New energy vehicle thermal management method, device and equipment and storage medium

Abstract

The invention discloses a new energy vehicle heat management method, device and equipment and a storage medium, and relates to the technical field of new energy vehicle heat management.The new energy vehicle heat management method includes the steps that the vehicle running state, the compressor working state, an air conditioner enabling signal and the battery temperature are obtained; determining a target thermal management mode according to at least one of the vehicle running state, the compressor working state, the air conditioner enabling signal and the battery temperature; operation parameters of a target control assembly are obtained according to the target heat management mode, wherein the target control assembly comprises a compressor, a refrigerant electromagnetic valve, an electronic expansion valve, a fan, a water pump and a PTC heater; thermal management is conducted on a vehicle battery and / or a cab on the basis of the operation parameters, the operation parameters comprise at least one of the rotating speed of a compressor, the state of a refrigerant electromagnetic valve, the opening degree of an electronic expansion valve, the rotating speed of a fan, the state of a water pump and the power of a PTC heater, and the charging efficiency and the system energy efficiency in the low-temperature and high-temperature environments are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy vehicle thermal management, and particularly relates to a new energy vehicle thermal management method, device, equipment and storage medium. BACKGROUND

[0002] With the popularity of new energy commercial vehicles, power battery thermal management has become a key factor affecting vehicle performance and safety. The existing thermal management system has significant defects in extreme temperature environments: when the battery temperature is too low, the battery internal resistance increases, resulting in reduced charging and discharging efficiency, shortened range, and even triggering the low-temperature protection mechanism to interrupt charging; and in high-temperature working conditions, battery overheating not only accelerates capacity decay, but also may cause thermal runaway risk. Especially in the initial stage of driving or charging, the battery temperature does not reach the ideal working interval, which directly leads to limited power output, reduced charging rate and other problems, seriously affecting user experience. The current mainstream solution relies on passive temperature control response during vehicle operation or after charging starts, and lacks an active pre-regulation mechanism. Moreover, the traditional thermal management strategy mode is single, and it is difficult to balance the cabin comfort and battery energy efficiency, such as continuous high-load operation of the compressor in the simultaneous refrigeration working condition, causing unnecessary energy loss.

[0003] Therefore, how to improve the driving and charging experience under different working conditions is a problem that needs to be solved at present. SUMMARY

[0004] The main purpose of the present application is to provide a new energy vehicle thermal management method, device, equipment and storage medium, which aims to solve the technical problem of battery performance decay affecting driving and charging experience under different working conditions.

[0005] To achieve the above-mentioned purpose, the present application provides a new energy vehicle thermal management method, which comprises:

[0006] obtaining a vehicle operating state, a compressor operating state, an air conditioner enabling signal and a battery temperature;

[0007] determining a target thermal management mode according to at least one of the vehicle operating state, the compressor operating state, the air conditioner enabling signal and the battery temperature;

[0008] obtaining a running parameter of a target control component according to the target thermal management mode, the target control component comprising a compressor, a refrigerant solenoid valve, an electronic expansion valve, a fan, a water pump and a PTC heater;

[0009] performing thermal management on the vehicle battery and / or the cab based on the running parameter, the running parameter comprising at least one of a compressor speed, a refrigerant solenoid valve state, an electronic expansion valve opening degree, a fan speed, a water pump state and a PTC heater power.

[0010] In an embodiment, the step of determining the target thermal management mode according to at least one of the vehicle operating state, the compressor operating state, the air conditioning enable signal and the battery temperature comprises:

[0011] obtaining a vehicle charging state and a vehicle on-highway state according to the vehicle operating state;

[0012] determining a switch state according to at least one of the battery temperature, the compressor operating state and the air conditioning enable signal, the battery temperature comprising a battery average temperature, a battery minimum temperature and a battery maximum temperature, the switch state comprising a driving refrigeration mode switch state, a driving heating mode switch state, a charging refrigeration mode switch state and a charging heating mode switch state;

[0013] determining the target thermal management mode according to at least one of the compressor operating state, the vehicle on-highway state, the vehicle charging state and the battery temperature and the switch state, the target thermal management mode comprising a driving refrigeration mode, a driving heating mode, a charging refrigeration mode and a charging heating mode.

[0014] In an embodiment, the step of determining the switch state according to at least one of the battery temperature, the compressor operating state and the air conditioning enable signal comprises:

[0015] determining the driving refrigeration mode switch state and the charging refrigeration mode switch state according to the battery average temperature, the battery maximum temperature, the compressor operating state and the air conditioning enable signal, the driving refrigeration mode switch state comprising a driving refrigeration first mode switch state, a driving refrigeration second mode switch state and a driving refrigeration third mode switch state, the charging refrigeration mode switch state comprising a charging refrigeration first mode switch state, a charging refrigeration second mode switch state and a charging refrigeration third mode switch state;

[0016] determining the driving heating mode switch state and the charging heating mode switch state according to the battery average temperature and the battery minimum temperature.

[0017] In an embodiment, the step of determining the target thermal management mode according to at least one of the compressor operating state, the vehicle on-highway state, the vehicle charging state and the battery temperature and the switch state comprises:

[0018] when the vehicle on-highway state is an active state, the compressor operating state is an allowed operating state and the driving refrigeration mode switch state is an on state, determining that the target thermal management mode is the driving refrigeration mode, the driving refrigeration mode comprising a driving refrigeration first mode, a driving refrigeration second mode and a driving refrigeration third mode.

[0019] determining that the target thermal management mode is the charging refrigeration mode when the vehicle charging state is the active state, the compressor operation state is the allowed operation state, and the charging refrigeration mode switch state is the open state, the charging refrigeration mode including a charging refrigeration first mode, a charging refrigeration second mode, and a charging refrigeration third mode;

[0020] determining that the target thermal management mode is the driving heating mode when the vehicle on-highway state is the active state and the driving heating mode switch state is the open state;

[0021] determining that the target thermal management mode is the charging heating mode when the vehicle charging state is the active state and the charging heating mode switch state is the open state.

[0022] In an embodiment, the step of determining the target thermal management mode according to at least one of the compressor operation state, the vehicle on-highway state, the vehicle charging state, and the battery temperature and the switch state includes:

[0023] obtaining a controller temperature and a motor temperature;

[0024] determining that the target thermal management mode is a battery self-circulation mode when the battery minimum temperature is greater than or equal to a preset first temperature threshold, the battery average temperature is greater than a second temperature threshold and less than a third temperature threshold, the first temperature threshold being less than the second temperature threshold, and the second temperature threshold being less than the third temperature threshold;

[0025] determining that the target thermal management mode is an electric drive cooling mode when the vehicle on-highway state is the active state and the controller temperature is greater than or equal to a preset controller temperature threshold;

[0026] determining that the target thermal management mode is the electric drive cooling mode when the vehicle on-highway state is the active state and the motor temperature is greater than or equal to a preset motor temperature threshold.

