Vehicle thermal management method, system, and vehicle

Abstract

The application is suitable for the technical field of thermal management, and provides a vehicle thermal management method, a vehicle thermal management system and a vehicle. The method comprises the following steps: acquiring the temperature of a specified component of the vehicle; and connecting any one or more of at least two heat sources to a temperature rising loop according to the temperature of the specified component. The application effectively reduces the thermal management cost of the battery and / or the motor by introducing solar energy as a low-cost heat source, and on this basis, realizes fine control of thermal management through the at least two heat sources, that is, different numbers and different efficiencies of solar heat sources can be connected according to the temperature of the battery and / or the motor, so as to achieve different temperature rising speeds, and thus the application can adapt to various complex working conditions that the battery and / or the motor may face.

Description

Technical Field

[0001] This application belongs to the field of thermal management technology, and in particular relates to vehicle thermal management methods, systems and vehicles. Background Technology

[0002] As one of the energy sources for vehicles, batteries face complex and varied operating conditions during vehicle operation, among which temperature is one of the most important factors affecting battery operating conditions.

[0003] Temperature also has a critical impact on the performance, lifespan, and safety of vehicle batteries, especially at low temperatures. Changes in the electrochemical environment can lead to increased internal resistance and reduced capacity. In extreme cases, the electrolyte may even freeze, preventing the battery from discharging, significantly affecting the low-temperature performance of the battery system. Furthermore, charging efficiency is also affected by temperature during non-operational periods, reducing charging efficiency. Charging in low-temperature environments can even lead to overcharging, internal short circuits, and further, smoke, fire, or even explosion.

[0004] Similarly, the performance of various components in a vehicle is affected by temperature to varying degrees. In addition to the battery, the motor (for new energy vehicles) is also a typical component whose operating conditions are affected by temperature. In low-temperature environments, the motor may not achieve ideal operating efficiency.

[0005] Therefore, how to manage the thermal performance of vehicle components under low-temperature conditions is a significant challenge for the industry. Some solutions employ heating devices such as PTC heaters to manage the temperature of batteries and / or motors; however, these solutions still suffer from high thermal management costs.

[0006] Therefore, how to provide a more cost-effective vehicle thermal management method and system has become a technical problem that the industry urgently needs to solve. Summary of the Invention

[0007] This application provides a vehicle thermal management method, system, and vehicle, which can solve the problem of high thermal management costs.

[0008] In a first aspect, embodiments of this application provide a vehicle thermal management method, including:

[0009] Obtain the temperature of a specified component of the vehicle;

[0010] Based on the temperature of the specified component, connect any one or more of the two heat sources to the heating circuit;

[0011] The at least two heat sources are heat sources installed on the vehicle for absorbing solar energy and exchanging heat to the heating circuit; the heating circuit is a heat exchange circuit for exchanging heat from the at least two heat sources to the designated component through a heat exchange medium.

[0012] The above method effectively reduces the thermal management cost of batteries and / or motors by introducing solar energy as a low-cost heat source. On this basis, it achieves fine control of thermal management through at least two heat sources. That is, different numbers and efficiencies of solar heat sources can be connected according to the temperature of the battery and / or motor to achieve different heating rates, thereby adapting to various complex operating conditions that the battery and / or motor may face.

[0013] In one possible implementation of the first aspect, the at least two heat sources include a first heat source, a second heat source, and a third heat source;

[0014] The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes:

[0015] If the vehicle is determined to be in a charging state and the temperature of the battery is lower than a first preset temperature, the first heat source, the second heat source and the third heat source are connected to the battery circuit.

[0016] The first preset temperature is a low-temperature alarm threshold set according to the performance parameters of the battery.

[0017] The above method can connect the first heat source, the second heat source, and the third heat source to the battery circuit when the battery temperature is lower than the first preset temperature and the charging action is prohibited (to avoid safety risks), so as to quickly raise the battery temperature with the highest possible efficiency and reduce the charging waiting time at low cost.

[0018] In one possible implementation of the first aspect, the step of connecting any one or more of at least two heat sources to the heating circuit according to the temperature of the designated component includes:

[0019] If the vehicle is determined to be in a charging state and the temperature of the battery is lower than the second preset temperature and not lower than the first preset temperature, then connect any two of the first heat source, the second heat source and the third heat source to the battery circuit.

[0020] The second preset temperature is an allowable charging threshold set according to the performance parameters of the battery.

[0021] The above method can provide a thermal management strategy that is different from that when the temperature is below the first preset temperature, when the battery temperature is between the first preset temperature and the second preset temperature and the battery is in a rechargeable condition (but may not be the optimal operating condition). It connects two of the first heat source, the second heat source and the third heat source to the battery circuit, thereby ensuring the battery heating efficiency while keeping the other heat source in a standby state, providing a basis for the low-cost heating needs of other modules of the vehicle.

[0022] In one possible implementation of the first aspect, the step of connecting any one or more of at least two heat sources to the heating circuit according to the temperature of the designated component includes:

[0023] If the vehicle is determined to be in a charging state and the temperature of the battery is lower than the third preset temperature and not lower than the second preset temperature, then connect any one of the first heat source, the second heat source and the third heat source to the battery circuit.

[0024] The third preset temperature is a charging heat preservation threshold set according to the performance parameters of the battery.

[0025] The above method can connect one of the first heat source, the second heat source, and the third heat source to the battery circuit when the battery temperature is between the second and third preset temperatures and the battery is within the optimal charging temperature range. This avoids battery cooling caused by environmental factors, thus ensuring that the battery can maintain its charging state within the optimal temperature range and improving charging efficiency and safety at low cost.

[0026] In one possible implementation of the first aspect, the step of connecting any one or more of at least two heat sources to the heating circuit according to the temperature of the designated component includes:

[0027] If it is determined that the vehicle is in operation and the temperature of the motor is lower than the fourth preset temperature, then at least one or more of the two heat sources are connected to the motor circuit.

[0028] The fourth preset temperature is a motor operating temperature threshold set according to the vehicle's performance parameters.

[0029] The above method can connect any one or more of the first heat source, the second heat source, and the third heat source to the battery circuit when the motor temperature is lower than the fourth preset temperature and the motor is in an unfavorable operating temperature, thereby improving the motor heating efficiency and reducing the waiting time required for the motor to reach the optimal operating temperature at a low cost.

[0030] In one possible implementation of the first aspect, prior to the step of connecting any one or more of the at least two heat sources to the heating circuit based on the temperature of the designated component, the method further includes:

[0031] Obtain the ambient temperature;

[0032] The step of connecting any one or more of the at least two heat sources to the battery circuit according to the temperature of the battery includes:

[0033] Based on the temperature of the battery and the ambient temperature, one or more of the at least two heat sources are connected to the battery circuit;

[0034] The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes:

[0035] Based on the temperature of the motor and the ambient temperature, one or more of the at least two heat sources are connected to the motor circuit.

