WO2024255836A1 - 制冷控制方法及车辆 - Google Patents

制冷控制方法及车辆 Download PDF

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Publication number
WO2024255836A1
WO2024255836A1 PCT/CN2024/099171 CN2024099171W WO2024255836A1 WO 2024255836 A1 WO2024255836 A1 WO 2024255836A1 CN 2024099171 W CN2024099171 W CN 2024099171W WO 2024255836 A1 WO2024255836 A1 WO 2024255836A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
temperature
condenser
compressor
control valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2024/099171
Other languages
English (en)
French (fr)
Inventor
彭昌波
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Zhejiang Zeekr Intelligent Technology Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Zeekr Intelligent Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Zeekr Intelligent Technology Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Publication of WO2024255836A1 publication Critical patent/WO2024255836A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3248—Cooling devices information from a variable is obtained related to pressure

Definitions

  • the present application relates to but is not limited to the field of vehicle technology, and in particular to a refrigeration control method and a vehicle.
  • New energy vehicles are vehicles that use unconventional automotive fuels as their power source. New energy vehicles usually have functions such as in-car cooling and heating.
  • the present application provides a refrigeration control method and a vehicle with high heat exchange efficiency.
  • the present application provides a refrigeration control method for a thermal management system of a vehicle, the thermal management system comprising a coolant circuit and a refrigerant circuit;
  • the refrigerant circuit comprises a condenser, a compressor, an evaporator and a first heat exchanger connected in series;
  • the compressor comprises an air inlet and an air outlet, the air inlet is connected to the evaporator, and the air outlet is connected to the first heat exchanger and the condenser;
  • the coolant circuit comprises a coolant branch;
  • the coolant branch passes through the first heat exchanger and comprises a first control valve located upstream of the first heat exchanger;
  • the refrigeration control method comprises: in a refrigeration mode of the vehicle, obtaining the pressure at the air outlet of the compressor; and controlling the first control valve according to the pressure at the air outlet of the compressor, comprising: in response to the pressure being greater than or equal to a first set pressure value, opening the first control valve so that the coolant flowing through the coolant branch exchanges heat with the
  • the thermal management system includes a first air duct and a second air duct that are separately arranged, the evaporator is arranged in the first air duct, and the condenser is arranged in the second air duct; a first air door is arranged between the first air duct and the interior of the vehicle, on the air outlet side of the evaporator; a second air door is arranged between the second air duct and the exterior of the vehicle, on the air outlet side of the condenser; the refrigerant circuit includes a second control valve, the first air door Two control valves are arranged between the condenser and the evaporator; the refrigeration control method also includes: obtaining the temperature inside the vehicle; and controlling the second control valve, the first damper and the second damper according to the temperature inside the vehicle, including: in response to the temperature inside the vehicle being greater than the set temperature, opening the second control valve, and opening the first damper and the second damper.
  • the refrigeration control method further includes: acquiring the temperature inside the vehicle; and determining the first set pressure value according to the temperature inside the vehicle.
  • determining the first set pressure value based on the temperature inside the vehicle includes: determining a temperature value closest to the temperature inside the vehicle based on a mapping relationship between temperature and pressure, and obtaining a pressure value corresponding to the closest temperature value as the first set pressure value, wherein the mapping relationship between temperature and pressure is a mapping relationship between the temperature value inside the vehicle and the set pressure value at the air outlet of the compressor.
  • controlling the first control valve according to the pressure at the air outlet of the compressor includes: in response to the pressure being greater than or equal to the first set pressure value and less than a second set pressure value, adjusting the opening of the first control valve according to the real-time pressure at the air outlet of the compressor; wherein the opening of the first control valve is proportional to the pressure at the air outlet; and when the pressure is equal to the second set pressure value, the opening of the first control valve is maximum.
  • controlling the first control valve according to the pressure at the air outlet of the compressor includes: closing the first control valve in response to the pressure being less than a third set pressure value.
  • the thermal management system includes a condenser fan arranged on the air inlet side of the condenser, and the condenser fan is configured to supply air to the condenser;
  • the refrigeration control method also includes: obtaining the temperature inside the vehicle; determining the rotation speed of the condenser fan based on the temperature inside the vehicle and the pressure at the air outlet of the compressor.
  • determining the rotation speed of the condenser fan based on the temperature inside the vehicle and the pressure at the air outlet of the compressor includes: determining the first set pressure value based on the temperature inside the vehicle; in response to the pressure at the air outlet of the compressor being less than the first set pressure value, adjusting the rotation speed of the condenser fan based on the pressure at the air outlet of the compressor; wherein the rotation speed of the condenser fan is proportional to the pressure at the air outlet of the compressor.
  • the thermal management system includes a temperature sensor and a condenser fan arranged on the air inlet side of the condenser, wherein the temperature sensor is arranged on the condenser and is configured to detect the surface temperature of the condenser;
  • the fan is configured to supply air to the condenser;
  • the refrigeration control method also includes: increasing the rotation speed of the condenser fan and obtaining the temperature of the temperature sensor; in response to an increase in the temperature of the temperature sensor, further increasing the rotation speed of the condenser fan; in response to a decrease in the temperature of the temperature sensor, reducing the rotation speed of the condenser fan.
  • the second set pressure value is a fixed value, and the range of the second set pressure value is between 24 bar and 26 bar.
  • the third set pressure value is a fixed value, and the third set pressure value is 1.8 bar.
  • the present application provides a vehicle, including a thermal management system and a controller, wherein the controller is connected to the thermal management system and is configured to execute the refrigeration control method as described in any of the above embodiments.
  • the refrigeration control method provided in the present application can open the first control valve when the pressure at the air outlet of the compressor is greater than or equal to the first set pressure value, so that the coolant flowing through the coolant branch and the refrigerant flowing through the refrigerant circuit can exchange heat at the first heat exchanger, so that in the refrigeration mode, the refrigerant from the compressor can be condensed by both the condenser and the first heat exchanger, so that the condensation of the refrigerant is more complete, the heat exchange efficiency is higher, and the user experience is good.
  • FIG. 1 is a schematic diagram of a thermal management system for a vehicle according to an exemplary embodiment of the present application.
  • FIG. 2 is a flow chart of a refrigeration control method according to an exemplary embodiment of the present application.
  • FIG. 3 is another flow chart of a refrigeration control method according to an exemplary embodiment of the present application.
  • FIG. 4 is another flow chart of a refrigeration control method according to an exemplary embodiment of the present application.
  • FIG. 5 is another flow chart of a refrigeration control method according to an exemplary embodiment of the present application.
  • Some vehicles rely on only a single condenser to transfer heat from inside the vehicle to outside the vehicle when in cooling mode. When the temperature inside the vehicle is high, the heat dissipation rate is slow, resulting in low heat exchange efficiency and poor user experience.
  • the present application provides a refrigeration control method and a vehicle.
  • the vehicle may be a new energy vehicle.
  • the vehicle includes a thermal management system and a controller, and the controller is connected to the thermal management system for executing the refrigeration control method.