[0027] In an embodiment, the step of determining that the target thermal management mode is the driving refrigeration mode when the vehicle on-highway state is the active state, the compressor operation state is the allowed operation state, and the driving refrigeration mode switch state is the open state further includes:

[0028] obtaining an overheat degree of the current thermal management system and an air conditioning demand speed;

[0029] switching the driving refrigeration third mode to a driving refrigeration second mode when the driving refrigeration mode is the driving refrigeration third mode, the air conditioning demand speed is a preset first speed, and the overheat degree is greater than a first overheat degree threshold;

[0030] In the vehicle refrigeration mode is the vehicle refrigeration third mode, the air conditioning demand rotating speed is greater than the preset first rotating speed and the superheat degree is less than or equal to the first superheat threshold, the vehicle refrigeration third mode is switched to the vehicle refrigeration first mode.

[0031] In an embodiment, after the step of determining the target thermal management mode as the vehicle refrigeration mode when the high voltage state on the vehicle is the active state, the compressor working state is the allowed working state and the vehicle refrigeration mode switch state is the open state, the method further comprises:

[0032] When the vehicle refrigeration mode is the vehicle refrigeration second mode, the ambient temperature and the refrigeration time are obtained.

[0033] When the ambient temperature is less than or equal to the preset ambient temperature threshold and the refrigeration time is greater than the preset first execution time, the vehicle refrigeration mode switch state is switched from the open state to the closed state.

[0034] When the ambient temperature is greater than the preset ambient temperature threshold and the refrigeration time is greater than the preset second execution time, the vehicle refrigeration mode switch state is switched from the open state to the closed state.

[0035] In addition, to achieve the above object, the present application also proposes a new energy vehicle thermal management device, the device comprises:

[0036] An information acquisition module is configured to obtain a vehicle operating state, a compressor working state, an air conditioner enabling signal and a battery temperature.

[0037] A mode determination module is configured to determine a target thermal management mode according to at least one of the vehicle operating state, the compressor working state, the air conditioner enabling signal and the battery temperature.

[0038] A control logic module is configured to obtain a running parameter of a target control component according to the target thermal management mode, the target control component comprising a compressor, a refrigerant electromagnetic valve, an electronic expansion valve, a fan, a water pump and a PTC heater.

[0039] An execution control module is configured to perform thermal management on a vehicle battery and / or a cab based on the running parameter, the running parameter comprising at least one of a compressor rotating speed, a refrigerant electromagnetic valve state, an electronic expansion valve opening degree, a fan rotating speed, a water pump state and a PTC heater power.

[0040] In addition, to achieve the above object, the present application also proposes a new energy vehicle thermal management device, the device comprises a memory, a processor and a computer program stored on the memory and executable on the processor, the computer program is configured to implement the steps of the new energy vehicle thermal management method as described above.

[0041] In addition, to achieve the above-mentioned purpose, the present application also provides a storage medium, which is a computer readable storage medium, and a computer program is stored on the storage medium, and the computer program is executed by a processor to implement the steps of the new energy vehicle thermal management method as described above.

[0042] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the steps of the new energy vehicle thermal management method as described above.

[0043] The present application provides a new energy vehicle thermal management method, the method of the present application comprises: obtaining a vehicle operating state, a compressor operating state, an air conditioner enabling signal and a battery temperature; determining a target thermal management mode according to at least one of the vehicle operating state, the compressor operating state, the air conditioner enabling signal and the battery temperature; obtaining a running parameter of a target control component according to the target thermal management mode, the target control component comprising a compressor, a refrigerant solenoid valve, an electronic expansion valve, a fan, a water pump and a PTC heater; and performing thermal management on a vehicle battery and / or a cab based on the running parameter, the running parameter comprising at least one of a compressor speed, a refrigerant solenoid valve state, an electronic expansion valve opening degree, a fan speed, a water pump state and a PTC heater power. In summary, the present application realizes the driver's active triggering of the battery pre-cooling / pre-heating function under different working conditions by means of the hard-wire switch control and the multi-mode cooperative strategy, solves the problem of battery performance degradation affecting the driving charging experience under extreme temperature, and improves the charging efficiency and system energy efficiency under low temperature / high temperature environment. BRIEF DESCRIPTION OF DRAWINGS

[0044] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and serve to explain the principles of the present application together with the specification.

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the art, other drawings can also be obtained without creative labor based on these drawings.

[0046] Figure 1 A flowchart is provided for the first embodiment of the new energy vehicle thermal management method of the present application;

[0047] Figure 2 A system schematic diagram is provided for the new energy vehicle thermal management method of the present application;

[0048] Figure 3A flowchart provided by a second embodiment of the new energy vehicle thermal management method of the application;

[0049] Figure 4 A flowchart provided by a third embodiment of the new energy vehicle thermal management method of the application;

[0050] Figure 5 A module structure diagram of the new energy vehicle thermal management device of the embodiment of the application;

[0051] Figure 6 A device structure diagram of a hardware operating environment related to the new energy vehicle thermal management method in the embodiment of the application.

[0052] The object implementation, functional features and advantages of the application will be further described with reference to the accompanying drawings in conjunction with the embodiments. DETAILED DESCRIPTION

[0053] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the application, and are not used to limit the application.

[0054] In order to better understand the technical solutions of the application, the following will be described in detail in conjunction with the drawings and specific embodiments of the specification.

[0055] The main solution of the embodiment of the application is: obtaining a vehicle operating state, a compressor operating state, an air conditioner enabling signal and a battery temperature; determining a target thermal management mode according to at least one of the vehicle operating state, the compressor operating state, the air conditioner enabling signal and the battery temperature; obtaining an operating parameter of a target control component according to the target thermal management mode, the target control component including a compressor, a refrigerant electromagnetic valve, an electronic expansion valve, a fan, a water pump and a PTC heater; and performing thermal management on a vehicle battery and / or a cab based on the operating parameter, the operating parameter including at least one of a compressor speed, a refrigerant electromagnetic valve state, an electronic expansion valve opening degree, a fan speed, a water pump state and a PTC heater power.

