Thermal management control method, thermal management control device, and vehicle

Abstract

A thermal management control method, a thermal management control device, and a hybrid vehicle. The hybrid vehicle has multiple driving modes and multiple passenger compartment heating modes, each corresponding to a corresponding determination rule, and the determination rule is used to select the corresponding passenger compartment heating mode. The thermal management control method includes: acquiring a current driving mode; switching to the corresponding determination rule based on the acquired driving mode; and switching to the corresponding passenger compartment heating mode according to a determination result of the determination rule, thereby rationally utilizing a heat source and achieving an economical and energy-saving heating effect.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. "202211320913.2" filed on October 26, 2022 by BYD Company Limited, for an invention entitled "THERMAL MANAGEMENT CONTROL METHOD, THERMAL MANAGEMENT CONTROL DEVICE, AND HYBRID ELECTRIC VEHICLE."

[0002] The present disclosure relates to the field of vehicle technology, and in particular to a thermal management control method, a thermal management control device, and a hybrid electric vehicle. [Background technology]

[0003] Hybrid electric vehicles in related art typically have a pure electric mode and a hybrid mode. However, the heating mode remains the same in both modes, making it impossible to rationally utilize the heat source to achieve economical and energy-saving heating effects. Therefore, improvements are needed. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure aims to solve at least to some extent one of the technical problems in the related art. [Means for solving the problem]

[0005] In view of this, the present disclosure provides a thermal management control method for a vehicle, a computer-readable storage medium, a thermal management control device, and a hybrid electric vehicle, so that different heating modes can be selected according to different driving modes to achieve economical and energy-saving heating effects by rationally utilizing heat sources.

[0006] According to a thermal management control method for a vehicle according to an embodiment of the first aspect of the present disclosure, the vehicle includes a plurality of driving modes and a plurality of passenger compartment heating modes. The driving modes correspond to corresponding determination rules, respectively. The determination rules are configured to select a corresponding passenger compartment heating mode. The thermal management control method includes acquiring a current driving mode, transitioning to the corresponding determination rule based on the acquired driving mode, and transitioning to the corresponding passenger compartment heating mode according to a determination result of the determination rule. According to the thermal management control method for a hybrid electric vehicle of the present disclosure, different heating modes are selected according to different driving modes, thereby enabling rational utilization of heat sources and achieving economical and energy-saving heating effects.

[0007] According to an embodiment of the second aspect of the present disclosure, a computer-readable storage medium has stored thereon a computer program adapted to be executed by a processor to implement a thermal management control method according to an embodiment of the first aspect of the present disclosure.

[0008] A thermal management control device according to an embodiment of the third aspect of the present disclosure includes a processor and a memory connected to each other, the memory configured to store a computer program, the computer program including program instructions, and the processor configured to invoke the program instructions to perform the thermal management control method according to an embodiment of the first aspect of the present disclosure.

[0009] A vehicle according to an embodiment of the fourth aspect of the present disclosure includes a thermal management control device according to an embodiment of the third aspect of the present disclosure.

[0010] Additional aspects and advantages of the disclosure will be set forth in the description that follows, and in some cases will be obvious from the description, or may be learned by practice of the disclosure. [Brief explanation of the drawings]

[0011] [Figure 1]FIG. 1 is a principle diagram of a thermal management control method for a vehicle according to an embodiment of the present disclosure. [Figure 2] 1 is a schematic diagram of a thermal management control system for a hybrid electric vehicle according to one embodiment of the present disclosure. [Figure 3] 1 is a principle diagram of a thermal management control method for a hybrid electric vehicle according to one embodiment of the present disclosure; [Figure 4] FIG. 1 is a principle diagram of a thermal management control method for a hybrid electric vehicle according to one embodiment of the present disclosure. [Figure 5] 1 is a principle diagram of a thermal management control method for a hybrid electric vehicle according to one embodiment of the present disclosure; [Figure 6] FIG. 1 is a principle diagram of a thermal management control method for a hybrid electric vehicle according to one embodiment of the present disclosure. [Figure 7] FIG. 1 is a block diagram of a thermal management control device in accordance with an exemplary embodiment. [Figure 8] FIG. 1 is a block diagram of a vehicle in accordance with an exemplary embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Embodiments of the present disclosure are described in detail below, example embodiments of which are illustrated in the accompanying drawings, and throughout the description, identical or similar elements or elements having identical or similar functions are designated by identical or similar reference numerals. The embodiments described below with reference to the accompanying drawings are exemplary and intended to illustrate the present disclosure and should not be construed as limiting the present disclosure.

[0013] The following disclosure provides several different embodiments or examples for implementing different structures of the present disclosure. To simplify the disclosure of the present disclosure, components and configurations in specific examples are described below. Of course, these are merely examples and are not intended to limit the present disclosure. In addition, the present disclosure may repeat reference numerals and / or letters in different examples. The repetition is for the purpose of brevity and clarity and does not in itself indicate a relationship between the described embodiments and / or configurations. Furthermore, while the present disclosure provides examples of various specific processes and materials, those skilled in the art may recognize the applicability of other processes and / or the use of other materials.

[0014] The following first describes a thermal management control method for a vehicle according to an embodiment of the first aspect of the present disclosure.

[0015] In this embodiment of the disclosure, the vehicle is described as a hybrid electric vehicle, which includes multiple drive modes and multiple passenger compartment heating modes.

[0016] For example, a hybrid electric vehicle may include a motor and an engine. The hybrid electric vehicle has at least two driving modes, which are a pure electric mode (abbreviated as EV mode, where EV is an abbreviation for electric vehicle) and a hybrid mode (abbreviated as HEV mode, where HEV is an abbreviation for hybrid electric vehicle). In the pure electric mode, the vehicle is powered by the motor. In the hybrid mode, the vehicle is powered by a combination of the motor and the engine.

[0017] For example, the passenger compartment heating mode may be classified into a heat pump heating mode that uses a compressor and a warm air heating mode that does not use a compressor. The heat pump heating mode may be further classified into a heat pump air source heating mode that uses air as a heat source and a heat pump liquid source heating mode that uses a liquid circuit as a heat source. The warm air heating mode may be classified into an engine warm mode that uses an engine as a heat source and an electric heater warm mode that uses an electric heater as a heat source.

[0018] In this embodiment of the present disclosure, the driving modes correspond to corresponding determination rules, respectively. The determination rules are configured to select corresponding passenger compartment heating modes. Referring to FIG. 2, the thermal management control method may include: S1: Obtain a current driving mode; S2: Shift to a corresponding determination rule based on the obtained driving mode; S3: Shift to a corresponding passenger compartment heating mode according to a determination result of the determination rule.

[0019] In this way, corresponding determination rules may be set for different driving modes, and a suitable passenger compartment heating mode corresponding to the current driving mode may be selected according to the determination result of the determination rule, so that a balance between heating requirements and rational energy utilization is maintained, thereby achieving an economical, energy-saving, and effective heating purpose. In short, according to the thermal management control method for a hybrid electric vehicle disclosed herein, different heating modes are selected according to different driving modes, so that the heat source can be rationally utilized, thereby achieving an economical and energy-saving heating effect.

[0020] In some embodiments, the plurality of drive modes includes an HEV mode. The plurality of passenger compartment heating modes includes a first heat pump heating mode and a first warm air mode. The heat pump circuit used in the first heat pump heating mode exchanges heat with a first liquid circuit that absorbs heat from the engine. The warm air circuit used in the first warm air mode absorbs heat from the engine.

[0021] For example, referring to FIG. 2 , in a first heat pump heating mode (e.g., a large-scale heat pump liquid source heating mode described herein), a heat pump circuit including a compressor 1 is operated. The heat pump circuit may include the compressor 1, a condenser (e.g., the on-board condenser 3 shown in FIG. 2 ), a throttling device (e.g., the third electronic expansion valve 17 shown in FIG. 2 ), and an evaporator (e.g., the liquid circuit heat exchanger 30 shown in FIG. 2 ). The condenser (e.g., the on-board condenser 3 shown in FIG. 2 ) is configured to heat the passenger compartment. The evaporator (e.g., the liquid circuit heat exchanger 30 shown in FIG. 2 ) exchanges heat with a first liquid circuit (e.g., the liquid circuit in which the engine 26 and the engine circulation liquid pump 27 are located in FIG. 2 ), which absorbs heat from the engine. The heat from the engine is used as a heat source for the heat pump circuit.

[0022] For example, referring to Figure 2, in a first warm-up mode (e.g., the engine warm-up mode described herein), a warm-up circuit is operated that does not include a compressor. The warm-up circuit may include a warm-up core 22, an engine 26, and an engine circulating liquid pump 27. The engine circulating liquid pump 27 transfers heat from the engine 26 to the warm-up core 22. The warm-up core 22 utilizes heat from the engine 26 to heat the passenger compartment.

[0023] In this embodiment of the present disclosure, referring to FIG. 3 , the thermal management control method may include the following steps: S11: The temperature of the first liquid circuit is acquired in the HEV mode. S12: Depending on the range in which the temperature of the first liquid circuit is located, a selection is made to transition to the first heat pump heating mode or the first warming mode. That is, when the acquired current driving mode is the HEV mode, the determination rule for transitioning based on the HEV mode includes determining the range in which the temperature of the first liquid circuit is located, and selecting to transition to the first heat pump heating mode or the first warming mode depending on the range in which the temperature of the first liquid circuit is located.

[0024] Based on the above solution, in HEV mode, since the engine 26 is operating, the use of the first heat pump heating mode related to the heat from the engine 26 or the first warm-up mode related to the heat from the engine 26 may be selected depending on the thermal state of the engine 26, thereby achieving an economical, energy-saving and effective heating effect.

[0025] For example, the step of "selecting whether to transition to a first heat pump heating mode or a first warm air mode depending on the range in which the temperature of the first liquid circuit is located" may specifically include transitioning to the first heat pump heating mode when the temperature of the first liquid circuit is lower than a first set temperature (e.g., the first set temperature may be 60°C), and transitioning to the first warm air mode when the temperature of the first liquid circuit is higher than the first set temperature (e.g., the first set temperature may be 60°C).

[0026] That is, if the temperature of the first liquid circuit is insufficient, heating can be performed by the heat pump circuit using compressor 1, thereby ensuring the passenger compartment heating effect, or if the temperature of the first liquid circuit is sufficient, heating can be performed by the warm air circuit not using compressor 1, thereby achieving energy saving effects.

[0027] For example, the step of "selecting whether to transition to the first heat pump heating mode or the first warming mode depending on the range in which the temperature of the first liquid circuit falls" may further include not transitioning to either the first heat pump heating mode or the first warming mode when the temperature of the first liquid circuit is lower than a second set temperature (e.g., the second set temperature may be 40°C), which is lower than the first set temperature.

[0028] In other words, when the temperature of the first liquid circuit is higher than the second set temperature (e.g., 40°C) but lower than the first set temperature (e.g., 60°C), the vehicle is shifted to the first heat pump heating mode, and when the temperature of the first liquid circuit is lower than the second set temperature (e.g., 40°C), the vehicle is not shifted to either the first heat pump heating mode or the first warm-up mode. Thus, the cold start preheating requirement of the engine 26 can be met, thereby ensuring that the vehicle can run and operate normally.

[0029] It should be noted that the present specification does not limit the present invention, but it may be configured to transition to the first heat pump heating mode or to the first warm air mode when the temperature of the first liquid circuit is equal to the first set temperature, and may be configured to transition to the first heat pump heating mode or not to transition to the first heat pump heating mode when the temperature of the first liquid circuit is equal to the second set temperature.

[0030] In some embodiments, the plurality of drive modes includes an EV mode, and the plurality of passenger compartment heating modes includes a second heat pump heating mode, a third heat pump heating mode, and a second warm air mode. The heat pump circuit used in the second heat pump heating mode exchanges heat with a second liquid circuit that absorbs heat from the motor. The heat pump circuit used in the third heat pump heating mode exchanges heat with an air heat source. The warm air circuit used in the second warm air mode absorbs heat from the electric heater 21.