  • the thermal management system 10 includes a coolant circuit 11 and a refrigerant circuit 12.
  • the coolant circuit 11 is shown by the dotted line with arrows in FIG1
  • the refrigerant circuit 12 is shown by the solid line with arrows in FIG1 .
  • the refrigerant circuit 12 includes a condenser 13, a second control valve 14, an evaporator 15, a compressor 16, and a first heat exchanger 17 connected in series.
  • the second control valve 14 is arranged between the condenser 13 and the evaporator 15.
  • the compressor 16 includes an air inlet 18 and an air outlet 19. The air inlet 18 is connected to the evaporator 15, and the air outlet 19 is connected to the first heat exchanger 17 and the condenser 13.
  • the first heat exchanger 17 and the condenser 13 are connected in series.
  • a first sensor 20 is arranged on the pipeline connected to the air inlet 18 of the compressor 16, and a second sensor 21 is arranged on the pipeline connected to the air outlet 19 of the compressor 16.
  • the first sensor 20 and the second sensor 21 may be temperature and pressure sensors, which may be used to detect pressure and temperature, so that the speed of the compressor 16 may be adjusted according to the detected pressure and temperature.
  • the air outlet 19 of the compressor 16 is connected to one end of the first heat exchanger 17, and the other end of the first heat exchanger 17 is connected to one end of the condenser 13.
  • the other end of the condenser 13 is connected to one end of the second control valve 14, the other end of the second control valve 14 is connected to one end of the evaporator 15, and the other end of the evaporator 15 is connected to the air inlet 18 of the compressor 16.
  • the controller is connected to the second control valve 14, and can control the opening/closing of the second control valve 14 and the opening degree of the second control valve 14.
  • the second control valve 14 can be a solenoid valve or an electronic expansion valve.
  • the thermal management system 10 includes a first air duct 22 and a second air duct 23 that are separated.
  • the evaporator 15 is disposed in the first air duct 22, and the condenser 13 is disposed in the second air duct 23. In this way, the evaporator 15 and the condenser 13 can be separated.
  • a first damper 24 is disposed between the first air duct 22 and the interior of the vehicle and on the air outlet side of the evaporator 15. The first damper 24 can be opened and closed between the first air duct 22 and the interior of the vehicle. The first damper 24 can be rotated to open the first damper 24 to achieve communication between the first air duct 22 and the interior of the vehicle.
  • a second damper 25 is disposed between the second air duct 23 and the exterior of the vehicle and on the air outlet side of the condenser 13.
  • the second damper 25 can be opened and closed between the second air duct 23 and the exterior of the vehicle and can be rotated to open the second damper 25 to achieve communication between the second air duct 23 and the exterior of the vehicle.
  • a third damper 26 is provided between the first air duct 22 and the outside of the vehicle, on the air outlet side of the evaporator 15.
  • the third damper 26 is provided between the first air duct 22 and the outside of the vehicle in an openable and closable manner (e.g., rotatable manner), and the third damper 26 can be rotated to open the third damper 26 to achieve communication between the first air duct 22 and the outside of the vehicle.
  • a fourth damper 27 is provided between the second air duct 23 and the inside of the vehicle, on the air outlet side of the condenser 13.
  • the fourth damper 27 is provided between the second air duct 23 and the inside of the vehicle in an openable and closable manner, and the fourth damper 27 can be rotated to open the fourth damper 27 to achieve communication between the second air duct 23 and the inside of the vehicle.
  • the controller can be connected to the first damper 24, the second damper 25, the third damper 26 and the fourth damper 27, so that by controlling the first damper 24, the second damper 25, the third damper 26 and the fourth damper 27, the air outlet side of the evaporator 15 in the first air duct 22 can be connected to at most one of the interior of the vehicle and the outside of the vehicle, and the air outlet side of the condenser 13 in the second air duct 23 can be connected to at most one of the interior of the vehicle and the outside of the vehicle.
  • the thermal management system 10 includes a fifth damper 28 disposed between the first air duct 22 and the second air duct 23, and the fifth damper 28 is disposed between the first air duct 22 and the second air duct 23 in an openable and closable manner (for example, rotatable manner).
  • the fifth damper 28 When the fifth damper 28 is in the first position, the first air duct 22 and the second air duct 23 are connected; when the fifth damper 28 is in the second position, the first air duct 22 and the second air duct 23 are not connected. In this way, when the ambient temperature is too cold or too hot, the fifth damper 28 can be opened to mix the air.
  • the fifth damper 28 can be opened to connect the first air duct 22 and the second air duct 23, and the higher temperature inside the vehicle can be used to heat the condenser 13, thereby reducing energy consumption.
  • the thermal management system 10 includes a condenser fan 29 disposed on the air inlet side of the condenser 13. and an evaporator fan 30 disposed on the air inlet side of the evaporator 15.
  • the condenser fan 29 and the evaporator fan 30 may be blowers.
  • the evaporator fan 30 is disposed in the first air duct 22, and is used to supply air to the evaporator 15, and can supply air from the outside of the vehicle and/or the inside of the vehicle to the air inlet side of the evaporator 15.
  • the condenser fan 29 is disposed in the second air duct 23, and is used to supply air to the condenser 13, and can supply air from the outside of the vehicle and/or the inside of the vehicle to the air inlet side of the condenser 13.
  • the evaporator fan 30 is disposed in the first air duct 22, and the condenser fan 29 is disposed in the second air duct 23, so that the condenser 13 and the evaporator 15 can be provided with independent air inlets.
  • the cooling liquid loop 11 includes a first sub-cooling liquid loop 31, and the first sub-cooling liquid loop 31 includes a battery 32.
  • the cooling liquid can circulate in the first sub-cooling liquid loop 31 so that the cooling liquid passes through the battery 32, thereby achieving cooling or heating of the battery 32, so that the battery 32 is maintained within a suitable operating temperature range.
  • the cooling liquid can be a mixture of water and ethylene glycol.
  • the coolant circuit 11 includes a second sub-coolant circuit 33, and the second sub-coolant circuit 33 includes a coolant main circuit 34 and a coolant branch circuit 35.
  • the coolant main circuit 34 includes an electrical component 36.
  • the electrical component 36 may include an on-board charger (OBC), a DC-DC converter, an autonomous driving domain controller (ADCU), a motor, etc.
  • OBC on-board charger
  • ADCU autonomous driving domain controller
  • the coolant can circulate in the coolant main circuit 34 so that the coolant passes through the electrical component 36, thereby achieving cooling of the electrical component 36.
  • the coolant branch circuit 35 passes through the first heat exchanger 17 and includes a first control valve 37 located upstream of the first heat exchanger 17.
  • the first control valve 37 may be a proportional valve.
  • the controller is connected to the first control valve 37 to control the opening and closing of the first control valve 37, and can also be used to control the opening degree of the first control valve 37.
  • coolant can be delivered to the first heat exchanger 17 so that the coolant and the refrigerant can exchange heat at the first heat exchanger 17; when the first control valve 37 is in a closed state, the coolant does not flow through the first heat exchanger 17.
