Thermal management method and device for electric vehicle

Abstract

The present application discloses a thermal management method and device for an electric vehicle, belonging to the field of vehicle technology. The method includes: obtaining the charging state and temperature of the battery of the electric vehicle; determining the battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature and the battery cooling system start threshold corresponding to the charging state, and a second comparison result of the battery temperature and the battery heating system start threshold; determining the thermal management operating mode of the electric vehicle based on the battery thermal management requirement and the cabin thermal management requirement of the electric vehicle, the thermal management operating mode including at least one of the following: battery cooling mode, cabin cooling mode, battery heating mode and cabin heating mode; adopting a control strategy corresponding to the thermal management operating mode to perform thermal management on the electric vehicle. The present application can improve the reliability of thermal management.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular, relates to a thermal management method and device for an electric vehicle. Background Art

[0002] The thermal management system of electric vehicles plays a vital role in improving the overall performance of the vehicle, extending battery life, ensuring passenger comfort and reducing energy consumption.

[0003] The thermal management system of electric vehicles needs to control the temperature of the battery and the cockpit separately. In the related art, the thermal management method of electric vehicles is single and fixed, which easily leads to low reliability of thermal management of electric vehicles. Summary of the invention

[0004] The embodiments of the present application provide a thermal management method and device for an electric vehicle, which can solve the problem of low thermal management reliability of the electric vehicle.

[0005] In a first aspect, an embodiment of the present application provides a thermal management method for an electric vehicle, the method comprising:

[0006] Obtaining the charging state and temperature of the battery of the electric vehicle;

[0007] Determining a battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature with a battery cooling system activation threshold corresponding to the charging state, and a second comparison result of the battery temperature with a battery heating system activation threshold;

[0008] Based on the battery thermal management requirement and the cabin thermal management requirement of the electric vehicle, determining a thermal management operating mode of the electric vehicle, wherein the thermal management operating mode includes at least one of the following: a battery cooling mode, a cabin cooling mode, a battery heating mode, and a cabin heating mode;

[0009] A control strategy corresponding to the thermal management operating mode is adopted to perform thermal management on the electric vehicle.

[0010] In a second aspect, an embodiment of the present application provides a thermal management device for an electric vehicle, the device comprising:

[0011] A first acquisition module, used to acquire the charging state and temperature of the battery of the electric vehicle;

[0012] A first determination module, configured to determine a battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature with a battery cooling system activation threshold corresponding to the charging state, and a second comparison result of the battery temperature with a battery heating system activation threshold;

[0013] a second determination module, configured to determine a thermal management operating mode of the electric vehicle based on the battery thermal management requirement and the cabin thermal management requirement of the electric vehicle, wherein the thermal management operating mode includes at least one of the following: a battery cooling mode, a cabin cooling mode, a battery heating mode, and a cabin heating mode;

[0014] The thermal management module is used to perform thermal management on the electric vehicle by adopting a control strategy corresponding to the thermal management operating mode.

[0015] In a third aspect, an embodiment of the present application provides a thermal management device for an electric vehicle, the device comprising:

[0016] a processor and a memory storing computer program instructions;

[0017] When the processor executes the computer program instructions, the thermal management method for the electric vehicle as described in the first aspect is implemented.

[0018] In a fourth aspect, an embodiment of the present application provides a computer storage medium having computer program instructions stored thereon, and when the computer program instructions are executed by a processor, the thermal management method for an electric vehicle as described in the first aspect is implemented.

[0019] In a fifth aspect, an embodiment of the present application provides a computer program product. When instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the thermal management method for an electric vehicle as described in the first aspect.

[0020] In an embodiment of the present application, the charging state and temperature of the battery of the electric vehicle can be obtained first, and then the battery thermal management requirements of the electric vehicle can be determined based on a first comparison result of the battery temperature and the battery cooling system start threshold corresponding to the charging state, and a second comparison result of the battery temperature and the battery heating system start threshold corresponding to the charging state. Afterwards, the thermal management operating mode of the electric vehicle can be determined based on the battery thermal management requirements and the cockpit thermal management requirements of the electric vehicle. Then, a control strategy corresponding to the thermal management operating mode is adopted to perform thermal management on the electric vehicle. It can be seen that in the embodiment of the present application, the thermal management methods of the electric vehicle are enriched, and for different thermal management operating modes of the electric vehicle, the corresponding control strategies can be adopted to perform thermal management on the electric vehicle, so that the reliability of thermal management can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 This is one of the flow charts of the thermal management method of an electric vehicle provided in an embodiment of the present application;

[0023] Figure 2 is a schematic diagram of a thermal management system provided in an embodiment of the present application;

[0024] Figure 3 is a schematic diagram of a thermal management operating mode provided in an embodiment of the present application;

[0025] Figure 4 This is the second flow chart of the thermal management method of an electric vehicle provided in an embodiment of the present application;

[0026] Figure 5 This is the third flow chart of the thermal management method of an electric vehicle provided in an embodiment of the present application;

[0027] Figure 6 is a schematic diagram of the structure of a thermal management device for an electric vehicle provided in an embodiment of the present application;

[0028] Figure 7 It is a schematic diagram of the structure of the thermal management device of the electric vehicle provided in the embodiment of the present application. DETAILED DESCRIPTION

[0029] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating the examples of the present application.

