Frost suppression control method, defrosting control method, frosting processing method, vehicle thermal management system, and vehicle

Abstract

A frost suppression control method, a defrosting control method, a frosting processing method, a vehicle thermal management system, and a vehicle. The vehicle thermal management system (10) comprises an air-source heat pump air-conditioning system (20) and a coolant loop system (30), wherein the air-source heat pump air-conditioning system comprises an air-cooling condenser (205), and the coolant loop system comprises a front heat exchanger (303), a coolant pump (301), and a heat source (302); and the front heat exchanger is arranged in front of the air-cooling condenser. The frost suppression control method comprises: determining a frosting risk coefficient on the basis of an outdoor temperature, an outdoor humidity and a scenario type; determining a frosting processing type on the basis of the frosting risk coefficient; if the frosting processing type is a defrosting processing type, and if it is determined that the outdoor temperature and operating information of a vehicle thermal management system meet a defrosting processing condition, entering a defrosting mode to defrost an air-cooling condenser; and if the frosting processing type is a frost suppression processing type, and if it is determined that the outdoor temperature meets a frost suppression processing condition, controlling a coolant pump to operate, so as to drive a coolant to bring the heat of a heat source into a front heat exchanger and perform frost suppression on the air-cooling condenser. Therefore, the problem of the energy consumption of a vehicle thermal management system being high is solved.

Description

Frost suppression, defrost control, frosting treatment method, vehicle thermal management system and vehicle

[0001] This application claims priority to Chinese patent application No. 202311560579.2, filed with the Patent Office of China on November 20, 2023, entitled “A frost suppression control method, a vehicle thermal management system, and a vehicle,” and all of its contents are incorporated herein by reference. This application claims priority to Chinese patent application No. 202311561904.7, filed with the Patent Office of China on November 20, 2023, entitled “A defrost control method, a vehicle thermal management system, a vehicle, and a medium,” and all of its contents are incorporated herein by reference. This application claims priority to Chinese patent application No. 202311558300.7, filed with the Patent Office of China on November 20, 2023, entitled “A frost treatment method, a vehicle thermal management system, and a vehicle,” and all of its contents are incorporated herein by reference. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to a frost suppression, defrost control, frost treatment method, a vehicle thermal management system, and a vehicle. Background Art

[0003] Vehicle thermal management systems are gaining increasing attention worldwide due to their advantages of high-temperature cooling, low-temperature heating, and high energy efficiency. In heat pump mode, the air-source heat pump air conditioning system within the vehicle thermal management system can move heat from the low-temperature environment outside the vehicle to the interior for heating. However, in heat pump mode, the refrigerant absorbs heat in the air-cooled condenser outside the vehicle (such as at the front of the vehicle cabin), causing frost on the air-cooled condenser.

[0004] In the related art, after the air-cooled condenser is frosted, the vehicle thermal management system usually switches from a heat pump mode to a defrost mode, so as to defrost the air-cooled condenser by releasing heat through the refrigerant in the air-cooled condenser.

[0005] However, after defrosting the air-cooled condenser using the defrost mode, the frosted water will further condense into frost in the low-temperature environment. This means that the methods in the related art require repeated defrosting, resulting in high energy consumption. Furthermore, when defrosting using the defrost mode, the vehicle's thermal management system cannot provide heat to the vehicle interior. Therefore, there is an urgent need for a frost suppression control method that can prevent frost formation on the air-cooled condenser before it forms, thereby avoiding the need to defrost the air-cooled condenser, which would result in high energy consumption for the vehicle's thermal management system and an inability to provide heat to the vehicle interior during defrosting. Summary of the Invention

[0006] The embodiments of the present application provide a frost suppression, defrost control, frost treatment method, a vehicle thermal management system, and a vehicle, which can solve the problem of high energy consumption of the vehicle thermal management system.

[0007] In a first aspect, an embodiment of the present application provides a frost suppression control method applied to a vehicle thermal management system, the vehicle thermal management system including an air source heat pump air conditioning system and a coolant circuit system, the air source heat pump air conditioning system including an air-cooled condenser, the coolant circuit system including a front heat exchanger, a coolant pump, and a heat source; the front heat exchanger is disposed in front of the air-cooled condenser; the method includes:

[0008] According to the obtained outdoor temperature, outdoor humidity and scene type, the frost risk coefficient is determined using the frost risk coefficient model;

[0009] Determine the type of frost treatment based on the frost risk factor;

[0010] When the frost treatment type is the frost suppression treatment type, if it is determined that the outdoor temperature meets the frost suppression treatment conditions, the coolant pump is controlled to run to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0011] In one implementation, if it is determined that the outdoor temperature meets the frost suppression conditions, the coolant pump is controlled to operate to drive the coolant to carry heat from the heat source into the front heat exchanger to suppress frost on the air-cooled condenser, including:

[0012] If it is determined that the outdoor temperature is within the first temperature range, the coolant pump is controlled to operate to drive the coolant to bring heat from the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser.

[0013] In one implementation, if it is determined that the outdoor temperature is within a first temperature range, the coolant pump is controlled to operate to drive the coolant to carry heat from the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser, including:

[0014] If it is determined that the outdoor temperature is within the first temperature range, determining whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range;

[0015] If it is determined that the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range, the coolant pump is controlled to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0016] In one implementation, the method further includes:

[0017] If it is determined that the obtained coolant temperature is not within the second temperature range, and / or the obtained heat source temperature is not within the third temperature range, the heat source is turned on to heat the coolant, and the coolant pump is controlled to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0018] In one implementation, the vehicle thermal management system further includes a fan and / or an active air intake grille, the fan being disposed behind the air-cooled condenser, and the air intake grille being disposed in front of the front heat exchanger; and the method further includes:

[0019] If it is determined that the obtained coolant temperature is not within the second temperature range and the obtained heat source temperature is not within the third temperature range, the fan speed is increased and / or the opening of the active air intake grille is increased.

[0020] In one implementation, the method further includes:

[0021] If it is determined that the outdoor temperature meets the frost suppression treatment conditions, the fan speed is increased and / or the opening of the active air intake grille is increased.

[0022] In one implementation, the method further includes:

[0023] When controlling the coolant pump to run, start timing to obtain the running time of the coolant pump;

[0024] If it is determined that the acquired operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, the coolant pump is controlled to stop running.

[0025] In one implementation, controlling the coolant pump to stop operation includes:

[0026] If it is determined that the frost risk coefficient is less than or equal to the exit threshold, the coolant pump is controlled to stop running.

[0027] In a second aspect, an embodiment of the present application provides a vehicle thermal management system, the vehicle thermal management system including an air source heat pump air conditioning system and a coolant circuit system, the air source heat pump air conditioning system including an air-cooled condenser, the coolant circuit system including a front heat exchanger, a coolant pump, and a heat source; the front heat exchanger is disposed in front of the air-cooled condenser; the vehicle thermal management system further includes:

[0028] An acquisition module is used to determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type;

[0029] A processing module, used for determining a frost processing type according to a frost risk factor;

[0030] The processing module is also used to control the operation of the coolant pump to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser when the frost treatment type is the frost suppression treatment type and it is determined that the outdoor temperature meets the frost suppression treatment conditions.

[0031] In one implementation, the processing module is specifically configured to:

[0032] If it is determined that the outdoor temperature is within the first temperature range, the coolant pump is controlled to operate to drive the coolant to bring heat from the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser.

[0033] In one implementation, the processing module is specifically configured to:

[0034] If it is determined that the outdoor temperature is within the first temperature range, determining whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range;

[0035] If it is determined that the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range, the coolant pump is controlled to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0036] In one implementation, the processing module is further configured to:

[0037] If it is determined that the obtained coolant temperature is not within the second temperature range, and / or the obtained heat source temperature is not within the third temperature range, the heat source is turned on to heat the coolant, and the coolant pump is controlled to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0038] In one implementation, the vehicle thermal management system further includes a fan and / or an active air intake grille, wherein the fan is disposed behind the air-cooled condenser and the air intake grille is disposed in front of the front heat exchanger; and the processing module is further configured to:

[0039] If it is determined that the obtained coolant temperature is not within the second temperature range and the obtained heat source temperature is not within the third temperature range, the fan speed is increased and / or the opening of the active air intake grille is increased.

[0040] In one implementation, the processing module is further configured to:

[0041] If it is determined that the outdoor temperature meets the frost suppression treatment conditions, the fan speed is increased and / or the opening of the active air intake grille is increased.

[0042] In one implementation, the processing module is further configured to:

[0043] When controlling the coolant pump to run, start timing to obtain the running time of the coolant pump;

[0044] If it is determined that the acquired operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, the coolant pump is controlled to stop running.

[0045] In one implementation, the processing module is specifically configured to:

[0046] If it is determined that the frost risk coefficient is less than or equal to the exit threshold, the coolant pump is controlled to stop running.

[0047] The embodiment of the present application provides a frost suppression control method. The embodiment of the present application can determine the frost risk coefficient based on the obtained outdoor temperature, outdoor humidity and scene type using a frost risk coefficient model. In the case where the frost treatment type is determined to be a frost suppression treatment type based on the frost risk coefficient, if it is determined that the outdoor temperature meets the frost suppression treatment conditions, the coolant pump is controlled to operate to drive the coolant to bring the heat from the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser. Through the above method, frost-free operation of the vehicle thermal management system can be achieved, which avoids the vehicle thermal management system from defrosting the air-cooled condenser after frost, reduces the energy consumption of the vehicle thermal management system, and realizes the simultaneous frost suppression of the coolant circuit system and heating of the air source heat pump air-conditioning system, thereby improving the user experience.

[0048] In a third aspect, an embodiment of the present application provides a defrost control method, which is applied to a vehicle thermal management system, wherein the vehicle thermal management system includes an air source heat pump air conditioning system, and the air source heat pump air conditioning system includes an air-cooled condenser. The method includes:

[0049] According to the obtained outdoor temperature, outdoor humidity and scene type, the frost risk coefficient is determined using the frost risk coefficient model;

[0050] Determine the type of frost treatment based on the frost risk factor;

[0051] When the frosting treatment type is the defrosting treatment type, if it is determined that the outdoor temperature and the obtained operation information of the vehicle thermal management system meet the defrosting treatment conditions, the defrosting mode is entered to defrost the air-cooled condenser.

[0052] In one implementation, the operating information of the vehicle thermal management system includes the operating time of the vehicle thermal management system in the heat pump mode;

[0053] If it is determined that the outdoor temperature and the obtained operating information of the vehicle thermal management system meet the defrosting conditions, the defrost mode is entered to defrost the air-cooled condenser, including:

[0054] If it is determined that the outdoor temperature is within the first temperature range and the vehicle thermal management system has been operating in the heat pump mode for longer than a preset time, the defrost mode is entered to defrost the air-cooled condenser.

[0055] In one implementation, the operating information of the vehicle thermal management system includes evaporation temperature, evaporation pressure, and condensation pressure;

[0056] If it is determined that the outdoor temperature and the obtained operating information of the vehicle thermal management system meet the defrosting conditions, the defrost mode is entered to defrost the air-cooled condenser, including:

[0057] If it is determined that the outdoor temperature is within the first temperature range, the evaporating pressure is within the first pressure range, the condensing pressure is within the second pressure range, and the difference between the evaporating temperature and the outdoor temperature is within the temperature difference range, the defrost mode is entered to defrost the air-cooled condenser.

[0058] In one implementation, the operating information of the vehicle thermal management system includes an evaporation temperature; and the method further includes:

[0059] If it is determined that the operating time of the vehicle thermal management system in the defrost mode is greater than the first preset defrost time, the outdoor temperature is greater than the preset temperature, and the change rate of the evaporation temperature is greater than the preset change rate, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0060] In one implementation, the method further includes:

[0061] If it is determined that the running time of the vehicle thermal management system in the defrost mode is greater than the second preset defrost time, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0062] In one implementation, exiting the defrost mode to stop defrosting the air-cooled condenser includes:

[0063] Determine whether the frost risk factor is less than or equal to the exit threshold;

[0064] If it is determined that the frost risk coefficient is less than or equal to the exit threshold, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0065] In one implementation, the vehicle thermal management system further includes a coolant circuit system, the coolant circuit system including a front heat exchanger, a coolant pump, and a heat source; the front heat exchanger is arranged in front of the air-cooled condenser;

[0066] The method also includes:

[0067] If it is determined that the frost risk factor is greater than the exit threshold, the defrost mode is exited to stop defrosting the air-cooled condenser;

[0068] Control the operation of the coolant pump to drive the coolant to bring the heat from the heat source into the front heat exchanger to suppress frost on the air-cooled condenser.