  • the thermal management system 10 further includes a refrigerant branch 38, and the coolant circuit 11 includes a third sub-coolant circuit 39.
  • the refrigerant branch 38 can be connected between the condenser 13 and the air inlet 18 of the compressor 16.
  • the refrigerant branch 38 is connected in parallel with the evaporator 15.
  • the refrigerant branch 38 includes a third control valve 40 and a second heat exchanger 41, and the third control valve 40 is arranged upstream of the second heat exchanger 41 and between the condenser 13 and the second heat exchanger 41.
  • the third control valve 40 can be a solenoid valve or an electronic expansion valve. The controller can control the opening and closing of the third control valve 40 to achieve the connection and disconnection of the refrigerant branch 38.
  • the refrigerant branch 38 When the third control valve 40 is in an open state, the refrigerant branch 38 is connected. At this time, the refrigerant flowing out of the condenser 13 can flow to the third control valve 40 and pass through the second heat exchanger 41.
  • the third sub-cooling liquid circuit 39 passes through the second heat exchanger 41 , and the second heat exchanger 41 can be used to achieve heat exchange between the coolant in the third sub-cooling liquid circuit 39 and the refrigerant in the refrigerant branch 38 .
  • the third sub-coolant loop 39 includes a heater 42 for heating the coolant.
  • the heater 42 may be a high voltage coolant heater (HVCH).
  • HVCH high voltage coolant heater
  • the heated coolant flowing through the heater 42 exchanges heat with the refrigerant flowing through the refrigerant branch 38 at the second heat exchanger 41.
  • the coolant heated by the heater 42 can be used to increase the temperature at the second heat exchanger 41, thereby heating the refrigerant circuit 12, so that the temperature inside the vehicle can be gradually increased.
  • the cooling liquid circuit 11 includes a fourth sub-cooling liquid circuit 43, and the fourth sub-cooling liquid circuit 43 includes a radiator 44.
  • the radiator 44 is used to cool the cooling liquid.
  • the radiator 44 includes a water tank 45 and a cooling fan 46, and the cooling fan 46 can be arranged directly opposite to the water tank 45 to cool the cooling liquid.
  • the coolant circuit 11 includes a circuit control valve 47, and the first sub-coolant circuit 31, the second sub-coolant circuit 33, the third sub-coolant circuit 39, and the fourth sub-coolant circuit 43 are connected to the circuit control valve 47.
  • the controller is connected to the circuit control valve 47 and is used to control the circuit control valve 47, so as to control the first sub-coolant circuit 31, the second sub-coolant circuit 33, the third sub-coolant circuit 39, and the fourth sub-coolant circuit 43 to be selectively connected to each other.
  • the circuit control valve 47 includes a first four-way valve 48 and a second four-way valve 49.
  • the first sub-cooling liquid circuit 31, the second sub-cooling liquid circuit 33, the third sub-cooling liquid circuit 39 and the fourth sub-cooling liquid circuit 43 are all connected to the first four-way valve 48 and the second four-way valve 49.
  • the first four-way valve 48 and the second four-way valve 49 are used to integrate the first sub-cooling liquid circuit 31, the second sub-cooling liquid circuit 33, the third sub-cooling liquid circuit 39 and the fourth sub-cooling liquid circuit 43, which can further reduce assembly time and reduce costs.
  • a cooling control method is used in a thermal management system 10 of a vehicle.
  • the cooling control method includes steps S101 and S102 .
  • step S101 in the cooling mode of the vehicle, the pressure at the air outlet 19 of the compressor 16 is obtained.
  • the controller may obtain the pressure at the air outlet 19 of the compressor 16 through the second sensor 21 .
  • step S102 the first control valve 37 is controlled according to the pressure at the air outlet 19 of the compressor 16.
  • the opening and closing of the first control valve 37 can be controlled, and the opening degree of the first control valve 37 can also be controlled. If the pressure is greater than or equal to the first set pressure value, the first control valve 37 is opened so that the coolant flowing through the coolant branch 35 and the refrigerant flowing through the refrigerant circuit 12 exchange heat at the first heat exchanger 17.
  • the first heat exchanger 17 is equivalent to a water-cooled condenser (Water-Cooled Condenser, WCC).
  • WCC Water-Cooled Condenser
  • the condenser 13 and the first heat exchanger 17 can be used to condense the refrigerant from the compressor 16, so that the condensation of the refrigerant is more complete, so that the cooling effect of the evaporator 15 is better, the heat exchange efficiency is higher, and the user experience is good.
  • the refrigeration control method further includes steps S201 and S202 .
  • step S201 the temperature inside the vehicle is obtained.
  • Obtaining the temperature inside the vehicle may refer to obtaining the temperature inside the cabin of the vehicle.
  • step S202 the second control valve 14, the first damper 24 and the second damper 25 are controlled according to the temperature inside the vehicle. If the temperature inside the vehicle is greater than the set temperature, the second control valve 14 is opened, and the first damper 24 and the second damper 25 are opened.
  • the set temperature may be a temperature set by a user.
  • the connection and disconnection of the refrigerant circuit 12 may be achieved by controlling the opening and closing of the second control valve 14.
  • the amount of refrigerant flowing through the evaporator 15 may be controlled by controlling the opening degree of the second control valve 14.
  • the refrigerant circuit 12 When the second control valve 14 is opened, the refrigerant circuit 12 may be connected, and the refrigerant may flow in the refrigerant circuit 12, so that the refrigerant may flow through the evaporator 15, the compressor 16, the first heat exchanger 17, the condenser 13 and the second control valve 14. At this time, the evaporator 15 may be used for cooling, which may reduce the temperature inside the vehicle. The condenser 13 may be used for heating, which may increase the temperature inside the vehicle.
  • the first air duct 22 By opening the first damper 24, the first air duct 22 can be connected to the interior of the vehicle, so that the cold air blown out from the air outlet side of the evaporator 15 can be blown into the interior of the vehicle.
  • the second air duct 23 can be connected to the outside of the vehicle, so that the hot air blown out from the air outlet side of the condenser 13 can be blown out to the outside of the vehicle.
  • the third damper 26 and the fourth damper 27 can be closed. In this way, the vehicle can be placed in cooling mode.
  • the refrigeration control method further includes: determining the first set pressure value according to the temperature inside the vehicle. In this way, the first set pressure value can adapt to different temperatures inside the vehicle and has better adaptability.
  • determining the first set pressure value includes: determining the temperature value closest to the temperature inside the vehicle based on the mapping relationship between temperature and pressure, and obtaining the pressure value corresponding to the closest temperature value as the first set pressure value.
  • the mapping relationship between temperature and pressure is the mapping relationship between the temperature value inside the vehicle and the set pressure value at the outlet of the compressor.
  • the mapping relationship between different temperatures and different pressures can form multiple data groups, for example, data group 1 [temperature 1-pressure 1], data group 2 [temperature 2-pressure 2], ..., data group N [temperature N-pressure N].
