Vehicle thermal management system control method and device, electronic equipment and storage medium

Abstract

The application relates to the technical field of vehicles and provides a vehicle thermal management system control method and device, electronic equipment and a storage medium. The method comprises the following steps: monitoring the real-time state of a vehicle; when the real-time state meets preset thermal management low-power consumption conditions, entering a thermal management low-power consumption mode; the thermal management low-power consumption mode comprises a first mode, a second mode and a third mode, wherein the first mode comprises the following steps: when the temperature of an electric drive assembly is higher than a first preset temperature, controlling a fan and a water pump to operate for a first time length, so that the electric drive assembly is cooled to be lower than a second preset temperature; the second mode comprises the following step: when the highest temperature of all single batteries in a battery pack is higher than a third preset temperature, controlling a compressor to operate, so that the battery pack is cooled; and the third mode comprises the following step: when the temperature of a DC-DC converter is higher than a fourth preset temperature, controlling the water pump to operate, so that the DC-DC converter is cooled. According to the application, the energy consumption of the whole vehicle can be reduced, and the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle thermal management system control method, device, electronic equipment and storage medium. Background Technology

[0002] As new energy vehicles become increasingly intelligent, in certain special scenarios, such as air conditioning self-drying mode, sentry mode, and low-voltage battery charging mode, the entire vehicle is in a high-voltage mode because some high-voltage components need to operate. However, unlike the high-voltage mode during normal driving, the high-voltage modes in the above special scenarios typically have lower thermal management requirements.

[0003] For specific scenarios, there is currently no effective solution in existing technologies for providing a thermal management control method that can balance lower overall vehicle NVH (Noise, Vibration, Harshness) and lower overall vehicle energy consumption. Summary of the Invention

[0004] In view of this, embodiments of this application provide a vehicle thermal management system control method, apparatus, electronic device, and storage medium.

[0005] A first aspect of this application provides a vehicle thermal management system control method. The vehicle thermal management system includes an electric drive circuit and a battery circuit. The vehicle thermal management system control method includes:

[0006] Monitor the real-time status of vehicles;

[0007] When the real-time status meets the preset thermal management low power consumption conditions, it enters the thermal management low power consumption mode. The electric drive circuit includes electric drive components, DC-DC converter, water pump and fan, and the battery circuit includes battery pack and compressor.

[0008] Thermal management low-power modes include a first mode, a second mode, and a third mode, wherein:

[0009] The first mode includes: when the temperature of the electric drive component is higher than the first preset temperature, controlling the fan and water pump to run for a first period of time to cool the electric drive component down to a temperature lower than the second preset temperature, where the first preset temperature is higher than the second preset temperature;

[0010] The second mode includes: when the highest temperature of all individual cells in the battery pack is higher than the third preset temperature, the compressor is controlled to run in order to cool the battery pack.

[0011] The third mode includes: when the temperature of the DC-DC converter is higher than the fourth preset temperature, the water pump is controlled to run to cool the DC-DC converter.

[0012] A second aspect of this application provides a vehicle thermal management system control device. The vehicle thermal management system includes an electric drive circuit and a battery circuit. The vehicle thermal management system control device includes:

[0013] The monitoring module is configured to monitor the real-time status of the vehicle;

[0014] The mode module is configured to enter the thermal management low power mode when the real-time state meets the preset thermal management low power conditions. The electric drive circuit includes electric drive components, DC-DC converter, water pump and fan, and the battery circuit includes battery pack and compressor.

[0015] The mode module includes a first mode unit, a second mode unit, and a third mode unit;

[0016] The first mode unit is configured to control the fan and water pump to run for a first duration when the temperature of the electric drive component is higher than a first preset temperature, so as to cool the electric drive component to a temperature lower than a second preset temperature, wherein the first preset temperature is higher than the second preset temperature.

[0017] The second mode unit is configured to control the compressor to run in order to cool the battery pack when the temperature of any single cell in the battery pack is higher than a third preset temperature.