[0031] For example, referring to FIG. 2 , in a second heat pump heating mode (e.g., the small-scale heat pump liquid-source heating mode described herein), a heat pump circuit including a compressor 1 is operated. The heat pump circuit may include the compressor 1, a condenser (e.g., the on-board condenser 3 shown in FIG. 2 ), a throttling device (e.g., the third electronic expansion valve 17 shown in FIG. 2 ), and an evaporator (e.g., the liquid circuit heat exchanger 30 shown in FIG. 2 ). The condenser (e.g., the on-board condenser 3 shown in FIG. 2 ) is configured to heat the passenger compartment. The evaporator (e.g., the liquid circuit heat exchanger 30 shown in FIG. 2 ) exchanges heat with a second liquid circuit (e.g., the liquid circuit in which the low-temperature circuit coolant pump 31 and the motor and electrical control system 29 are located in FIG. 2 ), which absorbs heat from the motor and other components. The heat from the motor and other components is used as a heat source for the heat pump circuit.

[0032] For example, referring to FIG. 2 , in a third heat pump heating mode (e.g., a heat pump air source heating mode described herein), a heat pump circuit including a compressor 1 is operated. The heat pump circuit may include the compressor 1, a condenser (e.g., the on-board condenser 3 shown in FIG. 2 ), a throttling device (e.g., the second electronic expansion valve 16 shown in FIG. 2 ), and an evaporator (e.g., the external heat exchanger 11 shown in FIG. 2 ). The condenser (e.g., the on-board condenser 3 shown in FIG. 2 ) is configured to heat the passenger compartment. The evaporator (e.g., the external heat exchanger 11 shown in FIG. 2 ) exchanges heat with outside air. Heat from the air source is used as a heat source for the heat pump circuit.

[0033] For example, referring to Figure 2, in a second warming mode (e.g., the electric heating warming mode described herein), a warming circuit that does not include a compressor is operated. The warming circuit may include a warming core 22, a heated circulating liquid pump 20, and an electric heater 21. Heat generated by the electric heater 21 is transferred to the warming core 22 via the heated circulating liquid pump 20. The warming core 22 heats the passenger compartment with the heat generated by the electric heater 21.

[0034] In this embodiment of the present disclosure, referring to FIG. 4 , the thermal management control method may include the following steps: S21: In EV mode, the temperature of the second liquid circuit and the ambient temperature outside the vehicle are acquired. S22: Depending on the range of the temperature of the second liquid circuit and the range of the ambient temperature outside the vehicle, a selection is made to transition to one of the second heat pump heating mode, the third heat pump heating mode, and the second warm-up mode. That is, when the acquired current driving mode is EV mode, the determination rule for transitioning based on the EV mode includes determining the range of the temperature of the second liquid circuit and the range of the ambient temperature outside the vehicle, and selecting to transition to any of the second heat pump heating mode, the third heat pump heating mode, and the second warm-up mode depending on the range of the temperature of the second liquid circuit and the range of the ambient temperature outside the vehicle.

[0035] Based on the above solution, in EV mode, the motor operates and the engine 26 does not operate, so the second heat pump heating mode associated with heat from the motor may be selected for heating, or the third heat pump heating mode associated with heat from the air source may be selected for heating, or the second warm air mode in which the electric heater 21 is used as the heat source may be used for heating, thereby achieving an economical, energy-saving and effective heating effect.

[0036] For example, the step of "selecting to transition to one of the second heat pump heating mode, the third heat pump heating mode, and the second warm air mode depending on the range in which the temperature of the second liquid circuit is located and the range in which the ambient temperature outside the vehicle is located" may specifically include transitioning to the second heat pump heating mode when the temperature of the second liquid circuit is higher than a third set temperature (e.g., the third set temperature may be -10°C), and transitioning to the third heat pump heating mode or the second warm air mode when the temperature of the second liquid circuit is lower than the third set temperature (e.g., the third set temperature may be -10°C).

[0037] That is, if the temperature of the second liquid circuit is sufficient, the second heat pump heating mode, in which heat from the motor is used as the heat source, may be used for heating, thereby realizing energy saving effects, whereas if the temperature of the second liquid circuit is insufficient, the third heat pump heating mode, in which the air source is used as the heat source, or the second warm air mode, in which the electric heater 21 is used as the heat source, may be used for heating, thereby ensuring heating effects in the passenger compartment.

[0038] For example, "selecting to transition to the third heat pump heating mode or the second warming mode when the temperature of the second liquid circuit is lower than the third set temperature" may further include transitioning to the third heat pump heating mode when the ambient temperature outside the vehicle is higher than a fourth set temperature (e.g., the fourth set temperature may be -10°C), and transitioning to the second warming mode when the ambient temperature outside the vehicle is lower than the fourth set temperature.

[0039] That is, when the ambient temperature outside the vehicle is sufficient, the third heat pump heating mode in which the air source is used as the heat source may be used for heating, thereby realizing energy saving effects, whereas when the ambient temperature outside the vehicle is insufficient, the second warm air mode in which the electric heater 21 is used as the heat source may be used for heating, thereby ensuring heating effects in the passenger compartment.

[0040] It should be noted that, when the temperature of the second liquid circuit is equal to the third set temperature, the system may be configured to transition to any one of the second heat pump heating mode, the third heat pump heating mode, and the second warm air mode, but this is not limited thereto. When the ambient temperature outside the vehicle is equal to the fourth set temperature, the system may be configured to transition to the third heat pump heating mode or the second warm air mode, but this is not limited thereto.

[0041] In some embodiments, the multiple passenger compartment heating modes include at least one heat pump heating mode (e.g., the first heat pump heating mode, the second heat pump heating mode, and the third heat pump heating mode described above, which are not described in detail herein), and the hybrid electric vehicle further includes a battery heat pump heating mode.

[0042] For example, referring to FIG. 2, in the battery heat pump heating mode, a heat pump circuit including a compressor 1 is operated. The heat pump circuit may include the compressor 1, a condenser (e.g., the battery heat exchanger 37 shown in FIG. 2), a throttling device (e.g., the fourth electronic expansion valve 35 shown in FIG. 2), and an evaporator (e.g., the liquid circuit heat exchanger 30 shown in FIG. 2). The condenser (e.g., the battery heat exchanger 37 shown in FIG. 2) is configured to heat the battery. The evaporator (e.g., the liquid circuit heat exchanger 30 shown in FIG. 2) exchanges heat with a first liquid circuit (e.g., the liquid circuit in which the heating circulation liquid pump 20 and the electric heater 21 are located in FIG. 2), which absorbs heat from the electric heater 21. The heat from the electric heater 21 is used as a heat source for the heat pump circuit.

[0043] Of course, the present disclosure is not limited in this respect. In other embodiments of the present disclosure, the evaporator of the heat pump circuit in the battery heat pump heating mode (e.g., liquid circuit heat exchanger 30 shown in FIG. 2) may also absorb other heat, such as heat from a second liquid circuit in which the low temperature circuit coolant pump 31 and the motor and electrical control system 29 are located in FIG. 2, but this will not be described in detail herein.

[0044] In summary, the vehicle thermal management system in one embodiment of the present disclosure can flexibly adjust the vehicle's thermal management operating mode by combining the driving operating conditions of the new energy vehicle, ambient temperature, thermal management requirements, and the temperature of the liquid cooling circuit throughout the vehicle, thereby optimizing the energy management of the entire vehicle and achieving the goal of energy saving. For example, in HEV mode, the ambient temperature, the temperature of the engine thermal management system, and the thermal management requirements are combined to optimally extract heat from the engine, thereby simultaneously achieving engine cooling and passenger compartment heating. If the engine heat is insufficient, the compressor or electric heater is activated for heating. In EV mode, the operating mode of the air-source heat pump and the operating mode of the motor-source heat pump are distinguished based on the temperature of the motor and its electrical control system.

[0045] In some embodiments, the hybrid electric vehicle includes a dual heating mode in which a heat pump heating mode (e.g., one of the first, second, and third heat pump heating modes described above) and a battery heat pump heating mode operate simultaneously, with the heat pump circuits used by both sharing the same compressor 1. Thus, passenger compartment heating and battery heating can be achieved simultaneously, and by using the same compressor 1, the thermal management system can be simplified and costs reduced.

[0046] 5, in some embodiments, the thermal management control method may include the following steps: S4: In the dual heating mode, at least one of the battery temperature, the heating outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle is acquired. S5: Depending on the range of the acquired temperature, one of the heat pump heating mode and the battery heat pump heating mode is set as a first priority adjustment target. S6: The rotation speed of the compressor 1 is adjusted according to the adjustment rule of the first priority adjustment target.

[0047] In the dual heating mode, the heat pump heating mode and the battery heat pump heating mode operate simultaneously, and the heat pump circuits used by both modes share the same compressor 1, so that based on the control method of the present disclosure, the rotation speed of the compressor 1 may be adjusted according to the priority levels of the heat pump heating mode and the battery heat pump heating mode, thereby enabling the rotation speed of the compressor 1 to better adjust to the requirements of passenger compartment heating and battery heating.

[0048] For example, when the heat pump heating mode is set as the first priority adjustment target, the rotation speed of Compressor 1 is adjusted according to the adjustment rule for the heat pump heating mode, so that the passenger compartment heating effect is the main adjustment target and the passenger compartment heating requirements are better met.For example, when the battery heat pump heating mode is set as the first priority adjustment target, the rotation speed of Compressor 1 is adjusted according to the adjustment rule for the battery heat pump heating mode, so that the battery heating effect is the main adjustment target and the battery heating requirements are better met.

[0049] For example, the step of "in the dual heating mode, at least one of the battery temperature, the heating outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle is acquired, and one of the heat pump heating mode and the battery heat pump heating mode is set as the first priority adjustment target according to the range in which the acquired temperature is located" may specifically include acquiring the battery temperature, and setting the heat pump heating mode as the first priority adjustment target if the battery temperature is higher than a fifth set temperature (e.g., the fifth set temperature may be 10°C). In other words, if the battery temperature is sufficient, the passenger compartment heating effect may be used as the main adjustment target, thereby better meeting the passenger compartment heating requirements.

[0050] For example, the step of "in the dual heating mode, at least one of the battery temperature, the heater outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle is acquired, and one of the heat pump heating mode and the battery heat pump heating mode is set as the first priority adjustment target depending on the range in which the acquired temperature is located" may further include setting the battery heat pump heating mode as the first priority adjustment target if the battery temperature is lower than a fifth set temperature (e.g., the fifth set temperature may be 10°C), or acquiring the passenger compartment temperature, and setting the battery heat pump heating mode as the first priority adjustment target if the battery temperature is lower than the fifth set temperature and the passenger compartment temperature is higher than the target interior temperature, or acquiring the heater outlet temperature, and setting the battery heat pump heating mode as the first priority adjustment target if the battery temperature is lower than the fifth set temperature and the heater outlet temperature is higher than the target outlet temperature. In other words, when the battery temperature is insufficient, or when the battery temperature is insufficient but the passenger compartment temperature (or heating outlet temperature) is sufficient, the battery heating effect may be used as the main adjustment target, thereby better meeting the battery heating requirements, ensuring efficient operation of the battery, and meeting the driving requirements.

[0051] For example, the step of "in the dual heating mode, at least one of the battery temperature, the heater outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle is acquired, and one of the heat pump heating mode and the battery heat pump heating mode is set as the first priority adjustment target according to the range of the acquired temperatures" may specifically include acquiring the heater outlet temperature and the passenger compartment temperature, and setting the battery heat pump heating mode as the first priority adjustment target if the heater outlet temperature is higher than the target outlet temperature and the passenger compartment temperature is higher than the target interior temperature. In other words, if both the passenger compartment temperature and the heater outlet temperature are sufficient, the battery heating effect may be used as the main adjustment target, thereby better meeting the battery heating requirements, ensuring efficient battery operation, and satisfying driving requirements.

[0052] For example, the step of "in the dual heating mode, acquiring at least one of the battery temperature, the heater outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle, and setting one of the heat pump heating mode and the battery heat pump heating mode as the first priority adjustment target according to the range of the acquired temperature" may specifically include acquiring the heater outlet temperature and, if the heater outlet temperature is lower than the target outlet temperature, setting the heat pump heating mode as the first priority adjustment target, or acquiring the passenger compartment temperature and, if the passenger compartment temperature is lower than the target interior temperature, setting the heat pump heating mode as the first priority adjustment target. In other words, if the passenger compartment temperature or the heater outlet temperature is insufficient, the passenger compartment heating effect may be used as the main adjustment target, thereby better meeting the passenger compartment heating requirements.