[0056] With the popularization of new energy commercial vehicles, the thermal management of power batteries becomes a key factor affecting the performance and safety of vehicles. The existing thermal management system has significant defects in extreme temperature environments: when the battery temperature is too low, the battery resistance increases, resulting in reduced charging and discharging efficiency, shortened range, and even triggering the low-temperature protection mechanism to interrupt charging; and in high-temperature working conditions, battery overheating not only accelerates capacity decay, but also may trigger a thermal runaway risk. Especially in the initial stage of driving or charging, the battery temperature is not in the ideal working interval, which will directly lead to limited power output, reduced charging rate and other problems, seriously affecting user experience. The current mainstream solution relies on passive temperature control response during vehicle operation or after charging starts, lacking an active pre-regulation mechanism. Moreover, the traditional thermal management strategy mode is single, making it difficult to balance the cabin comfort and battery energy efficiency, such as the continuous high-load operation of the compressor in the simultaneous refrigeration condition, causing unnecessary energy loss. Therefore, how to improve the driving and charging experience affected by battery performance decay under different working conditions is a problem that needs to be solved.

[0057] The present application realizes the active triggering of battery pre-cooling / pre-heating function by the driver under different working conditions according to the hard-wire switch control and multi-mode cooperative strategy, solves the problem of battery performance decay affecting driving and charging experience under extreme temperature, and improves the charging efficiency and system energy efficiency under low / high temperature environment.

[0058] It should be noted that the execution subject of the present embodiment can be a new energy vehicle thermal management system, or a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above new energy vehicle thermal management function, etc., and the present embodiment does not specifically limit it. The new energy vehicle thermal management system is taken as an example to illustrate the present embodiment and the following embodiments.

[0059] Based on this, the present application provides a new energy vehicle thermal management method, referring to Figure 1 and Figure 2 , Figure 1 is a flowchart of the first embodiment of the new energy vehicle thermal management method of the present application.

[0060] In the present embodiment, the new energy vehicle thermal management method comprises steps S10-S40:

[0061] Step S10: obtaining the vehicle running state, the compressor working state, the air conditioner enabling signal and the battery temperature.

[0062] It should be noted that in this step, the system obtains the vehicle operating state through the vehicle CAN bus network, including the vehicle charging state and the high voltage state on the vehicle. At the same time, the working state of the compressor is monitored to determine whether it is in an allowed working state. The enable signal of the air conditioning system is read to confirm whether the air conditioning is activated. Finally, the temperature information of the battery is obtained through the BMS (Battery Management System), including the average temperature, the highest temperature and the lowest temperature of the battery.

[0063] In addition, it should be noted that the working state of the compressor is divided into an allowed working state and a disallowed working state. The air conditioning enable signal indicates whether the air conditioning system is activated.

[0064] Step S20: Determine the target thermal management mode according to at least one of the vehicle operating state, the compressor working state, the air conditioning enable signal and the battery temperature.

[0065] It should be noted that in this step, the system determines the most suitable thermal management mode at present according to at least one of the vehicle operating state, the compressor working state, the air conditioning enable signal and the battery temperature. For example, when the vehicle is in a charging state and the battery temperature is high, the system will select the "charging refrigeration" mode. In addition, it should be noted that in this embodiment, the target thermal management mode includes 7 specific working modes, such as driving refrigeration mode, charging refrigeration mode, driving heating mode, charging heating mode, battery self-circulation mode, electric drive cooling mode and mode jump mode, each mode corresponds to different control logic and execution action.

[0066] Step S30: Obtain the operating parameters of the target control components according to the target thermal management mode, the target control components including the compressor, the refrigerant solenoid valve, the electronic expansion valve, the fan, the water pump and the PTC heater.

[0067] It should be noted that, as shown in Figure 2 , the target control components include the compressor, the refrigerant solenoid valve, the electronic expansion valve, the fan, the water pump and the PTC heater. Figure 2The system schematic diagram of the new energy vehicle thermal management method of the present application. Among them, the target control component refers to the equipment directly involved in the thermal management process, including the compressor, the refrigerant solenoid valve, the electronic expansion valve, the fan (in the evaporator or condenser), the water pump and the PTC heater. In this step, once the target thermal management mode is determined, the system will calculate the operating parameters of each target control component according to the preset logic of the mode. For example, in the "driving refrigeration mode", the system will set the target speed of the compressor, the state of the refrigerant solenoid valve, the opening of the electronic expansion valve, the speed of the fan and the start-stop state of the water pump. It can be understood that by accurately setting the operating parameters of different control components under different working conditions, accurate control of the thermal management system can be achieved, and the thermal management energy efficiency and user experience can be improved.

[0068] Step S40: thermal management of the vehicle battery and / or the cab based on the operating parameters, the operating parameters including at least one of the compressor speed, the refrigerant solenoid valve state, the electronic expansion valve opening, the fan speed, the water pump state and the PTC heater power.

[0069] It should be noted that in this step, the system will send the obtained operating parameters to the corresponding control components to perform the thermal management operation. Specifically, by adjusting the compressor speed to change the refrigeration capacity, opening and closing the refrigerant solenoid valve to control the refrigerant flow, adjusting the electronic expansion valve opening to accurately control the refrigerant flow, adjusting the fan speed to optimize the heat dissipation effect, and controlling the water pump switch state and PTC heater power to meet the heating or cooling demand. For example, in the driving refrigeration mode (single cab refrigeration), the actions performed are: the refrigerant solenoid valve is kept open, the compressor speed, the electronic expansion valve opening, the fan speed, and the water pump operation are all performed according to the logic of the single cab refrigeration mode. In the driving refrigeration mode (single battery refrigeration), the actions performed are: the refrigerant solenoid valve is closed; the compressor speed, the electronic expansion valve opening, the fan speed, and the water pump operation are all performed according to the preset logic of the single battery refrigeration mode. In the charging refrigeration mode (single cab refrigeration), the actions performed are: the refrigerant solenoid valve is kept open, the electronic expansion valve is closed, and the fan speed and the compressor speed are all performed according to the preset logic of the single cab refrigeration mode. In the charging refrigeration mode (single battery pack refrigeration), the actions performed are: the refrigerant solenoid valve is closed, the compressor speed, the electronic expansion valve opening, the fan speed, and the water pump operation are all performed according to the logic of the single battery refrigeration mode. In the driving refrigeration mode or the charging refrigeration mode (battery and cab refrigeration at the same time), the actions performed are: the electronic water pump is turned on, the refrigerant solenoid valve is kept open, the electronic expansion valve is opened, the fan speed is operated according to the preset value in this mode, and the electronic expansion valve opening and the compressor speed are adjusted according to the initial value of the battery water temperature and the change value of the battery inlet water temperature; In the driving heating mode or the charging heating mode (battery heating), the actions performed are: the electronic water pump is turned on, the PTC heater is operated at 100% initial power, and the PTC power is adjusted according to the difference between the battery water temperature and the battery inlet water temperature. In the battery self-circulation mode, the only action performed is to turn on the electronic water pump. In the electric drive cooling mode, the action performed is to turn on the motor water pump and operate it for 5 minutes.

