[0185] Optionally, when the processor executes the program, it also performs the following steps: in response to the thermal management mode being the occupant compartment cooling mode, it obtains the target cooling temperature value of the occupant compartment and the current evaporator temperature value of the compressor; determines the evaporator temperature value of the occupant compartment based on the target cooling temperature value; calculates a first temperature difference between the evaporator temperature value of the occupant compartment and the current evaporator temperature value of the compressor; and determines the rotational speed based on the first temperature difference.

[0186] Optionally, the processor, when executing the program, also performs the following steps: in response to the thermal management mode being the occupant compartment cooling mode, acquiring the target superheat value of the occupant compartment electronic expansion valve, the evaporator outlet temperature value of the occupant compartment electronic expansion valve, and the evaporator outlet pressure of the occupant compartment electronic expansion valve; determining the refrigerant saturation temperature value based on the evaporator outlet pressure; determining the current superheat value of the occupant compartment electronic expansion valve based on the evaporator outlet temperature value and the refrigerant saturation temperature value; calculating a second temperature difference value between the target superheat value and the current superheat value; and determining the opening degree value based on the second temperature difference value.

[0187] Optionally, the processor also performs the following steps when executing the program: in response to the thermal management mode being a dual cooling mode, determining whether the vehicle thermal management system has a dynamic correction condition; in response to the vehicle thermal management system having a dynamic correction condition, determining the target correction component based on the dynamic correction condition; obtaining the correction temperature value and correction superheat value of the target correction component; determining the speed value based on the correction temperature value, and determining the opening value based on the correction superheat value.

[0188] Optionally, the processor, when executing the program, also performs the following steps: in response to controlling the operation of the vehicle's thermal management system, continuously monitoring the compressor's exhaust pressure and exhaust temperature; in response to detecting that the exhaust pressure is greater than the exhaust pressure threshold or the exhaust temperature is greater than the exhaust temperature threshold, reducing the speed to a preset ratio; in response to the compressor running at the preset ratio speed for a preset time, obtaining the compressor's current exhaust pressure and current exhaust temperature; and in response to detecting that the current exhaust pressure is greater than the exhaust pressure threshold or the current exhaust temperature is greater than the exhaust temperature threshold, controlling the thermal management system to stop operating.

[0189] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0190] Embodiments of the present invention also provide an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the control method of the vehicle thermal management system described above.

[0191] Optionally, in this embodiment, the electronic device may be configured to store a computer program for performing the following steps:

[0192] Step S101: Obtain vehicle operating parameters, including ambient temperature, passenger compartment temperature and battery temperature.

[0193] Step S102: Determine the vehicle's thermal management mode based on vehicle operating parameters;

[0194] Step S103: Determine the compressor speed and the opening value of the electronic expansion valve based on the thermal management mode;

[0195] Step S104: Perform closed-loop adjustment on the rotational speed value to obtain the target rotational speed value, and perform closed-loop adjustment on the opening value to obtain the target opening value.

[0196] Step S105: Control the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0197] Optionally, the processor, when executing the program, also implements the following steps: determining a first passenger compartment temperature threshold and a first battery temperature threshold based on the ambient temperature value; determining the thermal management mode as a passenger compartment cooling mode in response to the passenger compartment temperature value being greater than the first passenger compartment temperature threshold; determining the thermal management mode as a battery cooling mode in response to the battery temperature value being greater than the first battery temperature threshold; and determining the thermal management mode as a dual cooling mode in response to both the passenger compartment temperature value being greater than the first passenger compartment temperature threshold and the battery temperature value being greater than the first battery temperature threshold.

[0198] Optionally, when the processor executes the program, it also performs the following steps: determining a second passenger cabin temperature threshold and a second battery temperature threshold based on the ambient temperature value, wherein the second passenger cabin temperature threshold is less than the first passenger cabin temperature threshold and the second battery temperature threshold is less than the first battery temperature threshold; and determining the thermal management mode as a heat pump heating mode in response to the passenger cabin temperature value being less than the second passenger cabin temperature threshold or the battery temperature value being less than the second battery temperature threshold.