[0053] In some embodiments, when the first priority adjustment target is the heat pump heating mode, the adjustment rule may include adjusting the rotation speed of the compressor 1 according to the heating outlet temperature, thereby ensuring that the heating outlet temperature meets the heating requirements.

[0054] For example, the current heater outlet temperature (e.g., foot air temperature) is detected and compared with the target outlet temperature. If the current heater outlet temperature is higher than the target outlet temperature, the rotation speed of the compressor 1 is reduced. If the current heater outlet temperature is lower than the target outlet temperature, the rotation speed of the compressor 1 is increased. If the current heater outlet temperature is equal to the target outlet temperature, the current rotation speed of the compressor 1 is maintained. The target outlet temperature may be determined according to the user-set temperature, the vehicle interior temperature, the outside air temperature, and the solar radiation correction value, thereby ensuring the heating effect.

[0055] In some embodiments, when the first priority adjustment target is the heat pump heating mode, the adjustment rule may include adjusting the opening of a throttling device (e.g., second electronic expansion valve 16 or third electronic expansion valve 17 shown in FIG. 2) in the heat pump circuit used in the heat pump heating mode according to the suction inlet superheat of the compressor. This ensures that the refrigerant drawn into compressor 1 is in a superheated gas state, thereby ensuring the safety of compressor 1.

[0056] For example, the current inlet superheat of the compressor 1 (or the outlet superheat of the liquid circuit heat exchanger 30) is calculated and compared with the target superheat. If the current inlet superheat of the compressor 1 is greater than the target superheat, the opening of the third electronic expansion valve 17 is increased (i.e., the valve direction for valve opening is adjusted). If the current inlet superheat of the compressor 1 is less than the target superheat, the opening of the third electronic expansion valve 17 is decreased (i.e., the valve direction for valve closing is adjusted). If the current inlet superheat of the compressor 1 is equal to the target superheat, the current opening of the third electronic expansion valve 17 is maintained (i.e., no valve adjustment is required). The target superheat may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1.

[0057] Also, in the above embodiment, the inlet superheat of the compressor 1 is approximately equal to the outlet superheat of the liquid circuit heat exchanger 30. The reason why the present disclosure calculates the current inlet superheat of the compressor 1 instead of the outlet superheat of the liquid circuit heat exchanger 30 is that it is difficult to install a sensor at the outlet of the liquid circuit heat exchanger 30 in some systems. Of course, if it is easy to install a sensor, the current outlet superheat of the liquid circuit heat exchanger 30 may be calculated instead of the current inlet superheat of the compressor 1, but this is not a limitation in the present specification.

[0058] In some embodiments, the adjustment rule when the first priority adjustment target is the heat pump heating mode may include adjusting the opening degree of a throttling device (e.g., the fourth electronic expansion valve 35 shown in FIG. 2) in the heat pump circuit used in the battery heat pump heating mode according to the heating outlet temperature. Thus, the flow rate distribution is guaranteed, thereby enabling the satisfaction of the passenger compartment heating requirements.

[0059] In some embodiments, adjusting the opening degree of the throttling device in the heat pump circuit used in the battery heat pump heating mode according to the heating outlet temperature includes increasing the opening degree of the throttling device in the heat pump circuit used in the battery heat pump heating mode when T5 > T4 + K5, maintaining the opening degree of the throttling device in the heat pump circuit used in the battery heat pump heating mode when T4 - K4 ≤ T5 ≤ T4 + K5, decreasing the opening degree of the throttling device in the cooling circuit used in the battery cooling mode when T4 - K5 ≤ T5 < T4 - K4, and closing the throttling device in the heat pump circuit used in the battery heat pump heating mode when T5 < T4 - K5, where T5 represents the heating outlet temperature in °C, T4 represents the target outlet temperature in °C, and K4 and K5 represent the temperature compensation coefficients in °C, and K4 < K5. Thus, an accurate flow rate distribution can be guaranteed, thereby achieving an optimal heat distribution for battery heating while prioritizing the passenger compartment heating requirements.

[0060] For example, the specific method for "adjusting the throttle device in the heat pump circuit used in the battery heat pump heating mode according to the heating outlet temperature" may be as follows. Assume: K4 = 2°C, K5 = 5°C, the current heating outlet temperature T5 is 56°C, the target outlet temperature T4 is 50°C, and when T5 > T4 + 5 (55°C), the opening degree of the fourth electronic expansion valve 35 is increased, which indicates that the current heating outlet temperature satisfies the passenger compartment heating, and it is possible to slightly increase the heat distribution to the battery side. When the current heating outlet temperature T5 is 46°C, the target outlet temperature T4 is 50°C, and T4 - K5 (45°C) ≤ T5 < T4 - K4 (48°C), the opening degree of the fourth electronic expansion valve 35 is decreased. In this case, the current heating does not meet the passenger compartment heating requirements and requires a reduction in battery heat distribution. When the current heating outlet temperature T5 is 52°C, the target outlet temperature T4 is 50°C, and T4 - K4 (48°C) ≤ T5 ≤ T4 + K5 (55°C), the current opening degree of the fourth electronic expansion valve 35 is maintained, which indicates that the current heat distribution is appropriate and requires maintaining the valve opening degree. When the current heating outlet temperature T5 is 40°C, the target outlet temperature T4 is 50°C, and 40 < T4 - K5 (45°C), the fourth electronic expansion valve 35 is closed to fully guarantee the passenger compartment heating requirements.

[0061] In some embodiments, when the first priority adjustment target is the battery heat pump heating mode, the adjustment rule includes adjusting the rotation speed of the compressor 1 according to the inlet temperature of the battery heat exchanger 37 in the heat pump circuit used in the battery heat pump heating mode. Therefore, the battery heating requirements can be fully guaranteed, the problem of too high battery temperature caused by too high temperature of the battery heat exchanger 37 can be solved, and thereby the operation reliability and safety of the battery can be improved.

[0062] For example, the current inlet temperature of the battery heat exchanger 37 is detected and compared with the target heating temperature. If the current inlet temperature of the battery heat exchanger 37 is higher than the target heating temperature, the rotation speed of the compressor 1 is reduced. If the current inlet temperature of the battery heat exchanger 37 is lower than the target heating temperature, the rotation speed of the compressor 1 is increased. If the current inlet temperature of the battery heat exchanger 37 is equal to the target heating temperature, the current rotation speed of the compressor 1 is maintained.

[0063] It should be noted that in the battery heat pump heating mode, the refrigerant discharged from the compressor 1 is in a superheated state, and the pressure and temperature do not correspond to each other (in a superheated state, the pressure remains constant but the temperature increases). Therefore, instead of detecting the inlet pressure of the battery heat exchanger 37, the inlet temperature of the battery heat exchanger 37 is detected.

[0064] In some embodiments, when the first priority adjustment target is the battery heat pump heating mode, the adjustment rule includes adjusting the opening of a throttling device (e.g., the fourth electronic expansion valve 35 shown in FIG. 2) in the heat pump circuit used in the battery heat pump heating mode according to the compressor inlet superheat. This may ensure that the refrigerant drawn into the compressor 1 is in a superheated gas state, thereby ensuring the safety of the compressor 1.

[0065] For example, the current inlet superheat of the compressor 1 is calculated and compared with the target superheat. If the current inlet superheat of the compressor 1 is greater than the target superheat, the opening of the fourth electronic expansion valve 35 is increased (i.e., the valve direction for valve opening is adjusted). If the current inlet superheat of the compressor 1 is less than the target superheat, the opening of the fourth electronic expansion valve 35 is decreased (i.e., the valve direction for valve closing is adjusted). If the current inlet superheat of the compressor 1 is equal to the target superheat, the current opening of the fourth electronic expansion valve 35 is maintained (i.e., no valve adjustment is required). The target superheat may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1.

[0066] Also, in the above embodiment, the inlet superheat of the compressor 1 is approximately equal to the outlet superheat of the liquid circuit heat exchanger 30. The reason why the present disclosure calculates the current inlet superheat of the compressor 1 instead of the outlet superheat of the liquid circuit heat exchanger 30 is that it is difficult to install a sensor at the outlet of the liquid circuit heat exchanger 30 in some systems. However, if it is easy to install a sensor, the current outlet superheat of the liquid circuit heat exchanger 30 may be calculated instead of the current inlet superheat of the compressor 1, but this is not a limitation in the present specification.

[0067] In some embodiments, when the first priority adjustment target is the battery heat pump heating mode, the adjustment rule includes maintaining a constant opening of a throttling device (e.g., second electronic expansion valve 16 or third electronic expansion valve 17 shown in FIG. 2) in the heat pump circuit used in the heat pump heating mode, thereby simplifying the control.

[0068] In some embodiments, the hybrid electric vehicle also includes a passenger compartment cooling mode and a battery cooling mode.

[0069] For example, referring to Figure 2, in a passenger compartment cooling mode, a cooling circuit including a compressor 1 is operated. The cooling circuit may include the compressor 1, a condenser (e.g., an external heat exchanger 11 shown in Figure 2), a throttling device (e.g., a first electronic expansion valve 13 shown in Figure 2), and an evaporator (e.g., an on-board evaporator 14 shown in Figure 2). The evaporator (e.g., an on-board evaporator 14 shown in Figure 2) is configured for passenger compartment cooling.

[0070] For example, referring to Figure 2, in the battery cooling mode, a cooling circuit including a compressor 1 is operated. The cooling circuit may include the compressor 1, a condenser (e.g., the external heat exchanger 11 shown in Figure 2), a throttling device (e.g., the fourth electronic expansion valve 35 shown in Figure 2), and an evaporator (e.g., the battery heat exchanger 37 shown in Figure 2). The evaporator (e.g., the battery heat exchanger 37 shown in Figure 2) is configured for battery cooling.

[0071] In some embodiments, the hybrid electric vehicle includes a dual cooling mode, in which both the passenger compartment cooling mode and the battery cooling mode are controlled to operate simultaneously, with the cooling circuits used by both modes sharing the same compressor 1. Thus, passenger compartment cooling and battery cooling can be achieved simultaneously, and by using the same compressor 1, the thermal management system can be simplified and costs reduced.

[0072] 6, in some embodiments, the thermal management control method includes the following steps: S7: In a dual cooling mode, at least one of a battery temperature, a heating outlet temperature, and a passenger compartment temperature of the hybrid electric vehicle is acquired. S8: Depending on the range in which the acquired temperature is located, one of the passenger compartment cooling mode and the battery cooling mode is set as a second priority adjustment target. S9: The rotation speed of the compressor is adjusted according to the adjustment rule of the second priority adjustment target.

[0073] In the dual cooling mode, both the passenger compartment cooling mode and the battery cooling mode operate simultaneously, and the cooling circuits used by both of them share the same compressor 1, so that based on the control method of the present disclosure, the rotation speed of the compressor 1 may be adjusted according to the priority of the passenger compartment cooling mode and the battery cooling mode, so that the rotation speed of the compressor 1 can better adjust to the requirements of the passenger compartment cooling and the battery cooling.

[0074] For example, if the passenger compartment cooling mode is set as the second priority adjustment target, the rotation speed of the compressor 1 is adjusted according to the adjustment rule for the passenger compartment cooling mode, thereby making the passenger compartment cooling effect the main adjustment target and better meeting the passenger compartment cooling requirements. For example, if the battery cooling mode is set as the second priority adjustment target, the rotation speed of the compressor 1 is adjusted according to the adjustment rule for the battery cooling mode, thereby making the battery cooling effect the main adjustment target and better meeting the battery cooling requirements.

[0075] For example, the step of "in the dual cooling mode, at least one of the battery temperature, the heating outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle is acquired, and one of the passenger compartment cooling mode and the battery cooling mode is set as the second priority adjustment target according to a range in which the acquired temperature is located" may specifically include acquiring the battery temperature, and setting the battery cooling mode as the second priority adjustment target when the battery temperature is higher than a sixth set temperature (e.g., the sixth set temperature may be 45°C). In other words, when the battery temperature is high, the battery cooling effect may be used as the main adjustment target, thereby better meeting the battery cooling requirement.