[0036] The above method introduces ambient temperature as a criterion for determining the access of a heat source, which can reduce the rapid rise in battery / motor temperature caused by the access of a heat source when the ambient temperature is high, thereby reducing the overheating problem and making vehicle thermal management more reliable.

[0037] In one possible implementation of the first aspect, prior to the step of connecting any one or more of the at least two heat sources to the heating circuit based on the temperature of the designated component, the method further includes:

[0038] Obtain light intensity parameters;

[0039] If the light intensity parameter is determined to be greater than a preset light intensity threshold, then, based on the temperature of the battery, any one or more of the at least two heat sources are connected to the battery circuit; or, based on the temperature of the motor, any one or more of the at least two heat sources are connected to the motor circuit.

[0040] The above method introduces light intensity parameters as a criterion for determining whether a heat source is connected to the motor circuit and / or battery circuit, which can reduce unnecessary operation of the motor circuit and / or battery circuit in environments with insufficient light intensity (which would result in unnecessary energy waste).

[0041] In one possible implementation of the first aspect, the at least two heat sources include a first heat source, a second heat source, and a third heat source; the first heat source is a solar heat source disposed on the windshield of the vehicle; the second heat source is a solar heat source disposed on the sunroof of the vehicle; and the third heat source is a solar heat source disposed on the rear windshield of the vehicle.

[0042] The above method places the heat source in the vehicle's windshield, sunroof, and rear windshield, which can more effectively utilize solar energy for thermal management and has higher energy absorption efficiency.

[0043] Secondly, embodiments of this application provide a vehicle thermal management device, comprising:

[0044] The battery circuit and the motor circuit are provided with heat exchange medium; the at least two heat sources are disposed on the vehicle surface and are heat-exchange connected to the battery circuit and / or the motor circuit; the battery is heat-exchange connected to the battery circuit; the motor is heat-exchange connected to the motor circuit.

[0045] The heat exchange medium can transfer the solar energy absorbed by the at least two heat sources to the battery and / or the motor.

[0046] Thirdly, embodiments of this application provide a vehicle thermal management system, including:

[0047] The acquisition module is used to acquire the temperature of specified components of the vehicle;

[0048] A heat exchange module is used to connect any one or more of at least two heat sources to a heating circuit according to the temperature of the specified component.

[0049] The at least two heat sources are heat sources installed on the vehicle for absorbing solar energy and exchanging heat to the heating circuit; the heating circuit is a heat exchange circuit for exchanging heat from the at least two heat sources to the designated component through a heat exchange medium.

[0050] Fourthly, embodiments of this application provide a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle thermal management method described in any one of the first aspects above.

[0051] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle thermal management method described in any one of the first aspects.

[0052] In a sixth aspect, embodiments of this application provide a computer program product that, when run on a terminal device, causes the terminal device to execute the vehicle thermal management method described in any one of the first aspects.

[0053] In a seventh aspect, embodiments of this application provide a vehicle, including the vehicle thermal management device described in the second aspect, the vehicle thermal management system described in the third aspect, or the terminal device described in the fourth aspect.

[0054] It is understood that the beneficial effects of the second to seventh aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] Figure 1 This is a schematic flowchart of the vehicle thermal management method provided in the embodiments of this application.

[0057] Figure 2 This is a schematic diagram of an application scenario provided in the embodiments of this application.

[0058] Figure 3 This is a schematic diagram of the heat exchange circuit provided in the embodiment of this application.

[0059] Figure 4 This is a flowchart illustrating a low-temperature charging scenario provided in an embodiment of this application.

[0060] Figure 5 This is a schematic diagram of the vehicle thermal management system provided in the embodiments of this application.

[0061] Figure 6 This is a schematic diagram of the structure of the terminal device provided in the embodiments of this application.

[0062] Figure label:

[0063] Heat source 201;

[0064] Battery 202;

[0065] Motor 203;

[0066] Battery circuit 204;

[0067] Motor circuit 205;

[0068] First heat source 2011;

[0069] Second heat source 2012;

[0070] The third heat source in 2013;

[0071] Get module 501;

[0072] Heat exchange module 502;

[0073] Terminal equipment 60;

[0074] Processor 601;

[0075] Memory 602;

[0076] Computer program 603. Detailed Implementation

[0077] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0078] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0079] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0080] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if detected [the described condition or event]" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once detected [the described condition or event]," or "in response to detection [the described condition or event]."

[0081] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0082] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0083] As described in the background section, existing technologies suffer from low efficiency and insufficient reliability in thermal management systems in certain environments, such as low-temperature environments.

[0084] Similar issues are particularly prominent in new energy vehicles (including pure electric vehicles and hybrid electric vehicles). Therefore, the following will use new energy vehicles as a typical example to explain this application in detail. The following explanation based on new energy vehicles does not mean that this application cannot be applied to traditional vehicles, but rather that new energy vehicles are used as examples of more difficult situations to better illustrate the solution of this application.

[0085] With the advent of the new energy era in the automotive industry, the scope, implementation methods, and components of thermal management have undergone significant changes. The main difference between new energy vehicles and traditional vehicles lies not only in the newly added core components of "three electrics" (battery, motor, and electronic control system), but also in the dramatically increased importance of the thermal management system. Traditional vehicle thermal management systems primarily consist of the engine, transmission cooling systems, and air conditioning, while new energy vehicle thermal management systems encompass almost all components, including the power battery and drive motor, making them far more complex and thus a key focus for related companies' development.

[0086] Compared to traditional vehicles, new energy vehicles suffer from severe battery capacity degradation under low-temperature conditions (especially below -20°C), and existing solutions to this problem are not entirely satisfactory.

[0087] For example, some existing technologies use heat sources such as PTC to heat the battery pack so that the battery can operate at a suitable temperature. However, when using PTC for heating, the energy loss of the battery is significant. Therefore, although these solutions enable the battery to operate within a suitable temperature range, they still cannot improve the vehicle's range.

[0088] For example, when new energy vehicles are fast-charged in low-temperature environments (such as -30℃ / -20℃ / -10℃), in order to ensure the safety of battery pack charging at low temperatures, PTC / motor stall heating / battery pack thermal shock technology is used to heat the cell temperature to 0℃ before starting to heat the battery pack. The battery pack heating process is expected to consume 5% to 6% of the battery pack's power and is expected to take 20 to 30 minutes. That is, a certain amount of battery pack energy needs to be consumed for heating before the charging process begins, which seriously affects the charging efficiency. In addition, the battery performance is poor in low-temperature environments, so the preheating process may be affected by the low battery level and fail to heat the battery to the appropriate temperature. Charging at an inappropriate temperature may cause overcharging, internal short circuits, and further lead to problems such as smoke, fire, or even explosion.