[0069] In a fourth aspect, an embodiment of the present application provides a vehicle thermal management system, the vehicle thermal management system including an air source heat pump air conditioning system, the air source heat pump air conditioning system including an air-cooled condenser, and the vehicle thermal management system further including:

[0070] a processing module, configured to determine a frost risk coefficient using a frost risk coefficient model according to the acquired outdoor temperature, outdoor humidity, and scene type;

[0071] The processing module is further used to determine the frost processing type according to the frost risk factor;

[0072] The control module is used to enter the defrost mode to defrost the air-cooled condenser when the frosting treatment type is the defrost treatment type and if it is determined that the outdoor temperature and the obtained working information of the vehicle thermal management system meet the defrost treatment conditions.

[0073] In one implementation, the operating information of the vehicle thermal management system includes the operating time of the vehicle thermal management system in the heat pump mode;

[0074] The control module is specifically used to:

[0075] If it is determined that the outdoor temperature is within the first temperature range and the vehicle thermal management system has been operating in the heat pump mode for longer than a preset time, the defrost mode is entered to defrost the air-cooled condenser.

[0076] In one implementation, the operating information of the vehicle thermal management system includes evaporation temperature, evaporation pressure, and condensation pressure;

[0077] The control module is specifically used to:

[0078] If it is determined that the outdoor temperature is within the first temperature range, the evaporating pressure is within the first pressure range, the condensing pressure is within the second pressure range, and the difference between the evaporating temperature and the outdoor temperature is within the temperature difference range, the defrost mode is entered to defrost the air-cooled condenser.

[0079] In one implementation, the operating information of the vehicle thermal management system includes an evaporation temperature; and the control module is further configured to:

[0080] If it is determined that the operating time of the vehicle thermal management system in the defrost mode is greater than the first preset defrost time, the outdoor temperature is greater than the preset temperature, and the change rate of the evaporation temperature is greater than the preset change rate, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0081] In one implementation, the control module is further configured to:

[0082] If it is determined that the running time of the vehicle thermal management system in the defrost mode is greater than the second preset defrost time, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0083] In one implementation, the control module is specifically configured to:

[0084] Determine whether the frost risk factor is less than or equal to the exit threshold;

[0085] If it is determined that the frost risk coefficient is less than or equal to the exit threshold, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0086] In one implementation, the vehicle thermal management system further includes a coolant circuit system, the coolant circuit system including a front heat exchanger, a coolant pump, and a heat source; the front heat exchanger is arranged in front of the air-cooled condenser;

[0087] The control module is also used to:

[0088] If it is determined that the frost risk factor is greater than the exit threshold, the defrost mode is exited to stop defrosting the air-cooled condenser;

[0089] Control the operation of the coolant pump to drive the coolant to bring the heat from the heat source into the front heat exchanger to suppress frost on the air-cooled condenser.

[0090] An embodiment of the present application provides a defrost control method. The vehicle thermal management system utilizes a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type to determine a frost risk coefficient that truly reflects the frosting situation. When the vehicle thermal management system determines that the frost treatment type is the defrost treatment type based on the frost risk coefficient, the vehicle thermal management system can defrost the air-cooled condenser if the outdoor temperature and the operating information of the vehicle thermal management system meet the defrost treatment conditions. This method can achieve defrosting with frost, avoid false defrosting, improve the frosting treatment effect, and reduce the energy consumption of the vehicle thermal management system.

[0091] In a fifth aspect, an embodiment of the present application provides a frosting treatment method, which is applied to a vehicle thermal management system, wherein the vehicle thermal management system includes an air source heat pump air conditioning system, and the air source heat pump air conditioning system includes an air-cooled condenser; the method includes:

[0092] Get the outdoor temperature and humidity, and get the scene type;

[0093] Determine the frost risk factor based on outdoor temperature, outdoor humidity, and scene type;

[0094] Determine the type of frost treatment based on the frost risk factor;

[0095] If the frost processing type is the frost suppression processing type, the frost suppression processing strategy is executed to perform frost suppression processing on the air-cooled condenser; or if the frost processing type is the defrost processing type, the defrost processing strategy is executed to perform defrost processing on the air-cooled condenser.

[0096] In one implementation, determining a frost risk factor based on outdoor temperature, outdoor humidity, and scene type includes:

[0097] Determine the initial frost risk factor based on outdoor temperature and outdoor humidity;

[0098] Determine the scene correction coefficient based on the scene type;

[0099] The initial frost risk coefficient is corrected according to the scenario correction coefficient to determine the frost risk coefficient.

[0100] In one implementation, the method further includes:

[0101] Get the air intake volume, the light value, and the operating time of the vehicle thermal management system in heat pump mode;

[0102] Determine the air intake correction coefficient based on the air intake volume;

[0103] Determining an operating time correction factor based on the operating time of the vehicle thermal management system in the heat pump mode;

[0104] Determine the illumination correction coefficient according to the illumination value;

[0105] The initial frost risk factor is corrected according to the scenario correction factor to determine the frost risk factor, including:

[0106] The initial frost risk coefficient is corrected according to the scene correction coefficient, air intake correction coefficient, operating time correction coefficient and illumination correction coefficient to determine the frost risk coefficient.

[0107] In one implementation, obtaining the outdoor temperature and outdoor humidity includes:

[0108] Get the outdoor temperature;

[0109] Get indoor temperature and indoor humidity;

[0110] Determine the outdoor humidity based on the outdoor temperature, indoor temperature, and indoor humidity.

[0111] In one implementation, obtaining the scene type includes:

[0112] Obtain light values, rainfall values, image information, and heat values;

[0113] Determine the scene type based on the illumination value, rainfall value, image information, and heat value.

[0114] In one implementation, obtaining the air intake volume includes:

[0115] Get vehicle speed;

[0116] Determine the air intake volume according to vehicle speed.

[0117] In one implementation, the vehicle thermal management system further includes a fan and an active air intake grille; and the method further includes:

[0118] Get the fan speed and the opening of the active air intake grille;

[0119] Determine the air intake volume based on vehicle speed, including:

[0120] The air intake volume is determined based on the vehicle speed, fan speed and the opening of the active air intake grille.

[0121] In one implementation, determining the frosting treatment type according to the frosting risk factor includes:

[0122] If the frost risk coefficient is greater than the frost suppression treatment threshold and less than or equal to the defrost treatment threshold, the frost treatment type is determined to be the frost suppression treatment type; or,

[0123] If the frost risk coefficient is greater than the defrost processing threshold, the frost processing type is determined to be the defrost processing type.

[0124] In a sixth aspect, an embodiment of the present application provides a vehicle thermal management system, the vehicle thermal management system including an air source heat pump air conditioning system, the air source heat pump air conditioning system including an air-cooled condenser; the vehicle thermal management system further includes:

[0125] The acquisition module is used to obtain outdoor temperature and outdoor humidity, and obtain the scene type;

[0126] A processing module, used to determine a frost risk factor based on outdoor temperature, outdoor humidity, and scene type;

[0127] The processing module is further used to determine the frost processing type according to the frost risk factor;

[0128] The control module is used to execute the frost suppression treatment strategy to perform frost suppression treatment on the air-cooled condenser if the frost treatment type is the frost suppression treatment type; or to execute the defrost treatment strategy to perform defrost treatment on the air-cooled condenser if the frost treatment type is the defrost treatment type.

[0129] In one implementation, the processing module is specifically configured to:

[0130] Determine the initial frost risk factor based on outdoor temperature and outdoor humidity;

[0131] Determine the scene correction coefficient based on the scene type;

[0132] The initial frost risk coefficient is corrected according to the scenario correction coefficient to determine the frost risk coefficient.

[0133] In one implementation,

[0134] The acquisition module is also used to obtain the air intake volume, the light value and the operating time of the vehicle thermal management system in the heat pump mode;

[0135] The processing module is also used to:

[0136] Determine the air intake correction coefficient based on the air intake volume;

[0137] Determining an operating time correction factor based on the operating time of the vehicle thermal management system in the heat pump mode;

[0138] Determine the illumination correction coefficient according to the illumination value;

[0139] The processing module is specifically used to correct the initial frost risk coefficient according to the scene correction coefficient, the air intake correction coefficient, the operating time correction coefficient and the light correction coefficient to determine the frost risk coefficient.

[0140] In one implementation, the acquisition module is specifically configured to:

[0141] Get the outdoor temperature;

[0142] Get indoor temperature and indoor humidity;

[0143] Determine the outdoor humidity based on the outdoor temperature, indoor temperature, and indoor humidity.

[0144] In one implementation, the acquisition module is specifically configured to:

[0145] Obtain light values, rainfall values, image information, and heat values;

[0146] Determine the scene type based on the illumination value, rainfall value, image information, and heat value.

[0147] In one implementation, the acquisition module is specifically configured to:

[0148] Get vehicle speed;

[0149] Determine the air intake volume according to vehicle speed.

[0150] In one implementation, the vehicle thermal management system further includes a fan and an active air intake grille; and the acquisition module is further configured to:

[0151] Get the fan speed and the opening of the active air intake grille;

[0152] Get the module, specifically for:

[0153] The air intake volume is determined based on the vehicle speed, fan speed and the opening of the active air intake grille.

[0154] In one implementation, the processing module is specifically configured to:

[0155] If the frost risk coefficient is greater than the frost suppression treatment threshold and less than or equal to the defrost treatment threshold, the frost treatment type is determined to be the frost suppression treatment type; or,

[0156] If the frost risk coefficient is greater than the defrost processing threshold, the frost processing type is determined to be the defrost processing type.

[0157] An embodiment of the present application provides a frost treatment method. The vehicle thermal management system includes an air source heat pump air conditioning system, and the air source heat pump air conditioning system includes an air-cooled condenser; in this method, the vehicle thermal management system determines a frost risk coefficient that can truly reflect the frosting situation based on the acquired outdoor temperature, outdoor humidity, and scene type. The vehicle thermal management system can determine the frost treatment type based on the frost risk coefficient, and determine the corresponding frost treatment strategy based on the frost treatment type, and execute the frost treatment strategy to suppress frost or defrost the air-cooled condenser. Through the above method, it is possible to achieve defrosting with frost, suppress frost, avoid false defrosting, improve the frost treatment effect, and reduce the energy consumption of the vehicle thermal management system.

[0158] In a seventh aspect, an embodiment of the present application provides a vehicle thermal management system, comprising:

[0159] a processor, and a memory communicatively coupled to the processor;

[0160] Memory for storing computer-executable instructions;

[0161] A processor is configured to execute computer-executable instructions stored in a memory to implement the method of the first aspect, the third aspect, or the fifth aspect.

[0162] In an eighth aspect, an embodiment of the present application provides a vehicle, including a vehicle thermal management system;

[0163] The vehicle thermal management system is configured to execute the method of the first aspect, the third aspect, or the fifth aspect.

[0164] In the ninth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the method of the first aspect, the third aspect, or the fifth aspect.