[0030] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "include..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0031] The thermal management method of an electric vehicle provided in the embodiment of the present application is described in detail below through some embodiments and their application scenarios in conjunction with the accompanying drawings.

[0032] See also Figure 1 , Figure 1 This is one of the flow charts of the thermal management method for an electric vehicle provided in the embodiment of the present application. Figure 1 As shown, the thermal management method of an electric vehicle may include the following steps:

[0033] Step 101: Obtain the charging state and temperature of the battery of the electric vehicle.

[0034] In some embodiments, the charging state of the battery may be: a fast charging state; or a non-fast charging state. Further, the non-fast charging state may be a slow charging state or a non-charging state.

[0035] In other embodiments, the charging status of the battery may be expressed as: needing to be charged; or, not needing to be charged.

[0036] The temperature of the battery may include: the maximum temperature of the battery, and the minimum temperature of the battery. The battery may also be referred to as a battery pack.

[0037] Step 102: Determine the battery thermal management requirement of the electric vehicle based on a first comparison result between the battery temperature and a battery cooling system activation threshold corresponding to the charging state, and a second comparison result between the battery temperature and a battery heating system activation threshold.

[0038] In the embodiment of the present application, the battery thermal management requirement can be determined according to the charging state and temperature of the battery. The battery thermal management requirement can be manifested as: there is a cooling requirement; or there is a heating requirement; or there is no thermal management requirement.

[0039] In specific implementation, the maximum temperature of the battery can be compared with the battery cooling system startup threshold to obtain a first comparison result; the minimum temperature of the battery can be compared with the battery heating system startup threshold to obtain a second comparison result. Then, the battery thermal management requirement is determined based on the first comparison result and the second comparison result.

[0040] It should be noted that, in the embodiment of the present application, considering that the battery temperature rises at different rates under different charging states, corresponding start thresholds can be set for the battery cooling system for different battery charging states.

[0041] In some embodiments, before determining the battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature with a battery cooling system activation threshold corresponding to the state of charge, and a second comparison result of the battery temperature with a battery heating system activation threshold, the method further includes:

[0042] When the charging state is a fast charging state, determining the battery cooling system startup threshold value to be Tb2;

[0043] When the charging state is a slow charging state or a non-charging state, determining the battery cooling system start threshold value to be Tb1;

[0044] Among them, Tb1>Tb2.

[0045] In this embodiment, the charging state of the battery is shown as a fast charging state or a non-fast charging state.

[0046] It can be understood that the battery heats up faster in the fast charging state than in the non-fast charging state. The battery cooling system startup threshold Tb2 corresponding to the fast charging state is less than the battery cooling system startup threshold Tb1 corresponding to the non-fast charging state. It can be seen that in this embodiment, the battery cooling system startup threshold corresponding to the charging state may be negatively correlated with the battery heating speed corresponding to the charging state, that is, the greater the battery heating speed corresponding to the charging state, the smaller the corresponding battery cooling system startup threshold, and vice versa.

[0047] For charging states where the temperature rises faster, by setting a lower threshold for starting the battery cooling system, thermal management of the battery can be triggered in advance, thereby effectively preventing the battery temperature from being too high and improving the reliability of battery thermal management.

[0048] It can be understood that the battery cooling system start-up threshold is greater than the battery heating system start-up threshold.

[0049] When the first comparison result is that the maximum temperature of the battery is greater than the battery cooling system start threshold corresponding to the charging state, it means that the battery temperature is high. In order to make the battery temperature within an appropriate range, it can be determined that the battery thermal management demand is a cooling demand.

[0050] When the second comparison result is that the lowest temperature of the battery is less than or equal to the battery heating system start threshold corresponding to the charging state, it means that the battery temperature is low. In order to make the battery temperature within an appropriate range, it can be determined that the battery thermal management demand is a heating demand.

[0051] When the first comparison result is that the maximum temperature of the battery is less than or equal to the battery cooling system start threshold corresponding to the charging state, and the second comparison result is that the minimum temperature of the battery is greater than the battery heating system start threshold corresponding to the charging state, it means that the battery temperature is within an appropriate range, and it can be determined that there is no thermal management demand for the battery.

[0052] The embodiments of the present application do not limit the structure of the battery cooling system. In some embodiments, the battery cooling system may include a compressor of an electric vehicle, but is not limited thereto.

[0053] Step 103: Based on the battery thermal management requirements and the thermal management requirements of the cockpit of the electric vehicle, determine the thermal management operating mode of the electric vehicle, wherein the thermal management operating mode includes at least one of the following: a battery cooling mode, a cockpit cooling mode, a battery heating mode, and a cockpit heating mode.

[0054] In the embodiment of the present application, the thermal management mode of the electric vehicle can be determined based on the thermal management requirements of the battery of the electric vehicle and the thermal management requirements of the cockpit of the electric vehicle. The cockpit can also be called the cabin.

[0055] From the above content, it can be known that the battery thermal management requirement can be: there is a cooling requirement; or there is a heating requirement; or there is no thermal management requirement. Similarly, the cockpit thermal management requirement can be: there is a cooling requirement; or there is a heating requirement; or there is no thermal management requirement.