  • the temperature value closest to the temperature inside the current vehicle can be compared and confirmed in multiple data groups.
  • temperature N in the data group can be compared with the temperature inside the current vehicle to confirm the temperature value closest to the temperature inside the current vehicle. According to the temperature value closest to the temperature inside the vehicle, the pressure value corresponding to the closest temperature value can be obtained as the first set pressure value. In this way, the comparison process can be completed more quickly, so that the speed of obtaining the first set pressure value is faster.
  • the first control valve 37 is controlled according to the pressure at the air outlet 19 of the compressor 16, including: if the pressure is greater than or equal to the first set pressure value and less than the second set pressure value, the opening of the first control valve 37 is adjusted according to the real-time pressure at the air outlet 19 of the compressor 16.
  • the second set pressure value may be a fixed value.
  • the range of the second set pressure value can be between 24 bar and 26 bar. Among them, the opening of the first control valve 37 is proportional to the pressure at the air outlet 19 of the compressor 16.
  • the opening of the first control valve 37 is the largest. In this way, before the compressor 16 reaches the critical pressure value, the opening of the first control valve 37 can be adjusted to the maximum, so that the flow rate of the coolant flowing through the first heat exchanger 17 is the largest, the heat exchange speed is faster, and the pressure of the compressor 16 can be reduced faster, which plays an explosion-proof role.
  • controlling the first control valve 37 includes: if the pressure is less than a third set pressure value, closing the first control valve 37.
  • the third set pressure value can be determined according to the temperature inside the vehicle.
  • the third set pressure value can also be a fixed value, and the third set pressure value can be 1.8 bar, which is not limited in this application.
  • the first control valve 37 can be closed so that the interior of the vehicle can be maintained at a comfortable temperature, so that the user experience is better.
  • the refrigeration control method further includes: determining the rotation speed of the condenser fan 29 according to the temperature inside the vehicle and the pressure at the air outlet 19 of the compressor 16.
  • the first set pressure value may be determined according to the temperature inside the vehicle.
  • the rotation speed of the condenser fan 29 may be determined according to the relationship between the pressure at the air outlet 19 of the compressor 16 and the first set pressure value.
  • the rotation speed of the condenser fan 29 is determined according to the temperature inside the vehicle and the pressure at the air outlet 19 of the compressor 16 , including steps S301 and S302 .
  • step S301 a first set pressure value is determined according to the temperature inside the vehicle.
  • step S302 if the pressure at the air outlet 19 of the compressor 16 is less than the first set pressure value, the rotation speed of the condenser fan 29 is adjusted according to the pressure at the air outlet 19 of the compressor 16.