[0089] Therefore, it is understandable that the existing temperature control scheme is heavily dependent on the remaining battery power. On the one hand, the heating process consumes battery power, resulting in certain thermal management costs. On the other hand, when the battery power is insufficient, the heating thermal management scheme cannot be fully implemented, requiring vehicle operators and maintenance personnel to introduce external heat sources to ensure charging safety, which further increases the vehicle usage costs under certain circumstances.

[0090] To address the aforementioned issues, a feasible solution is to use the vehicle's sunroof as a solar energy absorption carrier, directly converting solar energy into heat to heat the motor and / or battery. This ensures that the battery and motor can still operate within their optimal performance range in low-temperature environments. By introducing solar energy as a more economical external heat source, this solution can address the aforementioned problems to some extent, especially the charging safety issues when the temperature is low and the battery charge is extremely low.

[0091] However, this solution still has room for improvement. The thermal management conditions that require heating for batteries and / or motors are quite complex. Although solar energy can be used as a heat source (or supplementary heat source) to achieve heating, the precise control of solar energy is difficult. In some cases, there is a risk that vehicle components may repeatedly switch between overheating and overcooling as the solar thermal management system operates and stops, which may affect the lifespan of vehicle components such as batteries and motors.

[0092] In addition, this solution has limited ability to address the low-temperature capabilities of batteries / motors, and cannot absorb more solar energy resources at extremely low temperatures to provide thermal management protection for batteries / motors. In other words, there is still room for improvement in the efficiency of solar energy absorption.

[0093] Therefore, embodiments of this application provide a vehicle thermal management method, such as... Figure 1 ,include:

[0094] Step 102: Obtain the temperature of a specified component of the vehicle;

[0095] Step 104: Based on the temperature of the specified component, connect any one or more of the two heat sources 201 to the heating circuit.

[0096] Among them, at least two heat sources 201 are heat sources installed on the vehicle for absorbing solar energy and exchanging heat to the heating circuit; the heating circuit is a heat exchange circuit for exchanging heat from the at least two heat sources 201 to the designated component through a heat exchange medium.

[0097] In this embodiment, the vehicle is the vehicle for which thermal management control is applied.

[0098] The specified components include battery 202 and / or motor 203.

[0099] Depending on the vehicle type, the temperature of battery 202 may be the temperature of a traditional fuel vehicle battery, the temperature of a new energy vehicle power battery, etc. In other words, battery 202 in this embodiment refers to a battery that requires thermal management.

[0100] Furthermore, for the power batteries of new energy vehicles, they are usually installed in the vehicle in the form of battery packs. Due to the limited design space of the vehicle, the positions of the individual cells in the battery pack may be relatively dispersed, and the volume of the battery pack may be relatively large. In this case, the temperature of the battery pack can be understood as the temperature distribution of the battery pack.

[0101] Both the temperature of battery 202 and the temperature distribution of the battery pack when battery 202 is used can be obtained through one or more temperature sensors that are pre-set on battery 202.

[0102] It is worth noting that in this embodiment, in the branch scheme that includes temperature control of motor 203, the vehicle type should be a new energy vehicle (such as a hybrid vehicle, a pure electric vehicle, etc.), while in the branch scheme that only includes temperature control of battery 202, the vehicle type can be either a new energy vehicle or a traditional fuel vehicle.

[0103] Similarly, the temperature of motor 203 can be obtained through a temperature sensor pre-set on motor 203.

[0104] Furthermore, the heating circuit may include a battery circuit 204 and / or a motor circuit 205; the battery circuit 204 and the motor circuit 205 may be two independent circuits or two parts of a single overall circuit. In the latter case, circuit flow may be achieved for the battery 202 or for the motor 203 only through control signals (e.g., control valve opening / closing).

[0105] Both the battery circuit 204 and the motor circuit 205 are equipped with heat exchange medium. In a preferred embodiment, the heat exchange medium is a heat exchange medium that can work in a preset low temperature environment (e.g., -30 degrees Celsius).

[0106] In this embodiment, at least two heat sources 201 are used to absorb solar energy and exchange heat to the heat exchange medium. Based on the function of the heat source 201, in a preferred embodiment, any one of the at least two heat sources 201 includes a solar energy absorption part disposed on the outer surface of the vehicle. In a more preferred embodiment, the solar energy absorption part is a transparent solar energy absorption part that can be disposed on the windshield and sunroof of the vehicle.

[0107] Correspondingly, when the battery circuit 204 or the motor circuit 205 has a portion installed on the vehicle's windshield and sunroof, this portion of the circuit should be a transparent circuit, and the heat exchange medium should be a transparent heat exchange medium.

[0108] One of the purposes of introducing at least two heat sources 201 in this embodiment is to finely control the heating rate by the number of heat sources 201 connected to the battery circuit 204 and / or the motor circuit 205, so that the vehicle's heating needs can be met without the battery 202 providing energy, within the power range that solar energy can provide.

[0109] Figure 2 This embodiment illustrates an optional application scenario where a heat source 201 is located on the sunroof of a vehicle and is connected to the battery 202 and the motor 203 via a battery circuit 204 and a motor circuit 205, respectively. Under the control of the vehicle controller (an optional execution entity in this embodiment), the battery circuit 204 and / or the motor circuit 205 can operate under specific conditions to complete heat transfer.

[0110] The beneficial effects of this embodiment are as follows:

[0111] By introducing solar energy as a low-cost heat source 201, the thermal management cost of battery 202 and / or motor 203 is effectively reduced. On this basis, fine control of thermal management can be achieved through at least two heat sources 201. That is, different numbers and efficiencies of solar heat sources can be connected according to the temperature of battery 202 and / or motor 203 to achieve different heating rates, thereby adapting to various complex operating conditions that battery 202 and / or motor 203 may face.

[0112] According to the above embodiments, in yet another embodiment:

[0113] At least two heat sources 201 include a first heat source 2011, a second heat source 2012, and a third heat source 2013;

[0114] The step of connecting any one or more of the at least two heat sources 201 to the heating circuit according to the temperature of the specified component includes:

[0115] Once it is determined that the vehicle is in a charging state and the temperature of the battery 202 is lower than the first preset temperature, the first heat source 2011, the second heat source 2012 and the third heat source 2013 are connected to the battery circuit 204.