[0056] In some embodiments, the cockpit thermal management demand may be determined based on whether a cockpit cooling instruction and a cockpit heating instruction are received. Specifically, if a cockpit cooling instruction is received, the cockpit thermal management demand may be determined to be a cooling demand. If a cockpit heating instruction is received, the cockpit thermal management demand may be determined to be a heating demand. If neither a cockpit cooling instruction nor a cockpit heating instruction is received, the cockpit thermal management demand may be determined to be a non-heating demand.

[0057] In other embodiments, the cockpit thermal management requirement may be determined based on the comparison result of the cockpit temperature with the cockpit cooling system activation threshold, and the comparison result of the cockpit temperature with the cockpit heating system activation threshold. The principle of determining the cockpit thermal management requirement in this embodiment is the same as the principle of determining the battery thermal management requirement, which can be found in the above-mentioned related description and will not be described here.

[0058] The embodiments of the present application do not limit the structure of the cockpit cooling system. In some embodiments, the cockpit cooling system may include a compressor of an electric vehicle, but is not limited thereto.

[0059] In the embodiment of the present application, the thermal management operating mode of the electric vehicle may be, but is not limited to, satisfying at least one of the following:

[0060] When the battery thermal management demand is manifested as a cooling demand and the cockpit thermal management demand is manifested as no thermal management demand, the thermal management operating mode of the electric vehicle is a battery cooling mode. In this case, the thermal management operating mode of the electric vehicle can also be called a battery cooling mode.

[0061] When the battery thermal management demand is manifested as no thermal management demand and the cockpit thermal management demand is manifested as a cooling demand, the thermal management operating mode of the electric vehicle is the cockpit cooling mode. In this case, the thermal management operating mode of the electric vehicle can also be called the cockpit separate cooling mode.

[0062] When the battery thermal management demand is manifested as a cooling demand and the cockpit thermal management demand is manifested as a cooling demand, the thermal management operating mode of the electric vehicle includes a battery cooling mode and a cockpit cooling mode. In this case, the thermal management operating mode of the electric vehicle can also be called a simultaneous cockpit and battery cooling mode.

[0063] When the battery thermal management demand is manifested as a heating demand and the cockpit thermal management demand is manifested as no thermal management demand, the thermal management operating mode of the electric vehicle is a battery heating mode. In this case, the thermal management operating mode of the electric vehicle can also be called a battery heating mode.

[0064] When the battery thermal management demand is manifested as no thermal management demand, and the cockpit thermal management demand is manifested as a heating demand, the thermal management operating mode of the electric vehicle is a cockpit heating mode. In this case, the thermal management operating mode of the electric vehicle can also be called a cockpit separate heating mode.

[0065] When the battery thermal management demand is manifested as a heating demand and the cockpit thermal management demand is manifested as a heating demand, the thermal management operating mode of the electric vehicle includes a battery heating mode and a cockpit heating mode. In this case, the thermal management operating mode of the electric vehicle can also be called a simultaneous cockpit and battery heating mode.

[0066] Step 104: adopt a control strategy corresponding to the thermal management operating mode to perform thermal management on the electric vehicle.

[0067] In the embodiment of the present application, for each thermal management mode, a corresponding control strategy can be pre-set for it. The control strategy corresponding to each thermal management mode can meet the thermal management requirements of the thermal management mode. The control strategies corresponding to different thermal management modes can be different.

[0068] In this way, after determining the current thermal management operating mode of the electric vehicle, the electric vehicle is thermally managed by adopting the control strategy corresponding to the thermal management operating mode. In this way, the thermal management requirements of the thermal management operating mode can be met, thereby improving the reliability of thermal management.

[0069] Furthermore, when the electric vehicle is thermally managed by adopting a control strategy corresponding to the thermal management mode, it is possible to determine whether to terminate the thermal management of the battery by comparing the battery temperature with the battery cooling system shutdown threshold corresponding to the charging state, or by comparing the battery temperature with the battery heating system shutdown threshold. It is possible to determine whether to terminate the thermal management of the cockpit by receiving an instruction to shut down the thermal management of the cockpit. In this way, the energy-saving effect of thermal management can be improved.

[0070] The thermal management method of the electric vehicle of the present embodiment can first obtain the charging state and temperature of the battery of the electric vehicle, and then determine the battery thermal management requirements of the electric vehicle based on the first comparison result of the battery temperature and the battery cooling system start threshold corresponding to the charging state, and the second comparison result of the battery temperature and the battery heating system start threshold corresponding to the charging state. Afterwards, the thermal management operating mode of the electric vehicle can be determined based on the battery thermal management requirements and the cockpit thermal management requirements of the electric vehicle. Then, a control strategy corresponding to the thermal management operating mode is adopted to perform thermal management on the electric vehicle. It can be seen that in the embodiment of the present application, the thermal management methods of the electric vehicle are enriched, and for different thermal management operating modes of the electric vehicle, the corresponding control strategies can be adopted to perform thermal management on the electric vehicle, so that the reliability of thermal management can be improved.

[0071] The control strategies corresponding to various thermal management operating modes are described in detail below.

[0072] 1. Thermal management operating mode includes battery cooling mode.