[0199] Optionally, when the processor executes the program, it also performs the following steps: in response to the thermal management mode being the occupant compartment cooling mode, it obtains the target cooling temperature value of the occupant compartment and the current evaporator temperature value of the compressor; determines the evaporator temperature value of the occupant compartment based on the target cooling temperature value; calculates a first temperature difference between the evaporator temperature value of the occupant compartment and the current evaporator temperature value of the compressor; and determines the rotational speed based on the first temperature difference.

[0200] Optionally, the processor, when executing the program, also performs the following steps: in response to the thermal management mode being the occupant compartment cooling mode, acquiring the target superheat value of the occupant compartment electronic expansion valve, the evaporator outlet temperature value of the occupant compartment electronic expansion valve, and the evaporator outlet pressure of the occupant compartment electronic expansion valve; determining the refrigerant saturation temperature value based on the evaporator outlet pressure; determining the current superheat value of the occupant compartment electronic expansion valve based on the evaporator outlet temperature value and the refrigerant saturation temperature value; calculating a second temperature difference value between the target superheat value and the current superheat value; and determining the opening degree value based on the second temperature difference value.

[0201] Optionally, the processor also performs the following steps when executing the program: in response to the thermal management mode being a dual cooling mode, determining whether the vehicle thermal management system has a dynamic correction condition; in response to the vehicle thermal management system having a dynamic correction condition, determining the target correction component based on the dynamic correction condition; obtaining the correction temperature value and correction superheat value of the target correction component; determining the speed value based on the correction temperature value, and determining the opening value based on the correction superheat value.

[0202] Optionally, the processor, when executing the program, also performs the following steps: in response to controlling the operation of the vehicle's thermal management system, continuously monitoring the compressor's exhaust pressure and exhaust temperature; in response to detecting that the exhaust pressure is greater than the exhaust pressure threshold or the exhaust temperature is greater than the exhaust temperature threshold, reducing the speed to a preset ratio; in response to the compressor running at the preset ratio speed for a preset time, obtaining the compressor's current exhaust pressure and current exhaust temperature; and in response to detecting that the current exhaust pressure is greater than the exhaust pressure threshold or the current exhaust temperature is greater than the exhaust temperature threshold, controlling the thermal management system to stop operating.

[0203] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0204] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program configured to execute the above-described control method for a vehicle thermal management system when run on a computer or processor.

[0205] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0206] Step S101: Obtain vehicle operating parameters, including ambient temperature, passenger compartment temperature and battery temperature.

[0207] Step S102: Determine the vehicle's thermal management mode based on vehicle operating parameters;

[0208] Step S103: Determine the compressor speed and the opening value of the electronic expansion valve based on the thermal management mode;

[0209] Step S104: Perform closed-loop adjustment on the rotational speed value to obtain the target rotational speed value, and perform closed-loop adjustment on the opening value to obtain the target opening value.

[0210] Step S105: Control the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0211] Optionally, the storage medium is configured to store program code for performing the following steps: determining a first passenger compartment temperature threshold and a first battery temperature threshold based on an ambient temperature value; determining a thermal management mode as a passenger compartment cooling mode in response to a passenger compartment temperature value being greater than the first passenger compartment temperature threshold; determining a thermal management mode as a battery cooling mode in response to a battery temperature value being greater than the first battery temperature threshold; and determining a thermal management mode as a dual cooling mode in response to both a passenger compartment temperature value being greater than the first passenger compartment temperature threshold and a battery temperature value being greater than the first battery temperature threshold.

[0212] Optionally, the storage medium is configured to store program code for performing the following steps: determining a second passenger compartment temperature threshold and a second battery temperature threshold based on an ambient temperature value, wherein the second passenger compartment temperature threshold is less than a first passenger compartment temperature threshold and the second battery temperature threshold is less than a first battery temperature threshold; and determining the thermal management mode as a heat pump heating mode in response to the passenger compartment temperature value being less than the second passenger compartment temperature threshold or the battery temperature value being less than the second battery temperature threshold.