[0070] The embodiment provides a new energy vehicle thermal management method, and the method of the embodiment comprises the following steps: acquiring a vehicle running state, a compressor working state, an air conditioner enabling signal and a battery temperature; determining a target thermal management mode according to at least one of the vehicle running state, the compressor working state, the air conditioner enabling signal and the battery temperature; obtaining a running parameter of a target control component according to the target thermal management mode, wherein the target control component comprises a compressor, a refrigerant electromagnetic valve, an electronic expansion valve, a fan, a water pump and a PTC heater; and performing thermal management on a vehicle battery and / or a cab based on the running parameter, wherein the running parameter comprises at least one of a compressor rotating speed, a refrigerant electromagnetic valve state, an electronic expansion valve opening degree, a fan rotating speed, a water pump state and a PTC heater power. As can be known from the above, the embodiment realizes that the driver actively triggers the battery precooling / preheating function under different working conditions according to the hard-wire switch control and the multi-mode cooperative strategy, solves the problem that the battery performance attenuation under extreme temperature influences the charging experience, and improves the charging efficiency and system energy efficiency under low-temperature / high-temperature environments.

[0071] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as the above embodiment one can be referred to the above introduction, and will not be described in detail. On this basis, please refer to Figure 3 , Figure 3 is a flowchart of the second embodiment of the new energy vehicle thermal management method of the present application, and the step S20 specifically comprises:

[0072] Step S201: obtaining a vehicle charging state and a vehicle high-voltage state according to the vehicle running state.

[0073] It should be noted that the vehicle charging state refers to the state of whether the vehicle is connected to a charger for charging. The vehicle high-voltage state refers to whether the electrical system of the vehicle has completed the high-voltage power-on process and entered the working state. In this step, the system reads the running state information of the vehicle through the vehicle CAN bus, especially the vehicle charging state (i.e. whether to plug in for charging) and the vehicle high-voltage state (whether the high voltage of the whole vehicle is completed). In addition, it should be noted that the charging state has higher priority than the high-voltage state (i.e. the high voltage is immediately turned on when the gun is plugged in, and the charging scene is processed).

[0074] Step S202: determining a switch state according to at least one of the battery temperature, the compressor working state and the air conditioner enabling signal, wherein the battery temperature comprises a battery average temperature, a battery minimum temperature and a battery maximum temperature, and the switch state comprises a driving refrigeration mode switch state, a driving heating mode switch state, a charging refrigeration mode switch state and a charging heating mode switch state.

[0075] It should be noted that in this step, the system will collect the battery temperature (including the average temperature, the minimum temperature, and the maximum temperature) in real time, receive the "allow to work" state signal fed back by the compressor controller and the enabling signal sent by the air conditioner panel. Based on the preset temperature threshold combination and signal logic relationship, the opening conditions of the driving refrigeration mode switch state, the driving heating mode switch state, the charging refrigeration mode switch state, and the charging heating mode switch state are dynamically determined.

[0076] In a feasible implementation, the step S202 specifically includes:

[0077] Step A10: determining the driving refrigeration mode switch state and the charging refrigeration mode switch state according to the battery average temperature, the battery maximum temperature, the compressor working state, and the air conditioner enabling signal, wherein the driving refrigeration mode switch state includes a driving refrigeration first mode switch state, a driving refrigeration second mode switch state, and a driving refrigeration third mode switch state, and the charging refrigeration mode switch state includes a charging refrigeration first mode switch state, a charging refrigeration second mode switch state, and a charging refrigeration third mode switch state.

[0078] It should be noted that the first mode, the second mode, and the third mode in the refrigeration mode respectively refer to the single cabin refrigeration, the single battery refrigeration, and the cabin and battery refrigeration at the same time. Specifically, the driving refrigeration mode switch state and the charging refrigeration mode switch state determination rules follow Table 1:

[0079] Table 1

[0080]

[0081] Step A20: determining the driving heating mode switch state and the charging heating mode switch state according to the battery average temperature and the battery minimum temperature.

[0082] It should be noted that in this step, the logic determination module preset in the system will determine the switch state in the driving heating mode and the charging heating mode according to the obtained battery average temperature and battery minimum temperature, the preset temperature threshold, and the condition. Specifically, the driving heating mode switch state and the charging heating mode switch state determination rules follow Table 2:

[0083] Table 2

[0084]

[0085] Step S203: determining a target thermal management mode according to at least one of the compressor working state, the vehicle high-voltage state, the vehicle charging state, and the battery temperature and the switch state, the target thermal management mode including a driving refrigeration mode, a driving heating mode, a charging refrigeration mode, and a charging heating mode.

[0086] It should be noted that the target thermal management mode refers to the most suitable thermal management mode selected by the system according to the current vehicle state and battery temperature and the like. It includes the driving refrigeration mode, the driving heating mode, the charging refrigeration mode, and the charging heating mode and the like. Each mode corresponds to different thermal management requirements and execution actions to ensure that the battery and the cab work in the most suitable temperature range. In this step, the system will comprehensively consider the compressor working state, the vehicle high-voltage state, the vehicle charging state, and the battery temperature and the like, combined with the switch state determined in step S202, and determine the target thermal management mode through a pre-set logical judgment rule. Specifically, the system will first check whether the compressor working state allows work, and then determine whether the vehicle is in a driving state or a charging state according to the vehicle high-voltage state and the charging state. Then, the system will further determine the target thermal management mode of the vehicle according to the battery temperature information and the switch state.

[0087] In a possible implementation, the step S203 specifically includes:

[0088] Step B10: when the vehicle high-voltage state is an active state, the compressor working state is an allowed working state, and the driving refrigeration mode switch state is an open state, determining that the target thermal management mode is the driving refrigeration mode, and the driving refrigeration mode includes a driving refrigeration first mode, a driving refrigeration second mode, and a driving refrigeration third mode.