[0073] It is worth noting that, for the thermal management operating mode including the battery cooling mode, it can be the aforementioned battery cooling mode alone, or it can be the aforementioned cockpit and battery simultaneous cooling mode.

[0074] In this case, adopting a control strategy corresponding to the thermal management operating mode to perform thermal management on the electric vehicle may include:

[0075] determining a difference between the temperature of the battery and a first target temperature corresponding to the battery cooling mode to obtain a first temperature difference;

[0076] Compare the first temperature difference with a first threshold value to obtain a third comparison result;

[0077] Acquire a first temperature corresponding to the charging state and the third comparison result;

[0078] The battery cooling system controls the coolant inlet temperature of the battery to be the first temperature.

[0079] When the thermal management operating mode includes a battery cooling mode, the coolant inlet temperature of the battery may be controlled by the battery cooling system to cool the battery.

[0080] In the embodiment of the present application, for battery cooling, the water temperature of the coolant inlet of the battery can be divided into at least two different levels according to at least one of the charging state and the battery temperature, so as to achieve the requirements of rapid cooling and energy saving of the battery. The level of the water temperature of the coolant inlet of the battery is positively correlated with the value of the water temperature of the coolant inlet of the battery, that is, the higher the level of the water temperature of the coolant inlet of the battery, the greater the value of the water temperature of the coolant inlet of the battery, and vice versa.

[0081] In specific implementation, the water temperature of the coolant inlet of the battery can be divided into two different levels according to whether the charging state is a fast charging state. In this case, each level corresponds to a charging state. In some embodiments, since the battery heats up faster in the fast charging state, in order to increase the cooling rate of the battery in the charging state, the level of the coolant inlet water temperature of the battery corresponding to the fast charging state can be set lower than the level of the coolant inlet water temperature of the battery corresponding to the non-fast charging state, that is, the value of the coolant inlet water temperature of the battery corresponding to the fast charging state is lower than the value of the coolant inlet water temperature of the battery corresponding to the non-fast charging state.

[0082] The water temperature of the coolant inlet of the battery can be divided into two different levels according to the comparison result between the difference (i.e., the first temperature difference) Tdif between the current temperature Tb0 of the battery and the first target temperature corresponding to the battery cooling mode and the first threshold value Tdif1. In this case, each level corresponds to a comparison result of Tdif and Tdif1. In some embodiments, since Tdif is greater than Tdif1, it means that the current temperature Tb0 of the battery is greatly different from the first target temperature corresponding to the battery cooling mode. In order to increase the cooling speed of the battery in the charging state, the level of the water temperature of the coolant inlet of the battery corresponding to this comparison result (i.e., Tdif is greater than Tdif1) can be set lower than the level of the water temperature of the coolant inlet of the battery corresponding to another comparison result (i.e., Tdif is less than or equal to Tdif1), that is, the value of the water temperature of the coolant inlet of the battery corresponding to this comparison result (i.e., Tdif is greater than Tdif1) is less than the value of the water temperature of the coolant inlet of the battery corresponding to another comparison result (i.e., Tdif is less than or equal to Tdif1).

[0083] When the battery coolant inlet water temperature is divided according to the charging state and the battery temperature, the battery coolant inlet water temperature can be divided into four levels, Tw1>Tw2>Tw3>Tw4, each level corresponding to a charging state and a comparison result of Tdif and Tdif1.

[0084] In some embodiments, the priority of the charging state may be higher than the temperature priority of the battery temperature. In this embodiment, the level of the coolant inlet water temperature of the battery corresponding to the fast charging state may be lower than the level of the coolant inlet water temperature of the battery corresponding to the non-fast charging state. Specifically, Tw4 corresponds to the fast charging state and Tdif is greater than Tdif1; Tw3 corresponds to the fast charging state and Tdif is less than or equal to Tdif1; Tw2 corresponds to the non-fast charging state and Tdif is greater than Tdif1; Tw1 corresponds to the non-fast charging state and Tdif is less than or equal to Tdif1.

[0085] After the levels of the battery coolant inlet water temperature are divided according to at least one of the charging state and the battery temperature, a first corresponding relationship can be stored. In the first corresponding relationship, the charging state corresponding to each level of the battery coolant inlet water temperature and / or the comparison results of Tdif and Tdif1 can be recorded.

[0086] Based on this, when it is determined that the thermal management operating mode includes a battery cooling mode, the current Tdif of the battery can be calculated first, and then compared with Tdif1 to obtain a third comparison result. Afterwards, the third comparison result and the current charging state of the battery can be used to find the first corresponding relationship and determine the level of the coolant inlet water temperature of the battery corresponding to the two. Afterwards, the coolant inlet water temperature of the battery is controlled to the above-mentioned level through the battery cooling system.

[0087] In this embodiment, by presetting the first corresponding relationship, the battery cooling system controls the water temperature of the coolant inlet of the battery to be the temperature corresponding to the current state of the battery in the first corresponding relationship. In this way, the battery cooling can be achieved while maximizing energy saving, thereby improving the reliability of battery cooling.