  • the rotation speed of the condenser fan 29 is proportional to the pressure at the air outlet 19 of the compressor 16. In other words, the greater the pressure at the air outlet 19 of the compressor 16, the faster the rotation speed of the condenser fan 29. In this way, the rotation speed of the condenser fan 29 can be adjusted according to the pressure at the air outlet 19 of the compressor 16, and the rotation speed of the condenser fan 29 can be made faster when the pressure is high, thereby improving the heat exchange efficiency of the condenser 13 and reducing the pressure at the air outlet 19 of the compressor 16.
  • the thermal management system 10 includes a temperature sensor (not shown) and a condenser fan 29 disposed on the air inlet side of the condenser 13.
  • the temperature sensor is disposed on the condenser 13 to detect the surface temperature of the condenser 13.
  • the refrigeration control method further includes steps S401 and S402.
  • step S401 the rotation speed of the condenser fan 29 is controlled to increase, and the temperature of the temperature sensor is acquired.
  • step S402 the speed of the condenser fan 29 is adjusted according to the temperature change of the temperature sensor. If the temperature of the temperature sensor increases, the speed of the condenser fan 29 is controlled to further increase. If the temperature of the temperature sensor decreases, the speed of the condenser fan 29 is controlled to decrease. When the speed of the condenser fan 29 increases and the temperature of the temperature sensor increases, the speed of the condenser fan 29 can be increased; when the speed of the condenser fan 29 increases and the temperature of the temperature sensor remains unchanged, the speed of the condenser fan 29 can be maintained unchanged; when the speed of the condenser fan 29 increases and the temperature of the temperature sensor decreases, the speed of the condenser fan 29 can be controlled to decrease. In this way, by controlling the speed of the condenser fan 29, the pressure at the air outlet 19 of the compressor 16 can be maintained at an appropriate level, so that the evaporator 15 has a better cooling effect and the user's comfort is higher.

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Abstract

公开了一种制冷控制方法及车辆。制冷控制方法用于车辆的热管理系统(10)，热管理系统(10)包括冷却液回路(11)和制冷剂回路(12)。制冷剂回路包括串联连接的冷凝器(13)、压缩机(16)、蒸发器(15)和第一换热器(17)。压缩机包括进气口(18)和出气口(19)，进气口连接于蒸发器，出气口连接于第一换热器和冷凝器。冷却液回路包括冷却液支路(35)。冷却液支路经过第一换热器且包括位于第一换热器上游的第一控制阀(37)。制冷控制方法包括：在制冷模式下，获取压缩机的出气口处的压力；根据压缩机的出气口处的压力，控制第一控制阀。响应于压力大于等于第一设定压力值，开启第一控制阀，以使流经冷却液支路的冷却液与流经制冷剂回路的制冷剂在第一换热器处进行热量交换。

Description

制冷控制方法及车辆
相关申请的交叉引用
本申请要求于2023年6月15日提交的、申请号为202310710536.1的中国专利申请的优先权，该申请的全文以引用的方式并入本文中。
技术领域
本申请涉及但不限于车辆技术领域，尤其涉及一种制冷控制方法及车辆。
背景技术
随着科技的逐步发展，新能源车辆逐渐步入人们的视野。新能源车辆是采用非常规的车用燃料作为动力来源的车辆。新能源车辆通常会具有车内制冷及制热等功能。
发明内容
以下是对本文详细描述的主题的概述。本概述并非是为了限制权利要求的保护范围。
本申请提供一种制冷控制方法及车辆，换热效率高。
本申请一方面提供一种制冷控制方法，用于车辆的热管理系统，所述热管理系统包括冷却液回路和制冷剂回路；所述制冷剂回路包括串联连接的冷凝器、压缩机、蒸发器和第一换热器；所述压缩机包括进气口和出气口，所述进气口连接于所述蒸发器，所述出气口连接于所述第一换热器和所述冷凝器；所述冷却液回路包括冷却液支路；所述冷却液支路经过所述第一换热器、且包括位于所述第一换热器上游的第一控制阀；所述制冷控制方法包括：在所述车辆的制冷模式下，获取所述压缩机的所述出气口处的压力；以及根据所述压缩机的所述出气口处的压力，控制所述第一控制阀，包括：响应于所述压力大于等于第一设定压力值，开启所述第一控制阀，以使流经所述冷却液支路的冷却液与流经所述制冷剂回路的制冷剂在所述第一换热器处进行热量交换。
可选地，所述热管理系统包括分隔设置的第一风道和第二风道，所述蒸发器设置于所述第一风道内，所述冷凝器设置于所述第二风道内；在所述第一风道与所述车辆的内部之间、于所述蒸发器的出风侧设置有第一风门；在所述第二风道与所述车辆的外部之间、于所述冷凝器的出风侧设置有第二风门；所述制冷剂回路包括第二控制阀，所述第 二控制阀设置于所述冷凝器与所述蒸发器之间；所述制冷控制方法还包括：获取所述车辆的内部的温度；以及根据所述车辆的内部的温度，控制所述第二控制阀、所述第一风门和所述第二风门，包括：响应于所述车辆的内部的温度大于设定温度，开启所述第二控制阀、并开启所述第一风门和所述第二风门。
可选地，所述制冷控制方法还包括：获取所述车辆的内部的温度；根据所述车辆的内部的温度，确定所述第一设定压力值。
可选地，所述根据所述车辆的内部的温度，确定所述第一设定压力值，包括：基于温度和压力的映射关系，确定与所述车辆的内部的温度最接近的温度值，并获取与所述最接近的温度值对应的压力值，作为所述第一设定压力值，其中，所述温度和压力的映射关系是所述车辆的内部的温度值与所述压缩机的所述出气口处的设定压力值之间的映射关系。