[0116] The first preset temperature is a low temperature alarm threshold set according to the performance parameters of battery 202.

[0117] This embodiment and subsequent embodiments provide a thermal management control scheme including at least three heat sources 201, namely a first heat source 2011, a second heat source 2012, and a third heat source 2013.

[0118] Specifically, in this embodiment, the state below the first preset temperature can be understood as the vehicle component 202 having the highest priority for heating. In some extreme cases (such as when the temperature is below the first preset temperature and the charge is below the preset discharge threshold), the discharge of the battery 202 for heating should be prohibited. In this case, the solar heat source can be fully connected to the battery circuit 204 to raise the temperature of the battery 202 as soon as possible and meet the charging demand to start charging as soon as possible.

[0119] Furthermore, this embodiment provides a first preset temperature, i.e., a low temperature alarm threshold. It can be understood that a battery 202 with a temperature lower than the first preset temperature should be in a poor operating condition. In this case, charging of the battery 202 can be prohibited. That is, in some optional embodiments, the first preset temperature can be a charging prohibition threshold that does not allow the battery 202 to charge.

[0120] Furthermore, the first preset temperature can also be set based on the discharge conditions of the battery 202. That is, in some optional embodiments, the first preset temperature can be a prohibition threshold that prevents the battery 202 from discharging (to heat the various components of the vehicle).

[0121] It is worth noting that, depending on the type and physical parameters of the battery 202 (e.g., batteries 202 based on different chemical systems, or battery packs with different capacities and distribution of individual battery 202 cells), the specific value of the first preset temperature may be different. That is, the value of the first preset temperature in the vehicle thermal management system based on the first type of battery pack may be different from the value of the first preset temperature in the vehicle thermal management system based on the second type of battery pack.

[0122] Furthermore, in this embodiment, the limitation of the vehicle being in a charging state refers to the vehicle performing a charging task or a scheduled charging task. This task should be understood as the overall task including the pre-charging waiting time and / or the battery 202 heating time, rather than just the period when energy from the charging pile (or external energy such as a fuel engine) is input to the battery 202 to cause an electrochemical reaction.

[0123] The beneficial effects of this embodiment are as follows:

[0124] When the battery 202 temperature is lower than the first preset temperature and the charging action is prohibited (to avoid safety risks), the first heat source 2011, the second heat source 2012 and the third heat source 2013 can all be connected to the battery circuit 204 to quickly raise the battery 202 temperature with the highest possible efficiency and reduce the charging waiting time at low cost.

[0125] According to any of the above embodiments, in yet another embodiment:

[0126] The step of connecting any one or more of the at least two heat sources 201 to the heating circuit according to the temperature of the specified component includes:

[0127] If the vehicle is in a charging state and the temperature of the battery 202 is lower than the second preset temperature and not lower than the first preset temperature, connect any two of the three heat sources 2011, 2012 and 3013 to the battery circuit 204.

[0128] The second preset temperature is an allowable charging threshold set according to the performance parameters of the battery 202.

[0129] In this embodiment, the state in which the battery 202 temperature is higher than the first preset temperature can be understood as having left the "dangerous" stage. Although the battery 202 temperature has not yet reached the second preset temperature, i.e. the allowable charging threshold, the heating priority of the battery 202 is slightly reduced at this time, and some of the solar-based heat source 201 can be reserved as a backup. If other components of the vehicle need to be heated, the heat source 201 that is not used to heat the battery 202 can be connected to the heating circuit where the component is located.

[0130] Furthermore, in some alternative embodiments, if there are no other components in the vehicle that need to be heated, then even if the temperature of the battery 202 is higher than the first temperature threshold, the first heat source 2011, the second heat source 2012, and the third heat source 2013 can still be connected to the battery circuit 204 to continue to rapidly heat up the battery 202.

[0131] It is worth noting that, depending on the type and physical parameters of the battery 202 (e.g., batteries 202 based on different chemical systems, or battery packs with different capacities and cell distributions of the battery 202), the specific value of the second preset temperature may be different. That is, the value of the second preset temperature in the vehicle thermal management system based on the first type of battery pack may be different from the value of the second preset temperature in the vehicle thermal management system based on the second type of battery pack.

[0132] The beneficial effects of this embodiment are as follows:

[0133] When the battery 202 temperature is between the first preset temperature and the second preset temperature, and the battery 202 is in a rechargeable state (but may not be in the optimal operating condition), a thermal management strategy different from that when the temperature is below the first preset temperature is provided. Two of the first heat source 2011, the second heat source 2012 and the third heat source 2013 are connected to the battery circuit 204. This ensures the heating efficiency of the battery 202 while keeping the other heat source 201 in a standby state, providing a basis for the low-cost heating needs of other modules of the vehicle.

[0134] According to any of the above embodiments, in yet another embodiment:

[0135] The step of connecting any one or more of the at least two heat sources 201 to the heating circuit according to the temperature of the specified component includes:

[0136] If the vehicle is in a charging state and the temperature of the battery 202 is lower than the third preset temperature and not lower than the second preset temperature, then connect any one of the three heat sources 2011, 2012 and 3013 to the battery circuit 204.

[0137] The third preset temperature is a charging and heat preservation threshold set according to the performance parameters of battery 202.

[0138] In this embodiment, the state in which the temperature of the battery 202 is higher than the second preset temperature can be understood as entering a state where it can be charged. That is, when the steps of this embodiment are executed, the battery 202 may be in the process of connecting to the charging pile to output energy and undergoing an electrochemical reaction to replenish the power.

[0139] In this case, the charging process of battery 202 may generate some heat, but this heat may not be enough to ensure that battery 202 is maintained within the optimal temperature range for charging (e.g., between the second preset temperature and the third preset temperature). Therefore, depending on the power of the heat source 201, one of the more suitable heat sources 201 can be selected to be connected to the battery circuit 204 to resist the natural heat dissipation of battery 202 and keep it within the optimal temperature range for charging.

[0140] Furthermore, when the temperature of battery 202 is not lower than the third preset temperature, it can be considered that the temperature of battery 202 has reached or is close to the upper limit of the optimal temperature range for charging. At this time, heating battery 202 through heat source 201 may cause the temperature to be too high and affect the charging safety of battery 202. Therefore, in an optional embodiment, if it is determined that the vehicle is in a charging state and the temperature of battery 202 is not lower than the third preset temperature, the battery circuit 204 is controlled to stop working.

[0141] As an example and not a limitation, in a scheme that uses a pump to drive the heat exchange medium in the battery circuit 204 to achieve heat exchange, stopping the operation of the battery circuit 204 can be understood as stopping the energy input to the pump, thus causing the pump to stop working.