[0088] In some embodiments, the acquiring the first temperature corresponding to the charging state and the third comparison result includes:

[0089] When the charging state is a fast charging state and the third comparison result is that the first temperature difference is greater than the first threshold value, determining the first temperature to be Tw4;

[0090] When the charging state is a fast charging state and the third comparison result is that the first temperature difference is less than or equal to the first threshold value, determining the first temperature to be Tw3;

[0091] When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is greater than the first threshold value, determining the first temperature to be Tw2;

[0092] When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is less than or equal to the first threshold, determining the first temperature to be Tw1;

[0093] Among them, Tw1>Tw2>Tw3>Tw4.

[0094] This embodiment corresponds to the case where the priority of the aforementioned charging state can be higher than the temperature priority of the battery temperature. In this case, in the first corresponding relationship, Tw4 corresponds to the fast charging state and Tdif is greater than Tdif1; Tw3 corresponds to the fast charging state and Tdif is less than or equal to Tdif1; Tw2 corresponds to the non-fast charging state and Tdif is greater than Tdif1; Tw1 corresponds to the non-fast charging state and Tdif is less than or equal to Tdif1.

[0095] Based on this, the first temperature of the battery in various charging states and corresponding to the third comparison result can be determined, and the coolant inlet temperature of the battery can be controlled by the first temperature, which can maximize energy saving on the basis of cooling the battery.

[0096] 2. Thermal management operating modes include cockpit cooling mode.

[0097] It is worth noting that, for the thermal management operating mode including the cockpit cooling mode, it can be the aforementioned cockpit cooling mode alone, or it can be the aforementioned cockpit and battery simultaneous cooling mode.

[0098] In this case, the temperature of the cockpit can be controlled by the cockpit cooling system to cool the cockpit.

[0099] In specific implementation, the difference Tcdif between the current cockpit temperature Tc0 and the second target temperature corresponding to the cockpit cooling mode can be calculated to control the cooling rate of the cockpit cooling system so that the cockpit temperature is stabilized near the second target temperature. Specifically, the difference Tcdif is positively correlated with the cooling rate, that is, the larger the difference Tcdif, the greater the cooling rate, and vice versa. In this way, the cockpit temperature can be quickly reduced on the basis of maximizing energy saving.

[0100] In some embodiments, when the cockpit cooling system includes a compressor, the speed of the compressor in the cockpit cooling system can be adjusted by PID control based on the difference Tcdif. Specifically, the larger the difference Tcdif, the faster the compressor speed, and vice versa.

[0101] In view of the aforementioned cockpit and battery cooling mode, that is, the thermal management mode includes the battery cooling mode and the cockpit cooling mode, in some embodiments, the control strategy corresponding to the battery cooling mode alone and the control strategy corresponding to the cockpit cooling mode alone can be respectively adopted to perform thermal management on the electric vehicle. In other embodiments, the use of the control strategy corresponding to the thermal management mode to perform thermal management on the electric vehicle can include:

[0102] determining a difference between the temperature of the battery and a first target temperature corresponding to the battery cooling mode to obtain a first temperature difference;

[0103] Based on a third comparison result of the first temperature difference and the first threshold, determining a priority cooling operating mode of the electric vehicle, wherein, when the third comparison result is that the first temperature difference is greater than the first threshold, the priority cooling operating mode is a battery priority cooling mode; when the third comparison result is that the first temperature difference is less than or equal to the first threshold, the priority cooling operating mode is a cockpit priority cooling mode;

[0104] A control strategy corresponding to the priority cooling mode is adopted to perform thermal management on the electric vehicle.

[0105] In this embodiment, the battery temperature can be further divided into two working conditions: battery priority cooling and cockpit priority cooling. And for different priority cooling working modes, different control strategies are set for the electric vehicle.

[0106] In a specific implementation, the priority cooling objects in the cockpit and the battery may be determined based on the third comparison result between the first temperature difference Tdif and the first threshold value Tdif1.

[0107] When Tdif is greater than Tdif1, the current temperature of the battery is far from the first target temperature. Considering the life and safety of the battery, battery cooling is mainly used, and the priority cooling mode can be determined as the battery priority cooling mode.

[0108] When Tdif is less than or equal to Tdif1, the priority cooling mode may be determined as the cockpit priority cooling mode based on the cockpit comfort.

[0109] Afterwards, a control strategy corresponding to the priority cooling mode can be used to perform thermal management on the electric vehicle, thereby improving the reliability of thermal management.

[0110] The embodiments of the present application do not limit the specific manifestation of the control strategy corresponding to each priority cooling mode. In some embodiments, the battery cooling system includes a compressor of the electric vehicle; the use of the control strategy corresponding to the priority cooling mode to perform thermal management on the electric vehicle may include:

[0111] When the priority cooling mode is a battery priority cooling mode, controlling the coolant inlet temperature of the battery to be a first temperature corresponding to the charging state and the third comparison result through the compressor, and controlling the superheat of the compressor based on the expansion valve of the evaporator of the cockpit;

[0112] When the priority cooling mode is the cockpit priority cooling mode, the temperature of the cockpit is controlled by the compressor to maintain at the second target temperature of the cockpit, and the superheat of the compressor is controlled based on the expansion valve of the battery panel of the electric vehicle.