可选地，所述根据所述压缩机的所述出气口处的压力，控制所述第一控制阀，包括：响应于所述压力大于等于所述第一设定压力值、且小于第二设定压力值，根据所述压缩机的出气口处的实时压力，调整所述第一控制阀的开度；其中，所述第一控制阀的开度与所述出气口处的压力成正比；当所述压力等于所述第二设定压力值时，所述第一控制阀的开度最大。
可选地，所述根据所述压缩机的所述出气口处的压力，控制所述第一控制阀，包括：响应于所述压力小于第三设定压力值，关闭所述第一控制阀。
可选地，所述热管理系统包括设置于所述冷凝器的进风侧的冷凝器风机，所述冷凝器风机被配置为向所述冷凝器送风；所述制冷控制方法还包括：获取所述车辆的内部的温度；根据所述车辆的内部的温度、所述压缩机的所述出气口处的压力，确定所述冷凝器风机的转速。
可选地，所述根据所述车辆的内部的温度、所述压缩机的所述出气口处的压力，确定所述冷凝器风机的转速，包括：根据所述车辆的内部的温度，确定所述第一设定压力值；响应于所述压缩机的所述出气口处的压力小于所述第一设定压力值，根据所述压缩机的所述出气口处的压力，调整所述冷凝器风机的转速；其中，所述冷凝器风机的转速与所述压缩机的所述出气口处的压力成正比。
可选地，所述热管理系统包括温度传感器和设置于所述冷凝器进风侧的冷凝器风机，所述温度传感器设置于所述冷凝器，被配置为检测所述冷凝器的表面温度；所述冷凝器 风机被配置为向所述冷凝器送风；所述制冷控制方法还包括：增大所述冷凝器风机的转速，并获取所述温度传感器的温度；响应于所述温度传感器的温度升高，进一步增大所述冷凝器风机的转速；响应于所述温度传感器的温度降低，减小所述冷凝器风机的转速。
可选地，所述第二设定压力值是固定值，所述第二设定压力值的范围在24bar至26bar之间。
可选地，所述第三设定压力值是固定值，所述第三设定压力值为1.8bar。
本申请另一方面提供一种车辆，包括热管理系统及控制器，所述控制器与所述热管理系统连接，被配置为执行如上述任一实施例所述的制冷控制方法。
本申请提供的制冷控制方法，可以在压缩机的出气口处的压力大于等于第一设定压力值时，开启第一控制阀，以使流经冷却液支路的冷却液与流经制冷剂回路的制冷剂在第一换热器处进行热量交换，从而可以在制冷模式下，利用冷凝器和第一换热器两者冷凝来自压缩机的制冷剂，使得制冷剂的冷凝更加充分，换热效率更高，用户的使用体验好。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限制本申请。在阅读并理解了附图和详细描述后，可以明白其他方面。
附图说明
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。
图1所示为本申请一示例性实施例的车辆的热管理系统的示意图。
图2所示为本申请一示例性实施例的制冷控制方法的流程图。
图3所示为本申请一示例性实施例的制冷控制方法的另一流程图。
图4所示为本申请一示例性实施例的制冷控制方法的再一流程图。
图5所示为本申请一示例性实施例的制冷控制方法的又一流程图。
具体实施方式
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施 例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。
在本申请使用的术语是仅仅出于描述特定实施例的目的，而非旨在限制本申请。除非另作定义，本申请使用的技术术语或者科学术语应当为本申请所属领域内具有一般技能的人士所理解的通常含义。本申请说明书以及权利要求书中使用的“第一”、“第二”以及类似的词语并不表示任何顺序、数量或者重要性，而只是用来区分不同的组成部分。同样，“一个”或者“一”等类似词语也不表示数量限制，而是表示存在至少一个。“多个”或者“若干”表示两个及两个以上。除非另行指出，“前部”、“后部”、“下部”和/或“上部”、“顶部”、“底部”等类似词语只是为了便于说明，而并非限于一个位置或者一种空间定向。“包括”或者“包含”等类似词语意指出现在“包括”或者“包含”前面的元件或者物件涵盖出现在“包括”或者“包含”后面列举的元件或者物件及其等同，并不排除其他元件或者物件。“连接”或者“相连”等类似的词语并非限定于物理的或者机械的连接，而且可以包括电性的连接，不管是直接的还是间接的。
在本申请和所附权利要求书中所使用的单数形式的“一种”、“所述”和“该”也旨在包括多数形式，除非上下文清楚地表示其他含义。还应当理解，本文中使用的术语“和/或”是指并包含一个或多个相关联的列出项目的任何或所有可能组合。
一些车辆在处于制冷模式时，仅依靠单个冷凝器将车辆内部的热量转移到车辆外部，当车辆内部温度高时，散热速度较慢，使得换热效率低、用户的使用体验差。
有鉴于此，本申请提供一种制冷控制方法及车辆。车辆可以是新能源车辆。车辆包括热管理系统和控制器，控制器与热管理系统连接，用于执行制冷控制方法。
参见图1所示，热管理系统10包括冷却液回路11和制冷剂回路12。其中，冷却液回路11如图1中的带箭头的虚线所示，制冷剂回路12如图1中的带箭头的实线所示。制冷剂回路12包括串联连接的冷凝器13、第二控制阀14、蒸发器15、压缩机16和第一换热器17。第二控制阀14设置于冷凝器13与蒸发器15之间。压缩机16包括进气口18和出气口19。进气口18连接于蒸发器15，出气口19连接于第一换热器17和冷凝器13。第一换热器17和冷凝器13串联连接。其中，在与压缩机16的进气口18连接的管路上设置有第一传感器20，在与压缩机16的出气口19连接的管路上设置有第二传感器21。第一传感器20和第二传感器21可以是温度压力传感器，可以用于检测压力和温度，如此可以根据检测到的压力和温度调节压缩机16的转速。在本实施例中，压缩机16的出气口19连接于第一换热器17的一端，第一换热器17的另一端连接于冷凝器13的一 端，冷凝器13的另一端连接于第二控制阀14的一端，第二控制阀14的另一端连接于蒸发器15的一端，蒸发器15的另一端连接于压缩机16的进气口18。控制器与第二控制阀14连接，可以控制第二控制阀14的开启/关闭、也可以控制第二控制阀14的开度。第二控制阀14可以是电磁阀或电子膨胀阀。
在一些实施例中，热管理系统10包括分隔设置的第一风道22和第二风道23。蒸发器15设置于第一风道22内，冷凝器13设置于第二风道23内。如此使得蒸发器15和冷凝器13可以分隔设置。在第一风道22与车辆的内部之间、于蒸发器15的出风侧设置有第一风门24。第一风门24可开合地设置于第一风道22与车辆的内部之间。可以旋转第一风门24，使第一风门24打开，以实现第一风道22与车辆的内部之间的连通。在第二风道23与车辆的外部之间、于冷凝器13的出风侧设置有第二风门25。第二风门25可开合地设置于第二风道23与车辆的外部之间，可以旋转第二风门25，使第二风门25打开，以实现第二风道23与车辆的外部之间的连通。
在一些实施例中，在第一风道22与车辆的外部之间、于蒸发器15的出风侧设置有第三风门26。第三风门26可开合地(例如，可旋转地)设置于第一风道22与车辆的外部之间，可以旋转第三风门26，使第三风门26打开，以实现第一风道22与车辆的外部之间的连通。在第二风道23与车辆的内部之间、于冷凝器13的出风侧设置有第四风门27。第四风门27可开合地设置于第二风道23与车辆的内部之间，可以旋转第四风门27，使第四风门27打开，以实现第二风道23与车辆的内部之间的连通。其中，控制器可以与第一风门24、第二风门25、第三风门26和第四风门27连接，如此可以通过控制第一风门24、第二风门25、第三风门26和第四风门27，使得在第一风道22内的蒸发器15的出风侧与车辆的内部和车辆的外部中的至多一者连通，且使得在第二风道23内的冷凝器13的出风侧与车辆的内部和车辆的外部中的至多一者连通。
在一些实施例中，热管理系统10包括设置于第一风道22和第二风道23之间的第五风门28，第五风门28可开合地(例如，可旋转地)设置于第一风道22和第二风道23之间。当第五风门28处于第一位置时，第一风道22和第二风道23连通；当第五风门28处于第二位置时，第一风道22和第二风道23未连通。如此当环境温度过冷或过热时，可以开启第五风门28以进行混风。例如，在环境温度较低，车辆的内部的温度高于环境温度时，可以打开第五风门28使第一风道22和第二风道23连通，利用车内较高的温度对冷凝器13进行加热，如此可以减少能耗。