[0076] For example, the step of "in the dual cooling mode, acquiring at least one of the battery temperature, the heating outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle, and setting one of the passenger compartment cooling mode and the battery cooling mode as the second priority adjustment target according to a range in which the acquired temperatures are located" may further include acquiring the passenger compartment temperature, and setting the battery cooling mode as the second priority adjustment target if the battery temperature is lower than a sixth set temperature and the passenger compartment temperature is lower than a target interior temperature, or acquiring the air conditioning outlet temperature, and setting the battery cooling mode as the second priority adjustment target if the battery temperature is lower than the sixth set temperature and the air conditioning outlet temperature is lower than the target outlet temperature. In other words, when the battery temperature and the passenger compartment temperature (or the air conditioning outlet temperature) are low, the battery cooling effect may be used as the main adjustment target, thereby better meeting the battery cooling requirement, ensuring efficient battery operation, and satisfying driving requirements.

[0077] For example, the step of "in the dual cooling mode, at least one of the battery temperature, the heating outlet temperature, and the passenger compartment temperature of the hybrid electric vehicle is acquired, and one of the passenger compartment cooling mode and the battery cooling mode is set as the second priority adjustment target depending on the range in which the acquired temperature is located" may specifically include setting the passenger compartment cooling mode as the second priority adjustment target when the battery temperature is lower than a sixth set temperature, or acquiring the passenger compartment temperature, and setting the passenger compartment cooling mode as the second priority adjustment target when the battery temperature is lower than the sixth set temperature and the passenger compartment temperature is higher than the target interior temperature, or acquiring the cooling outlet temperature, and setting the passenger compartment cooling mode as the second priority adjustment target when the battery temperature is lower than the sixth set temperature and the cooling outlet temperature is higher than the target outlet temperature. In other words, when the battery temperature is low, or when the battery temperature is low and the cooling outlet temperature (or passenger compartment temperature) is high, the passenger compartment cooling effect may be used as the main adjustment target, thereby better meeting the passenger compartment cooling requirements.

[0078] In some embodiments, when the second priority adjustment target is the passenger compartment cooling mode, the adjustment rule may include adjusting the rotation speed of the compressor 1 according to the cooling outlet temperature, so that the passenger compartment cooling requirements can be better met.

[0079] For example, the current cooling outlet temperature (e.g., face air temperature) is detected and compared with the target outlet temperature. If the current cooling outlet temperature is lower than the target outlet temperature, the rotation speed of the compressor 1 is reduced. If the current cooling outlet temperature is higher than the target outlet temperature, the rotation speed of the compressor 1 is increased. If the current cooling outlet temperature is equal to the first target outlet temperature, the current rotation speed of the compressor 1 is maintained. The target outlet temperature may be determined according to the user-set temperature, the vehicle interior temperature, the outside air temperature, and the solar radiation correction value, thereby ensuring the cooling effect.

[0080] In some embodiments, when the second priority adjustment target is the passenger compartment cooling mode, the adjustment rule includes adjusting the opening of a throttling device (e.g., the first electronic expansion valve 13 shown in FIG. 2) in the cooling circuit used in the passenger compartment cooling mode according to the compressor inlet superheat. This may ensure that the refrigerant drawn into the compressor 1 is in a superheated gas state, thereby ensuring the safety of the compressor 1.

[0081] For example, the current outlet superheat degree of the in-vehicle evaporator 14 (substantially equal to the inlet superheat degree of the compressor 1) is calculated and compared with the target superheat degree. When the current outlet superheat degree of the in-vehicle evaporator 14 is greater than the target superheat degree, the opening degree of the first electronic expansion valve 13 is increased (i.e., the valve direction for valve opening is adjusted). When the current outlet superheat degree of the in-vehicle evaporator 14 is less than the target superheat degree, the opening degree of the first electronic expansion valve 13 is decreased (i.e., the valve direction for valve closing is adjusted). When the current outlet superheat degree of the in-vehicle evaporator 14 is equal to the target superheat degree, the current opening degree of the first electronic expansion valve 13 is maintained (i.e., valve adjustment is not required). The target superheat degree may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant sucked into the compressor 1 is in a superheated gas state and guaranteeing the safety of the compressor 1.

[0082] In some embodiments, the opening degree of the throttling device in the refrigeration circuit used in the battery cooling mode is adjusted according to the refrigeration outlet temperature. Accordingly, the flow rate distribution is guaranteed, thereby enabling the satisfaction of the passenger compartment refrigeration requirements.

[0083] Specifically, the step of adjusting the opening degree of the throttling device in the refrigeration circuit used in the battery cooling mode according to the refrigeration outlet temperature includes increasing the opening degree of the throttling device in the refrigeration circuit used in the battery cooling mode when T2 < T1 + K1, maintaining the opening degree of the throttling device in the refrigeration circuit used in the battery cooling mode when T1 + K1 ≤ T2 ≤ T1 + K2, decreasing the opening degree of the throttling device in the refrigeration circuit used in the battery cooling mode when T1 + K2 < T2 ≤ T1 + K3, and closing the throttling device in the refrigeration circuit used in the battery cooling mode when T2 > T1 + K3, where T2 represents the refrigeration outlet temperature in °C, T1 represents the target refrigeration temperature in °C, K1, K2, and K3 represent the temperature compensation coefficients in °C, and here K1 < K2 < K3.

[0084] For example, a specific method for "adjusting the opening degree of the throttle device of the cooling circuit used in the battery cooling mode according to the cooling outlet temperature" may be as follows. Assume: K1 = 2°C, K2 = 3°C, K3 = 7°C, the current cooling outlet temperature T2 is 5°C, the target cooling temperature T1 is 4°C, and when T2 < T1 + K1, the opening degree of the fourth electronic expansion valve 35 is increased, which indicates that the current cooling outlet temperature meets the passenger compartment cooling, and the cooling distribution to the battery side can be appropriately increased. When the current cooling outlet temperature T2 is 8°C, the target cooling temperature T1 is 4°C, and T2 ≤ T1 + 7, the opening degree of the fourth electronic expansion valve 35 is decreased, which indicates that the current passenger compartment cooling is insufficient, and the battery cooling distribution is decreased. When the current cooling outlet temperature T2 is 6°C, the target cooling temperature T1 is 4°C, and T1 + 2 ≤ T2 ≤ T1 + 3, the current opening degree of the fourth electronic expansion valve 35 is maintained, which indicates that the current cooling distribution is appropriate, and the valve opening degree is maintained. When the current cooling outlet temperature T2 is 15°C, the target cooling temperature T1 is 4°C, and T2 > T1 + 7, in order to fully guarantee the passenger compartment cooling requirements, the fourth electronic expansion valve 35 is closed. In some embodiments, the adjustment rule when the second priority adjustment target is the battery cooling mode includes adjusting the rotation speed of the compressor according to the outlet pressure of the battery heat exchanger 37 in the cooling circuit used in the battery cooling mode. Therefore, the battery cooling requirements can be met.

[0085] For example, the current outlet pressure of the battery heat exchanger 37 is detected and compared with the target pressure value. When the current outlet pressure of the battery heat exchanger 37 is greater than the target pressure value, the rotation speed of the compressor 1 is decelerated. When the current outlet pressure of the battery heat exchanger 37 is less than the target pressure value, the rotation speed of the compressor 1 is accelerated. When the current outlet pressure of the battery heat exchanger 37 is equal to the target pressure value, the current rotation speed of the compressor 1 is maintained.

[0086] To ensure the battery cooling effect, the present disclosure uses the saturation state and superheat of the refrigerant at the outlet of the battery heat exchanger 37 as measurement criteria. The saturation state corresponds to the saturation temperature, which in turn has a corresponding pressure (in a superheat state above the saturation temperature, the refrigerant pressure remains essentially unchanged). Therefore, the outlet pressure of the battery heat exchanger 37 is used as a target to adjust the rotation speed of the compressor 1, thereby ensuring that the refrigerant reaches saturation at a preset temperature. Then, by adjusting the opening of the fourth electronic expansion valve 35, the superheat of the refrigerant is adjusted to achieve the battery cooling effect. The reason for not directly detecting the temperature of the battery itself is, first, that there is a delay in the temperature change of the battery. Second, because the battery itself has a fixed volume, but only one or more positions are detected, it cannot accurately reflect the battery temperature.

[0087] In some embodiments, when the second priority adjustment target is the battery cooling mode, the adjustment rule includes adjusting the opening degree of a throttling device (e.g., the fourth electronic expansion valve 35 shown in FIG. 2) in the cooling circuit used in the battery cooling mode according to the compressor inlet superheat degree. Therefore, it may be ensured that the refrigerant drawn into the compressor 1 is in a superheated gas state, thereby ensuring the safety of the compressor 1.

[0088] For example, the current outlet superheat of the battery heat exchanger 37 (approximately equal to the inlet superheat of the compressor 1) is calculated and compared with the target superheat. If the current outlet superheat of the battery heat exchanger 37 is greater than the target superheat, the opening of the fourth electronic expansion valve 35 is increased (i.e., the valve direction for valve opening is adjusted). If the current outlet superheat of the battery heat exchanger 37 is lower than the target superheat, the opening of the fourth electronic expansion valve 35 is decreased (i.e., the valve direction for valve closing is adjusted). If the current outlet superheat of the battery heat exchanger 37 is equal to the target superheat, the current opening of the fourth electronic expansion valve 35 is maintained (i.e., no valve adjustment is required). The target superheat may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1.

[0089] In some embodiments, when the second priority adjustment target is the battery cooling mode, the adjustment rule includes maintaining a constant opening of a throttling device (e.g., the first electronic expansion valve 13 shown in FIG. 2) in the cooling circuit used in the passenger compartment cooling mode. Thus, the control can be simplified.

[0090] A thermal management control method for a hybrid electric vehicle according to certain embodiments of the present disclosure is described below.

[0091] A hybrid electric vehicle includes a motor and an engine. A hybrid electric vehicle has at least two driving modes: a pure electric mode (abbreviated as EV mode, where EV stands for electric vehicle) and a hybrid mode (abbreviated as HEV mode, where HEV stands for hybrid electric vehicle). In the pure electric mode, the vehicle is powered by the motor. In the hybrid mode, the vehicle is powered by a combination of the motor and the engine.

[0092] As shown in Figure 2, the hybrid electric vehicle has a thermal management system. The thermal management system includes a compressor 1, a first pressure and temperature sensor 2, an on-board capacitor 3, a second pressure and temperature sensor 4, a first solenoid valve 5, a second solenoid valve 6, a third pressure and temperature sensor 7, a fourth solenoid valve 8, a third solenoid valve 9, a fourth pressure and temperature sensor 10, an external heat exchanger 11, a blower 12, a first electronic expansion valve 13, an on-board evaporator 14, a fifth pressure and temperature sensor 15, a second electronic expansion valve 16, a third electronic expansion valve 17, a high-temperature radiator 18, a five-way valve 19, a heating circulation liquid pump 20, and an electric heater 21 (e.g., PTC, positive temperature coefficient). The system may include an abbreviation for (coefficient), thermistor), a warm air core 22, a high-temperature radiator fan 23, a high-temperature circuit three-way valve 24, a fifth solenoid valve 25, an engine 26, an engine circulating liquid pump 27, a sixth solenoid valve 28, a motor and electrical control system 29, a liquid circuit heat exchanger 30, a low-temperature circuit cooling pump 31, a water intercooler 32, a low-temperature circuit three-way valve 33, a low-temperature radiator 34, a fourth electronic expansion valve 35, a sixth pressure and temperature sensor 36, a battery heat exchanger 37, a seventh pressure and temperature sensor 38, a seventh solenoid valve 39, a low-temperature radiator fan 40, and a check valve 41.

[0093] Therefore, the thermal management system may include a motor-side liquid circuit system, an engine-side liquid circuit system, a passenger compartment thermal management system, and a power battery thermal management system. The motor-side liquid circuit system includes a low-temperature radiator fan 40, a motor and electrical control system 29, a low-temperature liquid circuit with a liquid circuit heat exchanger 30, a low-temperature circuit cooling pump 31, a water intercooler 32, a low-temperature circuit three-way valve 33, and a low-temperature radiator 34. The engine-side liquid circuit system includes a high-temperature radiator 18, a five-way valve 19, a heating circulation liquid pump 20, an electric heater 21, a warm air core 22, a high-temperature radiator fan 23, a high-temperature circuit three-way valve 24, an engine 26, an engine circulation liquid pump 27, and a high-temperature liquid circuit with the liquid circuit heat exchanger 30. The connections between the components in each system may be referred to in FIG. 2 and will not be described in detail here.