[0018] The third mode unit is configured to control the water pump to run in order to cool the DC-DC converter when the temperature of the DC-DC converter is higher than the fourth preset temperature.

[0019] A third aspect of this application provides an electronic 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 steps of the above-described method.

[0020] A fourth aspect of this application provides a readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0021] The beneficial effects of this application embodiment compared with the prior art are as follows: By monitoring the real-time status of the vehicle, when the real-time status meets the preset thermal management low power consumption conditions, the vehicle enters the thermal management low power consumption mode; the thermal management low power consumption mode includes a first mode, a second mode, and a third mode, wherein: the first mode includes, when the temperature of the electric drive component is higher than a first preset temperature, controlling the fan and water pump to run for a first period of time to cool the electric drive component to below a second preset temperature, the first preset temperature being higher than the second preset temperature; the second mode includes, when the highest temperature of all individual cells in the battery pack is higher than a third preset temperature, controlling the compressor to run to cool the battery pack; the third mode includes, when the temperature of the DC-DC converter is higher than a fourth preset temperature, controlling the water pump to run to cool the DC-DC converter, which can achieve both lower overall vehicle NVH (Noise, Vibration, Harshness) and reduced vehicle energy consumption, thereby improving the user experience. Attached Figure Description

[0022] 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.

[0023] Figure 1 This is a schematic flowchart of a vehicle thermal management system control method provided in an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of the structure of a vehicle thermal management system control device provided in an embodiment of this application;

[0025] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0026] 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.

[0027] A vehicle thermal management system control method and apparatus according to embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0028] Figure 1This is a flowchart illustrating a vehicle thermal management system control method provided in an embodiment of this application. Figure 1 The vehicle thermal management system control method can be executed by the vehicle's controller. The vehicle thermal management system includes an electric drive circuit and a battery circuit, such as... Figure 1 As shown, the vehicle thermal management system control method includes:

[0029] S101 monitors the real-time status of the vehicle;

[0030] S102, when the real-time state meets the preset thermal management low-power conditions, enter the thermal management low-power mode. The electric drive circuit includes an electric drive component, a DC-DC converter, a water pump, and a fan; the battery circuit includes a battery pack and a compressor. The thermal management low-power mode includes a first mode, a second mode, and a third mode. The first mode includes: when the temperature of the electric drive component is higher than a first preset temperature, controlling the fan and water pump to run for a first duration to cool the electric drive component to below a second preset temperature, where the first preset temperature is higher than the second preset temperature. The second mode includes: when the highest temperature of all individual cells in the battery pack is higher than a third preset temperature, controlling the compressor to run to cool the battery pack. The third mode includes: when the temperature of the DC-DC converter is higher than a fourth preset temperature, controlling the water pump to run to cool the DC-DC converter.

[0031] In this embodiment, the electric drive components of the electric drive circuit, such as the motor, motor controller, generator, OBC, and generator controller, generate little heat in specific scenarios, requiring control of the water pump and fan operation based on their temperature. However, the DC-DC converter in the electric drive circuit, under specific scenarios, has higher real-time heat dissipation requirements because the entire vehicle is constantly under high voltage and low-voltage loads are operating. Therefore, it requires separate control to ensure proper heat dissipation and normal vehicle operation. Thus, the electric drive components and the DC-DC converter have different heat dissipation requirements under specific scenarios, necessitating different control measures. The battery circuit is a separate circuit, and under specific scenarios, its heat dissipation and cooling are independent of the electric drive circuit's. Therefore, the battery pack's heat dissipation requires separate control under specific scenarios.

[0032] Therefore, the electric drive assembly, battery pack, and DC-DC converter have different requirements for heat dissipation control. This embodiment employs three modes to control the heat dissipation of these components separately. The control in the first, second, and third modes is performed in real-time, and the calculation of control parameters in each mode is independent and does not cross-influence the control logic. In these three modes, different components, such as the various electric drive parts within the electric drive assembly and the DC-DC converter, have different control requirements for the fan and water pump. The fan and water pump are controlled based on the maximum requirement among all requirements.