[0142] It is worth noting that, depending on the type and physical parameters of the battery 202 (e.g., batteries 202 based on different chemical systems, or battery packs with different capacities and cell distributions of the battery 202), the specific value of the third preset temperature may be different. That is, the value of the third preset temperature in the vehicle thermal management system based on the first type of battery pack may be different from the value of the third preset temperature in the vehicle thermal management system based on the second type of battery pack.

[0143] The beneficial effects of this embodiment are as follows:

[0144] When the battery 202 temperature is between the second preset temperature and the third preset temperature, and the battery 202 is within the optimal charging temperature range, one of the first heat source 2011, the second heat source 2012, and the third heat source 2013 can be connected to the battery circuit 204. This avoids the battery 202 cooling down due to environmental factors, thereby ensuring that the battery 202 can maintain a charging state within the optimal temperature range, and improving charging efficiency and safety at low cost.

[0145] According to any of the above embodiments, in this embodiment:

[0146] The step of connecting any one or more of the at least two heat sources 201 to the heating circuit according to the temperature of the specified component includes:

[0147] If the vehicle is determined to be in operation and the temperature of the motor 203 is lower than the fourth preset temperature, then at least one or more of the two heat sources 201 will be connected to the motor circuit 205.

[0148] The fourth preset temperature is the operating temperature threshold of motor 203 set according to the vehicle's performance parameters.

[0149] Unlike the above embodiments where the vehicle is in a charging state, when the vehicle is running, the motor 203 has a certain temperature rise requirement, especially when the vehicle is cold-started and the motor 203 itself is at a low temperature. Therefore, this embodiment provides a solution for heating the motor 203 based on solar energy.

[0150] In this embodiment, the vehicle is in operation. While the motor 203 has a heating requirement, other components may also have heating requirements. At this time, at least two heat sources 201 can be allocated according to the priority of the heating requirements of each component to ensure the operation of the whole vehicle more efficiently.

[0151] The following will take the temperature rise requirements of battery 202 and motor 203 during vehicle operation as an example for further explanation.

[0152] When the vehicle is cold-started, the motor 203 is usually in a low-temperature state (that is, the temperature of the motor 203 is usually not effectively thermally managed when the vehicle is stopped), while the battery 202 is subject to at least the following two possible situations.

[0153] In the first case, the time for battery 202 to complete charging is shorter than the first set threshold, and the temperature of battery 202 is above the second set threshold. Therefore, the temperature rise requirement of battery 202 is much weaker than the temperature rise requirement of motor 203. At this time, all heat sources 201 can be connected to motor circuit 205 (assuming that no other components need to be heated except for battery 202) to quickly raise the temperature of motor 203.

[0154] In the second scenario, if the charging time of battery 202 is longer than the first set threshold and the temperature of battery 202 is below the second set threshold, then the heating demand of battery 202 is on the same order of magnitude as the heating demand of motor 203. For independent battery circuit 204 and motor circuit 205, the difference (or ratio) between the temperature of motor 203 and the temperature threshold of motor 203 and the difference (or ratio) between the temperature of battery 202 and the temperature threshold of battery 202 (e.g., the second set threshold) can be compared to allocate the number of heat sources 201 connected to motor circuit 205 and battery circuit 204. If battery circuit 204 and motor circuit 205 are part of an overall heat exchange circuit, the overall heat exchange circuit can be controlled to connect battery circuit 204 and motor circuit 205 to achieve simultaneous heating of motor 203 and battery 202 by heat source 201.

[0155] The beneficial effects of this embodiment are as follows:

[0156] When the temperature of the motor 203 is lower than the fourth preset temperature and the motor 203 is at an unfavorable operating temperature, any one or more of the first heat source 2011, the second heat source 2012, and the third heat source 2013 can be connected to the battery circuit 204 to improve the heating efficiency of the motor 203 and reduce the waiting time required for the motor 203 to reach the optimal operating temperature at a low cost.

[0157] According to any of the above embodiments, in yet another embodiment, before the step of connecting any or more of the at least two heat sources to the heating circuit based on the temperature of the designated component, the method further includes:

[0158] Obtain the ambient temperature;

[0159] The step of connecting any one or more of the at least two heat sources 201 to the heating circuit according to the temperature of the specified component includes:

[0160] Based on the temperature of the battery 202 and the ambient temperature, at least one or more of the two heat sources 201 are connected to the battery circuit 204.

[0161] The step of connecting any one or more of the at least two heat sources 201 to the heating circuit according to the temperature of the specified component includes:

[0162] Based on the temperature of the motor 203 and the ambient temperature, at least one or more of the two heat sources 201 are connected to the motor circuit 205.

[0163] The above embodiments provide heating strategies in low-temperature environments. This embodiment, based on any of the above embodiments, provides a thermal management composite execution strategy based on ambient temperature, that is, it considers the temperature difference between the ambient temperature and the temperature of the motor 203 and / or the battery 202 to control the access of the heat source 201.

[0164] The specific implementation of ambient temperature and thermal management control will be discussed below based on this embodiment.

[0165] In one alternative implementation, the ambient temperature is low (this implementation will take an ambient temperature of -15 degrees Celsius as an example), while the battery 202 is at a high temperature (this implementation will take a battery 202 temperature of 20 degrees Celsius as an example) because the vehicle has just stopped running and entered the charging mode. At this time, the difference between the ambient temperature and the battery 202 temperature is -35 degrees Celsius, that is, the battery 202 cannot naturally obtain heat from the environment to raise the battery 202 temperature. At this time, the step of connecting any one or more of the two heat sources 201 to the battery circuit 204 according to the temperature of the battery 202 is performed.

[0166] Since the temperature of battery 202 in this embodiment is 20 degrees Celsius, which is not lower than the second preset temperature (assumed to be 20 degrees Celsius) and lower than the third preset temperature (assumed to be 30 degrees Celsius), a heat source 201 can be selected and connected to battery circuit 204 to achieve heat preservation, referring to the aforementioned embodiment.

[0167] In another optional implementation, when the vehicle scheduled charging begins, the temperature of the battery 202 has dropped to the same level as the ambient temperature, and the other conditions are the same as in the previous implementation. At this time, the difference between the ambient temperature and the temperature of the battery 202 is 0 degrees Celsius. The battery 202 still cannot obtain heat from the environment naturally to raise the temperature of the battery 202. The step of connecting any one or more of the two heat sources 201 to the battery circuit 204 according to the temperature of the battery 202 is still performed.