[0089] It should be noted that in this step, the system will detect whether the vehicle is in a high-voltage state (i.e., whether the vehicle has started and is ready to drive), whether the compressor is in an allowed working state, whether the driving refrigeration mode switch is in an open state, the battery temperature, and the air conditioner enable signal, to further determine whether the current driving refrigeration is in the first mode, the second mode, or the third mode. In addition, it should be noted that the driving refrigeration first mode (single cab refrigeration) is mainly for refrigeration of the cab interior, and is suitable for the case that the battery temperature is moderate but the cab needs to be cooled. The driving refrigeration second mode (single battery refrigeration) is mainly for refrigeration of the battery pack, and is started when the battery temperature is too high and the cab does not need additional refrigeration. The driving refrigeration third mode (battery and cab refrigeration) is mainly for refrigeration of both the battery pack and the cab, and is suitable for the case that both of them need to be cooled in a high-temperature environment.

[0090] Step B20: when the vehicle charging state is the active state, the compressor working state is the allowed working state, and the charging refrigeration mode switch state is the open state, determining that the target thermal management mode is the charging refrigeration mode, and the charging refrigeration mode includes a charging refrigeration first mode, a charging refrigeration second mode, and a charging refrigeration third mode.

[0091] It should be noted that in this step, the system detects whether the vehicle is in the charging state (i.e., whether the charging gun has been inserted into the vehicle charging port), whether the compressor is in the allowed working state, and whether the charging refrigeration mode switch is in the open state. Then, according to the battery temperature and the air conditioning enable signal, it is further determined whether the current charging refrigeration mode is the first mode, the second mode, or the third mode. In addition, it should be noted that the charging refrigeration first mode (single cab refrigeration) is started when the cab needs to be cooled and the battery temperature is moderate during charging. The charging refrigeration second mode (single battery pack refrigeration) is used for the individual refrigeration of the battery pack during charging and is suitable for the case where the battery temperature is high and the cab does not need to be cooled. The charging refrigeration third mode (battery and cab refrigeration at the same time) is used to simultaneously meet the refrigeration needs of the battery pack and the cab during charging.

[0092] Step B30: when the vehicle high-voltage state is the active state and the driving heating mode switch state is the open state, determining that the target thermal management mode is the driving heating mode.

[0093] It should be noted that the driving heating mode is mainly aimed at the problem of battery performance degradation in low-temperature environments, and the activity and charging efficiency of the battery are improved by preheating the battery. In this step, the system detects whether the vehicle is in the high-voltage state and whether the driving heating mode switch is open. Then, according to whether the battery temperature is lower than the temperature threshold preset for this mode, it is determined whether to start the driving heating mode. It can be understood that the purpose of this step is to preheat the battery in a low-temperature environment to ensure the performance and charging efficiency of the battery.

[0094] Step B40: when the vehicle charging state is the active state and the charging heating mode switch state is the open state, determining that the target thermal management mode is the charging heating mode.

[0095] It should be noted that the charging heating mode is used for preheating the battery during charging and is suitable for charging scenarios in low-temperature environments, which is used to ensure the performance and charging efficiency of the battery. In this step, the system detects whether the vehicle is in the charging state and whether the charging heating mode switch is open. Then, according to whether the battery temperature is lower than the temperature threshold preset for this mode, it is determined whether to start the charging heating mode. It can be understood that the purpose of this step is to preheat the battery in a low-temperature charging environment to prevent charging efficiency from being reduced or the battery from being damaged due to low temperature.

[0096] In an implementable embodiment, the step S203 further comprises:

[0097] Step C10: Obtain the controller temperature and the motor temperature.

[0098] It should be noted that in this step, the system will collect the temperature data of the controller (such as the motor controller, the battery management system controller, etc.) in real time through the temperature sensor built-in the vehicle. At the same time, the real-time temperature data of the motor is collected through the temperature sensor built-in the motor or the temperature sensor arranged near the motor. In addition, it should be noted that the controller temperature refers to the core temperature of various controllers in the vehicle, including but not limited to the motor controller, the battery management system controller, etc. These controllers are sensitive to temperature, and both too high and too low temperature can affect their normal work. The motor temperature refers to the temperature inside the motor of the vehicle. The motor will generate a large amount of heat during operation, and if it cannot be cooled in time, it will lead to performance degradation or even damage of the motor.

[0099] Step C20: When the battery minimum temperature is greater than or equal to a preset first temperature threshold, the battery average temperature is greater than a second temperature threshold and less than a third temperature threshold, determine the target thermal management mode as the battery self-circulation mode, the first temperature threshold is less than the second temperature threshold, and the second temperature threshold is less than the third temperature threshold.

[0100] It should be noted that when the battery minimum temperature is greater than or equal to a preset first temperature threshold (5℃), the battery average temperature is greater than a second temperature threshold (8℃) and less than a third temperature threshold (32℃), determine the target thermal management mode as the battery self-circulation mode. Specifically, the thermal management control system will monitor the minimum temperature and average temperature of the battery in real time. When it is detected that the battery minimum temperature is ≥5℃ and the battery average temperature is between 8℃ and 32℃, the system determines that the current environmental temperature is suitable, and no additional cooling or heating operation is needed. The system automatically enters the battery self-circulation mode, as shown in the purple line diagram, i.e. only maintaining the basic heat circulation inside the battery to save energy. Figure 2

[0101] Step C30: When the vehicle high-voltage state is an active state and the controller temperature is greater than or equal to a preset controller temperature threshold, determine the target thermal management mode as the electric drive cooling mode.

[0102] ​It should be noted that when the on-vehicle high voltage state is active and the controller temperature is greater than or equal to a preset controller temperature threshold (45°C), the target thermal management mode is determined to be the electrically driven cooling mode. Specifically, the thermal management control system monitors the on-vehicle high voltage state and the controller temperature in real time. When it is detected that the on-vehicle high voltage state is active and the controller temperature is greater than or equal to 45°C, the system determines that the controller is at risk of overheating. The system immediately starts the electrically driven cooling mode by turning on the water pump corresponding to the controller (e.g., water pump 2 as shown in FIG. 2) and increasing the fan speed to reduce the controller temperature. Figure 2

[0103] Step C40: When the on-vehicle high voltage state is active and the motor temperature is greater than or equal to a preset motor temperature threshold, the target thermal management mode is determined to be the electrically driven cooling mode.

[0104] It should be noted that when the on-vehicle high voltage state is active and the motor temperature is greater than or equal to a preset motor temperature threshold (70°C), the target thermal management mode is determined to be the electrically driven cooling mode. Specifically, the thermal management control system monitors the on-vehicle high voltage state and the motor temperature in real time. When it is detected that the on-vehicle high voltage state is active and the motor temperature is greater than or equal to 70°C, the system determines that the motor is at risk of overheating. The system immediately starts the electrically driven cooling mode by turning on the water pump corresponding to the motor (e.g., water pump 2 as shown in FIG. 2) and increasing the fan speed to reduce the controller temperature. Figure 2

[0105] It can be understood that this step can prevent performance degradation or damage of the controller or motor due to overheating, ensuring stable operation of the vehicle electronic system.