[0033] When a vehicle enters certain special scenarios, such as air conditioning self-drying mode, sentry mode, and low-voltage battery charging mode, the high-voltage mode in these special scenarios usually has low thermal management requirements, meaning that the real-time state meets the preset thermal management low-power conditions. In other words, in these special scenarios, the vehicle is in abnormal driving and charging high-voltage mode. Because some high-voltage components need to work, it is necessary to maintain the high-voltage state of the vehicle. At this time, the vehicle door locks are in the armed state, the vehicle has no driving needs, and the vehicle's electric drive components, battery components, and DC-DC converter do not have a large heat dissipation requirement. At this time, the vehicle enters the thermal management low-power mode.

[0034] When the vehicle enters any of the above-mentioned special scenarios, it is triggered to enter the thermal management low-power mode. For example, when the vehicle enters the air conditioning self-drying mode, it is determined that the real-time state of the vehicle meets the preset thermal management low-power conditions, and the vehicle is triggered to enter the thermal management low-power mode.

[0035] Specifically, in one scenario, before entering the thermal management low-power mode, the vehicle is operating under high pressure, i.e., under high heat load conditions. In this scenario, the vehicle's electric drive components require brief cooling due to the high heat load. In this scenario, the vehicle's battery pack and DC-DC converter operate continuously. Therefore, when the vehicle's real-time state meets the preset thermal management low-power conditions, the vehicle enters the first, second, and third modes of thermal management low-power mode. The first mode lasts for a first duration, which can be 60 seconds. In the first mode, by controlling the fan and water pump to run for the first duration, the temperature of the electric drive components can be reduced to below a safe threshold (i.e., a second preset temperature). In the second and third modes, the battery pack and DC-DC converter are cooled to ensure sufficient heat dissipation to maintain energy requirements under special circumstances.

[0036] In the first mode, the electric drive assembly may include multiple electric drive components, such as a motor controller, a motor, an OBC (On-board Charger), a generator, and a generator controller, with the multiple electric drive components forming an electric drive circuit.

[0037] The first preset temperature can be the power limit temperature, which can be determined through calibration. The first preset temperature includes multiple temperature thresholds, with each electric drive component corresponding to a temperature threshold. For example, the motor controller corresponds to temperature threshold A, the motor corresponds to temperature threshold B, the OBC corresponds to temperature threshold C, the generator corresponds to temperature threshold D, and the generator controller corresponds to temperature threshold E.

[0038] Each electric drive component has different control requirements for the fan and water pump. The fan and water pump are controlled to run for the first duration based on the maximum demand value among all requirements.

[0039] For example, when the motor controller temperature is higher than temperature threshold A, the control demand value for the fan and water pump corresponding to the motor controller is aa; when the motor temperature is higher than temperature threshold B, the control demand value for the fan and water pump corresponding to the motor is bb; when the OBC temperature is higher than temperature threshold C, the control demand value for the fan and water pump corresponding to the OBC is cc; when the generator temperature is higher than temperature threshold D, the control demand value for the fan and water pump corresponding to the generator is dd; and when the generator controller temperature is higher than temperature threshold E, the control demand value for the fan and water pump corresponding to the generator controller is ee. Using the maximum demand value among aa, bb, cc, dd, and ee, the fan and water pump are controlled to run for 60 seconds and then stop, so that the temperature of each electric drive component of the electric drive assembly is reduced to below a second preset temperature (i.e., a safety threshold). This second preset temperature can be the lowest temperature of the power limit temperature corresponding to each electric drive component, for example, 5 degrees Celsius. By controlling the fan and water pump to run for 60 seconds, the temperature of the electric drive assembly can be reduced to below 5 degrees Celsius.