[0168] Since the battery 202 temperature is -15 degrees Celsius in this embodiment, which is lower than the first preset temperature (assumed to be 0 degrees Celsius), the step of connecting any one or more of the at least two heat sources 201 to the battery circuit 204 can be referred to in the aforementioned embodiment.

[0169] In another alternative implementation, the vehicle is parked in an area with a large temperature difference between day and night. The battery 202 in the vehicle parked overnight is at a lower temperature (e.g., 15 degrees Celsius), while the ambient temperature changes to 28 degrees Celsius as the sun rises. At this time, the temperature difference between the ambient temperature and the temperature of the battery 202 is 13 degrees Celsius, and the battery 202 can naturally obtain a certain amount of heat from the environment.

[0170] Furthermore, in this embodiment, the temperature of battery 202 is 15 degrees Celsius, which is not lower than the first preset temperature (assumed to be 0 degrees Celsius) and lower than the second preset temperature (assumed to be 20 degrees Celsius). In the aforementioned embodiment, which does not consider the ambient temperature factor, two of the first heat source 2011, the second heat source 2012, and the third heat source 2013 are connected to the battery 202 heating circuit. However, in this embodiment, considering that the ambient temperature is high and the battery 202 can naturally obtain a certain amount of heat, one of the first heat source 2011, the second heat source 2012, and the third heat source 2013 can be connected to the battery 202 heating circuit to prevent the battery 202 from overheating.

[0171] The above implementation method is provided for the heating requirement of battery 202. The heating requirement of motor 203 is similar, so it will not be described again here.

[0172] The beneficial effects of this embodiment are as follows:

[0173] Introducing ambient temperature as a criterion for the access of heat source 201 can reduce the rapid temperature rise of battery 202 / motor 203 caused by the access of heat source 201 when the ambient temperature is high, thus reducing the overheating problem and making vehicle thermal management more reliable.

[0174] According to any of the above embodiments, in yet another embodiment, before the step of connecting any or more of the at least two heat sources to the heating circuit based on the temperature of the designated component, the method further includes:

[0175] Obtain light intensity parameters;

[0176] If the light intensity parameter is determined to be greater than the preset light intensity threshold, then, based on the temperature of the battery 202, any one or more of the two heat sources 201 are connected to the battery circuit 204; or, based on the temperature of the motor 203, any one or more of the two heat sources 201 are connected to the motor circuit 205.

[0177] In this embodiment, the light intensity parameter is the light intensity at the corresponding position of the solar energy absorption section of at least two heat sources 201 obtained by the sensor. In some scenarios, such as cloudy or rainy days, the absorption efficiency of solar energy is low. In this case, the energy consumption of the solar-powered battery circuit 204 and motor circuit 205 is on the same order of magnitude as the heat energy provided by the solar energy. Therefore, in this case, the battery circuit 204 and motor circuit 205 can be turned off, and the traditional method of thermal management control can still be used.

[0178] The beneficial effects of this embodiment are as follows:

[0179] Introducing light intensity parameters as a criterion for determining whether heat source 201 is connected to motor circuit 205 and / or battery circuit 204 can reduce unnecessary operation of motor circuit 205 and / or battery circuit 204 in environments with insufficient light intensity (which would result in unnecessary energy waste).

[0180] According to any of the above embodiments, in yet another embodiment:

[0181] At least two heat sources 201 include a first heat source 2011, a second heat source 2012, and a third heat source 2013; the first heat source 2011 is a solar heat source installed on the windshield of the vehicle; the second heat source 2012 is a solar heat source installed on the sunroof of the vehicle; and the third heat source 2013 is a solar heat source installed on the rear windshield of the vehicle.

[0182] The beneficial effects of this embodiment are as follows:

[0183] By placing the heat source 201 in the vehicle's windshield, sunroof, and rear windshield, solar energy can be used more effectively for thermal management, resulting in higher energy absorption efficiency.

[0184] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0185] The following will provide an embodiment of a vehicle thermal management device based on the above-described vehicle thermal management method. In some optional embodiments, the device embodiment can serve as the basis for implementing the above-described method embodiment.

[0186] Specifically, this application provides a vehicle thermal management device, including a battery 202, a motor 203, a battery circuit 204, a motor circuit 205, and at least two heat sources 201;

[0187] Heat exchange mediums are provided in the battery circuit 204 and the motor circuit 205; at least two heat sources 201 are provided on the vehicle surface and are heat exchanged with the battery circuit 204 and / or the motor circuit 205; the battery 202 is heat exchanged with the battery circuit 204; the motor 203 is heat exchanged with the motor circuit 205.

[0188] The heat exchange medium is capable of transferring solar energy absorbed by at least two heat sources 201 to the battery 202 and / or the motor 203.

[0189] Figure 3 An optional heat exchange loop structure is shown as an example. Figure 4 A flowchart illustrating a low-temperature charging scenario is shown.

[0190] The following will be Figure 3 Based on the structure shown, and in conjunction with the foregoing embodiments, a relatively complete implementation example is provided, specifically:

[0191] The purpose of this implementation method is:

[0192] 1. Taking advantage of the panoramic glass roof of new energy vehicles, heat-absorbing pipes are arranged in the glass roof, windshield and rear window respectively. In low-temperature environment, solar energy is absorbed to heat and keep the battery pack 202 according to the actual needs of the car owner.

[0193] 2. Currently, new energy vehicles are being slowly charged at high voltage in low-temperature environments (-30℃ / -20℃ / -10℃). According to the user's APP settings, solar energy can be turned on in advance / automatically to heat and keep the battery pack 202 warm, reducing energy consumption caused by strategies such as plugging in the charging gun and keeping it warm, and effectively reducing charging time.

[0194] 3. Under different low-temperature environments (-30℃ to -10℃), the performance degradation of the lithium battery 202 of NCM / LFP is basically 30-10%, and the overall efficiency of the motor 203 decreases by at least 3% compared with the normal temperature, which seriously affects the power economy of the vehicle. This implementation method insulates the battery 202 pack in advance according to actual needs, and at the same time uses the motor 203 insulation heating circuit to ensure the optimal power / efficiency performance of the motor 203, thereby ensuring the best power economy for customers when using the vehicle.

[0195] This implementation method can effectively and fully utilize solar energy resources to provide thermal protection for the battery 202 system, further reducing the risk of the battery 202 pack during low-temperature charging and improving the charging speed of the battery 202. At the same time, it can improve the charging and discharging power of the battery 202, effectively reduce the problem of battery 202 performance degradation in winter, improve the overall vehicle range, and thus effectively reduce the cost of vehicle use.