[0165] In a tenth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the method of the first aspect, the third aspect, or the fifth aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0166] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following is a brief introduction to the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0167] FIG1 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present application;

[0168] FIG2 is a schematic structural diagram of a vehicle thermal management system in heat pump mode provided by an embodiment of the present application;

[0169] FIG3 is a schematic structural diagram of a vehicle thermal management system in defrost mode provided by an embodiment of the present application;

[0170] FIG4 is a flow chart of a first embodiment of a frost suppression control method provided in an embodiment of the present application;

[0171] FIG5 is a flow chart of a second embodiment of a frost suppression control method provided in an embodiment of the present application;

[0172] FIG6 is a flow chart of a third embodiment of a frost suppression control method provided in an embodiment of the present application;

[0173] FIG7 is a flow chart of a first embodiment of a defrost control method provided in an embodiment of the present application;

[0174] FIG8 is a flow chart of a second embodiment of a defrost control method provided in an embodiment of the present application;

[0175] FIG9 is a flow chart of a third embodiment of a defrost control method provided in an embodiment of the present application;

[0176] FIG10 is a flow chart of a fourth embodiment of a defrost control method provided in an embodiment of the present application;

[0177] FIG11 is a flow chart of a fifth embodiment of a defrost control method provided in an embodiment of the present application;

[0178] FIG12a is a schematic flow chart of a first embodiment of a frosting treatment method provided in an embodiment of the present application;

[0179] FIG12b is a schematic diagram of a process for obtaining a frost risk coefficient based on a frost risk model provided in an embodiment of the present application;

[0180] FIG13a is a schematic flow chart of a second embodiment of a frosting treatment method provided in an embodiment of the present application;

[0181] FIG13b is a two-dimensional temperature and humidity frosting diagram provided in an embodiment of the present application;

[0182] FIG14 is a schematic flow chart of a third embodiment of a frosting treatment method provided in an embodiment of the present application;

[0183] FIG15 is a schematic diagram of the structure of another vehicle thermal management system provided by an embodiment of the present application;

[0184] FIG16 is a schematic diagram of the structure of another vehicle thermal management system provided in an embodiment of the present application;

[0185] FIG17 is a schematic structural diagram of another vehicle thermal management system provided in an embodiment of the present application;

[0186] FIG18 is a structural diagram of a vehicle thermal management system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0187] To make the purpose, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments made by ordinary technicians in this field based on the inspiration of these embodiments fall within the scope of protection of this application.

[0188] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the numbers used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0189] The principles and features of the embodiments of the present application are described below in conjunction with the accompanying drawings. The examples given are only used to explain the embodiments of the present application and are not used to limit the scope of the embodiments of the present application.

[0190] First, the structure of the vehicle thermal management system will be described.

[0191] Figure 1 is a schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of the present application. As shown in Figure 1 , the vehicle thermal management system 10 includes an air-source heat pump air conditioning system 20 and a coolant circuit system 30. Furthermore, the vehicle thermal management system 10 may also include a fan 40, an active air intake grille 50, and an air deflector 60.

[0192] The air source heat pump air conditioning system 20 includes an in-vehicle evaporator 201, an in-vehicle condenser 202, a first throttling device 203, a second refrigerant shut-off valve 204, an air-cooled condenser 205, a first refrigerant shut-off valve 206, a second throttling device 207, and a compressor 208. Furthermore, the air source heat pump air conditioning system 20 may further include an evaporation temperature sensor 209, an evaporation pressure sensor 210, and a condensation pressure sensor 211.

[0193] The coolant circuit system 30 includes a coolant pump 301, a heat source 302, and a front heat exchanger 303. In addition, the coolant circuit system may further include a coolant temperature sensor 304 and a heat source temperature sensor (not shown in FIG1 ).

[0194] It should be noted that the front heat exchanger 303 is arranged in front of the air-cooled condenser 205 .

[0195] Figure 2 is a schematic diagram of the structure of a vehicle thermal management system in heat pump mode provided by an embodiment of the present application. As shown in Figure 2, when the vehicle thermal management system 10 is in heat pump mode, the first refrigerant shut-off valve 206 is in the open state, and the first throttling device 203 is in the open state.

[0196] Figure 3 is a schematic diagram of the structure of a vehicle thermal management system in defrost mode provided by an embodiment of the present application. As shown in Figure 3, when the vehicle thermal management system 10 is in defrost mode, the first refrigerant shut-off valve 206 is in a connected state, and the first throttling device 203 is in a connected state.

[0197] The technical solution of the present application is described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0198] Vehicle thermal management systems are gaining increasing attention worldwide due to their advantages of high-temperature cooling, low-temperature heating, and high energy efficiency. In heat pump mode, the air-source heat pump air conditioning system within the vehicle thermal management system can move heat from the low-temperature environment outside the vehicle to the interior for heating. However, in heat pump mode, the refrigerant absorbs heat in the air-cooled condenser outside the vehicle (such as at the front of the vehicle cabin), causing frost on the air-cooled condenser.

[0199] In the related art, after the air-cooled condenser is frosted, the vehicle thermal management system usually switches from heat pump mode to defrost mode, defrosting the air-cooled condenser by releasing heat in the air-cooled condenser through the refrigerant. However, on the one hand, after the air-cooled condenser is defrosted using the defrost mode, the frosted water will further condense into frost in a low-temperature environment. In other words, the method in the related art requires repeated defrosting, resulting in high energy consumption; on the other hand, when defrosting using the defrost mode, the vehicle thermal management system cannot provide heat to the vehicle interior. In other words, the method in the related art that can only defrost the air-cooled condenser after frosting occurs has the problem of high energy consumption of the vehicle thermal management system and the inability to provide heat to the vehicle interior during defrosting.

[0200] To address the above technical issues, embodiments of the present application provide a frost suppression control method that utilizes a frost risk coefficient model to determine a frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type. When the frost treatment type is determined to be frost suppression based on the frost risk coefficient and the outdoor temperature satisfies the frost suppression conditions, the coolant pump is controlled to operate, driving the coolant to transfer heat from the heat source to the preheat exchanger, thereby suppressing frost on the air-cooled condenser.

[0201] Frost suppression control method embodiment 1

[0202] FIG4 is a flow chart of a first embodiment of a frost suppression control method provided by an embodiment of the present application. Referring to FIG4 , the method specifically includes the following steps:

[0203] S401: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0204] In this embodiment, the vehicle thermal management system can obtain outdoor temperature, outdoor humidity, and scene type. Based on the obtained outdoor temperature, outdoor humidity, and scene type, the vehicle thermal management system can use a frost risk coefficient model to determine a frost risk coefficient. In one implementation, the vehicle thermal management system can also obtain a light value, an intake air volume, and the duration the vehicle thermal management system is operating in heat pump mode. These light value, outdoor humidity, scene type, light value, intake air volume, and the duration the vehicle thermal management system is operating in heat pump mode are input into the frost risk coefficient model to determine the frost risk coefficient.

[0205] S402: Determine the frost treatment type according to the frost risk coefficient.

[0206] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient.

[0207] Specifically, the vehicle thermal management system can determine the frost treatment type as frost suppression when it identifies that the frost risk coefficient is greater than the frost suppression threshold and less than or equal to the defrost threshold. It should be noted that when the frost risk coefficient is greater than the frost suppression threshold and less than or equal to the defrost threshold, the frost risk level of the air-cooled condenser is medium, and the air-cooled condenser is not frosted. Frost suppression treatment is required for the air-cooled condenser.

[0208] The vehicle thermal management system can determine the frost treatment type as defrost when it identifies that the frost risk factor is greater than the defrost treatment threshold. It should be noted that when the frost risk factor is greater than the defrost treatment threshold, the frost risk level of the air-cooled condenser is high, and the air-cooled condenser is frosted. Defrost treatment is required for the air-cooled condenser.

[0209] Additionally, the vehicle thermal management system may determine that it is not necessary to perform frost suppression or defrost on the air-cooled condenser of the vehicle thermal management system when it identifies that the frost risk coefficient is less than a frost suppression threshold. It should be noted that when the frost risk coefficient is less than or equal to the frost suppression threshold, the frost risk level of the air-cooled condenser is low, and no frost has formed on the air-cooled condenser. Therefore, defrost or frost suppression is not required on the air-cooled condenser.

[0210] S403: When the frost treatment type is the frost suppression treatment type, if it is determined that the outdoor temperature meets the frost suppression treatment conditions, the coolant pump is controlled to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0211] In this embodiment, if the frost treatment type is frost suppression, and the vehicle thermal management system determines that the outdoor temperature meets the frost suppression conditions, it controls the coolant pump to operate, driving the coolant to transfer heat from the heat source to the preheat exchanger. The heat released by the coolant in the preheat exchanger can suppress frost on the air-cooled condenser.

[0212] Specifically, if the vehicle thermal management system determines that the outdoor temperature is within the first temperature range, it is determined that the frost suppression processing condition is met.

[0213] If the vehicle thermal management system determines that the outdoor temperature is not within the first temperature range, it determines that the frost suppression processing condition is not satisfied.

[0214] In one implementation, after determining that the outdoor temperature is within the first temperature range, the vehicle thermal management system can determine whether the vehicle thermal management system has the ability to enter the coolant loop mode. If the vehicle thermal management system determines that it has the ability to enter the coolant loop mode, it controls the coolant pump to run to drive the coolant to bring the heat from the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser. If the vehicle thermal management system determines that it does not have the ability to enter the coolant loop mode, it ends. It should be noted that whether the vehicle thermal management system has the ability to enter the coolant loop mode refers to whether the vehicle thermal management system can control the coolant pump to run to drive the coolant to bring the heat from the heat source into the front heat exchanger, and refers to whether the coolant loop mode is mutually exclusive with the mode currently running of the vehicle thermal management system (such as the mode for heating the battery pack).

[0215] In one implementation, when the vehicle thermal management system includes a fan and / or an active air intake grille, the vehicle thermal management system can also increase the speed of the fan and / or increase the opening of the active air intake grille to suppress frosting of the air-cooled condenser by increasing the air intake volume.

[0216] Beneficial effects of this embodiment: The embodiment of the present application can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity and scene type using a frost risk coefficient model. In the case where the frost treatment type is determined to be the frost suppression treatment type based on the frost risk coefficient and the frost suppression entry threshold, if it is determined that the outdoor temperature meets the frost suppression treatment conditions, the coolant pump is controlled to operate to drive the coolant to bring the heat from the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser. Through the above method, frost-free operation of the vehicle thermal management system can be achieved, which avoids the vehicle thermal management system from defrosting the air-cooled condenser after frost, reduces the energy consumption of the vehicle thermal management system, and realizes the simultaneous frost suppression of the coolant circuit system and heating of the air source heat pump air-conditioning system, thereby improving the user experience.

[0217] Example 2 of Frost Suppression Control Method

[0218] FIG5 is a flow chart of a second embodiment of a frost suppression control method provided in an embodiment of the present application. Referring to FIG5 , the method specifically includes the following steps:

[0219] S501: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0220] In this embodiment, the vehicle thermal management system can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using the frost risk coefficient model. The specific implementation process is the same as S401 and will not be repeated here.

[0221] S502: Determine the frost treatment type according to the frost risk coefficient.

[0222] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient. The specific implementation process is the same as S402 and will not be repeated here.

[0223] S503: When the frost treatment type is the frost suppression treatment type, if it is determined that the outdoor temperature is within the first temperature range, determine whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range.

[0224] In this embodiment, the vehicle thermal management system can obtain the coolant temperature (obtain the coolant temperature through the coolant temperature sensor) and the heat source temperature (obtain the heat source temperature through the heat source temperature sensor).

[0225] The vehicle thermal management system can determine whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range if it is determined that the outdoor temperature is within the first temperature range when the frost treatment type is the frost suppression treatment type.

[0226] If yes, execute S504;

[0227] No, execute S505.

[0228] S504: Control the coolant pump to operate, so as to drive the coolant to carry the heat of the heat source into the front heat exchanger, so as to perform frost suppression on the air-cooled condenser.

[0229] In this embodiment, when the coolant temperature is within the second temperature range and the heat source temperature is within the third temperature range, the vehicle thermal management system determines that the heat transferred by the coolant to the preheat exchanger can suppress frost formation on the air-cooled condenser. Therefore, the vehicle thermal management system can directly control the operation of the coolant pump to drive the coolant to transfer heat from the heat source to the preheat exchanger, thereby suppressing frost on the air-cooled condenser.

[0230] In addition, when the vehicle thermal management system includes a fan, the vehicle thermal management system can also increase the speed of the fan. When the vehicle thermal management system includes an active air intake grille, the vehicle thermal management system can also increase the opening of the active air intake grille.

[0231] S505: Turn on the heat source to heat the coolant, and control the coolant pump to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression on the air-cooled condenser.

[0232] In this embodiment, if the coolant temperature is not within the second temperature range and / or the heat source temperature is not within the third temperature range, the vehicle thermal management system determines that the heat introduced by the coolant into the preheat exchanger cannot be suppressed. The vehicle thermal management system may activate the heat source to heat the coolant. This approach can increase the amount of heat introduced by the coolant into the preheat exchanger.

[0233] The vehicle thermal management system can control the coolant pump to drive the coolant to bring the heat from the heat source into the front heat exchanger to suppress frost on the air-cooled condenser.

[0234] In addition, when the vehicle thermal management system includes a fan, the vehicle thermal management system can also increase the speed of the fan. When the vehicle thermal management system includes an active air intake grille, the vehicle thermal management system can also increase the opening of the active air intake grille.