[0040] In the second mode, the battery pack consists of multiple individual cells connected in series and parallel. The temperature of each individual cell is not uniform, and the highest temperature of all individual cells is compared to a third preset temperature. When the highest temperature of all individual cells in the battery pack exceeds the third preset temperature, the compressor is activated to cool the battery pack through a chiller. For example, the third preset temperature is 50 degrees Celsius.

[0041] In the third mode, when the temperature of the DC-DC converter is higher than the fourth preset temperature, the water pump is controlled to run in order to cool down the DC-DC converter.

[0042] In the first and third modes, the water pump is controlled to operate at the maximum demand value among all demands in order to meet the heat dissipation requirements.

[0043] According to the technical solution provided in this application embodiment, by monitoring the real-time status of the vehicle, when the real-time status meets the preset thermal management low-power conditions, the vehicle enters a thermal management low-power mode. The thermal management low-power mode includes a first mode, a second mode, and a third mode. The first mode includes controlling the fan and water pump to run for a first duration to cool the electric drive components to below a second preset temperature when the temperature of the electric drive components is higher than a first preset temperature. The first preset temperature is higher than the second preset temperature. The second mode includes controlling the compressor to run to cool the battery pack when the highest temperature of all individual cells in the battery pack is higher than a third preset temperature. The third mode includes controlling the water pump to run to cool the DC-DC converter when the temperature of the DC-DC converter is higher than a fourth preset temperature. This embodiment, by performing thermal management of the vehicle based on the preset temperatures of each component, can achieve both low overall vehicle NVH (Noise, Vibration, Harshness) and reduced vehicle energy consumption, while ensuring the safety of all vehicle components and improving the user experience. Moreover, the optimized software architecture avoids the need for patching development across different modules, and the same control is used to enter the thermal management low-power mode under different special scenarios, saving the need for new software development logic.

[0044] In an exemplary embodiment, after the real-time state meets the preset thermal management low power consumption condition and enters the thermal management low power consumption mode, the vehicle thermal management system control method further includes: exiting the thermal management low power consumption mode when the real-time state meets the preset exit condition.

[0045] Specifically, when the vehicle exits any of the above-mentioned special scenarios, the vehicle is triggered to exit the thermal management low-power mode. For example, when the vehicle exits the air conditioning self-drying mode, it is determined that the vehicle's real-time status meets the preset exit conditions, triggering the vehicle to exit the thermal management low-power mode.

[0046] In an exemplary embodiment, the vehicle thermal management system control method further includes: when the previous state of the real-time state is a thermal management low-power mode and the current state of the real-time state is a non-high-voltage operation state, when the real-time state again meets the preset thermal management low-power condition, then after waiting for a second duration, it re-enters the second and third modes of the thermal management low-power mode.

[0047] Specifically, before entering the thermal management low-power mode, the vehicle is operating under high voltage, meaning it is in a high-heat-load usage scenario. In this scenario, the vehicle's electric drive components require brief cooling due to the high heat load. During this scenario, the vehicle's battery pack and DC-DC converter operate continuously. Therefore, when the vehicle's real-time state meets the preset thermal management low-power conditions, it enters the first, second, and third modes of the thermal management low-power mode simultaneously.

[0048] When the vehicle's previous state was thermal management low-power mode, and the vehicle's current state is a non-high-voltage operating state, if the vehicle's real-time state meets the preset thermal management low-power conditions, it needs to wait for a second duration before re-entering the second and third modes of thermal management low-power mode, and will not enter the first mode of thermal management low-power mode. This is because the vehicle is not in a high-heat-load driving scenario, and the electric drive components do not have high-load operating conditions. Therefore, there is no need for brief cooling of the electric drive components to meet the vehicle's cooling requirements in special scenarios. Here, "previous state" refers to the state preceding the vehicle's current state. In this embodiment, the vehicle's previous state was thermal management low-power mode. At this time, the vehicle enters a special scenario (such as air conditioning self-drying mode), and the vehicle's current state is a non-high-voltage operating mode. The vehicle is not currently in a high-heat-load driving scenario. In this case, it can wait for a second duration before re-entering the second and third modes of thermal management low-power mode, and will not enter the first mode of thermal management low-power mode.