在一些实施例中，热管理系统10包括设置于冷凝器13的进风侧的冷凝器风机29 和设置于蒸发器15的进风侧的蒸发器风机30。冷凝器风机29和蒸发器风机30可以是鼓风机。蒸发器风机30设置于第一风道22内，蒸发器风机30用于向蒸发器15送风，可以将车辆的外部和/或车辆的内部的风送至蒸发器15的进风侧。冷凝器风机29设置于第二风道23内，冷凝器风机29用于向冷凝器13送风，可以将车辆的外部和/或车辆的内部的风送至冷凝器13的进风侧。如此，在第一风道22内设置蒸发器风机30，在第二风道23内设置冷凝器风机29，使得冷凝器13和蒸发器15可以设置有独立进风口。
在一些实施例中，冷却液回路11包括第一子冷却液回路31，第一子冷却液回路31包括电池32。冷却液可以在第一子冷却液回路31中循环流动，以使冷却液经过电池32，从而可以实现电池32的降温或升温，使电池32维持在适宜的工作温度范围内。其中，冷却液可以是水与乙二醇的混合物。
在一些实施例中，冷却液回路11包括第二子冷却液回路33，第二子冷却液回路33包括冷却液主路34和冷却液支路35。冷却液主路34包括电气组件36。其中，电气组件36可以包括车载充电机(On-Board Charger，OBC)、DC-DC转换器、自动驾驶域控制器(Autonomous Driving Control Unit,ADCU)、电机等。冷却液可以在冷却液主路34中循环流动，以使冷却液经过电气组件36，从而可以实现电气组件36的降温。冷却液支路35经过第一换热器17、且包括位于第一换热器17上游的第一控制阀37。其中，第一控制阀37可以是比例阀。控制器与第一控制阀37连接，用于控制第一控制阀37的开启和关闭，也可以用于控制第一控制阀37的开度。当第一控制阀37处于开启状态时，可以向第一换热器17输送冷却液，以使冷却液和制冷剂可以在第一换热器17处进行热量交换；当第一控制阀37处于关闭状态时，冷却液不流经第一换热器17。
在一些实施例中，热管理系统10还包括制冷剂支路38，冷却液回路11包括第三子冷却液回路39。制冷剂支路38可以连接于冷凝器13与压缩机16的进气口18之间。制冷剂支路38与蒸发器15并联连接。制冷剂支路38包括第三控制阀40和第二换热器41，第三控制阀40设置于第二换热器41的上游、位于冷凝器13与第二换热器41之间。第三控制阀40可以是电磁阀或电子膨胀阀。控制器可以控制第三控制阀40的开闭，以实现制冷剂支路38的连通和断开。当第三控制阀40处于开启状态时，制冷剂支路38连通。此时，从冷凝器13流出的制冷剂可以流向第三控制阀40、并经过第二换热器41。第三子冷却液回路39经过第二换热器41，可以利用第二换热器41实现第三子冷却液回路39中的冷却液与制冷剂支路38中的制冷剂的热量交换。
在一些实施例中，第三子冷却液回路39包括用于加热冷却液的加热器42。其中， 加热器42可以是高压冷却液加热器(High Voltage Coolant Heater，HVCH)。当第三控制阀40处于开启状态、且加热器42处于开启状态时，流经加热器42的加热后的冷却液与流经制冷剂支路38的制冷剂在第二换热器41处进行热量交换。在温度较低的条件下，可以利用经过加热器42加热后的冷却液以实现第二换热器41处的升温，从而为制冷剂回路12加热，使得车辆内部的温度可以逐步升高。
在一些实施例中，冷却液回路11包括第四子冷却液回路43，第四子冷却液回路43包括散热器44。散热器44用于实现冷却液的冷却降温。可选地，散热器44包括水箱45和散热风扇46，散热风扇46可以正对水箱45设置，从而实现冷却液降温。
在一些实施例中，冷却液回路11包括回路控制阀47，第一子冷却液回路31、第二子冷却液回路33、第三子冷却液回路39和第四子冷却液回路43与回路控制阀47连接。控制器连接于回路控制阀47，用于控制回路控制阀47，从而控制第一子冷却液回路31、第二子冷却液回路33、第三子冷却液回路39和第四子冷却液回路43可选择地彼此连通。
在本实施例中，回路控制阀47包括第一四通阀48和第二四通阀49。第一子冷却液回路31、第二子冷却液回路33、第三子冷却液回路39和第四子冷却液回路43与第一四通阀48和第二四通阀49均连接。利用第一四通阀48和第二四通阀49来集成第一子冷却液回路31、第二子冷却液回路33、第三子冷却液回路39和第四子冷却液回路43，可进一步减少装配时间，降低成本。
参见图1和图2所示，一种制冷控制方法用于车辆的热管理系统10，制冷控制方法包括步骤S101和S102。
在步骤S101中，在车辆的制冷模式下，获取压缩机16的出气口19处的压力。在制冷模式下，控制器可以通过第二传感器21获取压缩机16的出气口19处的压力。
在步骤S102中，根据压缩机16的所述出气口19处的压力，控制第一控制阀37。其中，可以控制第一控制阀37的开启和关闭，也可以控制第一控制阀37的开度。若压力大于等于第一设定压力值，则开启第一控制阀37，以使流经冷却液支路35的冷却液与流经制冷剂回路12的制冷剂在第一换热器17处进行热量交换。此时，第一换热器17相当于水冷式冷凝器(Water-Cooled Condenser，WCC)。如此，可以在制冷模式下，利用冷凝器13和第一换热器17两者冷凝来自压缩机16的制冷剂，使得制冷剂的冷凝更加充分，从而使得蒸发器15的制冷效果更好，换热效率更高，用户的使用体验好。
参见图1和图3所示，在一些实施例中，制冷控制方法还包括步骤S201和S202。
在步骤S201中，获取车辆的内部的温度。获取车辆的内部的温度可以指获取车辆的驾驶舱(cabin)内的温度。
在步骤S202中，根据车辆的内部的温度，控制第二控制阀14、第一风门24和第二风门25。若车辆的内部的温度大于设定温度，则开启第二控制阀14、并开启第一风门24和第二风门25。其中，设定温度可以是用户设定的温度。可以通过控制第二控制阀14的开启和关闭，以实现制冷剂回路12的连通和断开。可以通过控制第二控制阀14的开度，控制流经蒸发器15的制冷剂的量。其中，当开启第二控制阀14时，制冷剂回路12可以连通，制冷剂可以在制冷剂回路12中流动，以使制冷剂可以流经蒸发器15、压缩机16、第一换热器17、冷凝器13和第二控制阀14。此时，蒸发器15可以用于制冷，可以使车辆内部的温度降低。冷凝器13可以用于制热，可以使车辆内部的温度升高。开启第一风门24，可以实现第一风道22与车辆的内部连通，使得从蒸发器15的出风侧吹出的冷风可以吹入到车辆的内部。开启第二风门25，可以实现第二风道23与车辆的外部连通，使得从冷凝器13的出风侧吹出的热风可以吹出到车辆的外部。此时，第三风门26和第四风门27可以关闭。如此，可以使车辆处于制冷模式。
在一些实施例中，制冷控制方法还包括：根据车辆的内部的温度，确定第一设定压力值。如此，第一设定压力值可以适应于车辆的内部的不同温度，适应性更好。
在一些实施例中，根据车辆的内部的温度，确定第一设定压力值，包括：基于温度和压力的映射关系，确定与车辆的内部的温度最接近的温度值，并获取与最接近的温度值对应的压力值，作为第一设定压力值。所述温度和压力的映射关系是所述车辆的内部的温度值与所述压缩机的所述出气口处的设定压力值之间的映射关系。其中，不同的温度与不同的压力之间的映射关系可以形成多个数据组，例如，数据组1【温度1-压力1】、数据组2【温度2-压力2】、……、数据组N【温度N-压力N】。可以在多个数据组中比对并确认与当前车辆的内部的温度最接近的温度值。可以将数据组中的温度1、温度2、……温度N，与当前车辆的内部的温度进行比对，确认与当前车辆的内部的温度最接近的温度值。可以根据与车辆的内部的温度最接近的温度值，获取与最接近的温度值对应的压力值，作为第一设定压力值。如此可以较快速的完成比对的过程，从而使得获取第一设定压力值的速度更快。
在一些实施例中，根据压缩机16的出气口19处的压力，控制第一控制阀37，包括：若压力大于等于第一设定压力值、且小于第二设定压力值，则根据压缩机16的出气口19处的实时压力，调整第一控制阀37的开度。其中，第二设定压力值可以是固定值， 第二设定压力值的范围可以是24bar至26bar之间。其中，第一控制阀37的开度与压缩机16的出气口19处的压力成正比。也就是说，压缩机16的出气口19处的压力越大，第一控制阀37的开度越大，使得流经第一换热器17的冷却液的流量变大，从而加快换热速度，以便于降低压缩机16的出气口19处的压力。当压力等于第二设定压力值时，第一控制阀37的开度最大。如此可以在压缩机16达到压力临界值之前，将第一控制阀37的开度调整至最大，使得流经第一换热器17的冷却液的流量最大，换热速度更快，可以更快的降低压缩机16的压力，起到防爆的作用。