[0094] The thermal management system according to this embodiment has at least eight modes of operation, each of which is described below.

[0095] Mode 1: Passenger compartment cooling mode In the passenger compartment cooling mode, the refrigerant is discharged from the compressor 1 and flows sequentially through the first pressure and temperature sensor 2, the on-board condenser 3, the second pressure and temperature sensor 4, the second solenoid valve 6, the third pressure and temperature sensor 7, the external heat exchanger 11, the first electronic expansion valve 13, the on-board evaporator 14, the fifth pressure and temperature sensor 15, and the fourth pressure and temperature sensor 10, before returning to the compressor 1. The refrigerant dissipates heat to the outside of the vehicle as it flows through the external heat exchanger 11, is throttled as it flows through the first electronic expansion valve 13, and absorbs heat as it flows through the on-board evaporator 14, thereby cooling the passenger compartment.

[0096] In the passenger compartment cooling mode, the adjustment rule for the first electronic expansion valve 13 is as follows: the current outlet superheat of the on-board evaporator 14 (or the inlet superheat of the compressor 1) is calculated and compared with a target superheat (e.g., a first target superheat). If the current outlet superheat of the on-board evaporator 14 is greater than the first target superheat, the opening degree of the first electronic expansion valve 13 is increased (i.e., the valve direction for valve opening is adjusted); if the current outlet superheat of the on-board evaporator 14 is less than the first target superheat, the opening degree of the first electronic expansion valve 13 is decreased (i.e., the valve direction for valve closing is adjusted); if the current outlet superheat of the on-board evaporator 14 is equal to the first target superheat, the current opening degree of the first electronic expansion valve 13 is maintained (i.e., no valve adjustment is required).

[0097] The first target superheat degree may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1.

[0098] In the passenger compartment cooling mode, the adjustment rule for the rotation speed of compressor 1 is as follows: The current cooling outlet temperature, e.g., face blowing temperature, is detected and compared with a target outlet temperature (e.g., a first target outlet temperature). If the current cooling outlet temperature is lower than the first target outlet temperature, the rotation speed of compressor 1 is slowed down. If the current cooling outlet temperature is higher than the first target outlet temperature, the rotation speed of compressor 1 is accelerated. If the current cooling outlet temperature is equal to the first target outlet temperature, the current rotation speed of compressor 1 is maintained.

[0099] The first target outlet temperature may be determined according to a user-set temperature, a vehicle interior temperature, an outside temperature, and a solar radiation correction value, thereby ensuring a cooling effect.

[0100] Mode 2: Battery cooling mode In the battery cooling mode, the refrigerant is discharged from the compressor 1 and then flows through the first pressure and temperature sensor 2, the on-board capacitor 3, the second pressure and temperature sensor 4, the second solenoid valve 6, the third pressure and temperature sensor 7, the external heat exchanger 11, the check valve 41, the fifth solenoid valve 25, the fourth electronic expansion valve 35, the sixth pressure and temperature sensor 36, the battery heat exchanger 37, the seventh pressure and temperature sensor 38, the seventh solenoid valve 39, and the fourth pressure and temperature sensor 10, in that order, before returning to the compressor 1. The refrigerant dissipates heat to the outside of the vehicle as it flows through the external heat exchanger 11, is throttled as it flows through the fourth electronic expansion valve 35, and absorbs heat as it flows through the battery heat exchanger 37, thereby cooling the battery.

[0101] In the battery cooling mode, the adjustment rule for the fourth electronic expansion valve 35 is as follows: the current outlet superheat of the battery heat exchanger 37 (or the suction superheat of the compressor 1) is calculated and compared with a target superheat (e.g., a second target superheat). If the current outlet superheat of the battery heat exchanger 37 is greater than the second target superheat, the opening of the fourth electronic expansion valve 35 is increased (i.e., the valve direction for valve opening is adjusted); if the current outlet superheat of the battery heat exchanger 37 is less than the second target superheat, the opening of the fourth electronic expansion valve 35 is decreased (i.e., the valve direction for valve closing is adjusted); if the current outlet superheat of the battery heat exchanger 37 is equal to the second target superheat, the current opening of the fourth electronic expansion valve 35 is maintained (i.e., no valve adjustment is required).

[0102] The second target superheat degree may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1.

[0103] In the battery cooling mode, the adjustment rule for the rotation speed of the compressor 1 is as follows: The current outlet pressure of the battery heat exchanger 37 is detected and compared with the target pressure value. If the current outlet pressure of the battery heat exchanger 37 is greater than the target pressure value, the rotation speed of the compressor 1 is reduced. If the current outlet pressure of the battery heat exchanger 37 is less than the target pressure value, the rotation speed of the compressor 1 is increased. If the current outlet pressure of the battery heat exchanger 37 is equal to the target pressure value, the current rotation speed of the compressor 1 is maintained.

[0104] To ensure the battery cooling effect, the present disclosure uses the saturation state and superheat of the refrigerant at the outlet of the battery heat exchanger 37 as measurement criteria. The saturation state corresponds to the saturation temperature, which in turn has a corresponding pressure (in a superheated state above the saturation temperature, the refrigerant pressure remains essentially unchanged). Therefore, the outlet pressure of the battery heat exchanger 37 is used as a target to adjust the rotation speed of the compressor 1, thereby ensuring that the refrigerant reaches saturation at a preset temperature. Then, by adjusting the opening of the fourth electronic expansion valve 35, the superheat of the refrigerant is adjusted to achieve the battery cooling effect. The reason for not directly detecting the temperature of the battery itself is, first, that there is a delay in the battery temperature change. Second, because the battery itself has a fixed volume, but only one or more positions are detected, it cannot accurately reflect the battery temperature.

[0105] Mode 3: Dual cooling mode Dual cooling mode refers to simultaneous operation of passenger compartment cooling mode and battery cooling mode, and the cooling circuits used in passenger compartment cooling mode and battery cooling mode share the same compressor. Therefore, in dual cooling mode, after being discharged from compressor 1, the refrigerant flows through first pressure and temperature sensor 2, on-board condenser 3, second pressure and temperature sensor 4, second solenoid valve 6, third pressure and temperature sensor 7, external heat exchanger 11, and check valve 41 in this order, and then splits into the following two paths:

[0106] In one path, the refrigerant flows sequentially through the first electronic expansion valve 13, the on-board evaporator 14, the fifth pressure and temperature sensor 15, and the fourth pressure and temperature sensor 10, and then returns to the compressor 1. The refrigerant is throttled as it flows through the first electronic expansion valve 13, and releases cool air as it flows through the on-board evaporator 14, thereby cooling the passenger compartment.

[0107] In the other path, the refrigerant flows sequentially through the fifth solenoid valve 25, the fourth electronic expansion valve 35, the sixth pressure and temperature sensor 36, the battery heat exchanger 37, the seventh pressure and temperature sensor 38, the seventh solenoid valve 39, and the fourth pressure and temperature sensor 10, and then returns to the compressor 1. The refrigerant is throttled as it flows through the fourth electronic expansion valve 35, and releases cold air as it flows through the battery heat exchanger 37, thereby cooling the battery.

[0108] In the dual cooling mode, priority adjustment levels are set for the passenger compartment cooling mode and the battery cooling mode.

[0109] First, the battery temperature (i.e., battery core temperature) is compared to a first target battery core temperature (e.g., 45°C). If the current battery core temperature is equal to or greater than the first target battery core temperature, the battery cooling mode is prioritized for adjustment. If the current battery core temperature is lower than the first target battery core temperature, the air conditioning outlet temperature is compared to the target outlet temperature. If the current air conditioning outlet temperature is equal to or greater than the target outlet temperature and the current battery core temperature is lower than the first target battery core temperature, the passenger compartment cooling mode is prioritized for adjustment. If the current air conditioning outlet temperature is lower than the target outlet temperature and the current battery core temperature is lower than the first target battery core temperature, the battery cooling mode is prioritized for adjustment.

[0110] When the passenger compartment cooling mode is the priority target for adjustment, the opening degree of the first electronic expansion valve 13 is adjusted according to the outlet superheat degree of the on-board evaporator 14, the rotation speed of the compressor 1 is adjusted according to the cooling outlet temperature, and the distribution flow rate of the fourth electronic expansion valve 35 is adjusted according to the cooling outlet temperature, thereby ensuring that the passenger compartment cooling meets the requirements.

[0111] The step of adjusting the opening degree of the throttle device in the refrigeration circuit used in the battery cooling mode according to the refrigeration outlet temperature includes increasing the opening degree of the throttle device in the refrigeration circuit used in the battery cooling mode when T2 < T1 + K1, maintaining the opening degree of the throttle device in the refrigeration circuit used in the battery cooling mode when T1 + K1 ≤ T2 ≤ T1 + K2, decreasing the opening degree of the throttle device in the refrigeration circuit used in the battery cooling mode when T1 + K2 < T2 ≤ T1 + K3, and closing the throttle device in the refrigeration circuit used in the battery cooling mode when T2 > T1 + K3, where T2 represents the refrigeration outlet temperature in °C, T1 represents the target refrigeration temperature in °C, K1, K2, and K3 represent the temperature compensation coefficients in °C, and here, K1 < K2 < K3.

[0112] For example, the specific method for "adjusting the opening degree of the throttle device in the refrigeration circuit used in the battery cooling mode according to the refrigeration outlet temperature" may be as follows. Assume: K1 = 2 °C, K2 = 3 °C, K3 = 7 °C, the current refrigeration outlet temperature T2 is 5 °C, the target refrigeration temperature T1 is 4 °C, when T2 < T1 + K1, the opening degree of the fourth electronic expansion valve 35 is increased, which indicates that the current refrigeration outlet temperature meets the passenger compartment refrigeration, and the refrigeration distribution to the battery side can be appropriately increased; when the current refrigeration outlet temperature T2 is 8 °C, the target refrigeration temperature T1 is 4 °C, and when T2 ≤ T1 + 7, the opening degree of the fourth electronic expansion valve 35 is decreased, which indicates that the current passenger compartment refrigeration is insufficient, and the battery refrigeration distribution is decreased; when the current refrigeration outlet temperature T2 is 6 °C, the target refrigeration temperature T1 is 4 °C, and when T1 + 2 ≤ T2 ≤ T1 + 3, the current opening degree of the fourth electronic expansion valve 35 is maintained, which indicates that the current refrigeration distribution is appropriate, and the valve opening degree is maintained; when the current refrigeration outlet temperature T2 is 15 °C, the target refrigeration temperature T1 is 4 °C, and when T2 > T1 + 7, the fourth electronic expansion valve 35 is closed to fully guarantee the passenger compartment refrigeration requirements.

[0113] When the battery cooling mode is the priority for adjustment, the fourth electronic expansion valve 35 is adjusted according to the outlet superheat of the battery heat exchanger 37, and the rotation speed of the compressor 1 is adjusted according to the outlet pressure value of the battery heat exchanger 37, while the opening degree of the first electronic expansion valve 13 corresponding to the on-board evaporator 14 is maintained unchanged.

[0114] Mode 4: Heat pump heating mode in passenger compartment heating mode Heat pump heating modes include heat pump air source heating and heat pump liquid source heating, and heat pump liquid source heating includes large-scale heat pump liquid source heating and small-scale heat pump liquid source heating, which will be introduced respectively below.

[0115] In the heat pump air-source heating mode, the heat pump circuit absorbs heat from the air source. Specifically, the heat pump circuit may be as follows: After being discharged from the compressor 1, the refrigerant flows through the first pressure and temperature sensor 2, the on-board condenser 3, the second pressure and temperature sensor 4, the fourth solenoid valve 8, the second electronic expansion valve 16, the external heat exchanger 11, the third solenoid valve 9, and the fourth pressure and temperature sensor 10, and then returns to the compressor 1. As the refrigerant flows through the on-board condenser 3, it condenses and releases heat to heat the passenger compartment. As the refrigerant flows through the second electronic expansion valve 16, it is throttled. As the refrigerant flows through the external heat exchanger 11, it absorbs heat from the ambient air source.