[0049] In the third mode, when the temperature of the DC-DC converter is higher than the fourth preset temperature, the water pump is controlled to run to cool the DC-DC converter. The cooling of the DC-DC converter can be achieved through the following two methods to meet the heat dissipation requirements of the DC-DC converter.

[0050] In one exemplary embodiment, controlling the water pump to operate when the temperature of the DC-DC converter is higher than a fourth preset temperature includes:

[0051] Monitor the temperature of the coolant port of the DC-DC converter;

[0052] When the temperature at the coolant port is higher than the fourth preset temperature, the fourth preset temperature is used as the target reference temperature, and the first speed signal is determined based on the temperature at the coolant port.

[0053] Based on the first speed signal, the water pump is controlled to run at the corresponding speed.

[0054] Optionally, a fourth preset temperature is used as the target reference temperature, and the first speed signal is determined based on the temperature at the coolant port, including:

[0055] Subtract the target reference temperature from the temperature at the coolant port to obtain the first difference;

[0056] Determine if the first difference is not less than 2;

[0057] If so, the PID control algorithm is used to determine the first speed signal based on the first difference.

[0058] Specifically, assuming the fourth preset temperature is T1, the temperature of the coolant port of the DC-DC converter is T2.

[0059] When T2-T1≥2, PID regulation begins. Using the PID regulation algorithm, the first speed signal is determined based on the difference between T2 and T1. Based on the first speed signal, the water pump is controlled to run at the corresponding speed.

[0060] When T2-T1<2, no PID regulation is performed, and the water pump stops rotating.

[0061] According to the technical solution provided in the embodiments of this application, compared with the traditional method of controlling the water pump based on temperature map interpolation, PID regulation of temperature is more accurate, avoiding unnecessary pump rotation and saving energy. Moreover, by setting PID regulation to start when T2-T1≥2, compared with the traditional method of starting PID regulation when T2≥T1, oscillation can be prevented.

[0062] In another exemplary embodiment, the water pump flow rate can be calculated based on the heat generated by the output power loss of the DC-DC converter within a certain period of time, which is carried away by the coolant to generate a temperature rise, thereby controlling the water pump to operate at the corresponding speed.

[0063] Specifically, when the temperature of the DC-DC converter exceeds the fourth preset temperature, the water pump is controlled to operate, including:

[0064] When the temperature of the DC-DC converter is higher than the fourth preset temperature, the water pump flow rate is determined based on the output power of the DC-DC converter, loss coefficient, specific heat capacity of the coolant, density of the coolant, and temperature rise of the coolant.

[0065] The pump speed is controlled according to the pump flow rate.

[0066] Optionally, the water pump flow rate is determined based on the output power of the DC-DC converter, the loss factor, the specific heat capacity of the coolant, the density of the coolant, and the temperature rise of the coolant.

[0067] The mathematical expression for the flow rate of a water pump is: q=(P×δ) / (Cp×ΔT×ρ);

[0068] Where q is the water pump flow rate, P is the output power of the DC-DC converter, δ is the loss coefficient, Cp is the specific heat capacity of the coolant, ΔT is the temperature rise of the coolant, and ρ is the density of the coolant.

[0069] Specifically, assuming the fourth preset temperature is T1, the temperature of the coolant port of the DC-DC converter is T2.

[0070] When T2≥T1, calculate the heat Q that the water pump needs to remove. Q is equal to the energy lost by the output power P of the DC-DC converter in time t. With the target of a coolant temperature rise ΔT of 2℃, calculate the water pump flow rate q required to remove the heat Q.