[0213] Optionally, the storage medium is configured to store program code for performing the following steps: in response to a thermal management mode of occupant compartment cooling mode, acquiring a target cooling temperature value for the occupant compartment and a current evaporator temperature value for the compressor; determining an evaporator temperature value for the occupant compartment based on the target cooling temperature value; calculating a first temperature difference between the evaporator temperature value for the occupant compartment and the current evaporator temperature value for the compressor; and determining a rotational speed value based on the first temperature difference.

[0214] Optionally, the storage medium is configured to store program code for performing the following steps: in response to a thermal management mode of occupant compartment cooling mode, acquiring the target superheat value of the occupant compartment electronic expansion valve, the evaporator outlet temperature value of the occupant compartment electronic expansion valve, and the evaporator outlet pressure of the occupant compartment electronic expansion valve; determining the refrigerant saturation temperature value based on the evaporator outlet pressure; determining the current superheat value of the occupant compartment electronic expansion valve based on the evaporator outlet temperature value and the refrigerant saturation temperature value; calculating a second temperature difference between the target superheat value and the current superheat value; and determining the opening degree value based on the second temperature difference.

[0215] Optionally, the storage medium is configured to store program code for performing the following steps: in response to the thermal management mode being a dual-cooling mode, determining whether the vehicle thermal management system has a dynamic correction condition; in response to the presence of a dynamic correction condition in the vehicle thermal management system, determining the target correction component based on the dynamic correction condition; obtaining the correction temperature value and correction superheat value of the target correction component; determining the speed value based on the correction temperature value, and determining the opening value based on the correction superheat value.

[0216] Optionally, the storage medium is configured to store program code for performing the following steps: continuously monitoring the compressor's exhaust pressure and exhaust temperature in response to controlling the operation of the vehicle's thermal management system; reducing the engine speed to a preset ratio in response to detecting that the exhaust pressure is greater than an exhaust pressure threshold or the exhaust temperature is greater than an exhaust temperature threshold; obtaining the compressor's current exhaust pressure and current exhaust temperature in response to the compressor running at the preset ratio speed for a preset time; and controlling the thermal management system to stop operating in response to detecting that the current exhaust pressure is greater than an exhaust pressure threshold or the current exhaust temperature is greater than an exhaust temperature threshold.

[0217] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0218] Embodiments of the present invention also provide a computer program product, including a computer program, wherein the computer program, when executed by a processor, implements the steps of the control method for the vehicle thermal management system described above.

[0219] Optionally, in this embodiment, the computer program product described above may be configured to store a computer program for performing the following steps:

[0220] Step S101: Obtain vehicle operating parameters, including ambient temperature, passenger compartment temperature and battery temperature.

[0221] Step S102: Determine the vehicle's thermal management mode based on vehicle operating parameters;

[0222] Step S103: Determine the compressor speed and the opening value of the electronic expansion valve based on the thermal management mode;

[0223] Step S104: Perform closed-loop adjustment on the rotational speed value to obtain the target rotational speed value, and perform closed-loop adjustment on the opening value to obtain the target opening value.

[0224] Step S105: Control the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

[0225] Optionally, the computer program, when executing the program, further implements the following steps: determining a first passenger compartment temperature threshold and a first battery temperature threshold based on the ambient temperature value; determining the thermal management mode as a passenger compartment cooling mode in response to the passenger compartment temperature value being greater than the first passenger compartment temperature threshold; determining the thermal management mode as a battery cooling mode in response to the battery temperature value being greater than the first battery temperature threshold; and determining the thermal management mode as a dual cooling mode in response to both the passenger compartment temperature value being greater than the first passenger compartment temperature threshold and the battery temperature value being greater than the first battery temperature threshold.