在一些实施例中，根据压缩机16的出气口19处的压力，控制第一控制阀37包括：若压力小于第三设定压力值，则关闭第一控制阀37。其中，可以根据车辆的内部的温度，确定第三设定压力值。第三设定压力值也可以是固定值，第三设定压力值可以是1.8bar，本申请不做限制。可以在压力小于第三设定压力值时，关闭第一控制阀37，使得车辆的内部可以维持在舒适的温度，如此用户的使用体验更好。
在一些实施例中，制冷控制方法还包括：根据车辆的内部的温度、压缩机16的出气口19处的压力，确定冷凝器风机29的转速。可以根据车辆的内部的温度，确定第一设定压力值。可以根据压缩机16的出气口19处的压力与第一设定压力值之间的关系，确定冷凝器风机29的转速。
参见图1和图4所示，在一些实施例中，根据车辆的内部的温度、压缩机16的出气口19处的压力，确定冷凝器风机29的转速，包括步骤S301和S302。
在步骤S301中，根据车辆的内部的温度确定第一设定压力值。
在步骤S302中，若压缩机16的出气口19处的压力小于第一设定压力值，则根据压缩机16的出气口19处的压力，调整冷凝器风机29的转速。其中，冷凝器风机29的转速与压缩机16的出气口19处的压力成正比。也就是说，压缩机16的出气口19处的压力越大，冷凝器风机29的转速越快。如此可以根据压缩机16的出气口19处的压力，调整冷凝器风机29的转速，可以在压力大时，使冷凝器风机29的转速更快，提高冷凝器13的换热效率，从而降低压缩机16的出气口19处的压力。
参见图1和图5所示，在一些实施例中，热管理系统10包括温度传感器(未示出)和设置于冷凝器13进风侧的冷凝器风机29。温度传感器设置于冷凝器13，用于检测冷凝器13的表面温度。制冷控制方法还包括步骤S401和S402。
在步骤S401中，控制冷凝器风机29的转速增大，并获取温度传感器的温度。
在步骤S402中，根据温度传感器的温度变化情况，调整冷凝器风机29的转速。若温度传感器的温度升高，则控制冷凝器风机29的转速进一步增大。若温度传感器的温度降低，则控制冷凝器风机29的转速减小。当冷凝器风机29的转速增大，获取到温度传感器的温度升高时，可以提高冷凝器风机29的转速；当冷凝器风机29的转速增大，获取到温度传感器的温度不变时，可以维持冷凝器风机29的转速不变；当冷凝器风机29的转速增大，获取到温度传感器的温度降低时，可以控制冷凝器风机29的转速减小。如此可以通过控制冷凝器风机29的转速，使压缩机16的出气口19处的压力维持在适宜的程度，从而蒸发器15的制冷效果更好，用户的舒适度更高。
本领域技术人员在考虑说明书及实践这里公开的申请后，将容易想到本申请的其它实施方案。本申请旨在涵盖本申请的任何变型、用途或者适应性变化，这些变型、用途或者适应性变化遵循本申请的一般性原理并包括本申请未公开的本技术领域中的公知常识或惯用技术手段。说明书和实施例仅被视为示例性的，本申请的真正范围和精神由下面的权利要求指出。
应当理解的是，本申请并不局限于上面已经描述并在附图中示出的精确结构，并且可以在不脱离其范围的情况下进行各种修改和改变。本申请的范围仅由所附的权利要求来限制。

Claims (12)

  1. 一种制冷控制方法，用于车辆的热管理系统，所述热管理系统包括冷却液回路和制冷剂回路；所述制冷剂回路包括串联连接的冷凝器、压缩机、蒸发器和第一换热器；所述压缩机包括进气口和出气口，所述进气口连接于所述蒸发器，所述出气口连接于所述第一换热器和所述冷凝器；所述冷却液回路包括冷却液支路；所述冷却液支路经过所述第一换热器、且包括位于所述第一换热器上游的第一控制阀；所述制冷控制方法包括：
    在所述车辆的制冷模式下，获取所述压缩机的所述出气口处的压力；以及
    根据所述压缩机的所述出气口处的压力，控制所述第一控制阀，包括：
    响应于所述压力大于等于第一设定压力值，开启所述第一控制阀，以使流经所述冷却液支路的冷却液与流经所述制冷剂回路的制冷剂在所述第一换热器处进行热量交换。
  2. 根据权利要求1所述的制冷控制方法，其中，所述热管理系统包括分隔设置的第一风道和第二风道，所述蒸发器设置于所述第一风道内，所述冷凝器设置于所述第二风道内；在所述第一风道与所述车辆的内部之间、于所述蒸发器的出风侧设置有第一风门；在所述第二风道与所述车辆的外部之间、于所述冷凝器的出风侧设置有第二风门；所述制冷剂回路包括第二控制阀，所述第二控制阀设置于所述冷凝器与所述蒸发器之间；
    所述制冷控制方法还包括：
    获取所述车辆的内部的温度；以及
    根据所述车辆的内部的温度，控制所述第二控制阀、所述第一风门和所述第二风门，包括：
    响应于所述车辆的内部的温度大于设定温度，开启所述第二控制阀、并开启所述第一风门和所述第二风门。
  3. 根据权利要求1所述的制冷控制方法，还包括：
    获取所述车辆的内部的温度；
    根据所述车辆的内部的温度，确定所述第一设定压力值。
  4. 根据权利要求3所述的制冷控制方法，其中，所述根据所述车辆的内部的温度，确定所述第一设定压力值，包括：
    基于温度和压力的映射关系，确定与所述车辆的内部的温度最接近的温度值，并获取与所述最接近的温度值对应的压力值，作为所述第一设定压力值，其中，所述温度和压力的映射关系是所述车辆的内部的温度值与所述压缩机的所述出气口处的设定压力值之间的映射关系。
  5. 根据权利要求1至4中任一项所述的制冷控制方法，其中，所述根据所述压缩机 的所述出气口处的压力，控制所述第一控制阀，包括：
    响应于所述压力大于等于所述第一设定压力值、且小于第二设定压力值，根据所述压缩机的出气口处的实时压力，调整所述第一控制阀的开度；
    其中，所述第一控制阀的开度与所述出气口处的压力成正比；当所述压力等于所述第二设定压力值时，所述第一控制阀的开度最大。
  6. 根据权利要求1至5中任一项所述的制冷控制方法，其中，所述根据所述压缩机的所述出气口处的压力，控制所述第一控制阀，包括：
    响应于所述压力小于第三设定压力值，关闭所述第一控制阀。
  7. 根据权利要求1所述的制冷控制方法，其中，所述热管理系统包括设置于所述冷凝器的进风侧的冷凝器风机，所述冷凝器风机被配置为向所述冷凝器送风；
    所述制冷控制方法还包括：
    获取所述车辆的内部的温度；
    根据所述车辆的内部的温度、所述压缩机的所述出气口处的压力，确定所述冷凝器风机的转速。
  8. 根据权利要求7所述的制冷控制方法，其中，所述根据所述车辆的内部的温度、所述压缩机的所述出气口处的压力，确定所述冷凝器风机的转速，包括：
    根据所述车辆的内部的温度，确定所述第一设定压力值；
    响应于所述压缩机的所述出气口处的压力小于所述第一设定压力值，根据所述压缩机的所述出气口处的压力，调整所述冷凝器风机的转速；其中，所述冷凝器风机的转速与所述压缩机的所述出气口处的压力成正比。
  9. 根据权利要求1所述的制冷控制方法，其中，所述热管理系统包括温度传感器和设置于所述冷凝器进风侧的冷凝器风机，所述温度传感器设置于所述冷凝器，被配置为检测所述冷凝器的表面温度；所述冷凝器风机被配置为向所述冷凝器送风；
    所述制冷控制方法还包括：
    增大所述冷凝器风机的转速，并获取所述温度传感器的温度；
    响应于所述温度传感器的温度升高，进一步增大所述冷凝器风机的转速；
    响应于所述温度传感器的温度降低，减小所述冷凝器风机的转速。
  10. 根据权利要求5所述的制冷控制方法，其中，所述第二设定压力值是固定值，所述第二设定压力值的范围在24bar至26bar之间。
  11. 根据权利要求6所述的制冷控制方法，其中，所述第三设定压力值是固定值，所述第三设定压力值为1.8bar。
  12. 一种车辆，包括热管理系统及控制器，所述控制器与所述热管理系统连接，被配置为执行如权利要求1至11中任一项所述的制冷控制方法。
PCT/CN2024/099171 2023-06-15 2024-06-14 制冷控制方法及车辆 Ceased WO2024255836A1 (zh)

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