[0235] It should be noted that after turning on the heat source to heat the coolant, the vehicle thermal management system can monitor whether the coolant temperature is within a second temperature range and whether the heat source temperature is within a third temperature range. If the coolant temperature is within the second temperature range and the heat source temperature is within the third temperature range, active heating of the heat source is stopped to avoid high energy consumption caused by continuous heating of the heat source.

[0236] It should also be noted that the methods of starting the heat source include but are not limited to: starting the engine, starting the gearbox, determining the turbine, starting the drive motor, and starting a positive temperature coefficient (PTC) starter.

[0237] The beneficial effects of this embodiment are as follows: the vehicle thermal management system can determine whether the coolant temperature is within the second temperature range and the heat source temperature is within the third temperature range when the outdoor temperature is determined to be within the first temperature range. When the coolant temperature is determined to be within the second temperature range and the heat source temperature is within the third temperature range, the vehicle thermal management system can directly control the coolant pump to drive the coolant to bring heat from the heat source into the preheat exchanger. When the coolant temperature is determined not to be within the second temperature range and / or the heat source temperature is not within the third temperature range, the vehicle thermal management system can control the coolant pump to drive the coolant to bring heat from the heat source into the preheat exchanger while simultaneously turning on the heat source to increase the temperature of the heat source, thereby increasing the temperature of the coolant. In this manner, the efficiency of frost suppression can be improved.

[0238] Example 3 of frost suppression control method

[0239] FIG6 is a flow chart of a third embodiment of a frost suppression control method provided in an embodiment of the present application. Referring to FIG6 , the method specifically includes the following steps:

[0240] S601: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0241] In this embodiment, the vehicle thermal management system can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using the frost risk coefficient model. The specific implementation process is the same as S401 and will not be repeated here.

[0242] S602: Determine the frost treatment type according to the frost risk factor.

[0243] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient. The specific implementation process is the same as S402 and will not be repeated here.

[0244] S603: When the frost treatment type is the frost suppression treatment type, if it is determined that the outdoor temperature is within the first temperature range, determine whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range.

[0245] In this embodiment, when the frost treatment type is a frost suppression treatment type, the vehicle thermal management system can determine whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range if it is determined that the outdoor temperature is within the first temperature range.

[0246] If yes, execute S604;

[0247] No, execute S607.

[0248] S604: Control the coolant pump to operate, so as to drive the coolant to carry the heat of the heat source to the front heat exchanger, so as to perform frost suppression on the air-cooled condenser.

[0249] In this embodiment, when the coolant temperature is within the second temperature range and the heat source temperature is within the third temperature range, the vehicle thermal management system can directly control the operation of the coolant pump to drive the coolant to bring the heat from the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0250] S605: When controlling the operation of the coolant pump, start timing to obtain the operation time of the coolant pump.

[0251] In this embodiment, the vehicle thermal management system may start timing when controlling the operation of the coolant pump to obtain the operation time of the coolant pump.

[0252] S606: If it is determined that the operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, the coolant pump is controlled to stop operating.

[0253] In this embodiment, if the vehicle thermal management system determines that the operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, it determines that the frost suppression exit condition is met.

[0254] When the vehicle thermal management system determines that the frost suppression exit conditions are met, it controls the coolant pump to stop running.

[0255] In one implementation, when the vehicle thermal management system determines that the frost suppression exit condition is met, it determines whether the frost risk coefficient is less than or equal to the exit threshold. If the vehicle thermal management system determines that the frost risk coefficient is less than or equal to the exit threshold, it controls the coolant pump to stop operating.

[0256] S607: Turn on the heat source to heat the coolant, and control the coolant pump to drive the coolant to carry the heat of the heat source to the front heat exchanger to perform frost suppression on the air-cooled condenser.

[0257] In this embodiment, the vehicle thermal management system can turn on the heat source to heat the coolant when it determines that the coolant temperature is not within the second temperature range and / or the heat source temperature is not within the third temperature range, and control the coolant pump to drive the coolant to bring the heat from the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0258] It should be noted that the vehicle thermal management system can monitor whether the coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range after turning on the heat source to heat the coolant. If it is monitored that the coolant temperature is within the second temperature range and the heat source temperature is within the third temperature range, the active heating of the heat source is stopped. When the vehicle thermal management system determines that the coolant temperature is within the second temperature range and the heat source temperature is within the third temperature range, and the active heating of the heat source is stopped, it starts timing to obtain the operating time of the coolant pump. If the vehicle thermal management system determines that the operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, the coolant pump is controlled to stop running.

[0259] The beneficial effects of this embodiment are as follows: the vehicle thermal management system can control the coolant pump to stop running when it is determined that the operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, so as to avoid the problem of high energy consumption of the vehicle thermal management system caused by long-term frost suppression.

[0260] In the prior art, after determining that the air-cooled condenser is frosted based on the outdoor temperature and the refrigerant temperature, the vehicle thermal management system typically switches from a heat pump mode (heating the vehicle interior) to a defrost mode, defrosting the air-cooled condenser by releasing heat through the refrigerant. However, this prior art method of determining whether to defrost the air-cooled condenser based on the outdoor temperature and the refrigerant temperature is prone to false defrosting, resulting in high energy consumption in the vehicle thermal management system.

[0261] To address the above technical issues, embodiments of the present application provide a defrost control method that can determine a frost risk factor based on the outdoor temperature, outdoor humidity, and scene type. When the frost treatment type is determined to be defrost based on the frost risk factor, and when it is determined that the outdoor temperature and operating information of the vehicle thermal management system meet defrost conditions, the method enters defrost mode to defrost the air-cooled condenser.

[0262] Defrosting control method embodiment 1

[0263] FIG7 is a flow chart of a first embodiment of a defrost control method provided by an embodiment of the present application. Referring to FIG7 , the method specifically includes the following steps:

[0264] S701: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0265] In this embodiment, the vehicle thermal management system can obtain outdoor temperature, outdoor humidity, and scene type. Based on the obtained outdoor temperature, outdoor humidity, and scene type, the vehicle thermal management system can use a frost risk coefficient model to determine a frost risk coefficient. In one implementation, the vehicle thermal management system can also obtain a light value, an intake air volume, and the duration the vehicle thermal management system is operating in heat pump mode. These light value, outdoor humidity, scene type, light value, intake air volume, and the duration the vehicle thermal management system is operating in heat pump mode are input into the frost risk coefficient model to determine the frost risk coefficient.

[0266] S702: Determine the frost treatment type according to the frost risk coefficient.

[0267] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient.

[0268] Specifically, the vehicle thermal management system can determine the frost treatment type as defrost treatment when it identifies that the frost risk coefficient is greater than the defrost treatment threshold. It should be noted that when the frost risk coefficient is greater than the defrost treatment threshold, the frost risk level of the air-cooled condenser is high, and the air-cooled condenser is frosted. Defrost treatment is required for the air-cooled condenser.

[0269] S703: When the frosting treatment type is the defrosting treatment type, if it is determined that the outdoor temperature and the obtained operating information of the vehicle thermal management system meet the defrosting treatment conditions, enter the defrosting mode to defrost the air-cooled condenser.

[0270] In this embodiment, the vehicle thermal management system can obtain operating information of the vehicle thermal management system.

[0271] In a case where the frosting treatment type is a defrosting treatment type, the vehicle thermal management system may determine whether the outdoor temperature and the operation information of the vehicle thermal management system meet the defrosting treatment condition.

[0272] In one implementation, if the vehicle thermal management system determines that the outdoor temperature is within a first temperature range and the vehicle thermal management system operates in a heat pump mode for longer than a preset time, it determines that the defrosting conditions are met.

[0273] In one implementation, if the vehicle thermal management system determines that the outdoor temperature is within a first temperature range, the evaporation pressure is within a first pressure range, the condensation pressure is within a second pressure range, and the difference between the evaporation temperature and the outdoor temperature is within a temperature difference range, then it determines that the defrost processing conditions are met.

[0274] When the vehicle thermal management system determines that the outdoor temperature and the operating information of the vehicle thermal management system meet the defrosting processing conditions, the vehicle thermal management system enters the defrosting mode to defrost the air-cooled condenser.

[0275] If the vehicle thermal management system determines that the outdoor temperature and / or operating information of the vehicle thermal management system do not meet defrost conditions, the vehicle thermal management system may determine whether the outdoor temperature meets frost suppression conditions. If the vehicle thermal management system determines that the outdoor temperature meets the frost suppression conditions, it controls the coolant pump to drive the coolant to transfer heat from the heat source to the front heat exchanger to suppress frost on the air-cooled condenser.

[0276] The beneficial effects of this embodiment are as follows: The vehicle thermal management system can determine a frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using a frost risk coefficient model. When the vehicle thermal management system determines that the frost treatment type is defrost based on the frost risk coefficient, it can defrost the air-cooled condenser if the outdoor temperature and the acquired vehicle thermal management system operating information meet the defrost treatment conditions. This approach enables defrosting with frost, avoids inadvertent defrosting, improves frost treatment effectiveness, and reduces energy consumption of the vehicle thermal management system.

[0277] Defrosting control method embodiment 2

[0278] FIG8 is a flow chart of a second embodiment of a defrost control method provided by an embodiment of the present application. Referring to FIG8 , the method specifically includes the following steps:

[0279] S801: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0280] In this embodiment, the vehicle thermal management system can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using the frost risk coefficient model. The specific implementation process is the same as S701 and will not be repeated here.

[0281] S802: Determine the frost treatment type according to the frost risk factor.

[0282] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient. The specific implementation process is the same as S702 and will not be repeated here.

[0283] S803: When the frosting treatment type is the defrosting treatment type, if it is determined that the outdoor temperature is within the first temperature range and the operating time of the vehicle thermal management system in the heat pump mode is greater than the preset time, the defrosting mode is entered to defrost the air-cooled condenser.

[0284] In this embodiment, when the frosting treatment type is the defrosting treatment type, the vehicle thermal management system can determine whether the outdoor temperature is within the first temperature range and the operating time of the vehicle thermal management system in the heat pump mode is greater than the preset time.

[0285] If the vehicle thermal management system determines that the outdoor temperature is within a first temperature range and the vehicle thermal management system has been operating in a heat pump mode for longer than a preset time, then the vehicle thermal management system determines that defrost conditions are met. If the vehicle thermal management system determines that the defrost conditions are met, it enters a defrost mode to defrost the air-cooled condenser.

[0286] In one implementation, the vehicle thermal management system may determine whether the vehicle thermal management system is capable of entering defrost mode upon determining that defrost conditions are met. If the vehicle thermal management system determines that the vehicle thermal management system is capable of entering defrost mode, it enters defrost mode to defrost the air-cooled condenser. It should be noted that whether the vehicle thermal management system is capable of entering defrost mode refers to whether defrost mode is mutually exclusive with other system modes.

[0287] In addition, if the vehicle thermal management system determines that the outdoor temperature is not within the first temperature range and / or the vehicle thermal management system has been operating in the heat pump mode for a period of time that is less than or equal to a preset period of time, the vehicle thermal management system determines that the defrost processing condition is not met. If the vehicle thermal management system determines that the defrost processing condition is not met, it determines whether the frost suppression processing condition is met based on the outdoor temperature. If the frost suppression processing condition is determined to be met, the vehicle thermal management system controls the coolant pump to operate to drive the coolant to transfer heat from the heat source to the front heat exchanger to suppress frost on the air-cooled condenser.

[0288] Beneficial Effects of This Embodiment: This embodiment of the present application can determine a frost risk factor based on the outdoor temperature, outdoor humidity, and scene type. If the frost treatment type is determined to be frost suppression based on the frost risk factor, and if the outdoor temperature is determined to be within a first temperature range and the vehicle thermal management system has been operating in heat pump mode for longer than a preset time, the system enters defrost mode to defrost the air-cooled condenser. This approach enables precise defrosting of the vehicle thermal management system, reducing its energy consumption.

[0289] Defrosting control method embodiment 3

[0290] FIG9 is a flow chart of a third embodiment of a defrost control method provided by an embodiment of the present application. Referring to FIG9 , the method specifically includes the following steps:

[0291] S901: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0292] In this embodiment, the vehicle thermal management system can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using the frost risk coefficient model. The specific implementation process is the same as S701 and will not be repeated here.

[0293] S902: Determine the frost treatment type according to the frost risk factor.