[0226] Optionally, when the computer program executes the program, it also performs the following steps: determining a second passenger cabin temperature threshold and a second battery temperature threshold based on the ambient temperature value, wherein the second passenger cabin temperature threshold is less than the first passenger cabin temperature threshold and the second battery temperature threshold is less than the first battery temperature threshold; in response to the passenger cabin temperature value being less than the second passenger cabin temperature threshold or the battery temperature value being less than the second battery temperature threshold, determining the thermal management mode as a heat pump heating mode.

[0227] Optionally, when the computer program executes the program, it also performs the following steps: in response to the thermal management mode being the occupant cabin cooling mode, it obtains the target cooling temperature value of the occupant cabin and the current evaporator temperature value of the compressor; determines the evaporator temperature value of the occupant cabin based on the target cooling temperature value; calculates a first temperature difference between the evaporator temperature value of the occupant cabin and the current evaporator temperature value of the compressor; and determines the rotational speed value based on the first temperature difference.

[0228] Optionally, the computer program, when executing the program, further implements the following steps: in response to the thermal management mode being the occupant compartment cooling mode, acquiring the target superheat value of the occupant compartment electronic expansion valve, the evaporator outlet temperature value of the occupant compartment electronic expansion valve, and the evaporator outlet pressure of the occupant compartment electronic expansion valve; determining the refrigerant saturation temperature value based on the evaporator outlet pressure; determining the current superheat value of the occupant compartment electronic expansion valve based on the evaporator outlet temperature value and the refrigerant saturation temperature value; calculating a second temperature difference value between the target superheat value and the current superheat value; and determining the opening degree value based on the second temperature difference value.

[0229] Optionally, the computer program may further perform the following steps when executing the program: in response to the thermal management mode being a dual cooling mode, determine whether there is a dynamic correction condition in the vehicle thermal management system; in response to the existence of a dynamic correction condition in the vehicle thermal management system, determine the target correction component based on the dynamic correction condition; obtain the correction temperature value and correction superheat value of the target correction component; determine the speed value based on the correction temperature value, and determine the opening value based on the correction superheat value.

[0230] Optionally, the computer program, when executing the program, also performs the following steps: in response to controlling the operation of the vehicle's thermal management system, continuously monitoring the compressor's exhaust pressure and exhaust temperature; in response to detecting that the exhaust pressure is greater than the exhaust pressure threshold or the exhaust temperature is greater than the exhaust temperature threshold, reducing the speed value to a preset ratio; in response to the compressor running at the preset ratio speed value for a preset time, obtaining the compressor's current exhaust pressure and current exhaust temperature; in response to detecting that the current exhaust pressure is greater than the exhaust pressure threshold or the current exhaust temperature is greater than the exhaust temperature threshold, controlling the thermal management system to stop operating.

[0231] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0232] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0233] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0234] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0235] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or grid device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0236] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control method for a vehicle thermal management system, characterized in that, include: Obtain vehicle operating parameters, including ambient temperature, passenger compartment temperature, and battery temperature. The vehicle's thermal management mode is determined based on the vehicle's operating parameters. The compressor speed and the opening degree of the electronic expansion valve are determined based on the aforementioned thermal management mode. The rotational speed value is subjected to closed-loop adjustment to obtain the target rotational speed value, and the opening value is subjected to the same closed-loop adjustment to obtain the target opening value. The vehicle's thermal management system is controlled based on the target rotational speed and the target opening value.

2. The control method for the vehicle thermal management system according to claim 1, characterized in that, Determining the thermal management mode based on the vehicle operating parameters includes: The first crew cabin temperature threshold and the first battery temperature threshold are determined based on the ambient temperature value. In response to the fact that the passenger cabin temperature value is greater than the first passenger cabin temperature threshold, the thermal management mode is determined to be the passenger cabin cooling mode. In response to the battery temperature value being greater than the first battery temperature threshold, the thermal management mode is determined to be the battery cooling mode; In response to the fact that the passenger compartment temperature value is greater than the first passenger compartment temperature threshold and the battery temperature value is greater than the first battery temperature threshold, the thermal management mode is determined to be a dual cooling mode.