[0106] In this embodiment, based on the vehicle operating state (such as the charging state and the high voltage state), the battery temperature parameters (average temperature, maximum temperature, minimum temperature), the compressor operating state, and the air conditioning enable signal, the target thermal management mode (including driving / charging refrigeration, heating, self-circulation, and electrically driven cooling) is automatically determined and switched, realizing intelligent pre-regulation and mode optimization of the battery temperature, solving the problem of affecting driving, charging efficiency, and user experience when the battery temperature is extreme, and thereby improving energy utilization, charging efficiency, and driving comfort.

[0107] Based on the first and second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as the above-mentioned first and second embodiments can be referred to the above description, and will not be repeated hereinafter. On this basis, please refer to Figure 4 , Figure 4 FIG. 3 is a flowchart of the third embodiment of the new energy vehicle thermal management method of the present application. After step S203, it further includes:

[0108] ​​Step D10: Obtain the overheat degree and the air conditioning demand rotating speed of the current thermal management system.

[0109] It should be noted that in this step, the system will obtain the overheat degree and the air conditioning demand rotating speed of the current system in real time. The overheat degree refers to the degree that the temperature of the refrigerant vapor at the outlet of the evaporator is higher than the saturation temperature at the corresponding pressure in the refrigeration system, which reflects the evaporation effect of the refrigerant in the evaporator. Excessive overheat degree will lead to reduced refrigeration efficiency, while insufficient overheat degree may cause liquid knock and damage the compressor. The air conditioning demand rotating speed is the required rotating speed of the compressor calculated by the air conditioning system according to the indoor environmental temperature, set temperature and thermal load, etc., which is used to adjust the indoor temperature to the comfortable range.

[0110] Step D20: When the vehicle refrigeration mode is the vehicle refrigeration third mode, the air conditioning demand rotating speed is the preset first rotating speed, and the overheat degree is greater than the first overheat degree threshold, the vehicle refrigeration third mode is switched to the vehicle refrigeration second mode.

[0111] It should be noted that when the system is in the vehicle refrigeration third mode (i.e., the cab and battery refrigeration mode), if the air conditioning demand rotating speed is the preset first rotating speed (i.e., 0, indicating that the air conditioning system has no refrigeration demand) and the overheat degree is greater than the first overheat degree threshold (e.g., 2℃), it indicates that the evaporator overheat degree is too high in the current refrigeration mode, which may cause insufficient refrigeration or system abnormality. At this time, the system will automatically switch the vehicle refrigeration third mode to the vehicle refrigeration second mode (i.e., the single battery refrigeration mode) to prioritize the cooling demand of the battery and prevent performance degradation or safety hazards caused by overheating of the battery.

[0112] Step D30: When the vehicle refrigeration mode is the vehicle refrigeration third mode, the air conditioning demand rotating speed is greater than the preset first rotating speed, and the overheat degree is less than or equal to the first overheat degree threshold, the vehicle refrigeration third mode is switched to the vehicle refrigeration first mode.

[0113] It should be noted that when the system is still in the vehicle refrigeration third mode (i.e., the cab and battery refrigeration mode), if the air conditioning demand rotating speed is greater than the preset first rotating speed (i.e., the current air conditioning compressor rotating speed is too large) and the overheat degree is less than or equal to the first overheat degree threshold, it indicates that the evaporator is working normally in the current refrigeration mode, and the battery refrigeration demand has been fully met. At this time, the system will switch the vehicle refrigeration third mode to the vehicle refrigeration first mode (i.e., the single cab refrigeration mode) to reduce energy consumption and improve the comfort of the cab.

[0114] In a possible implementation, after the step S203, the method further includes:

[0115] Step E10: When the vehicle refrigeration mode is the vehicle refrigeration second mode, obtain the environmental temperature and the refrigeration time.

[0116] It should be noted that when the system determines that the current is in the second mode of driving refrigeration (i.e., single battery refrigeration mode), the current environment temperature and the continuous refrigeration time in this mode are further obtained through the vehicle-mounted sensor. The environment temperature refers to the air temperature outside the vehicle or inside the cab, which is one of the important factors affecting the load and efficiency of the refrigeration system. The refrigeration time refers to the length of time elapsed from entering the current refrigeration mode to the current time. The purpose of obtaining these two parameters is to dynamically adjust the switch state of the refrigeration mode according to the actual situation of the environment temperature and the refrigeration time, so as to achieve more accurate temperature control and energy efficiency management.

[0117] Step E20: When the environment temperature is less than or equal to the preset environment temperature threshold and the refrigeration time is greater than the preset first execution time, the driving refrigeration mode switch state is switched from the open state to the closed state.

[0118] It should be noted that when the system monitors that the environment temperature is less than or equal to the preset environment temperature threshold (such as 25°C) and the refrigeration time exceeds the preset first execution time (such as 15 minutes), it indicates that the cooling demand of the battery under the current environment has been met, and continued refrigeration may cause energy waste. Therefore, the system automatically switches the switch state of the driving refrigeration mode from the open state to the closed state to stop the refrigeration operation of the battery, thereby saving energy and prolonging the service life of the battery.

[0119] In addition, it should be noted that the preset environment temperature threshold (25°C) and the preset first execution time (15 minutes) are determined by considering different vehicle types, battery characteristics, and actual use scenarios. The setting of these parameters aims to achieve efficient operation of the refrigeration system and reasonable use of energy.

[0120] Step E30: When the environment temperature is greater than the preset environment temperature threshold and the refrigeration time is greater than the preset second execution time, the driving refrigeration mode switch state is switched from the open state to the closed state.

[0121] It should be noted that when the system monitors that the environment temperature is higher than the preset environment temperature threshold (such as 25°C) and the refrigeration time exceeds the preset second execution time (such as 25 minutes), since the environment temperature is high, longer refrigeration time is needed to achieve the cooling effect. At this time, the system automatically switches the switch state of the driving refrigeration mode from the open state to the closed state. It can be understood that this step aims to balance the relationship between refrigeration demand and system energy efficiency, ensuring that the system remains stable and efficient under long-term operation.

[0122] In the embodiment, the vector included angle between the first vector and the second vector is obtained, and a rotation matrix for aligning two geometric surfaces is calculated according to the vector included angle. This process not only improves the accuracy of calculating the rotation matrix, but also improves the automation degree of subsequent mesh generation, so that the whole mesh generation process is more efficient.