[0116] In the heat pump air-source heating mode, the second electronic expansion valve 16 is adjusted as follows: The current outlet superheat of the external heat exchanger 11 (or the inlet superheat of the compressor 1) is calculated and compared with a target superheat (e.g., a third target superheat). If the current outlet superheat of the external heat exchanger 11 is greater than the third target superheat, the opening of the second electronic expansion valve 16 is increased (i.e., the valve direction for valve opening is adjusted). If the current outlet superheat of the external heat exchanger 11 is less than the third target superheat, the opening of the second electronic expansion valve 16 is decreased (i.e., the valve direction for valve closing is adjusted). If the current outlet superheat of the external heat exchanger 11 is equal to the third target superheat, the current opening of the second electronic expansion valve 16 is maintained (i.e., no valve adjustment is required).

[0117] The third target superheat degree may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1.

[0118] In the heat pump air source heating mode, the rotation speed of Compressor 1 is adjusted as follows: The current heating outlet temperature (e.g., foot air temperature) is detected and compared with the target outlet temperature (e.g., second target outlet temperature). If the current heating outlet temperature is higher than the second target outlet temperature, the rotation speed of Compressor 1 is slowed down; if the current heating outlet temperature is lower than the second target outlet temperature, the rotation speed of Compressor 1 is accelerated; if the current heating outlet temperature is equal to the second target outlet temperature, the current rotation speed of Compressor 1 is maintained.

[0119] The second target outlet temperature may be determined according to the user set temperature, the vehicle interior temperature, the outside air temperature, and the solar radiation correction value, thereby ensuring the heating effect.

[0120] In the heat pump liquid source heating mode, the refrigerant is discharged from the compressor 1 and flows sequentially through the first pressure and temperature sensor 2, the on-board condenser 3, the second pressure and temperature sensor 4, the fourth solenoid valve 8, the third electronic expansion valve 17, the sixth solenoid valve 28, the refrigerant circuit of the liquid circuit heat exchanger 30, and the fourth pressure and temperature sensor 10, before returning to the compressor 1. The refrigerant releases heat as it flows through the on-board condenser 3 to heat the passenger compartment, is throttled as it flows through the third electronic expansion valve 17, and absorbs liquid source heat from the liquid circuit of the liquid circuit heat exchanger 30 as it flows through the liquid circuit heat exchanger 30.

[0121] It should be noted that the liquid circuit heat exchanger 30 may include a refrigerant circuit and a liquid circuit, through which coolant and other coolants may flow. The liquid circuit heat exchanger 30 may have two liquid circuits or one liquid circuit. When two liquid circuits are included (as shown in FIG. 2 ), the two liquid circuits are a high-temperature liquid circuit (communicating with the engine-side liquid circuit system) and a low-temperature liquid circuit (communicating with the motor-side liquid circuit system), respectively. When one liquid circuit is included (an example is not shown in the figure), the liquid circuit may function as either a high-temperature liquid circuit or a low-temperature liquid circuit (in which case the engine-side liquid circuit system and the motor-side liquid circuit system may be changed to a series connection relationship).

[0122] In the small-scale heat pump liquid source heating mode, the liquid source heat flowing through the liquid circuit heat exchanger 30 comes from the cryogenic liquid circuit. The cryogenic circuit cooling water pump 31 operates to allow the liquid circuit heat exchanger 30 to absorb waste heat from the motor side via the cryogenic liquid circuit.

[0123] In the small-scale heat pump liquid source heating mode, the rotational speed of the low temperature circuit cooling pump 31 may be maintained at a maximum rotational speed or rated rotational speed, thereby ensuring the heat absorption requirements of the heat pump circuit from the liquid circuit heat exchanger 30.

[0124] In the large-scale heat pump liquid source heating mode, the liquid source heat flowing through the liquid circuit heat exchanger 30 comes from the high temperature liquid circuit. The engine 26 is running and the engine circulation liquid pump 27 is operating, thereby enabling the liquid circuit heat exchanger 30 to absorb heat from the engine 26 via the high temperature liquid circuit.

[0125] In the large-scale heat pump liquid source heating mode, the rotational speed of the engine circulation liquid pump 27 is maintained at the maximum rotational speed or rated rotational speed, thereby ensuring the heat absorption requirements of the heat pump circuit from the liquid circuit heat exchanger 30.

[0126] In large scale heat pump liquid source heating mode, the motor also operates and if cooling is required, the low temperature circuit cooling pump 31 may also be turned on, allowing the liquid source heat for the liquid circuit heat exchanger 30 to come from both the high temperature liquid circuit and the low temperature liquid circuit.

[0127] In heat pump liquid-source heating (including large-scale heat pump liquid-source heating and small-scale heat pump liquid-source heating), the opening of the third electronic expansion valve 17 is adjusted as follows: The current inlet superheat of the compressor 1 (or the outlet superheat of the liquid circuit heat exchanger 30) is calculated and compared with a target superheat (e.g., the fourth target superheat). If the current inlet superheat of the compressor 1 is greater than the fourth target superheat, the opening of the third electronic expansion valve 17 is increased (i.e., the valve direction for valve opening is adjusted). If the current inlet superheat of the compressor 1 is less than the fourth target superheat, the opening of the third electronic expansion valve 17 is decreased (i.e., the valve direction for valve closing is adjusted). If the current inlet superheat of the compressor 1 is equal to the fourth target superheat, the current opening of the third electronic expansion valve 17 is maintained (i.e., no valve adjustment is required).

[0128] The fourth target superheat degree may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1. Also, in the above embodiment, the suction superheat degree of the compressor 1 is approximately equal to the outlet superheat degree of the liquid circuit heat exchanger 30. The reason for calculating the current suction superheat degree of the compressor 1 instead of the outlet superheat degree of the liquid circuit heat exchanger 30 in the present disclosure is that it is difficult to install a sensor at the outlet of the liquid circuit heat exchanger 30 in some systems. Of course, if it is easy to install a sensor, the current outlet superheat degree of the liquid circuit heat exchanger 30 may be calculated instead of the current suction superheat degree of the compressor 1, but this is not a limitation of the present specification.

[0129] Under heat pump liquid source heating (including large-scale heat pump liquid source heating and small-scale heat pump liquid source heating), the rotation speed of Compressor 1 is adjusted as follows: The current heating outlet temperature (e.g., foot blow temperature) is detected and compared with the target outlet temperature (e.g., the third target outlet temperature). If the current heating outlet temperature is higher than the third target outlet temperature, the rotation speed of Compressor 1 is slowed down; if the current heating outlet temperature is lower than the third target outlet temperature, the rotation speed of Compressor 1 is accelerated; and if the current heating outlet temperature is equal to the third target outlet temperature, the current rotation speed of Compressor 1 is maintained.

[0130] The third target outlet temperature may be determined according to the user set temperature, the vehicle interior temperature, the outside air temperature, and the solar radiation correction value, thereby ensuring the heating effect.

[0131] Mode 5: Warm air heating mode in passenger compartment heating mode The warm air heating modes may include an engine warm air mode and an electric warm air mode, each of which is introduced below.

[0132] In engine warm-up mode, the heat pump circuit including the compressor 1 is not operated, and the engine side liquid circuit system circulates, and the coolant flows out from the engine circulation liquid pump 27, flows through the engine 26, the high temperature circuit three-way valve 24, the five-way valve 19, the electric heater 21, the warm air core 22, and the five-way valve 19 in order, and then returns to the engine circulation liquid pump 27, and the engine 26 operates to heat the coolant, and the coolant absorbs the high temperature heat from the engine, and the hot air is blown into the passenger compartment through the warm air core 22 for heating.

[0133] In engine warm-up mode, the rotational speed of the engine circulating liquid pump 27 may be adjusted depending on the heating outlet temperature to meet the heating requirements.

[0134] In the electric heating warm-up mode, the heat pump circuit including the compressor 1 is not operated, the engine side liquid circuit system is circulated, and the coolant flows out of the heating circulation liquid pump 20, through the electric heater 21, the warm-up core 22, the five-way valve 19, the engine circulation liquid pump 27, the engine 26, the high temperature circuit three-way valve 24, and the five-way valve 19, and then back to the heating circulation liquid pump 20, the engine 26 is not operated, and the electric heater 21 is operated to heat the coolant, thereby blowing hot air into the passenger compartment through the warm-up core 22 for heating.

[0135] In the electric heating warming mode, the heating circulating liquid pump 20 may be maintained at its maximum rotation speed or rated rotation speed, while the heating power of the electric heater 21 may be adjusted according to the outlet temperature of the passenger compartment, thereby meeting the heating requirements and reducing energy consumption.

[0136] As mentioned above, when the passenger compartment needs to be heated, there are five heating modes: heat pump air source heating mode (i.e., the second electronic expansion valve 16 corresponding to the external heat exchanger 11 is opened and throttled to absorb heat from the air source); small-scale heat pump liquid source heating mode (i.e., the third electronic expansion valve 17 corresponding to the liquid circuit heat exchanger 30 is opened and throttled to allow the liquid circuit heat exchanger 30 to absorb heat from the low-temperature liquid circuit); large-scale heat pump liquid source heating mode (i.e., the liquid circuit heat exchanger 30 is opened and throttled to allow the liquid circuit heat exchanger 30 to absorb heat from the low-temperature liquid circuit); The following heating modes may be selected: (1) the third electronic expansion valve 17 corresponding to the heat exchanger 30 is opened and throttled, the engine 26 is started, and the liquid circuit heat exchanger 30 absorbs heat from the engine 26 from the high-temperature liquid circuit; (2) the engine warm-up mode (the compressor 1 is not operating, the liquid circuit absorbs heat from the engine 26, and directly blows hot air through the warm-up core 22); and (3) the electric heating warm-up mode (the compressor 1 is not operating, the electric heater 21 heats the liquid circuit, and directly blows hot air through the warm-up core 22). Next, we will introduce how to select the above five heating modes according to the situation.

[0137] In EV mode, the engine 26 is not started and priority is given to determining the temperature of the cryogenic liquid circuit flowing through the liquid circuit heat exchanger 30. If the temperature of the cryogenic liquid circuit is within a first liquid temperature range (e.g., greater than -10°C), a transition is made to small-scale heat pump liquid source heating mode.

[0138] In EV mode, the engine 26 is not started, and if the temperature of the cryogenic liquid circuit flowing through the liquid circuit heat exchanger 30 exceeds a first liquid temperature range (e.g., lower than -10°C), the ambient temperature is further determined, and if the ambient temperature is within a first air temperature range (e.g., -25°C to -10°C), the system is switched to electric heating warming mode, and if the ambient temperature is within a second air temperature range (e.g., higher than -10°C), the system is switched to heat pump air source heating mode.

[0139] It should be noted that in the small-scale heat pump liquid source heating mode, when the vehicle is stopped and the liquid circuit heat exchanger 30 is not refilled, even if the ambient temperature is above -10°C, continuous operation in the small-scale heat pump liquid source heating mode may cause the temperature of the low-temperature liquid circuit to drop below -10°C, in which case the system will switch to the heat pump air source heating mode.

[0140] In HEV mode, the engine 26 starts, and the temperature of the high-temperature liquid circuit flowing through the liquid circuit heat exchanger 30 is determined. If the temperature of the high-temperature liquid circuit is within a second liquid temperature range (e.g., 40°C to 60°C), the system transitions to large-scale heat pump liquid source heating mode. If the temperature of the high-temperature liquid circuit is within a third liquid temperature range (e.g., greater than 60°C), the system transitions to engine warm-up mode. If the temperature of the high-temperature liquid circuit is below the second liquid temperature range (e.g., below 40°C), heating is not activated to avoid affecting engine 26 warm-up. Furthermore, after the engine 26 starts, the period during which the temperature of the high-temperature liquid circuit is below 40°C is short and does not affect subsequent heating.