[0294] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient. The specific implementation process is the same as S702 and will not be repeated here.

[0295] S903: When the frosting treatment type is the defrosting treatment type, if it is determined that the outdoor temperature is within the first temperature range, the evaporating pressure is within the first pressure range, the condensing pressure is within the second pressure range, and the difference between the evaporating temperature and the outdoor temperature is within the temperature difference range, then enter the defrosting mode to perform defrosting on the air-cooled condenser.

[0296] In this embodiment, when the frosting treatment type is the defrosting treatment type, the vehicle thermal management system can determine whether the outdoor temperature is within the first temperature range, the evaporating pressure is within the first pressure range, the condensing pressure is within the second pressure range, and the difference between the evaporating temperature and the outdoor temperature is within the temperature difference range.

[0297] If it is determined that the outdoor temperature is within a first temperature range, the evaporating pressure is within a first pressure range, the condensing pressure is within a second pressure range, and the difference between the evaporating temperature and the outdoor temperature is within a temperature difference range, then the defrost conditions are determined to be met. If the defrost conditions are determined to be met, the vehicle thermal management system enters a defrost mode to defrost the air-cooled condenser.

[0298] In one implementation, if the vehicle thermal management system determines that defrost conditions are met, it can also determine whether the vehicle thermal management system is capable of entering defrost mode. If the vehicle thermal management system determines that it is capable of entering defrost mode, it enters defrost mode to defrost the air-cooled condenser. It should be noted that whether the vehicle thermal management system is capable of entering defrost mode refers to whether defrost mode is mutually exclusive with other system modes.

[0299] In addition, if the vehicle thermal management system determines that the outdoor temperature is not within the first temperature range, the evaporating pressure is not within the first pressure range, the condensing pressure is not within the second pressure range, and / or the difference between the evaporating temperature and the outdoor temperature is within the temperature difference range, then the vehicle thermal management system determines that the defrost processing conditions are not met. If the vehicle thermal management system determines that the defrost processing conditions are not met, it can determine whether the frost suppression processing conditions are met based on the outdoor temperature. If the frost suppression processing conditions are determined to be met, the vehicle thermal management system controls the coolant pump to drive the coolant to transfer heat from the heat source to the front heat exchanger to suppress frost on the air-cooled condenser.

[0300] Beneficial effects of this embodiment: The embodiment of the present application can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using a frost risk coefficient model. When the frost treatment type is determined to be a frost suppression treatment type based on the frost risk coefficient, if it is determined that the outdoor temperature is within the first temperature range, the evaporation pressure is within the first pressure range, the condensation pressure is within the second pressure range, and the difference between the evaporation temperature and the outdoor temperature is within the temperature difference range, then the defrost mode is entered to defrost the air-cooled condenser. In this way, precise defrosting of the vehicle thermal management system can be achieved, reducing the energy consumption of the vehicle thermal management system.

[0301] Defrosting control method embodiment 4

[0302] FIG10 is a flow chart of a fourth embodiment of a defrost control method provided by an embodiment of the present application. Referring to FIG10 , the method specifically includes the following steps:

[0303] S1001: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0304] In this embodiment, the vehicle thermal management system can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using the frost risk coefficient model. The specific implementation process is the same as S701 and will not be repeated here.

[0305] S1002: Determine the frost treatment type based on the frost risk factor.

[0306] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient. The specific implementation process is the same as S702 and will not be repeated here.

[0307] S1003: When the frosting treatment type is the defrosting treatment type, if it is determined that the outdoor temperature and the obtained operating information of the vehicle thermal management system meet the defrosting treatment conditions, enter the defrosting mode to defrost the air-cooled condenser.

[0308] In this embodiment, when the frosting treatment type is the defrosting treatment type, the vehicle thermal management system can enter the defrosting mode to defrost the air-cooled condenser when it is determined that the outdoor temperature and the obtained working information of the vehicle thermal management system meet the defrosting treatment conditions.

[0309] S1004: If it is determined that the operating time of the vehicle thermal management system in the defrost mode is greater than the first preset defrost time, the outdoor temperature is greater than the preset temperature, and the change rate of the evaporation temperature is greater than the preset change rate, then exit the defrost mode to stop defrosting the air-cooled condenser.

[0310] In this embodiment, the vehicle thermal management system can exit the defrost mode to stop defrosting the air-cooled condenser when it determines that the operating time of the vehicle thermal management system in the defrost mode is greater than the first preset defrost time, the outdoor temperature is greater than the preset temperature, and the change rate of the evaporation temperature is greater than the preset change rate.

[0311] In one implementation, the vehicle thermal management system may determine whether the frost risk coefficient is less than or equal to an exit threshold value upon determining that the operating time of the vehicle thermal management system in the defrost mode is greater than a first preset defrost time, the outdoor temperature is greater than a preset temperature, and the rate of change of the evaporation temperature is greater than a preset rate of change. The vehicle thermal management system may exit the defrost mode to stop defrosting the air-cooled condenser upon determining that the frost risk coefficient is less than or equal to the exit threshold value. The vehicle thermal management system may exit the defrost mode to stop defrosting the air-cooled condenser upon determining that the frost risk coefficient is greater than the exit threshold value. In addition, the vehicle thermal management system may control the operation of the coolant pump to drive the coolant to bring heat from the heat source into the front heat exchanger to suppress frost on the air-cooled condenser upon determining that the frost risk coefficient is greater than the exit threshold value.

[0312] The beneficial effect of this embodiment is that the vehicle thermal management system can exit defrost mode and stop defrosting the air-cooled condenser if it determines that the vehicle thermal management system has been operating in defrost mode for longer than a first preset defrost duration, the outdoor temperature is greater than a preset temperature, and the rate of change of the evaporation temperature is greater than a preset rate of change. This approach can avoid the problem of high energy consumption of the vehicle thermal management system caused by prolonged defrosting, and can also avoid the problem of the vehicle thermal management system being unable to heat the vehicle interior in heat pump mode for a long time, resulting in a poor user experience.

[0313] Defrosting control method embodiment 5

[0314] FIG11 is a flow chart of a fifth embodiment of a defrost control method provided by an embodiment of the present application. Referring to FIG11 , the method specifically includes the following steps:

[0315] S1101: Determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type.

[0316] In this embodiment, the vehicle thermal management system can determine the frost risk coefficient based on the acquired outdoor temperature, outdoor humidity, and scene type using the frost risk coefficient model. The specific implementation process is the same as S701 and will not be repeated here.

[0317] S1102: Determine the frost treatment type based on the frost risk factor.

[0318] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient. The specific implementation process is the same as S702 and will not be repeated here.

[0319] S1103: When the frosting treatment type is the defrosting treatment type, if it is determined that the outdoor temperature and the obtained operating information of the vehicle thermal management system meet the defrosting treatment conditions, enter the defrosting mode to defrost the air-cooled condenser.

[0320] In this embodiment, if the frosting treatment type is the defrosting treatment type, the vehicle thermal management system can determine whether the outdoor temperature and the operating information of the vehicle thermal management system meet the defrosting treatment conditions. If the vehicle thermal management system determines that the outdoor temperature and the operating information of the vehicle thermal management system meet the defrosting treatment conditions, the vehicle thermal management system enters the defrosting mode to defrost the air-cooled condenser.

[0321] S1104: If it is determined that the operating time of the vehicle thermal management system in the defrost mode is greater than the second preset defrost time, exit the defrost mode to stop defrosting the air-cooled condenser.

[0322] In this embodiment, the vehicle thermal management system may exit the defrost mode to stop defrosting the air-cooled condenser if it determines that the operating time of the vehicle thermal management system in the defrost mode is greater than the second preset defrost time.

[0323] In one implementation, the vehicle thermal management system may, upon determining that the vehicle thermal management system has been operating in defrost mode for a period greater than a first preset defrost duration, determine whether the outdoor temperature is greater than a preset temperature and the rate of change of the evaporation temperature is greater than a preset rate of change. If the vehicle thermal management system determines that the outdoor temperature is less than or equal to the preset temperature and / or the rate of change of the evaporation temperature is less than or equal to the preset rate of change, then determine whether the vehicle thermal management system has been operating in defrost mode for a period greater than a second preset defrost duration. If it is determined that the vehicle thermal management system has been operating for a period greater than the second preset defrost duration, the vehicle thermal management system may exit defrost mode to cease defrosting the air-cooled condenser.

[0324] It should be noted that the second preset defrost time is longer than the first preset defrost time.

[0325] In one implementation, the vehicle thermal management system may determine whether the frost risk coefficient is less than or equal to an exit threshold upon determining that the vehicle thermal management system has been operating in defrost mode for a period greater than a second preset defrost time. The vehicle thermal management system may exit the defrost mode to stop defrosting the air-cooled condenser upon determining that the frost risk coefficient is less than or equal to the exit threshold. The vehicle thermal management system may exit the defrost mode to stop defrosting the air-cooled condenser upon determining that the frost risk coefficient is greater than the exit threshold. In addition, the vehicle thermal management system may control the operation of the coolant pump to drive the coolant to carry heat from the heat source to the front heat exchanger to suppress frost on the air-cooled condenser upon determining that the frost risk coefficient is greater than the exit threshold.

[0326] The beneficial effect of this embodiment is that the vehicle thermal management system can exit defrost mode and stop defrosting the air-cooled condenser if the vehicle thermal management system has been operating in defrost mode for longer than a second preset defrost duration. This approach can avoid the problem of high energy consumption of the vehicle thermal management system caused by prolonged defrosting, and can also avoid the problem of the vehicle thermal management system being unable to heat the vehicle interior in heat pump mode for a long time, resulting in a poor user experience.

[0327] In related art, when frost forms on an air-cooled condenser, the vehicle thermal management system typically switches from heat pump mode to defrost mode, defrosting the air-cooled condenser by releasing heat through the refrigerant. However, the method in related art switches the system mode from heat pump mode to defrost mode to defrost the air-cooled condenser after determining frost formation based on outdoor temperature and humidity. This frost treatment method in related art suffers from poor frosting effectiveness and high energy consumption in the vehicle thermal management system.

[0328] Based on the above technical problems, an embodiment of the present application provides a frost treatment method, which can determine the frost risk coefficient based on outdoor temperature, outdoor humidity and scene type, determine the corresponding frost treatment type (defrosting treatment type or frost suppression treatment type) according to the frost risk coefficient, and determine the corresponding frost treatment strategy according to the frost treatment type, and execute the frost treatment strategy to perform frost suppression treatment or defrost treatment on the air-cooled condenser.

[0329] Frost treatment method embodiment 1

[0330] FIG12a is a flow chart of a first embodiment of a frosting treatment method provided by an embodiment of the present application. Referring to FIG12a, the method specifically includes the following steps:

[0331] S1201: Obtain outdoor temperature and outdoor humidity, and obtain scene type.

[0332] In this embodiment, the vehicle thermal management system can obtain outdoor temperature, outdoor humidity and scene type.

[0333] When obtaining the outdoor temperature:

[0334] In one implementation, the vehicle thermal management system can utilize an outdoor temperature sensor to obtain the outdoor temperature. In another implementation, the vehicle thermal management system can obtain the outdoor temperature from the internet cloud via the vehicle's navigation system, or from a third-party high-precision navigation map. As can be seen, the higher the outdoor temperature, the lower the risk of frost.

[0335] In the process of obtaining outdoor humidity:

[0336] In one implementation, the vehicle thermal management system may utilize an outdoor humidity sensor to obtain the outdoor humidity. In one implementation, the vehicle thermal management system may determine the outdoor humidity based on the outdoor temperature, indoor temperature, and indoor humidity after obtaining the outdoor temperature (obtaining the outdoor temperature through the outdoor temperature sensor), the indoor temperature (obtaining the indoor temperature through the indoor temperature sensor), and the indoor humidity (obtaining the indoor humidity through the indoor humidity sensor). In one implementation, the vehicle thermal management system may record the correspondence between the outdoor temperature and the outdoor humidity, and after obtaining the outdoor temperature, determine the corresponding outdoor humidity based on the outdoor temperature. In one implementation, the vehicle thermal management system may obtain the outdoor humidity sent from the Internet cloud through the vehicle navigation system, or obtain the outdoor humidity recorded on a third-party high-precision navigation map through the vehicle navigation system.