3. The control method for the vehicle thermal management system according to claim 2, characterized in that, Determining the thermal management mode based on the vehicle operating parameters further includes: The second passenger cabin temperature threshold and the second battery temperature threshold are determined based on the ambient temperature value, wherein the second passenger cabin temperature threshold is less than the first passenger cabin temperature threshold, and the second battery temperature threshold is less than the first battery temperature threshold. In response to the passenger compartment temperature being less than the second passenger compartment temperature threshold or the battery temperature being less than the second battery temperature threshold, the thermal management mode is determined to be a heat pump heating mode.

4. The control method for the vehicle thermal management system according to claim 2, characterized in that, Determining the rotation speed value based on the thermal management mode includes: In response to the thermal management mode being the occupant cabin cooling mode, the target cooling temperature value of the occupant cabin and the current evaporator temperature value of the compressor are obtained. The evaporator temperature of the passenger compartment is determined based on the target cooling temperature value. Calculate a first temperature difference between the evaporator temperature of the crew compartment and the current evaporator temperature of the compressor; The rotational speed value is determined based on the first temperature difference.

5. The control method for the vehicle thermal management system according to claim 2, characterized in that, Determining the opening value based on the thermal management mode includes: In response to the thermal management mode being the occupant cabin cooling mode, the target superheat value of the occupant cabin electronic expansion valve, the evaporator outlet temperature value of the occupant cabin electronic expansion valve, and the evaporator outlet pressure of the occupant cabin electronic expansion valve are obtained. The refrigerant saturation temperature value is determined based on the evaporator outlet pressure. The current superheat value of the electronic expansion valve of the crew compartment is determined based on the evaporator outlet temperature value and the refrigerant saturation temperature value. Calculate the second temperature difference between the target superheat value and the current superheat value; The opening value is determined based on the second temperature difference.

6. The control method for the vehicle thermal management system according to claim 2, characterized in that, Determining the rotation speed value and the opening value based on the thermal management mode includes: In response to the thermal management mode being the dual cooling mode, determine whether the vehicle thermal management system has a dynamic correction condition; In response to the existence of the dynamic correction condition in the vehicle thermal management system, the target correction component is determined based on the dynamic correction condition; Obtain the corrected temperature value and corrected superheat value of the target correction component; The rotational speed value is determined based on the corrected temperature value, and the opening value is determined based on the corrected superheat value.

7. The control method for the vehicle thermal management system according to claim 1, characterized in that, The method further includes: In response to controlling the operation of the vehicle's thermal management system, the compressor's exhaust pressure and exhaust temperature are continuously monitored; In response to detecting that the exhaust pressure is greater than the exhaust pressure threshold or the exhaust temperature is greater than the exhaust temperature threshold, the rotational speed is reduced to a preset ratio; In response to the compressor running for a preset time at the preset speed value, the current discharge pressure and current discharge temperature of the compressor are obtained; In response to detecting that the current exhaust pressure is greater than the exhaust pressure threshold or the current exhaust temperature is greater than the exhaust temperature threshold, the thermal management system is controlled to stop operating.

8. A control device for a vehicle thermal management system, characterized in that, include: The first acquisition module is used to acquire vehicle operating parameters, wherein the vehicle operating parameters include ambient temperature value, passenger compartment temperature value and battery temperature value; The first determining module is used to determine the vehicle's thermal management mode based on the vehicle's operating parameters; The second determining module is used to determine the compressor speed and the opening value of the electronic expansion valve based on the thermal management mode. The processing module is used to perform closed-loop adjustment processing on the speed value to obtain the target speed value, and to perform the closed-loop adjustment processing on the opening value to obtain the target opening value; The first control module is used to control the operation of the vehicle's thermal management system based on the target speed value and the target opening value.

9. A vehicle comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the control method of the vehicle thermal management system as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the control method of the vehicle thermal management system as described in any one of claims 1 to 7 when run on a computer or processor.

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