[0123] The application also provides a new energy vehicle thermal management device, please refer to Figure 5 , the new energy vehicle thermal management device comprises:

[0124] The information acquisition module 10 is configured to acquire the vehicle operating state, the compressor operating state, the air conditioner enabling signal and the battery temperature.

[0125] The mode determination module 20 is configured to determine a target thermal management mode according to at least one of the vehicle operating state, the compressor operating state, the air conditioner enabling signal and the battery temperature.

[0126] The control logic module 30 is configured to obtain operating parameters of target control components according to the target thermal management mode, wherein the target control components include a compressor, a refrigerant electromagnetic valve, an electronic expansion valve, a fan, a water pump and a PTC heater.

[0127] The execution control module 40 is configured to perform thermal management on the vehicle battery and / or the cab based on the operating parameters, wherein the operating parameters include at least one of the compressor rotating speed, the refrigerant electromagnetic valve state, the electronic expansion valve opening degree, the fan rotating speed, the water pump state and the PTC heater power.

[0128] The new energy vehicle thermal management device provided by the application adopts the new energy vehicle thermal management method in the above embodiment, which can solve the technical problem of battery performance degradation affecting driving and charging experience under different working conditions. Compared with the prior art, the new energy vehicle thermal management device provided by the application has the same beneficial effects as the new energy vehicle thermal management method provided by the above embodiment, and other technical features in the new energy vehicle thermal management device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0129] The application provides a new energy vehicle thermal management device, which comprises at least one processor and a memory in communication connection with the at least one processor, wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the new energy vehicle thermal management method in the above embodiment one.

[0130] The following refers to Figure 6The diagram illustrates a structural schematic suitable for implementing the thermal management device for new energy vehicles in the embodiments of this application. The thermal management device for new energy vehicles in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The thermal management device for new energy vehicles shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0131] like Figure 6 As shown, the thermal management device for new energy vehicles may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the thermal management device for new energy vehicles. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touch screens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. The communication device 1009 allows the thermal management equipment of the new energy vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows thermal management equipment for new energy vehicles with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0132] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing program codes for executing the method shown in the flowchart. In such embodiments, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiments disclosed in the present application are executed.

[0133] The new energy vehicle thermal management device provided by the present application adopts the new energy vehicle thermal management method in the above-mentioned embodiments, which can solve the technical problem of battery performance degradation affecting driving and charging experience under different working conditions. Compared with the prior art, the new energy vehicle thermal management device provided by the present application has the same beneficial effects as the new energy vehicle thermal management method provided by the above-mentioned embodiments, and other technical features in the new energy vehicle thermal management device are the same as the features disclosed in the previous embodiment method, which will not be repeated here.

[0134] It should be understood that various parts of the present application can be realized by hardware, software, firmware or a combination thereof. In the description of the above-mentioned embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0135] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0136] The present application provides a computer readable storage medium having stored thereon computer readable program instructions (i.e. computer program) for executing the new energy vehicle thermal management method in the above-mentioned embodiments.

[0137] The computer readable storage medium provided in the application may, for example, be a U disk, but is not limited to an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, system, or device, or any combination of the above. More specific examples of the computer readable storage medium can include, but are not limited to, an electrical connection with one or more conductive wires, a portable computer disk, a hard disk, a RAM (Random Access Memory), a ROM (Read Only Memory), an EPROM (Erasable Programmable Read Only Memory or flash memory), an optical fiber, a CD-ROM (CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present embodiment, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer readable storage medium can be transmitted by any suitable medium, including but not limited to an electrical wire, an optical cable, an RF (Radio Frequency), and the like, or any suitable combination of the above.

[0138] The above computer readable storage medium can be included in a new energy vehicle thermal management device; or can exist separately and not be assembled into a new energy vehicle thermal management device.

[0139] The above computer readable storage medium carries one or more programs, when the one or more programs are executed by the new energy vehicle thermal management device, the new energy vehicle thermal management device: obtains a vehicle running state, a compressor working state, an air conditioner enabling signal, and a battery temperature; determines a target thermal management mode according to at least one of the vehicle running state, the compressor working state, the air conditioner enabling signal, and the battery temperature; obtains a running parameter of a target control component according to the target thermal management mode, the target control component including a compressor, a refrigerant electromagnetic valve, an electronic expansion valve, a fan, a water pump, and a PTC heater; and performs thermal management on a vehicle battery and / or a cab based on the running parameter, the running parameter including at least one of a compressor speed, a refrigerant electromagnetic valve state, an electronic expansion valve opening degree, a fan speed, a water pump state, and a PTC heater power.

[0140] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0141] The flow diagrams and the block diagrams in the drawings are illustrations of architectures, functionalities, and operations of possible implementations of systems, methods, and computer program products according to various embodiments of the present application. In this regard, each block in the flow diagrams or block diagrams can represent a module, a segment, or a portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks may

[0142] The modules involved in the embodiments of the present application can be implemented in the form of software or in the form of hardware. In some cases, the name of the module does not constitute a limitation on the module itself.

[0143] The readable storage medium provided by the present application is a computer readable storage medium, which stores computer readable program instructions (i.e., a computer program) for executing the new energy vehicle thermal management method described above, and can solve the technical problem of battery performance degradation affecting driving and charging experience under different working conditions. Compared with the prior art, the computer readable storage medium provided by the present application has the same beneficial effects as the new energy vehicle thermal management method provided by the above embodiments, and will not be described here.

[0144] The application further provides a computer program product comprising a computer program which, when executed by a processor, implements the steps of the new energy vehicle thermal management method as described above.

[0145] The computer program product provided by the application can solve the technical problem that the performance degradation of the battery under different working conditions affects the driving and charging experience. Compared with the prior art, the beneficial effects of the computer program product provided by the application are the same as those of the new energy vehicle thermal management method provided by the above-mentioned embodiments, and are not described here.

[0146] The above only describes some embodiments of the application, and does not limit the patent scope of the application. Any equivalent structural transformation, direct / indirect application in other related technical fields, or direct / indirect application in other related technical fields based on the technical concept of the application and the content of the specification and drawings are included in the patent protection scope of the application.

Claims

1. A new energy vehicle thermal management method, characterized in that, The method comprises: acquiring a vehicle running state, a compressor working state, an air conditioner enabling signal, and a battery temperature; determining a target thermal management mode according to at least one of the vehicle running state, the compressor working state, the air conditioner enabling signal, and the battery temperature; obtaining a running parameter of a target control component according to the target thermal management mode, the target control component comprising a compressor, a refrigerant electromagnetic valve, an electronic expansion valve, a fan, a water pump, and a PTC heater; performing thermal management on a vehicle battery and / or a cab based on the running parameter, the running parameter comprising at least one of a compressor rotating speed, a refrigerant electromagnetic valve state, an electronic expansion valve opening degree, a fan rotating speed, a water pump state, and a PTC heater power.