[0196] Specifically, the specific solutions of this embodiment include:

[0197] 1. In low-temperature environments (-30℃~-10℃), the parking and scheduled charging will be activated in stages according to the user's actual needs (thermal management circuit 1 / thermal management circuit 2 / thermal management circuit 3) to use solar energy to absorb heat and keep the battery 202 warm.

[0198] Ambient temperature information T0, cell temperature information T of battery pack 202 battery Thermal management circuit heating agent circuit temperature T max

[0199] 1) When the battery temperature T202 battery ≤T Set When the vehicle receives the scheduled charging command, the water pump 1 is turned on and the vehicle thermal management circuit 3 is turned on. The thermal management circuit 1 exchanges heat to the battery 202 pack through the heat exchanger 1 to heat the battery 202 cells.

[0200] Water pump 1 → Three-way valve 1 → Front windshield thermal management pipeline → Three-way valve 2 → Four-way valve 3 → Four-way valve 1 → Roof glass pipeline → Four-way valve 2 → Rear windshield pipeline → Three-way valve 3 → Heat exchanger 1 → Four-way valve 4 → Battery 202 pack cooling water channel → Three-way valve 4 → Water pump 1

[0201] 2) When the battery temperature T202 Set ≤T battery ≤T Mid At this time, the vehicle thermal management circuit 1 is closed and the vehicle thermal management circuit 2 is opened to ensure the low-rate heating performance of the battery 202;

[0202] Water pump 1 → Three-way valve 1 → Windshield thermal management pipeline → Three-way valve 2 → Four-way valve 3 → Four-way valve 1 → Roof glass pipeline → Four-way valve 2 → Three-way valve 6 → Three-way valve 7 → Heat exchanger 1 → Four-way valve 4 → Battery 202 pack cooling water channel → Three-way valve 4 → Water pump 1

[0203] 3) When the battery temperature T202 Mid ≤T battery ≤T High At this time, the vehicle's thermal management circuit 1 is activated to ensure the minimum heating and heat preservation performance of the battery 202, and to ensure the optimal charging temperature T of the battery cell. Best；

[0204] Water pump 1 → Three-way valve 1 → Windshield thermal management pipeline → Three-way valve 2 → Four-way valve 3 → Three-way valve 7 → Heat exchanger 1 → Four-way valve 4 → Battery 202 pack cooling water channel → Three-way valve 4 → Water pump 1

[0205] 4) When the battery temperature T202 battery ≥T High At that time, the heating and insulation circuit of battery 202 is shut off;

[0206] 5) When the battery temperature T202 battery When the temperature gradually drops to T1 in the low-temperature environment, the thermal management circuit of the vehicle battery 202 is activated to heat and keep the temperature according to the above strategy.

[0207] 6) When the car owner plugs in the fast charging gun, the entire vehicle battery 202 is charged at the maximum charging rate, saving charging time and improving efficiency.

[0208] It is worth noting that the T in the vehicle's thermal management battery， T Set， T Mid， T High， The T1 temperature threshold needs to be calibrated based on the temperature characteristics and thermal management strategies of different batteries 202.

[0209] 2. Active vehicle heating in low-temperature environments (-30℃ to -10℃): The motor 203 is heated through the thermal management circuit of the motor 203 to ensure the optimal power and economic performance of the motor 203 and reduce the cost of vehicle use.

[0210] Water pump 1 → Three-way valve 1 → Front windshield thermal management pipeline → Three-way valve 2 → Four-way valve 3 → Four-way valve 1 → Roof glass pipeline → Four-way valve 2 → Rear windshield pipeline → Three-way valve 3 → Heat exchanger 2 → Four-way valve 6 → Three-in-one motor 203 → Water pump 2 → Five-way valve 1 → Three-way valve 4 → Four-way valve 6 → Heat exchanger 2 → Water pump 1

[0211] During low-temperature driving, the thermal management pipelines in the vehicle's glass effectively absorb solar energy to heat the motor 203 / battery 202, greatly improving their efficiency and significantly enhancing the vehicle's range while ensuring power performance.

[0212] The beneficial effects of this embodiment are as follows:

[0213] By arranging suitable heat-absorbing pipes in the windshield, sunroof, and rear window of pure electric / plug-in hybrid vehicles, the thermal management system uses multi-level control to achieve three circulation loops (large, medium, and small) for thermal management, heating, and insulation of the battery pack 202 when the temperature is low. It also utilizes free solar energy resources to insulate the battery 202 system, ensuring the safety and speed of charging during the vehicle's charging process. This eliminates or reduces the need for high-voltage auxiliary equipment such as PTC during charging in low-temperature environments, lowering the overall vehicle charging cost and further reducing the operating cost of new energy vehicles, thus enhancing their advantages.

[0214] Corresponding to the vehicle thermal management method in the above embodiments, Figure 5 A structural block diagram of a vehicle thermal management system provided in an embodiment of this application is shown. For ease of explanation, only the parts related to the embodiment of this application are shown.

[0215] Reference Figure 5 The system includes:

[0216] The acquisition module 501 is used to acquire the temperature of a specified component of the vehicle;

[0217] The heat exchange module 502 is used to connect any one or more of at least two heat sources 201 to the heating circuit according to the temperature of the specified component.

[0218] Among them, at least two heat sources 201 are heat sources installed on the vehicle for absorbing solar energy and exchanging heat to the heating circuit; the heating circuit is a heat exchange circuit for exchanging heat from the at least two heat sources 201 to the designated component through a heat exchange medium.

[0219] In one optional implementation, at least two heat sources 201 include a first heat source 2011, a second heat source 2012, and a third heat source 2013;

[0220] Heat exchange module 502 includes:

[0221] The first unit is used to determine that the vehicle is in a charging state and the temperature of the battery 202 is lower than the first preset temperature, and to connect the first heat source 2011, the second heat source 2012 and the third heat source 2013 to the battery circuit 204.

[0222] The first preset temperature is a low temperature alarm threshold set according to the performance parameters of battery 202.

[0223] In one optional implementation, the heat exchange module 502 includes:

[0224] The second unit is used to determine that the vehicle is in a charging state and the temperature of the battery 202 is lower than the second preset temperature and not lower than the first preset temperature, and to connect any two of the three heat sources 2011, 2012 and 3013 to the battery circuit 204.

[0225] The second preset temperature is an allowable charging threshold set according to the performance parameters of the battery 202.

[0226] In one optional implementation, the heat exchange module 502 includes:

[0227] The third unit is used to determine that the vehicle is in a charging state and the temperature of the battery 202 is lower than the third preset temperature and not lower than the second preset temperature, and to connect any one of the three heat sources 2011, 2012 and 3013 to the battery circuit 204.

[0228] The third preset temperature is a charging and heat preservation threshold set according to the performance parameters of battery 202.