[0113] In this embodiment, when Tdif is greater than Tdif1, considering the life and safety of the battery, the electric vehicle mainly uses battery cooling, and controls the inlet water temperature of the battery pack to be the first temperature corresponding to the charging state and the third comparison result by controlling the speed of the compressor. In addition, the compressor inlet superheat Tsup can be controlled by the expansion valve on the side of the cockpit evaporator. In specific implementation, the expansion valve opening can be adjusted according to the evaporator outlet superheat to control the compressor inlet superheat. If the evaporator outlet superheat is lower than the set value, the expansion valve opening is reduced. If the evaporator outlet superheat is higher than the set value, the expansion valve opening is increased. In this way, it can be prevented that the refrigerant entering the compressor contains liquid, causing the compressor to be damaged due to liquid hammer.

[0114] When Tdif is less than or equal to Tdif1, the comfort of the cockpit is mainly taken into consideration, and the temperature of the cockpit is controlled by controlling the compressor speed to maintain it at the second target temperature. In addition, the compressor inlet superheat Tsup can be controlled by the panel-side electronic expansion valve. In addition, the compressor inlet superheat Tsup can be controlled by the panel-side expansion valve. In specific implementation, the expansion valve opening can be adjusted according to the panel-side superheat to control the compressor inlet superheat. If the panel-side superheat is lower than the set value, the expansion valve opening is reduced. If the panel-side superheat is higher than the set value, the expansion valve opening is increased. In this way, the refrigerant entering the compressor can be prevented from containing liquid, which may cause the compressor to be damaged due to liquid hammer.

[0115] By performing thermal management on electric vehicles in the above manner, the thermal management can not only meet the actual thermal management requirements of electric vehicles, but also prevent the refrigerant entering the compressor from containing liquid, which may cause the compressor to be damaged due to liquid hammer. In this way, the reliability of thermal management can be improved.

[0116] 3. Thermal management operating mode includes battery heating mode.

[0117] It is worth noting that, for the thermal management operating mode including the battery heating mode, it can be the aforementioned battery heating mode alone, or it can be the aforementioned cockpit and battery simultaneous heating mode.

[0118] In this case, the control strategy corresponding to the thermal management operating mode is adopted to perform thermal management on the electric vehicle, including:

[0119] comparing the temperature of the battery with a second threshold value to obtain a sixth comparison result;

[0120] Acquire a second temperature corresponding to the charging state and the sixth comparison result;

[0121] The battery heating system controls the coolant inlet temperature of the battery to be the second temperature.

[0122] In some embodiments, acquiring the second temperature corresponding to the charging state and the sixth comparison result includes:

[0123] When the charging state is that charging is required and the sixth comparison result is that the temperature of the battery is greater than the second threshold, determining the second temperature to be Twh3;

[0124] When the charging state is that charging is required and the sixth comparison result is that the temperature of the battery is less than or equal to the second threshold, determining the second temperature to be Twh1;

[0125] When the charging state is that charging is not required and the sixth comparison result is that the temperature of the battery is greater than the second threshold, determining the second temperature to be Twh2;

[0126] When the charging state is that charging is not required and the sixth comparison result is that the temperature of the battery is less than or equal to the second threshold, determining the second temperature to be Twh1;

[0127] Among them, Twh3>Twh2>Twh1.

[0128] It should be noted that the control strategy corresponding to the battery heating mode is similar to the control strategy corresponding to the battery cooling mode, and the main differences are:

[0129] First, in the control strategy corresponding to the battery cooling mode, the charging state is shown as a fast charging state or a non-fast charging state, while in the control strategy corresponding to the battery heating mode, the charging state is shown as requiring charging or not requiring charging.

[0130] Secondly, in the control strategy corresponding to the battery cooling mode, the battery coolant inlet temperature is controlled based on the comparison result of the first temperature difference between the current battery temperature and the first target temperature and the first threshold value. In the control strategy corresponding to the battery heating mode, the battery coolant inlet temperature is controlled based on the comparison result of the current battery temperature and the second threshold value.

[0131] Third, in the control strategy corresponding to the battery cooling mode, the battery coolant inlet temperature can be divided into four levels, and the level of the battery coolant inlet temperature is positively correlated with the value of the battery coolant inlet temperature, as shown in Tw1>Tw2>Tw3>Tw4. In the control strategy corresponding to the battery heating mode, the battery coolant inlet temperature can be divided into three levels, and the level of the battery coolant inlet temperature is negatively correlated with the value of the battery coolant inlet temperature, as shown in Twh3>Twh2>Twh1.

[0132] For other details, please refer to the specific implementation of the control strategy corresponding to the aforementioned battery cooling mode, which will not be repeated here.

[0133] The embodiments of the present application do not limit the structure and heating method of the battery heating system and the cockpit heating system. In some embodiments, when the thermal management mode includes at least one of the battery heating mode and the cockpit heating mode, the control strategy corresponding to the thermal management mode is used to perform thermal management on the electric vehicle, including:

[0134] Acquiring the ambient temperature of the electric vehicle, the temperature of the cockpit, and the coolant inlet temperature of the motor and electronic control of the electric vehicle;

[0135] Based on a fourth comparison result of the ambient temperature and the temperature of the cockpit, and a fifth comparison result of the coolant inlet temperature of the motor electronic control and the lower limit of waste heat recovery, a heating method of the electric vehicle is determined, wherein the heating method includes at least one of the following: a heat pump heating method, a PTC heating method, and a motor electronic control waste heat heating method;

[0136] The electric vehicle is thermally managed by adopting a control strategy corresponding to the thermal management operating mode and the heating method.