[0337] In the process of obtaining the scene type:

[0338] The vehicle thermal management system can obtain light values ​​(obtained through a light sensor), rainfall values ​​(obtained through a rain sensor), image information (obtained through an external visual camera), and heat values ​​(obtained through an infrared camera). The vehicle thermal management system can determine the scene type based on the light values, rainfall values, image information, and heat values. Scene types include garage scene types, rain and snow scene types, wading scene types, and slippery scene types. It is understandable that different scene types have different frost risks.

[0339] S1202: Determine a frost risk factor based on the outdoor temperature, outdoor humidity, and scene type.

[0340] In this embodiment, the vehicle thermal management system can determine the frost risk coefficient based on the outdoor temperature, outdoor humidity and scene type.

[0341] In one implementation, the vehicle thermal management system may input the outdoor temperature, outdoor humidity, and scene type into a frost risk model to obtain a frost risk coefficient. In one implementation, the vehicle thermal management system may also obtain the light value, air intake, and the operating time of the vehicle thermal management system in heat pump mode, and incorporate the light value, air intake, and the operating time of the vehicle thermal management system in heat pump mode into the process of determining the frost risk coefficient. That is, the vehicle thermal management system may input the outdoor temperature, outdoor humidity, scene type, light value, air intake, and the operating time of the vehicle thermal management system in heat pump mode into a frost risk model to obtain a frost risk coefficient. Figure 12b is a schematic diagram of a process for obtaining a frost risk coefficient based on a frost risk model provided in an embodiment of the present application.

[0342] In one implementation, the vehicle thermal management system may determine an initial frost risk coefficient based on the outdoor temperature and humidity. The vehicle thermal management system may determine a scene type correction factor based on the scene type, and correct the initial frost risk coefficient based on the scene type correction factor to determine the frost risk coefficient.

[0343] S1203: Determine the frost treatment type based on the frost risk factor.

[0344] In this embodiment, the vehicle thermal management system can determine the corresponding frosting treatment type according to the frosting risk coefficient.

[0345] Specifically, the vehicle thermal management system can determine the frost treatment type as frost suppression when it identifies that the frost risk coefficient is greater than the frost suppression threshold and less than or equal to the defrost threshold. It should be noted that when the frost risk coefficient is greater than the frost suppression threshold and less than or equal to the defrost threshold, the frost risk level of the air-cooled condenser is medium, and the air-cooled condenser is not frosted. Frost suppression treatment is required for the air-cooled condenser.

[0346] The vehicle thermal management system can determine the frost treatment type as defrost when it identifies that the frost risk factor is greater than the defrost treatment threshold. It should be noted that when the frost risk factor is greater than the defrost treatment threshold, the frost risk level of the air-cooled condenser is high, and the air-cooled condenser is frosted. Defrost treatment is required for the air-cooled condenser.

[0347] Additionally, the vehicle thermal management system may determine that it is not necessary to perform frost suppression or defrost on the air-cooled condenser of the vehicle thermal management system when it identifies that the frost risk coefficient is less than a frost suppression threshold. It should be noted that when the frost risk coefficient is less than or equal to the frost suppression threshold, the frost risk level of the air-cooled condenser is low, and no frost has formed on the air-cooled condenser. Therefore, defrost or frost suppression is not required on the air-cooled condenser.

[0348] S1204: If the frost processing type is the frost suppression processing type, executing the frost suppression processing strategy to perform frost suppression processing on the air-cooled condenser; or, if the frost processing type is the defrost processing type, executing the defrost processing strategy to perform defrost processing on the air-cooled condenser.

[0349] In this embodiment, when the frost treatment type is a frost suppression treatment type, the vehicle thermal management system can determine the corresponding frost suppression treatment strategy according to the frost suppression treatment type, and execute the frost suppression treatment strategy to perform frost suppression treatment on the air-cooled condenser.

[0350] It should be noted that the frost suppression processing strategy has been described in the aforementioned frost suppression control method embodiment 1, frost suppression control method embodiment 2, and frost suppression control method embodiment 3, and will not be repeated here.

[0351] In the case where the frosting treatment type is a defrosting treatment type, the vehicle thermal management system may determine a corresponding defrosting treatment strategy according to the defrosting treatment type, and execute the defrosting treatment strategy to perform defrosting on the air-cooled condenser.

[0352] It should be noted that the defrost processing strategy has been described in the aforementioned defrost control method embodiment 1, defrost control method embodiment 2, defrost control method embodiment 3, defrost control method embodiment 4, and defrost control method embodiment 5, and will not be repeated here.

[0353] The beneficial effects of this embodiment are as follows: Based on the outdoor temperature, outdoor humidity, and scene type, this embodiment can determine a frost risk coefficient that truly reflects the risk of frost formation on the air-cooled condenser. Based on the frost risk coefficient, a corresponding frost treatment type is determined, and a frost treatment strategy that matches the current frost condition of the air-cooled condenser is adopted to treat the frost condition of the air-cooled condenser. This approach enables defrosting with frost, suppresses frost formation, avoids accidental defrosting, improves frost treatment effectiveness, and reduces the energy consumption of the vehicle thermal management system.

[0354] Example 2 of Frosting Treatment Method

[0355] FIG13a is a flow chart of a second embodiment of a frosting treatment method provided in an embodiment of the present application. Referring to FIG13a, the method specifically includes the following steps:

[0356] S1301: Obtain outdoor temperature and outdoor humidity, and obtain scene type.

[0357] In this embodiment, the vehicle thermal management system can obtain outdoor temperature, outdoor humidity and scene type.

[0358] S1302: Determine an initial frost risk factor based on the outdoor temperature and outdoor humidity.

[0359] In this embodiment, the vehicle thermal management system can determine the initial frost risk coefficient based on the outdoor temperature and outdoor humidity.

[0360] Specifically, a two-dimensional temperature and humidity frost map is stored in the vehicle thermal management system. Figure 13b is a two-dimensional temperature and humidity frost map provided in an embodiment of the present application. The vehicle thermal management system can match the two-dimensional temperature and humidity frost map according to the outdoor temperature and outdoor humidity to determine the corresponding frost zone environment. The vehicle thermal management system can search the frost risk coefficient table based on the frost zone environment to determine the corresponding initial frost risk coefficient. It should be noted that the frost zone environment includes a frost-free zone, a condensation zone, and a frosted zone. In addition, the frosted zone can also include a light frosted zone, a moderate frosted zone, and a heavy frosted zone.

[0361] S1303: Determine a scene correction coefficient according to the scene type.

[0362] In this embodiment, the vehicle thermal management system can determine the scene correction coefficient according to the scene type.

[0363] In one implementation, the vehicle thermal management system may store a correspondence table between scene types and scene correction coefficients. The vehicle thermal management system may search the correspondence table based on the scene type to determine the corresponding scene correction coefficient.

[0364] S1304: Correct the initial frost risk coefficient according to the scenario correction coefficient to determine the frost risk coefficient.

[0365] In this embodiment, the vehicle thermal management system can correct the initial frost risk coefficient according to the scenario correction coefficient to determine the frost risk coefficient.

[0366] S1305: Determine the frost treatment type based on the frost risk factor.

[0367] In this embodiment, the vehicle thermal management system can determine the frosting treatment type based on the frosting risk coefficient. The specific implementation process is the same as S1203 and will not be repeated here.

[0368] S1306: If the frost processing type is the frost suppression processing type, execute the frost suppression processing strategy to perform frost suppression processing on the air-cooled condenser; or if the frost processing type is the defrost processing type, execute the defrost processing strategy to perform defrost processing on the air-cooled condenser.

[0369] In this embodiment, if the frost treatment type is frost suppression, the vehicle thermal management system executes a frost suppression strategy to suppress frost on the air-cooled condenser. If the frost treatment type is defrost, the vehicle thermal management system executes a defrost strategy to defrost the air-cooled condenser. The specific implementation process is the same as S1204 and will not be repeated here.

[0370] The beneficial effects of this embodiment are as follows: This embodiment can determine a scenario correction coefficient based on the scenario type in the environmental information to correct the initial frost risk coefficient determined based on the outdoor temperature and humidity, so that the frost risk coefficient can truly reflect the frost risk of the air-cooled condenser. This allows for a more accurate determination of the frost treatment type based on the frost risk coefficient, and for a frost treatment strategy that matches the frost treatment type to address the frost condition of the air-cooled condenser. This approach enables defrosting with frost, suppressing frost formation, avoiding false defrosts, improving the frost treatment effect, and reducing the energy consumption of the vehicle thermal management system.

[0371] Frosting treatment method embodiment 3

[0372] FIG14 is a flow chart of a third embodiment of a frosting treatment method provided in an embodiment of the present application. Referring to FIG14 , the method specifically includes the following steps:

[0373] S1401: Obtain outdoor temperature and outdoor humidity, and obtain scene type.

[0374] In this embodiment, the vehicle thermal management system can obtain outdoor temperature, outdoor humidity and scene type.

[0375] S1402: Obtain the air intake volume, the light value, and the operating time of the vehicle thermal management system in the heat pump mode.

[0376] In this embodiment, the vehicle thermal management system can obtain the air intake volume, the illumination value, and the operating time of the vehicle thermal management system in the heat pump mode.

[0377] In the process of obtaining the air intake volume:

[0378] In one implementation, the vehicle thermal management system can determine the air intake volume based on vehicle speed. In one implementation, if the vehicle thermal management system includes a fan and an active air intake grille, the vehicle thermal management system can determine the air intake volume based on vehicle speed, fan speed (fan power), and the opening of the active air intake grille. As can be understood, higher vehicle speed increases the air intake volume; higher fan speed (fan power) increases the air intake volume; and a wider opening of the active air intake grille increases the air intake volume. A greater air intake volume reduces the risk of frost.

[0379] In the process of obtaining lighting values:

[0380] The vehicle's thermal management system can obtain light values ​​through light sensors. It should be noted that the light value reflects the vehicle's exposure to solar radiation. As you can see, the higher the light value, the lower the risk of frost.

[0381] In the process of obtaining the operating time of the vehicle's thermal management system in heat pump mode:

[0382] The vehicle thermal management system may start timing when entering the heat pump mode to obtain the operating time of the vehicle thermal management system in the heat pump mode. It is understandable that the longer the vehicle thermal management system operates in the heat pump mode, the higher the risk of frost.

[0383] S1403: Determine an initial frost risk factor based on the outdoor temperature and outdoor humidity.

[0384] In this embodiment, the vehicle thermal management system can determine the initial frost risk coefficient based on the outdoor temperature and outdoor humidity. The specific implementation process is the same as S1302 and will not be repeated here.

[0385] S1404: Determine a scene correction coefficient according to the scene type.

[0386] In this embodiment, the vehicle thermal management system can determine a scene correction coefficient based on the scene type. In one implementation, the vehicle thermal management system can store a correspondence table between scene types and scene correction coefficients. Based on the scene type, the vehicle thermal management system can search the correspondence table to determine the corresponding scene correction coefficient.

[0387] S1405: Determine an air intake correction coefficient based on the air intake volume.

[0388] In this embodiment, the vehicle thermal management system can determine an intake air volume correction factor based on the intake air volume. In one implementation, the vehicle thermal management system can store a correspondence table between intake air volume and intake air volume correction factors. Based on the intake air volume, the vehicle thermal management system can search the correspondence table to determine the corresponding intake air volume correction factor.

[0389] S1406: Determine an operating time correction coefficient based on the operating time of the vehicle thermal management system in the heat pump mode.

[0390] In this embodiment, the vehicle thermal management system can determine an operating time correction factor based on the operating time of the vehicle thermal management system in heat pump mode. In one implementation, the vehicle thermal management system can store a correspondence table between operating time and operating time correction factors. The vehicle thermal management system can search the correspondence table based on the operating time of the vehicle thermal management system in heat pump mode to determine the corresponding operating time correction factor.

[0391] S1407: Determine the illumination correction coefficient according to the illumination value.

[0392] In this embodiment, the vehicle thermal management system can determine the illumination correction coefficient based on the illumination value. In one implementation, the vehicle thermal management system can store a table of correspondences between illumination values ​​and illumination correction coefficients. Based on the illumination value, the vehicle thermal management system can search the table to determine the corresponding illumination correction coefficient.

[0393] S1408: Correct the initial frost risk coefficient based on the scene correction coefficient, the air volume correction coefficient, the operating time correction coefficient, and the illumination correction coefficient to determine the frost risk coefficient.