2. The method of claim 1, wherein, The step of determining the target thermal management mode according to at least one of the vehicle running state, the compressor working state, the air conditioner enabling signal, and the battery temperature comprises: obtaining a vehicle charging state and a vehicle high-voltage state according to the vehicle running state; determining a switch state according to at least one of the battery temperature, the compressor working state, and the air conditioner enabling signal, the battery temperature comprising a battery average temperature, a battery minimum temperature, and a battery maximum temperature, the switch state comprising a driving refrigeration mode switch state, a driving heating mode switch state, a charging refrigeration mode switch state, and a charging heating mode switch state; determining the target thermal management mode according to at least one of the compressor working state, the vehicle high-voltage state, the vehicle charging state, and the battery temperature and the switch state, the target thermal management mode comprising a driving refrigeration mode, a driving heating mode, a charging refrigeration mode, and a charging heating mode.

3. The method of claim 2, wherein, The step of determining the switch state according to at least one of the battery temperature, the compressor working state, and the air conditioner enabling signal comprises: determining the driving refrigeration mode switch state and the charging refrigeration mode switch state according to the battery average temperature, the battery maximum temperature, the compressor working state, and the air conditioner enabling signal, the driving refrigeration mode switch state comprising a driving refrigeration first mode switch state, a driving refrigeration second mode switch state, and a driving refrigeration third mode switch state, the charging refrigeration mode switch state comprising a charging refrigeration first mode switch state, a charging refrigeration second mode switch state, and a charging refrigeration third mode switch state; determining the driving heating mode switch state and the charging heating mode switch state according to the battery average temperature and the battery minimum temperature.

4. The method of claim 2, wherein, The step of determining the target thermal management mode according to at least one of the compressor working state, the vehicle high-voltage state, the vehicle charging state, and the battery temperature and the switch state comprises: when the vehicle high-voltage state is an active state, the compressor working state is an allowed working state, and the driving refrigeration mode switch state is an open state, determining that the target thermal management mode is the driving refrigeration mode, the driving refrigeration mode comprising a driving refrigeration first mode, a driving refrigeration second mode, and a driving refrigeration third mode; determining that the target thermal management mode is the charging refrigeration mode when the vehicle charging state is the active state, the compressor operating state is the allowed operating state, and the charging refrigeration mode switch state is the open state, the charging refrigeration mode including a charging refrigeration first mode, a charging refrigeration second mode, and a charging refrigeration third mode; determining that the target thermal management mode is the driving heating mode when the vehicle on-highway state is the active state and the driving heating mode switch state is the open state; determining that the target thermal management mode is the charging heating mode when the vehicle charging state is the active state and the charging heating mode switch state is the open state.

5. The method of claim 2, wherein, The step of determining the target thermal management mode according to at least one of the compressor operating state, the vehicle on-highway state, the vehicle charging state, and the battery temperature and the switch state includes: obtaining a controller temperature and a motor temperature; determining that the target thermal management mode is a battery self-circulation mode when the battery minimum temperature is greater than or equal to a preset first temperature threshold, the battery average temperature is greater than a second temperature threshold and less than a third temperature threshold, the first temperature threshold being less than the second temperature threshold, and the second temperature threshold being less than the third temperature threshold; determining that the target thermal management mode is an electric drive cooling mode when the vehicle on-highway state is the active state and the controller temperature is greater than or equal to a preset controller temperature threshold; determining that the target thermal management mode is the electric drive cooling mode when the vehicle on-highway state is the active state and the motor temperature is greater than or equal to a preset motor temperature threshold.

6. The method of claim 4, wherein, The step of determining that the target thermal management mode is the driving refrigeration mode when the vehicle on-highway state is the active state, the compressor operating state is the allowed operating state, and the driving refrigeration mode switch state is the open state further includes: obtaining an overheat degree of the current thermal management system and an air conditioner demand rotating speed; switching the driving refrigeration third mode to a driving refrigeration second mode when the driving refrigeration mode is the driving refrigeration third mode, the air conditioner demand rotating speed is a preset first rotating speed, and the overheat degree is greater than a first overheat degree threshold; switching the driving refrigeration third mode to a driving refrigeration first mode when the driving refrigeration mode is the driving refrigeration third mode, the air conditioner demand rotating speed is greater than the preset first rotating speed, and the overheat degree is less than or equal to the first overheat degree threshold.

7. The method of claim 4, wherein, The step of determining that the target thermal management mode is the driving refrigeration mode when the vehicle on-highway state is the active state, the compressor operating state is the allowed operating state, and the driving refrigeration mode switch state is the open state further includes: obtaining an environment temperature and a refrigeration time when the driving refrigeration mode is the driving refrigeration second mode; switching the driving refrigeration mode switch state from the open state to a closed state when the environment temperature is less than or equal to a preset environment temperature threshold and the refrigeration time is greater than a preset first execution time; switching the driving refrigeration mode switch state from the open state to the closed state when the environment temperature is greater than the preset environment temperature threshold and the refrigeration time is greater than a preset second execution time.

8. A new energy vehicle thermal management device, characterized in that, The apparatus includes: An information collection module is configured to acquire a vehicle operating state, a compressor operating state, an air conditioner enabling signal, and a battery temperature. A mode determination module is configured to determine a target thermal management mode according to at least one of the vehicle operating state, the compressor operating state, the air conditioner enabling signal, and the battery temperature. A control logic module is configured to obtain an operating parameter of a target control component according to the target thermal management mode, the target control component including a compressor, a refrigerant solenoid valve, an electronic expansion valve, a fan, a water pump, and a PTC heater. An execution control module is configured to perform thermal management on a vehicle battery and / or a cab based on the operating parameter, the operating parameter including at least one of a compressor rotating speed, a refrigerant solenoid valve state, an electronic expansion valve opening degree, a fan rotating speed, a water pump state, and a PTC heater power.

9. A new energy vehicle thermal management device, characterized in that, The device includes a memory, a processor, and a computer program stored on the memory and executable on the processor, and the computer program is configured to implement the steps of the new energy vehicle thermal management method according to any one of claims 1 to 7.

10. A storage medium, characterized by The storage medium is a computer readable storage medium, and the storage medium stores a computer program, and the computer program is executed by the processor to implement the steps of the new energy vehicle thermal management method according to any one of claims 1 to 7.

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