[0071] Formula 1: P·t·δ=Q=Cp·M·ΔT;

[0072] Formula 2: M = ρ·V = ρ·q·t;

[0073] Wherein, P is the output power of the DC-DC converter; Cp is the specific heat capacity of the coolant; M is the mass of the coolant; ΔT is the temperature rise of the coolant, set at 2℃; q is the water pump flow rate; δ is the loss coefficient, which is 1-95%=5%; ρ is the density of the coolant; V is the volume of the coolant; and t is the time.

[0074] Substituting Formula 2 into Formula 1, we obtain the mathematical expression for the pump flow rate: q = (P × δ) / (Cp × ΔT × ρ). Based on this mathematical expression, we obtain the pump flow rate q. Then, we control the pump to operate at the corresponding speed based on the pump flow rate q.

[0075] When T2 < T1, stop the water pump.

[0076] According to the technical solution provided in the embodiments of this application, the water pump flow rate is calculated by taking away the heat generated by the output power loss of the DC-DC converter within a certain period of time and generating a temperature rise, thereby controlling the water pump to run at the corresponding speed, avoiding unnecessary rotation of the water pump and saving energy.

[0077] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0078] 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.

[0079] The following is a vehicle thermal management system control device provided in the device embodiment of this application, which can be used to execute the method embodiment of this application. For details not disclosed in the device embodiment of this application, please refer to the method embodiment of this application.

[0080] Figure 2 This is a schematic diagram of a vehicle thermal management system control device provided in an embodiment of this application. The vehicle thermal management system includes an electric drive circuit and a battery circuit, such as... Figure 2 As shown, the vehicle thermal management system control device includes:

[0081] Monitoring module 201 is configured to monitor the real-time status of the vehicle;

[0082] The mode module 202 is configured to enter the thermal management low power mode when the real-time state meets the preset thermal management low power conditions. The electric drive circuit includes an electric drive component, a DC-DC converter, a water pump and a fan, and the battery circuit includes a battery pack and a compressor.

[0083] The mode module 202 includes a first mode unit 2021, a second mode unit 2022, and a third mode unit 2023;

[0084] The first mode unit 2021 is configured to control the fan and water pump to run for a first duration when the temperature of the electric drive component is higher than a first preset temperature, so as to cool the electric drive component to a temperature lower than a second preset temperature, wherein the first preset temperature is higher than the second preset temperature.

[0085] The second mode unit 2022 is configured to control the compressor to run in order to cool the battery pack when the temperature of any single cell in the battery pack is higher than a third preset temperature.

[0086] The third mode unit 2023 is configured to control the water pump to run in order to cool the DC-DC converter when the temperature of the DC-DC converter is higher than the fourth preset temperature.

[0087] According to the technical solution provided in the embodiments of this application, by setting a detection module and a mode module, the mode module includes a first mode unit, a second mode unit, and a third mode unit. This can achieve both lower overall vehicle NVH (Noise, Vibration, Harshness) and reduced vehicle energy consumption, while ensuring the safety of various vehicle components and improving user experience. Furthermore, the optimized software architecture avoids patch-based development across different modules, and the same control is used to enter the thermal management low-power mode under different special scenarios, saving on the addition of new software development logic.

[0088] In an exemplary embodiment, the mode module 202 is further configured to, after entering the thermal management low power mode when the real-time state meets the preset thermal management low power conditions, also include: exiting the thermal management low power mode when the real-time state meets the preset exit conditions.

[0089] In an exemplary embodiment, the mode module 202 is further specifically configured such that when the previous state of the real-time state is thermal management low power mode and the current state of the real-time state is non-high voltage operation state, when the real-time state meets the preset thermal management low power condition again, it waits for a second duration and then re-enters the second and third modes of thermal management low power mode.

[0090] In an exemplary embodiment, the third mode unit 2023 is configured to control the water pump to operate when the temperature of the DC-DC converter is higher than a fourth preset temperature, for the following purposes:

[0091] Monitor the temperature of the coolant port of the DC-DC converter;

[0092] When the temperature at the coolant port is higher than the fourth preset temperature, the fourth preset temperature is used as the target reference temperature, and the first speed signal is determined based on the temperature at the coolant port.