[0141] Mode 6: Battery heat pump heating mode In the battery heat pump heating mode, the refrigerant is discharged from the compressor 1 and flows sequentially through the first pressure and temperature sensor 2, the first solenoid valve 5, the seventh pressure and temperature sensor 38, the battery heat exchanger 37, the sixth pressure and temperature sensor 36, the fourth electronic expansion valve 35, the sixth solenoid valve 28, the liquid circuit heat exchanger 30, and the fourth pressure and temperature sensor 10, before returning to the compressor 1. The refrigerant heats the battery as it flows through the battery heat exchanger 37, is throttled as it flows through the fourth electronic expansion valve 35 (a two-way electronic expansion valve), and absorbs heat from the liquid source as it flows through the liquid circuit heat exchanger 30.

[0142] For example, the heating circulation liquid pump 20 and the electric heater 21 may be turned on to provide heat to the liquid source flowing through the liquid circuit heat exchanger 30, thereby solving problems related to low ambient temperature and insufficient heat from the air source.

[0143] In the battery heat pump heating mode, the adjustment rule for the fourth electronic expansion valve 35 is as follows: The current inlet superheat of the compressor 1 is calculated and compared with a target superheat (e.g., the fifth target superheat). If the current inlet superheat of the compressor 1 is greater than the fifth target superheat, the opening of the fourth electronic expansion valve 35 is increased (i.e., the valve direction for valve opening is adjusted). If the current inlet superheat of the compressor 1 is less than the fifth target superheat, the opening of the fourth electronic expansion valve 35 is decreased (i.e., the valve direction for valve closing is adjusted). If the current inlet superheat of the compressor 1 is equal to the fifth target superheat, the current opening of the fourth electronic expansion valve 35 is maintained (i.e., no valve adjustment is required).

[0144] The fifth target superheat may be a preset calibration value that does not change under any circumstances, thereby ensuring that the refrigerant drawn into the compressor 1 is in a superheated gas state and ensuring the safety of the compressor 1. In this mode, the current inlet superheat of the compressor 1 is approximately equal to the outlet superheat of the liquid circuit heat exchanger 30. In the above embodiment, the reason for calculating the current inlet superheat of the compressor 1 instead of the outlet superheat of the liquid circuit heat exchanger 30 is that it is difficult to install a sensor at the outlet of the liquid circuit heat exchanger 30 in some systems. However, if it is easy to install a sensor, the current outlet superheat of the liquid circuit heat exchanger 30 may be calculated instead of the current inlet superheat of the compressor 1, but this is not a limitation of the present specification.

[0145] In the battery heat pump heating mode, the rotation speed of the compressor 1 is adjusted according to the following rules: The current inlet temperature of the battery heat exchanger 37 is detected and compared with the target heating temperature. If the current inlet temperature of the battery heat exchanger 37 is higher than the target heating temperature, the rotation speed of the compressor 1 is reduced. If the current inlet temperature of the battery heat exchanger 37 is lower than the target heating temperature, the rotation speed of the compressor 1 is increased. If the current inlet temperature of the battery heat exchanger 37 is equal to the target heating temperature, the current rotation speed of the compressor 1 is maintained.

[0146] It should be noted that in the battery heat pump heating mode, the refrigerant discharged from the compressor 1 is in a superheated state, and the pressure and temperature do not correspond to each other (in a superheated state, the pressure remains constant but the temperature increases). Therefore, instead of detecting the inlet pressure of the battery heat exchanger 37, the inlet temperature of the battery heat exchanger 37 is detected.

[0147] As described above, in the battery cooling mode, the rotation speed of the compressor 1 is controlled according to the outlet pressure of the battery heat exchanger 37, whereas in the battery heat pump heating mode, the rotation speed of the compressor 1 is controlled according to the inlet temperature of the battery heat exchanger 37. There are several reasons for this: 1: In the battery heat pump heating mode, the temperature of the refrigerant discharged from the compressor 1 is high, and it is necessary to avoid damage to the battery by the high-temperature refrigerant. Therefore, it is necessary to detect the inlet temperature of the battery heat exchanger 37, not the outlet temperature of the battery heat exchanger 37. 2: In the battery heat pump heating mode, the refrigerant discharged from the battery heat exchanger 37 is in a liquid state, and therefore the outlet pressure of the battery heat exchanger 37 is not detected.

[0148] Mode 7: Dual heating mode Dual heating mode refers to the simultaneous operation of both heat pump heating mode and battery heat pump heating mode, and the heat pump circuits used in each of the heat pump heating mode and battery heat pump heating mode share the same compressor.

[0149] Furthermore, when the warm air heating mode and the battery heat pump heating mode are combined, the common compressor 1 is not involved, so the warm air heating mode and the battery heat pump heating mode are adjusted separately without affecting each other.

[0150] However, the dual heating mode refers to the combination of the heat pump heating mode and the battery heat pump heating mode, and thus, in the dual heating mode, it is necessary to set priority adjustment levels for the heat pump heating mode and the battery heat pump heating mode.

[0151] In a first aspect, a current heater outlet temperature may be detected and compared to a target outlet temperature. If the current heater outlet temperature is equal to or greater than the target outlet temperature and the current interior temperature is higher than the set interior temperature, the battery heat pump heating mode is prioritized for adjustment. If the current heater outlet temperature is lower than the target outlet temperature or the current interior temperature is lower than the set interior temperature, the heat pump heating mode is prioritized for adjustment.

[0152] In a second aspect, a battery temperature (e.g., a battery core temperature) may be detected and compared to a second target battery core temperature (e.g., 10°C). If the current battery core temperature is equal to or greater than the second target battery core temperature, the heat pump heating mode is prioritized for adjustment. If the current battery core temperature is lower than the second target battery core temperature and the current interior temperature is higher than the set interior temperature, the battery heat pump heating mode is prioritized for adjustment.

[0153] In some examples, when it is determined that both of the above two aspects exist, the second aspect may be the priority target of the determination.

[0154] When the heat pump heating mode becomes the priority target of adjustment, the opening degree of the electronic expansion valve corresponding to the current heat pump heating mode (for example, the second electronic expansion valve 16 or the third electronic expansion valve 17) is adjusted, the rotational speed of the compressor 1 is adjusted according to the heating outlet temperature of the compressor 1, and the distribution flow rate of the fourth electronic expansion valve 35 is adjusted according to the heating outlet temperature, thereby ensuring that the passenger compartment heating meets the requirements.

[0155] Adjusting the opening degree of the throttle device in the heat pump circuit used in the battery heat pump heating mode according to the heating outlet temperature includes increasing the opening degree of the throttle device in the heat pump circuit used in the battery heat pump heating mode when T5 > T4 + K5, maintaining the opening degree of the throttle device in the heat pump circuit used in the battery heat pump heating mode when T4 - K4 ≤ T5 ≤ T4 + K5, decreasing the opening degree of the throttle device in the cooling circuit used in the battery cooling mode when T4 - K5 ≤ T5 < T4 - K4, and closing the throttle device in the heat pump circuit used in the battery heat pump heating mode when T5 < T4 - K5, where T5 represents the heating outlet temperature in °C, T4 represents the target outlet temperature in °C, and K4 and K5 represent the temperature compensation coefficients in °C, and K4 < K5. Therefore, accurate flow distribution can be guaranteed, thereby realizing optimal heat distribution for battery heating while prioritizing the passenger compartment heating requirements.

[0156] For example, the specific method for "adjusting the throttle device in the heat pump circuit used in the battery heat pump heating mode according to the heating outlet temperature" may be as follows. Assume: K4 = 2°C, K5 = 5°C, the current heating outlet temperature T5 is 56°C, the target outlet temperature T4 is 50°C, and when T5 > T4 + 5 (55°C), the opening degree of the fourth electronic expansion valve 35 is increased, which indicates that the current heating outlet temperature meets the passenger compartment heating, and it becomes possible to slightly increase the heat distribution to the battery side. When the current heating outlet temperature T5 is 46°C, the target outlet temperature T4 is 50°C, and T4 - K5 (45°C) ≤ T5 < T4 - K4 (48°C), the opening degree of the fourth electronic expansion valve 35 is decreased. In this case, the current heating does not meet the passenger compartment heating requirements and requires a reduction in battery heat distribution. When the current heating outlet temperature T5 is 52°C, the target outlet temperature T4 is 50°C, and T4 - K4 (48°C) ≤ T5 ≤ T4 + K5 (55°C), the current opening degree of the fourth electronic expansion valve 35 is maintained, which indicates that the current heat distribution is appropriate and requires maintaining the valve opening degree. When the current heating outlet temperature T5 is 40°C, the target outlet temperature T4 is 50°C, and 40 < T4 - K5 (45°C), the fourth electronic expansion valve 35 is closed to fully guarantee the passenger compartment heating requirements. When the battery heat pump heating mode is the priority target for adjustment, the fourth electronic expansion valve 35 is adjusted according to the suction superheat degree of the compressor 1, and the rotational speed of the compressor 1 is adjusted according to the inlet temperature of the battery heat exchanger 37. On the other hand, the opening degree of the electronic expansion valve corresponding to the current heat pump heating mode (for example, the second electronic expansion valve 16 or the third electronic expansion valve 17) is maintained without change.

[0157] Mode 8: Heat pump dehumidification mode The heat pump dehumidification mode may include a first dehumidification mode and a second dehumidification mode.

[0158] In the first dehumidification mode, the refrigerant is discharged from the compressor 1 and sequentially flows through the first pressure and temperature sensor 2, the on-board condenser 3, the second pressure and temperature sensor 4, the fourth solenoid valve 8, the first electronic expansion valve 13, the on-board evaporator 14, the fifth pressure and temperature sensor 15, and the fourth pressure and temperature sensor 10, before returning to the compressor 1. The air circulating within the vehicle is heated as it flows through the on-board condenser 3 and then cooled as it flows through the on-board evaporator 14, thereby achieving the effect of dehumidifying the moisture in the air. For example, the first dehumidification mode may be activated when the ambient temperature is higher than a dehumidification threshold (e.g., −5°C).

[0159] In the second dehumidification mode, the refrigerant discharged from the compressor 1 flows through the first pressure and temperature sensor 2, the onboard condenser 3, the second pressure and temperature sensor 4, and the fourth solenoid valve 8, and then splits into two paths. One path passes through the first electronic expansion valve 13, the onboard evaporator 14, the fifth pressure and temperature sensor 15, and the fourth pressure and temperature sensor 10 before returning to the compressor 1. The other path passes through the second electronic expansion valve 16, the external heat exchanger 11, the third pressure and temperature sensor 7, the third solenoid valve 9, and the fourth pressure and temperature sensor 10 before returning to the compressor 1. The air circulating within the vehicle is heated as it flows through the onboard condenser 3 and then cooled as it flows through the onboard evaporator 14, thereby dehumidifying the air. For example, the second dehumidification mode may be activated when the ambient temperature is below a dehumidification threshold (eg, −5° C.).

[0160] In the dehumidification mode, the adjustment of the opening degree of the electronic expansion valve may refer to the control of the opening degree of the electronic expansion valve in the other modes described above, and the adjustment of the rotation speed of the compressor 1 may refer to the adjustment of the rotation speed of the compressor 1 in the other modes described above, which will not be described in detail in this specification.

[0161] In the related art, compared with the thermal management system for a hybrid electric vehicle in the present disclosure, some thermal management systems for a hybrid electric vehicle have the following drawbacks:

[0162] First, some thermal management systems for hybrid electric vehicles in the related art lack discharge pressure and temperature sensors. If the compressor discharge pressure and temperature exceed the normal operating range, the control system cannot control the compressor's workload through pressure and temperature feedback signals, causing the compressor to operate under overload conditions and become susceptible to damage. Furthermore, efficient and energy-saving operation by outputting a corresponding duty cycle in response to changes in the system's high pressure cannot be achieved.

[0163] Second, some thermal management systems for hybrid electric vehicles in the related art lack suction pressure and temperature sensors. If the compressor suction pressure and temperature fall below their normal operating ranges, the control system cannot control the compressor's compression ratio during normal operation through the suction pressure and temperature feedback signals, causing the compressor to operate under no-load conditions, which may cause wear and damage to the dynamic scroll disk and static scroll disk.

[0164] Third, some thermal management systems for hybrid electric vehicles in the related art lack on-board evaporator outlet pressure and temperature sensors, and in cooling mode, the flow rate of the electronic expansion valve cannot be controlled through feedback signals from the sensors, resulting in a reduction in the cooling effect of the entire vehicle.