[0137] In this embodiment, the battery heating system and / or the cockpit heating system can be heated by at least one of a heat pump heating method, a PTC heating method and a motor electronically controlled waste heat heating method. In this way, the heating methods of the battery heating system and / or the cockpit heating system can be enriched and the reliability of the heating can be improved.

[0138] In specific implementation, the specific heating method of the battery heating system and / or the cockpit heating system can be determined based on the comparison result of the ambient temperature and the cockpit temperature, and the comparison result of the coolant inlet temperature of the motor electronic control and the lower limit of the waste heat recovery.

[0139] In some embodiments, the determining of the heating method of the electric vehicle based on the fourth comparison result of the ambient temperature and the temperature of the cockpit, and the fifth comparison result of the coolant inlet temperature of the motor electronic control and the lower limit of the waste heat recovery, includes:

[0140] When the fifth comparison result is that the coolant inlet temperature of the motor electronic control is greater than the waste heat recovery lower limit value, determining that the heating method of the electric vehicle includes a motor electronic control waste heat heating method;

[0141] When the fourth comparison result is that the ambient temperature is greater than the temperature of the cockpit, determining that the heating method of the electric vehicle includes a heat pump heating method;

[0142] When the fourth comparison result is that the ambient temperature is lower than the temperature of the cockpit, and the fifth comparison result is that the coolant inlet temperature of the motor electronic control is lower than the lower limit of waste heat recovery, it is determined that the heating method of the electric vehicle is the PTC heating method.

[0143] In this embodiment, if the coolant inlet temperature of the motor electronic control is greater than the waste heat recovery lower limit, the battery and / or the cockpit can be heated by recovering the waste heat of the motor electronic control. In this case, the heating method of the electric vehicle can include the motor electronic control waste heat heating method.

[0144] If the ambient temperature is greater than the temperature of the cockpit, the air in the external environment of the electric vehicle can be used as a heat source to heat the battery and / or the cockpit. In this case, the heating method of the electric vehicle can be a heat pump heating method.

[0145] If the ambient temperature is lower than the temperature of the cockpit, and the coolant inlet temperature of the motor electronic control is lower than the lower limit of waste heat recovery, in this case, the motor electronic control has no waste heat recovery, and the air in the external environment of the electric vehicle cannot be used as a heat source to heat the battery and / or the cockpit, and the battery and / or the cockpit can be heated by PTC. In this case, the heating method of the electric vehicle can be PTC heating.

[0146] It should be noted that when the coolant inlet temperature of the motor and electronic control is greater than the lower limit of waste heat recovery, and the ambient temperature is greater than the temperature of the cockpit, PTC heating can also be used, that is, the heating method of the electric vehicle can further include PTC heating method, so that the heating efficiency can be further improved.

[0147] In this embodiment, when the motor and electronic control have waste heat recovery, heating can be performed by the motor and electronic control waste heat heating method; when the ambient temperature is higher than the temperature of the cockpit, heating can be performed by the heat pump heating method; otherwise, heating can be performed by the PTC heating method. In this way, the heating demand can be met and the heating power consumption can be reduced to the greatest extent, thereby improving the reliability of thermal management.

[0148] The present application embodiment does not limit the thermal management system of the electric vehicle. In some embodiments, the thermal management method of the electric vehicle of the present application embodiment can be applied to Figure 2 Thermal management system shown. Figure 2 The thermal management system shown includes: a compressor 1; an outdoor heat exchanger 6; an air conditioning box panel exchanger 7; a waste heat recovery panel exchanger 9; a heater core 18; a battery panel exchanger 12; a battery pack and its heat exchanger 22; an in-vehicle evaporator 14; an electronic control and its radiator 26; a motor and its radiator 27; solenoid valves 2, 3, 4, 5, 15; expansion valves 8, 10, 11, 13; water pumps 17, 23, 25; three-way valves 19, 28 on the coolant side; a four-way valve 21; a PTC 20; a gas-liquid separator 16; and a radiator 24.

[0149] The thermal management system includes a battery thermal management system (i.e. the aforementioned battery cooling / heating system), a cockpit thermal management system (i.e. the aforementioned cockpit cooling / heating system), and a motor electronic control thermal management system. The three electric thermal management systems are coupled to the cockpit by switching valves and pipelines. In order to increase the range of electric vehicles in winter, the battery and the cockpit can be heated by a heat pump system in winter. The system circuit is designed with waste heat recovery and heating from the motor electronic control. At the same time, to ensure that the vehicle can travel in a relatively low temperature environment, the system considers PTC heating as a supplementary heat source for the heat pump system.

[0150] The switching between cooling and heating is mainly achieved by opening and closing the solenoid valves 2, 3, 4, 5, and 15, and the waste heat recovery of the motor electronic control is mainly achieved by the waste heat recovery plate exchanger.

[0151] Specific waste heat recovery mode: In the winter waste heat recovery mode, the high-pressure liquid refrigerant flowing out of the air conditioning box panel exchanger 7 or the battery panel exchanger 12 passes through the expansion valve 10, throttles and expands, and then enters the waste heat recovery panel exchanger 9. On the motor electronic control coolant side, the water pump 25 is turned on, and the coolant absorbs the heat in the motor electronic control, the temperature rises, and the three-way valve is switched to allow the coolant to flow to the waste heat recovery panel exchanger.