[0394] In this embodiment, the vehicle thermal management system can correct the initial frost risk coefficient based on the air intake correction coefficient, the operating time correction coefficient, the scene correction coefficient, and the illumination correction coefficient to determine the frost risk coefficient.

[0395] S1409: Determine the frost treatment type based on the frost risk factor.

[0396] In this embodiment, the vehicle thermal management system can determine the frosting treatment type based on the frosting risk coefficient. The specific implementation process is the same as S1203 and will not be repeated here.

[0397] S1410: If the frost processing type is a frost suppression processing type, executing a frost suppression processing strategy to perform frost suppression processing on the air-cooled condenser; or, if the frost processing type is a defrost processing type, executing a defrost processing strategy to perform defrost processing on the air-cooled condenser.

[0398] In this embodiment, if the frost treatment type is frost suppression, the vehicle thermal management system executes a frost suppression strategy to suppress frost on the air-cooled condenser. If the frost treatment type is defrost, the vehicle thermal management system executes a defrost strategy to defrost the air-cooled condenser. The specific implementation process is the same as S1204 and will not be repeated here.

[0399] Beneficial effects of this embodiment: The embodiment of the present application can determine an initial risk coefficient based on outdoor temperature and outdoor humidity, and determine a correction coefficient based on the scene type, illumination value, air intake volume, and the operating time of the vehicle thermal management system in heat pump mode. The initial risk coefficient is corrected so that the frost risk coefficient can truly reflect the frost risk of the air-cooled condenser, thereby more accurately determining the frost treatment type based on the frost risk coefficient and adopting a frost treatment strategy that matches the frost treatment type to treat the frost condition of the air-cooled condenser. In this way, defrosting with frost can be achieved, frost can be suppressed, and false defrosting can be avoided, thereby improving the frost treatment effect and reducing the high energy consumption of the vehicle thermal management system.

[0400] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0401] FIG15 is a schematic diagram of another vehicle thermal management system provided by an embodiment of the present application. As shown in FIG15 , vehicle thermal management system 150 includes an air-source heat pump air conditioning system (not shown in FIG15 ) and a coolant circuit system (not shown in FIG15 ). The air-source heat pump air conditioning system includes an air-cooled condenser, and the coolant circuit system includes a front heat exchanger, a coolant pump, and a heat source. The front heat exchanger is disposed in front of the air-cooled condenser. Vehicle thermal management system 150 also includes an acquisition module 151 and a processing module 152. Acquisition module 151 is configured to determine a frost risk coefficient using a frost risk coefficient model based on the acquired outdoor temperature, outdoor humidity, and scene type. Processing module 152 is configured to determine a frost treatment type based on the frost risk coefficient. Processing module 152 is further configured to, if the frost treatment type is frost suppression, control the coolant pump to drive the coolant to transfer heat from the heat source to the front heat exchanger to suppress frost on the air-cooled condenser if the outdoor temperature satisfies the frost suppression conditions.

[0402] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0403] In one implementation, the processing module 152 is specifically configured to: if it is determined that the outdoor temperature is within a first temperature range, control the coolant pump to operate, so as to drive the coolant to bring heat from the heat source into the front heat exchanger, so as to perform frost suppression on the air-cooled condenser.

[0404] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0405] In one implementation, the processing module 152 is specifically used to: if it is determined that the outdoor temperature is within the first temperature range, then determine whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range; if it is determined that the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range, then control the coolant pump to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0406] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0407] In one implementation, the processing module 152 is further configured to: if it is determined that the obtained coolant temperature is not within the second temperature range, and / or the obtained heat source temperature is not within the third temperature range, turn on the heat source to heat the coolant, and control the operation of the coolant pump to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

[0408] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0409] In one implementation, the vehicle thermal management system also includes a fan and / or an active air intake grille, the fan is arranged behind the air-cooled condenser, and the air intake grille is arranged in front of the front heat exchanger; the processing module 152 is also used to: if it is determined that the obtained coolant temperature is not within the second temperature range and the obtained heat source temperature is not within the third temperature range, then increase the fan speed and / or increase the opening of the active air intake grille.

[0410] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0411] In one implementation, the processing module 152 is further configured to: if it is determined that the outdoor temperature satisfies the frost suppression processing condition, increase the speed of the fan and / or increase the opening of the active air intake grille.

[0412] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0413] In one implementation, the processing module 152 is further used to: start timing when controlling the operation of the coolant pump to obtain the operating time of the coolant pump; if it is determined that the obtained operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, then control the coolant pump to stop running.

[0414] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0415] In one implementation, the processing module 152 is specifically configured to: if it is determined that the frost risk coefficient is less than or equal to the exit threshold, control the coolant pump to stop running.

[0416] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0417] FIG16 is a schematic structural diagram of another vehicle thermal management system provided in an embodiment of the present application. As shown in FIG16 , the vehicle thermal management system 160 includes an air source heat pump air conditioning system (not shown in FIG16 ), and the air source heat pump air conditioning system includes an air-cooled condenser (not shown in FIG16 ). The vehicle thermal management system 160 also includes: a processing module 161 and a control module 162. Among them, the processing module 161 is used to determine the frost risk coefficient based on the obtained outdoor temperature, outdoor humidity and scene type using a frost risk coefficient model; the processing module 161 is also used to determine the frost treatment type based on the frost risk coefficient; the control module 162 is used to enter the defrost mode if it is determined that the outdoor temperature and the obtained working information of the vehicle thermal management system meet the defrost treatment conditions when the frost treatment type is a defrost treatment type, so as to defrost the air-cooled condenser.

[0418] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0419] In one implementation, the operating information of the vehicle thermal management system includes the operating time of the vehicle thermal management system in the heat pump mode; the control module 162 is specifically used to: if it is determined that the outdoor temperature is within the first temperature range and the operating time of the vehicle thermal management system in the heat pump mode is greater than the preset time, then enter the defrost mode to defrost the air-cooled condenser.

[0420] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0421] In one implementation, the working information of the vehicle thermal management system includes evaporation temperature, evaporation pressure and condensation pressure; the control module 162 is specifically used to: if it is determined that the outdoor temperature is within the first temperature range, the evaporation pressure is within the first pressure range, the condensation pressure is within the second pressure range, and the difference between the evaporation temperature and the outdoor temperature is within the temperature difference range, then enter the defrost mode to defrost the air-cooled condenser.

[0422] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0423] In one implementation, the operating information of the vehicle thermal management system includes the evaporation temperature; the control module 162 is further configured to:

[0424] If it is determined that the operating time of the vehicle thermal management system in the defrost mode is greater than the first preset defrost time, the outdoor temperature is greater than the preset temperature, and the change rate of the evaporation temperature is greater than the preset change rate, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0425] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0426] In one implementation, the control module 162 is further configured to:

[0427] If it is determined that the running time of the vehicle thermal management system in the defrost mode is greater than the second preset defrost time, the defrost mode is exited to stop defrosting the air-cooled condenser.

[0428] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0429] In one implementation, the control module 162 is specifically configured to: determine whether the frost risk coefficient is less than or equal to an exit threshold; if it is determined that the frost risk coefficient is less than or equal to the exit threshold, exit the defrost mode to stop defrosting the air-cooled condenser.

[0430] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0431] In one implementation, vehicle thermal management system 160 further includes a coolant circuit system (not shown in FIG. 16 ), comprising a front heat exchanger (not shown in FIG. 16 ), a coolant pump (not shown in FIG. 16 ), and a heat source (not shown in FIG. 16 ). The front heat exchanger is positioned in front of the air-cooled condenser. Control module 162 is further configured to: if it is determined that the frost risk factor is greater than an exit threshold, exit defrost mode to stop defrosting the air-cooled condenser; and control the coolant pump to drive the coolant to transfer heat from the heat source to the front heat exchanger to suppress frost on the air-cooled condenser.

[0432] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0433] FIG17 is a structural diagram of another vehicle thermal management system provided by an embodiment of the present application. As shown in FIG17 , the vehicle thermal management system 170 includes an air source heat pump air conditioning system (not shown in FIG17 ), and the air source heat pump air conditioning system includes an air-cooled condenser (not shown in FIG17 ). The vehicle thermal management system 170 also includes: an acquisition module 171, a processing module 172, and a control module 173. Among them, the acquisition module 171 is used to obtain the outdoor temperature and outdoor humidity, and obtain the scene type; the processing module 172 is used to determine the frost risk coefficient based on the outdoor temperature, outdoor humidity and scene type; the processing module 172 is also used to determine the frost treatment type based on the frost risk coefficient; the control module 173 is used to execute the frost suppression treatment strategy if the frost treatment type is a frost suppression treatment type, so as to perform frost suppression treatment on the air-cooled condenser; or, if the frost treatment type is a defrost treatment type, execute the defrost treatment strategy to perform defrost treatment on the air-cooled condenser.

[0434] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0435] In one implementation, the processing module 172 is specifically configured to: determine an initial frost risk coefficient based on the outdoor temperature and the outdoor humidity; determine a scene correction coefficient based on the scene type; and correct the initial frost risk coefficient based on the scene correction coefficient to determine the frost risk coefficient.

[0436] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0437] In one implementation, the acquisition module 171 is also used to obtain the air intake volume, and to obtain the illumination value and the operating time of the vehicle thermal management system in the heat pump mode; the processing module 172 is also used to: determine the air intake volume correction coefficient based on the air intake volume; determine the operating time correction coefficient based on the operating time of the vehicle thermal management system in the heat pump mode; determine the illumination correction coefficient based on the illumination value; the processing module 172 is specifically used to correct the initial frost risk coefficient based on the scene correction coefficient, the air intake volume correction coefficient, the operating time correction coefficient and the illumination correction coefficient to determine the frost risk coefficient.

[0438] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0439] In one implementation, the acquisition module 171 is specifically configured to: acquire the outdoor temperature; acquire the indoor temperature and the indoor humidity; and determine the outdoor humidity based on the outdoor temperature, the indoor temperature, and the indoor humidity.

[0440] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0441] In one implementation, the acquisition module 171 is specifically configured to: acquire a light value, a rainfall value, image information, and a heat value; and determine a scene type according to the light value, the rainfall value, the image information, and the heat value.

[0442] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0443] In one implementation, the acquisition module 171 is specifically configured to: acquire the vehicle speed; and determine the air intake volume according to the vehicle speed.

[0444] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0445] In one implementation, the vehicle thermal management system also includes a fan and an active air intake grille; the acquisition module 171 is also used to: obtain the fan speed and the opening of the active air intake grille; the acquisition module 171 is specifically used to: determine the air intake volume based on the vehicle speed, the fan speed and the opening of the active air intake grille.

[0446] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0447] In one implementation, the processing module 172 is specifically used to: if the frost risk coefficient is greater than the frost suppression treatment threshold and less than or equal to the defrost treatment threshold, determine the frost treatment type as the frost suppression treatment type; or, if the frost risk coefficient is greater than the defrost treatment threshold, determine the frost treatment type as the defrost treatment type.

[0448] The vehicle thermal management system provided in the embodiment of the present application can implement the technical solution shown in the above method embodiment. Its implementation principles and beneficial effects are similar and will not be repeated here.

[0449] Figure 18 is a block diagram of a vehicle thermal management system provided by an embodiment of the present application. As shown in Figure 18 , the vehicle thermal management system 180 includes a processor 181 and a memory 182. Processor 181 is in communication with memory 182, which stores computer-executable instructions. Processor 181 is configured to execute the computer-executable instructions stored in memory 182 to implement the technical solutions of any of the aforementioned method embodiments.

[0450] Optionally, the memory 182 may be independent or integrated with the processor 181. Optionally, when the memory 182 is a device independent of the processor 181, the vehicle thermal management system 70 may further include a bus for connecting the above devices.

[0451] The vehicle thermal management system is used to implement the technical solution in any of the aforementioned method embodiments, and its implementation principles and technical effects are similar, which will not be repeated here.

[0452] The present application also provides a vehicle including a vehicle thermal management system. The vehicle thermal management system is configured to execute the technical solution provided by any of the aforementioned method embodiments.

[0453] An embodiment of the present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the technical solution provided by any of the aforementioned method embodiments.

[0454] An embodiment of the present application also provides a computer program product, including a computer program, which is used to implement the technical solution provided by the aforementioned method embodiment when executed by a processor.