[0093] Based on the first speed signal, the water pump is controlled to run at the corresponding speed.

[0094] In an exemplary embodiment, a fourth preset temperature is used as the target reference temperature, and a first rotational speed signal is determined based on the temperature at the coolant port, including:

[0095] Subtract the target reference temperature from the temperature at the coolant port to obtain the first difference;

[0096] Determine if the first difference is not less than 2;

[0097] If so, the PID control algorithm is used to determine the first speed signal based on the first difference.

[0098] In an exemplary embodiment, the third mode unit 2023 is configured to control the water pump to operate when the temperature of the DC-DC converter is higher than a fourth preset temperature, for the following purposes:

[0099] When the temperature of the DC-DC converter is higher than the fourth preset temperature, the water pump flow rate is determined based on the output power of the DC-DC converter, loss coefficient, specific heat capacity of the coolant, density of the coolant, and temperature rise of the coolant.

[0100] The pump speed is controlled according to the pump flow rate.

[0101] In one exemplary embodiment, the water pump flow rate is determined based on the output power of the DC-DC converter, the loss factor, the specific heat capacity of the coolant, the density of the coolant, and the temperature rise of the coolant.

[0102] The mathematical expression for the flow rate of a water pump is: q=(P×δ) / (Cp×ΔT×ρ);

[0103] Where q is the water pump flow rate, P is the output power of the DC-DC converter, δ is the loss coefficient, Cp is the specific heat capacity of the coolant, ΔT is the temperature rise of the coolant, and ρ is the density of the coolant.

[0104] Based on the same inventive concept, an electronic device includes 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 steps of the method provided in any of the above embodiments.

[0105] Figure 3 This is a schematic diagram of the electronic device 3 provided in an embodiment of this application. Figure 3 As shown, the electronic device 3 of this embodiment includes: a processor 301, a memory 302, and a computer program 303 stored in the memory 302 and executable on the processor 301. When the processor 301 executes the computer program 303, it implements the steps in the various method embodiments described above. Alternatively, when the processor 301 executes the computer program 303, it implements the functions of each module / unit in the various device embodiments described above.

[0106] Electronic device 3 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 3 may include, but is not limited to, processor 301 and memory 302. Those skilled in the art will understand that... Figure 3 This is merely an example of electronic device 3 and does not constitute a limitation on electronic device 3. It may include more or fewer components than shown, or different components.

[0107] The processor 301 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0108] The memory 302 can be an internal storage unit of the electronic device 3, such as a hard disk or RAM. The memory 302 can also be an external storage device of the electronic device 3, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. The memory 302 can also include both internal and external storage units of the electronic device 3. The memory 302 is used to store computer programs and other programs and data required by the electronic device.

[0109] Based on the same inventive concept, embodiments of this application provide a readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in any of the above embodiments.

[0110] The readable storage medium provided in this application has the same inventive concept and the same beneficial effects as the previous embodiments. For the contents not shown in detail in the readable storage medium, please refer to the previous embodiments, and will not be repeated here.

[0111] 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.

[0112] If integrated modules / units are implemented as software functional units and sold or used as independent products, they can be stored in a readable storage medium (e.g., a computer-readable storage medium). Based on this understanding, all or part of the processes in the methods of the above embodiments can also 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 may include computer program code, which may be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable storage medium may include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0113] The above 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 control method for a vehicle thermal management system, characterized in that, The vehicle thermal management system includes an electric drive circuit and a battery circuit, and the method includes: Monitor the real-time status of the vehicle; When the real-time state meets the preset thermal management low power consumption conditions, it enters the thermal management low power consumption mode. The electric drive circuit includes an electric drive component, a DC-DC converter, a water pump and a fan, and the battery circuit includes a battery pack and a compressor. The thermal management low-power mode includes a first mode, a second mode, and a third mode, wherein: The first mode includes: when the temperature of the electric drive component is higher than a first preset temperature, controlling the fan and water pump to run for a first period of time to cool the electric drive component to a temperature lower than a second preset temperature, wherein the first preset temperature is higher than the second preset temperature; The second mode includes: when the highest temperature of all individual cells in the battery pack is higher than a third preset temperature, the compressor is controlled to run in order to cool the battery pack; The third mode includes: when the temperature of the DC-DC converter is higher than a fourth preset temperature, controlling the water pump to run in order to cool the DC-DC converter.