[0165] In describing the present disclosure, it should be understood that the orientations or positional relationships shown are based on the orientations or positional relationships shown in the accompanying drawings, and do not suggest or imply that the devices or elements referred to need to have a particular orientation or be constructed and operated in a particular orientation, but are used only to facilitate and simplify the description of the present disclosure, and therefore should not be construed as limitations on the present disclosure.

[0166] Furthermore, the present disclosure further provides a computer-readable storage medium having a computer program stored thereon. The computer program is adapted to be executed by a processor to implement the thermal management control method according to this embodiment of the present disclosure. The technical effects are consistent with the effects of the thermal management control method according to this embodiment of the present disclosure and will not be described in detail herein.

[0167] 7, the present disclosure further provides a thermal management control device 401 including a processor 4011 and a memory 4012. The thermal management control device 401 may further include a thermal management system 4013.

[0168] The processor 4011 is configured to control the overall operation of the thermal management control device 401 and complete all or some of the steps of the thermal management control method provided in the above method embodiments. The memory 4012 is configured to store various types of data to support the operation of the thermal management control device 401. These data may include, for example, instructions for any application or method running on the thermal management control device 401. The memory 4012 may be implemented by any type of volatile or non-volatile storage device, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage device, flash memory, magnetic disk, or optical disk, or a combination thereof. The thermal management system 4013 may include the thermal management control system shown in FIG. 1.

[0169] In an exemplary embodiment, the thermal management control device 401 may be implemented by one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the thermal management control methods provided in the method embodiments above.

[0170] 8, the present disclosure further provides a vehicle 300 including a thermal management control device 401 according to this embodiment of the present disclosure. The technical effects are consistent with those of the thermal management control method according to this embodiment of the present disclosure and will not be detailed herein.

[0171] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying the relative importance or quantity of the depicted technical features. Thus, a feature qualified by "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this disclosure, unless expressly qualified, "plurality" means two or more than two.

[0172] In this disclosure, unless expressly specified and limited, the terms "mount," "connect," "connection," and "fixed" should be understood in a broad sense. For example, the connection may be a fixed connection, a detachable connection, or an integral connection, or the connection may be a direct connection, an indirect connection through an intermediate medium, an internal communication between two components, or an interactive relationship between two components. Those skilled in the art can understand the specific meaning of the aforementioned terms in this disclosure depending on the specific circumstances.

[0173] In the description herein, the use of reference terms such as "one embodiment," "some embodiments," "one example," "particular example," "some examples," and the like means that the particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In the present specification, general descriptions of the aforementioned terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may integrate and combine different embodiments or examples described herein and features of different embodiments or examples, as long as they are not mutually inconsistent.

[0174] While embodiments of the present disclosure have been shown and described, it should be understood by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principle and spirit of the present disclosure, the scope of which is as defined by the claims and their equivalents.

Claims

1. A thermal management control method for a vehicle, the vehicle having a plurality of driving modes and a plurality of passenger compartment heating modes, each of the driving modes corresponding to a corresponding determination rule, the determination rule being configured to select the corresponding passenger compartment heating mode, the thermal management control method comprising: Obtaining the current driving mode; Transitioning to a corresponding determination rule based on the obtained driving mode; and transitioning to a corresponding passenger compartment heating mode depending on the determination result of the determination rule; A thermal management control method comprising:

2. the plurality of driving modes comprises an HEV mode, the plurality of passenger compartment heating modes comprises a first heat pump heating mode and a first warm air mode, a heat pump circuit used in the first heat pump heating mode exchanges heat with a first liquid circuit that absorbs heat from an engine, and a warm air circuit used in the first warm air mode absorbs the heat from the engine, and the thermal management control method comprises: acquiring a temperature of the first liquid circuit in the HEV mode; selecting to enter the first heat pump heating mode or the first warming mode depending on the range in which the temperature of the first liquid circuit is located; transitioning to the first heat pump heating mode if the temperature of the first liquid circuit is lower than a first set temperature; and transitioning to the first warm-up mode when the temperature of the first liquid circuit is higher than the first set temperature; The thermal management control method of claim 1 , comprising:

3. The thermal management control method comprises:

3. The thermal management control method of claim 2, including not transitioning to either the first heat pump heating mode or the first warming mode if the temperature of the first liquid circuit is lower than a second set temperature, the second set temperature being lower than the first set temperature.

4. the plurality of driving modes comprises an EV mode, the plurality of passenger compartment heating modes comprises a second heat pump heating mode, a third heat pump heating mode, and a second warm air mode, a heat pump circuit used in the second heat pump heating mode exchanges heat with a second liquid circuit that absorbs heat from a motor, a heat pump circuit used in the third heat pump heating mode exchanges heat with an air heat source, and a warm air circuit used in the second warm air mode absorbs heat from an electric heater, and the thermal management control method comprises: acquiring a temperature of the second liquid circuit and an ambient temperature outside the vehicle in the EV mode; selecting to transition to one of the second heat pump heating mode, the third heat pump heating mode, and the second warm-up mode depending on a range in which the temperature of the second liquid circuit is located and a range in which the ambient temperature outside the vehicle is located; transitioning to the second heat pump heating mode if the temperature of the second liquid circuit is greater than a third set temperature; and selecting to transition to the third heat pump heating mode or the second warming mode when the temperature of the second liquid circuit is lower than the third set temperature; The thermal management control method of claim 1 , comprising:

5. The thermal management control method comprises: transitioning to the third heat pump heating mode when the ambient temperature outside the vehicle is greater than a fourth set temperature; and transitioning to the second warm-up mode when the ambient temperature outside the vehicle is lower than the fourth set temperature; The thermal management control method of claim 4 comprising:

6. 6. The thermal management control method of claim 1, wherein the plurality of passenger compartment heating modes comprises at least one heat pump heating mode, the vehicle further comprises a battery heat pump heating mode, and the vehicle comprises a dual heating mode, and in the dual heating mode, the heat pump heating mode and the battery heat pump heating mode are controlled to operate simultaneously, and the heat pump circuits respectively used by both share the same compressor.

7. The thermal management control method comprises: In the dual heating mode, acquiring at least one of a battery temperature, a heater outlet temperature, and a passenger compartment temperature of the vehicle; setting one of the heat pump heating mode and the battery heat pump heating mode as a first priority adjustment target according to a range in which the acquired temperature is located; and adjusting the rotation speed of the compressor according to an adjustment rule of the first priority adjustment target; The thermal management control method of claim 6, comprising:

8. The thermal management control method comprises: obtaining the battery temperature; and When the battery temperature is higher than a fifth set temperature, the heat pump heating mode is set as the first priority adjustment target. wherein the thermal management control method further comprises: When the battery temperature is lower than the fifth set temperature, setting the battery heat pump heating mode as the first priority adjustment target; Alternatively, acquiring the passenger compartment temperature, and when the battery temperature is lower than the fifth set temperature and the passenger compartment temperature is higher than a target vehicle interior temperature, setting the battery heat pump heating mode as the first priority adjustment target; Alternatively, the heating outlet temperature is acquired, and when the battery temperature is lower than the fifth set temperature and the heating outlet temperature is higher than a target outlet temperature, the battery heat pump heating mode is set as the first priority adjustment target. The thermal management control method of claim 7, comprising:

9. The thermal management control method comprises: obtaining the heater outlet temperature and the passenger compartment temperature; setting the battery heat pump heating mode as the first priority adjustment target when the heating outlet temperature is higher than a target outlet temperature and the passenger compartment temperature is higher than a target vehicle interior temperature; Alternatively, acquiring the heater outlet temperature, and if the heater outlet temperature is lower than a target outlet temperature, setting the heat pump heating mode as the first priority adjustment target; Alternatively, the passenger compartment temperature is acquired, and if the passenger compartment temperature is lower than a target vehicle interior temperature, the heat pump heating mode is set as the first priority adjustment target. The thermal management control method of claim 7, comprising:

10. An adjustment rule when the first priority adjustment target is the heat pump heating mode is: adjusting the rotational speed of the compressor in response to the heated outlet temperature; and / or adjusting the opening of a throttling device in a heat pump circuit used in the heat pump heating mode in response to the compressor inlet superheat; and / or adjusting the opening degree of a throttling device in the heat pump circuit used in the battery heat pump heating mode according to the heating outlet temperature; The thermal management control method of claim 9, comprising:

11. An adjustment rule when the first priority adjustment target is the battery heat pump heating mode is: adjusting the rotation speed of the compressor depending on the inlet temperature of a battery heat exchanger in a heat pump circuit used in the battery heat pump heating mode; and / or adjusting the opening of a throttling device in a heat pump circuit used in the battery heat pump heating mode in response to the compressor inlet superheat; and / or maintaining a constant opening of a throttling device in the heat pump circuit used in the heat pump heating mode; The thermal management control method of claim 9, comprising:

12. The vehicle further comprises a passenger compartment cooling mode and a battery cooling mode, the vehicle having a dual cooling mode, and the thermal management control method comprises:

12. The thermal management control method of claim 1, comprising controlling both the passenger compartment cooling mode and the battery cooling mode to operate simultaneously in the dual cooling mode, wherein the cooling circuits respectively used by both share the same compressor.

13. The thermal management control method comprises: obtaining at least one of a battery temperature, a heater outlet temperature, and a passenger compartment temperature of the vehicle in the dual cooling mode; setting one of the passenger compartment cooling mode and the battery cooling mode as a second priority adjustment target according to a range in which the acquired temperature is located; and adjusting the rotation speed of the compressor according to the adjustment rule of the second priority adjustment target; The thermal management control method of claim 12, comprising:

14. The thermal management control method comprises: obtaining the battery temperature; and When the battery temperature is higher than a sixth set temperature, the battery cooling mode is set as the second priority adjustment target. The thermal management control method of claim 13, comprising:

15. The thermal management control method comprises: acquiring the passenger compartment temperature, and when the battery temperature is lower than the sixth set temperature and the passenger compartment temperature is lower than the target vehicle interior temperature, setting the battery cooling mode as the second priority adjustment target; Alternatively, acquiring the cooling outlet temperature, and when the battery temperature is lower than the sixth set temperature and the cooling outlet temperature is lower than the target outlet temperature, setting the battery cooling mode as the second priority adjustment target; Alternatively, when the battery temperature is lower than the sixth set temperature, the passenger compartment cooling mode is set as the second priority adjustment target. Alternatively, acquiring the passenger compartment temperature, and when the battery temperature is lower than the sixth set temperature and the passenger compartment temperature is higher than the target vehicle interior temperature, setting the passenger compartment cooling mode as the second priority adjustment target; Alternatively, the cooling outlet temperature is acquired, and when the battery temperature is lower than the sixth set temperature and the cooling outlet temperature is higher than the target outlet temperature, the passenger compartment cooling mode is set as the second priority adjustment target. The thermal management control method of claim 14 comprising:

16. An adjustment rule when the second priority adjustment target is the passenger compartment cooling mode is: adjusting the rotation speed of the compressor in response to the cooling outlet temperature; and / or adjusting the opening of a throttling device in the cooling circuit used in the passenger compartment cooling mode in response to the compressor inlet superheat; and / or adjusting the opening degree of a throttle device in the cooling circuit used in the battery cooling mode according to the cooling outlet temperature; The thermal management control method of claim 13, comprising:

17. An adjustment rule when the second priority adjustment target is the battery cooling mode is: adjusting the rotation speed of the compressor depending on the outlet pressure of a battery heat exchanger in the cooling circuit used in the battery cooling mode; and / or adjusting the opening of a throttling device in the cooling circuit used in the battery cooling mode in response to the compressor inlet superheat; and / or maintaining a constant opening of a throttle device in the cooling circuit used in the passenger compartment cooling mode; The thermal management control method of claim 13, comprising:

18. 18. A computer readable storage medium having a computer program stored thereon, the computer program being suitable, when executed by a processor, to perform the thermal management control method of any one of claims 1 to 17.

19. 18. A thermal management control device comprising a processor and a memory, the processor connected to the memory, the memory configured to store a computer program, the computer program comprising program instructions, the processor configured to call the program instructions to perform the thermal management control method of any one of claims 1 to 17.

20. 20. A vehicle comprising the thermal management control device of claim 19.

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