[0455] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0456] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A frost suppression control method, characterized in that: Applied to a vehicle thermal management system, the vehicle thermal management system includes an air source heat pump air conditioning system and a coolant loop system, the air source heat pump air conditioning system includes an air-cooled condenser, the coolant loop system includes a front heat exchanger, a coolant pump and a heat source; the front heat exchanger is arranged in front of the air-cooled condenser; the method includes: According to the acquired outdoor temperature, outdoor humidity and scene type, the frost risk coefficient is determined using the frost risk coefficient model; Determining a frosting treatment type according to the frosting risk coefficient; In the case where the frost treatment type is a frost suppression treatment type, if it is determined that the outdoor temperature meets the frost suppression treatment conditions, the coolant pump is controlled to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

2. The frost suppression control method according to claim 1, characterized in that: If it is determined that the outdoor temperature meets the frost suppression treatment condition, the coolant pump is controlled to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser, including: If it is determined that the outdoor temperature is within the first temperature range, the coolant pump is controlled to operate so as to drive the coolant to bring the heat of the heat source into the front heat exchanger so as to perform frost suppression on the air-cooled condenser.

3. The frost suppression control method according to claim 2, characterized in that: If it is determined that the outdoor temperature is within the first temperature range, the coolant pump is controlled to operate so as to drive the coolant to bring the heat of the heat source into the front heat exchanger so as to perform frost suppression on the air-cooled condenser, including: If it is determined that the outdoor temperature is within the first temperature range, determining whether the obtained coolant temperature is within the second temperature range and the obtained heat source temperature is within the third temperature range; If it is determined that the obtained coolant temperature is within the second temperature range, and the obtained heat source temperature is within the third temperature range, the coolant pump is controlled to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

4. The frost suppression control method according to claim 3, characterized in that: Also includes: If it is determined that the obtained coolant temperature is not within the second temperature range, and / or the obtained If the temperature of the heat source is not within the third temperature range, the heat source is turned on to heat the coolant, and the coolant pump is controlled to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

5. The frost suppression control method according to claim 4, characterized in that: The vehicle thermal management system further comprises a fan and / or an active air intake grille, wherein the fan is arranged behind the air-cooled condenser, and the air intake grille is arranged in front of the front heat exchanger; The method further comprises: If it is determined that the obtained coolant temperature is not within the second temperature range, and the obtained heat source temperature is not within the third temperature range, the rotation speed of the fan is increased, and / or the opening of the active air intake grille is increased.

6. The frost suppression control method according to claim 5, characterized in that: The method further comprises: If it is determined that the outdoor temperature satisfies the frost suppression treatment condition, the rotation speed of the fan is increased, and / or the opening of the active air intake grille is increased.

7. The frost suppression control method according to claim 3, characterized in that: The method further comprises: When controlling the coolant pump to run, starting timing to obtain the running time of the coolant pump; If it is determined that the acquired operating time of the vehicle thermal management system in the heat pump mode is greater than the first preset operating time, and the operating time of the coolant pump is greater than the second operating time, the coolant pump is controlled to stop running.

8. The frost suppression control method according to claim 7, characterized in that: The controlling the coolant pump to stop running comprises: If it is determined that the frost risk coefficient is less than or equal to the exit threshold, the coolant pump is controlled to stop running.

9. A vehicle thermal management system, characterized in that: The vehicle thermal management system includes an air source heat pump air conditioning system and a coolant loop system, wherein the air source heat pump air conditioning system includes an air-cooled condenser, and the coolant loop system includes a front heat exchanger, a coolant pump, and a heat source; the front heat exchanger is arranged in front of the air-cooled condenser; The vehicle thermal management system further comprises: An acquisition module is used to determine a frost risk coefficient using a frost risk coefficient model according to the acquired outdoor temperature, outdoor humidity and scene type; A processing module, used for determining a frosting processing type according to the frosting risk coefficient; The processing module is further used for, when the frosting processing type is a frost suppression processing type, If it is determined that the outdoor temperature meets the frost suppression treatment condition, the coolant pump is controlled to operate to drive the coolant to bring the heat of the heat source into the front heat exchanger to perform frost suppression treatment on the air-cooled condenser.

10. A defrosting control method, characterized in that: Applied to a vehicle thermal management system, the vehicle thermal management system includes an air source heat pump air conditioning system, the air source heat pump air conditioning system includes an air-cooled condenser, the method includes: According to the acquired outdoor temperature, outdoor humidity and scene type, the frost risk coefficient is determined using the frost risk coefficient model; Determining a frosting treatment type according to the frosting risk coefficient; In the case where the frosting treatment type is a defrosting treatment type, if it is determined that the outdoor temperature and the obtained working information of the vehicle thermal management system meet the defrosting treatment conditions, the defrosting mode is entered to perform defrosting treatment on the air-cooled condenser.

11. The defrost control method according to claim 10, characterized in that: The operation information of the vehicle thermal management system includes the operation time of the vehicle thermal management system in the heat pump mode; If it is determined that the outdoor temperature and the obtained working information of the vehicle thermal management system meet the defrosting processing condition, then entering the defrosting mode to perform defrosting processing on the air-cooled condenser includes: If it is determined that the outdoor temperature is within the first temperature range and the vehicle thermal management system operates in the heat pump mode for a period longer than a preset period, the defrost mode is entered to defrost the air-cooled condenser.

12. The defrost control method according to claim 10, characterized in that: The working information of the vehicle thermal management system includes evaporation temperature, evaporation pressure and condensation pressure; If it is determined that the outdoor temperature and the obtained working information of the vehicle thermal management system meet the defrosting processing condition, then entering the defrosting mode to perform defrosting processing on the air-cooled condenser includes: If it is determined that the outdoor temperature is within the first temperature range, the evaporating pressure is within the first pressure range, the condensing pressure is within the second pressure range, and the difference between the evaporating temperature and the outdoor temperature is within the temperature difference range, the defrost mode is entered to defrost the air-cooled condenser.

13. The defrost control method according to claim 11 or 12, characterized in that: The operating information of the vehicle thermal management system includes evaporation temperature; the method further includes: If it is determined that the vehicle thermal management system is in the defrost mode and the operating time is greater than the first preset defrost mode, If the outdoor temperature is greater than the preset temperature and the rate of change of the evaporation temperature is greater than the preset rate of change, the defrost mode is exited to stop defrosting the air-cooled condenser.

14. The defrost control method according to claim 13, characterized in that: The method further comprises: If it is determined that the operation time of the vehicle thermal management system in the defrost mode is greater than the second preset defrost time, the defrost mode is exited to stop the defrosting process on the air-cooled condenser.

15. The defrost control method according to claim 14, characterized in that: The step of exiting the defrost mode to stop defrosting the air-cooled condenser includes: Determining whether the frost risk factor is less than or equal to an exit threshold; If it is determined that the frost risk coefficient is less than or equal to the exit threshold, the defrost mode is exited to stop defrosting the air-cooled condenser.

16. The defrost control method according to claim 15, characterized in that: The vehicle thermal management system further includes a coolant circuit system, the coolant circuit system including a front heat exchanger, a coolant pump and a heat source; the front heat exchanger is arranged in front of the air-cooled condenser; The method further comprises: If it is determined that the frost risk coefficient is greater than the exit threshold, exiting the defrost mode to stop defrosting the air-cooled condenser; The coolant pump is controlled to operate so as to drive the coolant to bring the heat of the heat source into the front heat exchanger so as to perform frost suppression treatment on the air-cooled condenser.

17. A vehicle thermal management system, characterized in that: The vehicle thermal management system includes an air source heat pump air conditioning system, the air source heat pump air conditioning system includes an air-cooled condenser, and the vehicle thermal management system further includes: A processing module, used to determine a frost risk coefficient using a frost risk coefficient model according to the acquired outdoor temperature, outdoor humidity and scene type; The processing module is further used to determine a frosting processing type according to the frosting risk coefficient; A control module is used to enter a defrost mode to defrost the air-cooled condenser when the frosting treatment type is a defrosting treatment type and if it is determined that the outdoor temperature and the obtained working information of the vehicle thermal management system meet the defrosting treatment conditions.

18. A frosting treatment method, characterized in that: Applied to a vehicle thermal management system, the vehicle thermal management system includes an air source heat pump air conditioning system, the air source heat pump air conditioning system includes an air-cooled condenser; the method includes: Get the outdoor temperature and humidity, and get the scene type; Determining a frost risk coefficient according to the outdoor temperature, the outdoor humidity, and the scene type; Determine the type of frost treatment based on the frost risk factor; If the frost treatment type is a frost suppression treatment type, a frost suppression treatment strategy is executed to perform frost suppression treatment on the air-cooled condenser; or, if the frost treatment type is a defrost treatment type, a defrost treatment strategy is executed to perform defrost treatment on the air-cooled condenser.

19. The frosting treatment method according to claim 18, characterized in that: The determining of the frost risk coefficient according to the outdoor temperature, the outdoor humidity and the scene type includes: determining an initial frost risk coefficient according to the outdoor temperature and the outdoor humidity; Determining a scene correction coefficient according to the scene type; The initial frost risk coefficient is corrected according to the scenario correction coefficient to determine the frost risk coefficient.

20. The frosting treatment method according to claim 19, characterized in that: Also includes: Obtaining the air intake volume, and obtaining the light value and the operating time of the vehicle thermal management system in the heat pump mode; Determining an air intake correction coefficient according to the air intake volume; determining an operating time correction coefficient according to the operating time of the vehicle thermal management system in the heat pump mode; Determining a lighting correction coefficient according to the lighting value; The step of correcting the initial frost risk coefficient according to the scenario correction coefficient to determine the frost risk coefficient includes: The initial frost risk coefficient is corrected according to the scene correction coefficient, the air intake correction coefficient, the operating time correction coefficient and the illumination correction coefficient to determine the frost risk coefficient.

21. The frosting treatment method according to claim 18, characterized in that: The obtaining of outdoor temperature and outdoor humidity comprises: Acquiring the outdoor temperature; Get indoor temperature and indoor humidity; The outdoor humidity is determined according to the outdoor temperature, the indoor temperature, and the indoor humidity.

22. The frosting treatment method according to claim 18, characterized in that: The acquiring scene type includes: Obtain light values, rainfall values, image information, and heat values; The scene type is determined according to the illumination value, the rainfall value, the image information, and the heat value.

23. The frosting treatment method according to claim 20, characterized in that: The obtaining of the air intake volume comprises: Get vehicle speed; The air intake volume is determined according to the vehicle speed.

24. The frosting treatment method according to claim 23, characterized in that: The vehicle thermal management system further includes a fan and an active air intake grille; the method further includes: Get the fan speed and the opening of the active air intake grille; The step of determining the air intake volume according to the vehicle speed includes: The air intake volume is determined according to the vehicle speed, the rotation speed of the fan and the opening of the active air intake grille.

25. The frosting treatment method according to any one of claims 18 to 24, characterized in that: Determining the frosting treatment type according to the frosting risk coefficient includes: If the frost risk coefficient is greater than the frost suppression treatment threshold and less than or equal to the defrost treatment threshold, the frost treatment type is determined to be the frost suppression treatment type; or, If the frosting risk coefficient is greater than the defrosting processing threshold, the frosting processing type is determined to be a defrosting processing type.

26. A vehicle thermal management system, characterized in that: The vehicle thermal management system includes an air source heat pump air conditioning system, and the air source heat pump air conditioning system includes an air-cooled condenser; the vehicle thermal management system also includes: Acquisition module, used for outdoor temperature and outdoor humidity, and obtaining scene type; A processing module, configured to determine a frost risk coefficient according to the outdoor temperature, the outdoor humidity and the scene type; The processing module is further used to determine the frosting processing type according to the frosting risk coefficient; A control module is used to execute a frost suppression strategy to perform frost suppression on the air-cooled condenser if the frost treatment type is a frost suppression type; or to execute a defrost strategy to perform defrost on the air-cooled condenser if the frost treatment type is a defrost treatment type.

27. A vehicle thermal management system, characterized in that: include: A processor, and a memory communicatively connected to the processor; The memory is used to store computer-executable instructions; The processor is used to execute the computer-executable instructions stored in the memory to implement the method of any one of claims 1-8, any one of claims 10-16, or any one of claims 18-25.

28. A vehicle, characterized in that: Includes vehicle thermal management system; The vehicle thermal management system is used to execute the method of any one of claims 1-8, any one of claims 10-16, and any one of claims 18-25.

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