[0229] In one optional implementation, the heat exchange module 502 includes:

[0230] The fourth unit is used to determine that the vehicle is in operation and the temperature of the motor 203 is lower than the fourth preset temperature, and then connects any one or more of the two heat sources 201 to the motor circuit 205.

[0231] The fourth preset temperature is the operating temperature threshold of motor 203 set according to the vehicle's performance parameters.

[0232] In an optional implementation, before the step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component, the system further includes:

[0233] Ambient temperature module, used to acquire ambient temperature;

[0234] Heat exchange module 502 includes:

[0235] An ambient temperature control heat exchange unit is used to connect any one or more of at least two heat sources 201 to the battery circuit 204 based on the temperature of the battery 202 and the ambient temperature; and / or, to connect any one or more of at least two heat sources 201 to the motor circuit 205 based on the temperature of the motor 203 and the ambient temperature.

[0236] In an optional implementation, before the step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component, the system further includes:

[0237] The light intensity module is used to acquire light intensity parameters;

[0238] Heat exchange module 502 includes:

[0239] The light intensity control heat exchange unit is used to determine that the light intensity parameter is greater than the preset light intensity threshold, and then, based on the temperature of the battery 202, connect any one or more of the two heat sources 201 to the battery circuit 204; or, based on the temperature of the motor 203, connect any one or more of the two heat sources 201 to the motor circuit 205.

[0240] In one optional implementation, at least two heat sources 201 include a first heat source 2011, a second heat source 2012, and a third heat source 2013; the first heat source 2011 is a solar heat source installed on the windshield of the vehicle; the second heat source 2012 is a solar heat source installed on the sunroof of the vehicle; and the third heat source 2013 is a solar heat source installed on the rear windshield of the vehicle.

[0241] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0242] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0243] This application also provides a terminal device, such as... Figure 6 As shown, the terminal device 60 includes: at least one processor 601, a memory 602, and a computer program 603 stored in the memory and executable on at least one processor. When the processor executes the computer program, it implements the steps in any of the above method embodiments.

[0244] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps described in the various method embodiments above.

[0245] This application provides a computer program product that, when run on a mobile terminal, enables the mobile terminal to implement the steps described in the above-described method embodiments.

[0246] This application provides a vehicle, including the vehicle thermal management device, vehicle thermal management system, or terminal equipment described above.

[0247] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. A computer-readable medium can include at least: any entity or device capable of carrying computer program code to a photographic device / terminal device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0248] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0249] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0250] In the embodiments provided in this application, it should be understood that the disclosed apparatus / network devices and methods can be implemented in other ways. For example, the apparatus / network device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0251] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0252] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle thermal management method, characterized in that, include: Obtain the temperature of a specified component of the vehicle; Based on the temperature of the specified component, connect any one or more of the two heat sources to the heating circuit; Wherein, the at least two heat sources are heat sources installed on the vehicle for absorbing solar energy and exchanging heat to the heating circuit; the heating circuit is a heat exchange circuit for exchanging heat from the at least two heat sources to the designated component through a heat exchange medium; The at least two heat sources include a first heat source, a second heat source, and a third heat source; The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes: If the vehicle is determined to be in a charging state and the battery temperature is lower than the second preset temperature and not lower than the first preset temperature, then connect any two of the first heat source, the second heat source and the third heat source to the battery circuit. The first preset temperature is a low-temperature alarm threshold set according to the battery's performance parameters, and the second preset temperature is an allowable charging threshold set according to the battery's performance parameters.

2. The vehicle thermal management method as described in claim 1, characterized in that, The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes: Once it is determined that the vehicle is in a charging state and the battery temperature is lower than a first preset temperature, the first heat source, the second heat source, and the third heat source are connected to the battery circuit.

3. The vehicle thermal management method as described in claim 2, characterized in that, The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes: If the vehicle is determined to be in a charging state and the temperature of the battery is lower than the third preset temperature and not lower than the second preset temperature, then connect any one of the first heat source, the second heat source and the third heat source to the battery circuit. The third preset temperature is a charging heat preservation threshold set according to the performance parameters of the battery.

4. The vehicle thermal management method as described in claim 1, characterized in that, The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes: If it is determined that the vehicle is in operation and the temperature of the motor is lower than the fourth preset temperature, then at least one or more of the two heat sources are connected to the motor circuit. The fourth preset temperature is a motor operating temperature threshold set according to the vehicle's performance parameters.

5. The vehicle thermal management method according to any one of claims 1 to 4, characterized in that, Before the step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component, the method further includes: Obtain the ambient temperature; The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes: Based on the battery temperature and the ambient temperature, connect any one or more of the at least two heat sources to the battery circuit; The step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component includes: Based on the temperature of the motor and the ambient temperature, one or more of the at least two heat sources are connected to the motor circuit.

6. The vehicle thermal management method according to any one of claims 1 to 4, characterized in that, Before the step of connecting any one or more of the at least two heat sources to the heating circuit according to the temperature of the specified component, the method further includes: Obtain light intensity parameters; If the light intensity parameter is determined to be greater than the preset light intensity threshold, then, based on the battery temperature, any one or more of the at least two heat sources are connected to the battery circuit; or, based on the motor temperature, any one or more of the at least two heat sources are connected to the motor circuit.

7. The vehicle thermal management method according to any one of claims 1 to 4, characterized in that, The first heat source is a solar heat source installed on the windshield of the vehicle; the second heat source is a solar heat source installed on the sunroof of the vehicle; and the third heat source is a solar heat source installed on the rear windshield of the vehicle.

8. A vehicle thermal management system, characterized in that, include: The acquisition module is used to acquire the temperature of specified components of the vehicle; A heat exchange module is used to connect any one or more of at least two heat sources to a heating circuit according to the temperature of the specified component. Wherein, the at least two heat sources are heat sources installed on the vehicle for absorbing solar energy and exchanging heat to the heating circuit; the heating circuit is a heat exchange circuit for exchanging heat from the at least two heat sources to the designated component through a heat exchange medium; The at least two heat sources include a first heat source, a second heat source, and a third heat source; The heat exchange module includes: The second unit is used to determine that the vehicle is in a charging state and the battery temperature is lower than the second preset temperature and not lower than the first preset temperature, and to connect any two of the first heat source, the second heat source and the third heat source to the battery circuit. The first preset temperature is a low-temperature alarm threshold set according to the battery's performance parameters, and the second preset temperature is an allowable charging threshold set according to the battery's performance parameters.

9. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 7.

11. A vehicle, characterized in that, This includes the vehicle thermal management system as described in claim 8 or the terminal device as described in claim 9.

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