2. The method according to claim 1, characterized in that, After the real-time state meets the preset thermal management low-power conditions and enters the thermal management low-power mode, the following further steps are included: When the real-time status meets the preset exit conditions, the thermal management low-power mode is exited.

3. The method according to claim 2, characterized in that, Also includes: When the previous state of the real-time state is thermal management low power mode and the current state of the real-time state is non-high voltage operation state, when the real-time state meets the preset thermal management low power condition again, it waits for a second time period and then re-enters the second mode and the third mode of the thermal management low power mode.

4. The method according to claim 1, characterized in that, When the temperature of the DC-DC converter is higher than a fourth preset temperature, the water pump is controlled to operate, including: Monitor the temperature of the coolant port of the DC-DC converter; When the temperature at the coolant port is higher than the fourth preset temperature, the fourth preset temperature is used as the target reference temperature, and the first speed signal is determined based on the temperature at the coolant port. Based on the first speed signal, the water pump is controlled to operate at the corresponding speed.

5. The method according to claim 4, characterized in that, Using the fourth preset temperature as the target reference temperature, and based on the temperature of the coolant port, a first rotational speed signal is determined, including: The first difference is obtained by subtracting the target reference temperature from the temperature at the coolant port. Determine whether the first difference is not less than 2; If so, the first speed signal is determined using the PID control algorithm based on the first difference.

6. The method according to claim 1, characterized in that, When the temperature of the DC-DC converter is higher than a fourth preset temperature, the water pump is controlled to operate, including: When the temperature of the DC-DC converter is higher than the fourth preset temperature, the water pump flow rate is determined based on the output power, loss coefficient, specific heat capacity of the coolant, density of the coolant, and temperature rise of the coolant. The water pump is controlled to operate at a corresponding speed based on the water pump flow rate.

7. The method according to claim 6, characterized in that, The water pump flow rate is determined based on the output power, loss coefficient, specific heat capacity, density, and temperature rise of the DC-DC converter. The mathematical expression for the pump flow rate is: q=(P×δ) / (Cp×ΔT×ρ); Where q is the water pump flow rate, P is the output power of the DC-DC converter, δ is the loss coefficient, Cp is the specific heat capacity of the coolant, ΔT is the temperature rise of the coolant, and ρ is the density of the coolant.

8. A vehicle thermal management system control device, characterized in that, The vehicle thermal management system includes an electric drive circuit and a battery circuit, and the device includes: The monitoring module is configured to monitor the real-time status of the vehicle; The mode module is configured to enter a thermal management low-power mode when the real-time state meets the preset thermal management low-power conditions. The electric drive circuit includes an electric drive component, a DC-DC converter, a water pump, and a fan, and the battery circuit includes a battery pack and a compressor. The mode module includes a first mode unit, a second mode unit, and a third mode unit; The first mode unit is configured to control the fan and water pump to run for a first duration when the temperature of the electric drive component is higher than a first preset temperature, so as to cool the electric drive component to a temperature lower than a second preset temperature, wherein the first preset temperature is higher than the second preset temperature. The second mode unit is configured to control the compressor to run in order to cool the battery pack when the temperature of any single cell in the battery pack is higher than a third preset temperature. The third mode unit is configured to control the water pump to run in order to cool the DC-DC converter when the temperature of the DC-DC converter is higher than a fourth preset temperature.

9. An electronic 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 steps of the method as described in any one of claims 1 to 7.

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

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