[0152] Specific PTC heating mode: In winter, when the outside ambient temperature is lower than the lower limit of the air source heat pump start-up temperature and there is no waste heat from the motor and electronic control that can be recovered, the heat pump system is turned off and PTC20 is used to heat the battery and the cockpit. The two interfaces of the four-way valve 21 connect the PTC20 and the battery pack and its heat exchanger 22 respectively, the water pumps 17 and 23 are turned on, and the PTC20 turns on the heating mode. The high-temperature liquid flows through the three-way valve 19 to the heater core 18 to heat the cockpit. The medium-temperature coolant flowing out of the heater core 18 passes through the air conditioning box plate exchanger 7 and the four-way valve 21, flows to the battery plate exchanger 12, and flows to the battery pack and its heat exchanger 22 to heat the battery.

[0153] Specific heat pump heating mode: When the outside environment temperature is higher than the lower limit of the air source mode start-up temperature, and there is no motor electronic control battery waste heat to be recovered, the high-pressure liquid refrigerant flowing out of the air conditioning box panel exchanger 7 or the battery panel exchanger 12 passes through the expansion valve 8, throttles and expands, and then enters the vehicle external heat exchanger 6 to absorb heat from the outside environment.

[0154] It should be noted that the various optional implementation modes introduced in the embodiments of the present application can be implemented in combination with each other or separately if they do not conflict with each other, and the embodiments of the present application are not limited to this.

[0155] The thermal management method of the electric vehicle in the embodiment of the present application is as follows: Figure 3 As shown, the thermal management operating mode of the electric vehicle can be determined according to the ambient temperature, the maximum battery temperature, the minimum battery temperature, the cabin temperature, the motor electronic control coolant inlet temperature, the charging state, the cabin heating state and the cabin cooling state.

[0156] Thermal management modes for electric vehicles can include:

[0157] Motor electronic control waste heat recovery mode

[0158] Battery cooling mode

[0159] Cockpit cooling mode

[0160] Battery cooling mode + cockpit cooling mode

[0161] PTC heating + motor control waste heat recovery mode: battery heating alone, cabin heating alone, battery and cabin heating at the same time

[0162] PTC supplementary heating + heat pump heating mode: battery heating alone, cabin heating alone, battery and cabin heating at the same time

[0163] Heat pump separate heating mode: battery heating alone, cabin heating alone, battery and cabin heating at the same time.

[0164] In an embodiment of the present application, the vehicle thermal management system is divided into different operating modes according to the ambient temperature, maximum battery temperature, minimum battery temperature, cabin temperature, motor electronic control coolant inlet temperature, charging status, cabin heating status and cabin cooling status, and a detailed control strategy is formulated for each operating mode.

[0165] For the summer working condition where the cockpit and battery are cooled simultaneously, the working conditions can be divided into two types: battery priority cooling and cockpit priority cooling according to the battery temperature.

[0166] For battery cooling, the water temperature at the inlet of the battery pack coolant can be divided into four different levels (Tw1>Tw2>Tw3>Tw4) according to whether it is fast charged and the battery temperature, so as to achieve the needs of rapid battery cooling and energy saving. The battery thermal management system startup threshold can be divided into two types according to the different battery states. When the battery is in fast charging mode, the battery thermal management system startup temperature threshold is Tb2. When the battery is in other states, the battery startup threshold is Tb1, where Tb1>Tb2.

[0167] In winter, the battery coolant temperature can be divided into three levels (Twh3>Twh2>Twh1) according to the battery temperature to achieve rapid battery heating and energy saving needs.

[0168] For ease of understanding, the following examples are provided:

[0169] First, according to the state of the vehicle thermal management system, the thermal management working mode can be divided into two categories: cooling mode and heating mode. The cooling mode control strategy architecture is as follows: Figure 4 shown.

[0170] Whether the battery is in fast charging state can be determined based on the battery charging feedback signal.

[0171] 1. If the battery is in fast charging state, it can be determined whether the current battery temperature exceeds the compressor start-up temperature Tb2.

[0172] If the battery temperature exceeds Tb2, the difference Tdif between the current battery temperature Tb0 and the target temperature is calculated.

[0173] If Tdif is greater than Tdif1, the refrigeration system is turned on to control the inlet temperature of the battery pack coolant to Tw4 (the coolant inlet water temperature is divided into four levels, Tw1>Tw2>Tw3>Tw4), ensuring that the battery can be cooled quickly to prevent the battery temperature from being too high.

[0174] If Tdif is lower than Tdif1, the inlet temperature of the battery pack coolant is controlled to be Tw3.

[0175] Afterwards, it is determined whether the battery temperature is lower than the battery cooling system shutdown temperature threshold Tb2-3. If not, the battery continues to be cooled. If so, the battery cooling system is shut down.

[0176] Second, if the battery is not in fast charging state, it can be determined whether the current battery temperature exceeds the compressor start-up temperature Tb1.

[0177] If the current battery temperature does not exceed Tb1, it can be determined whether there is a cooling demand based on the cockpit cooling command. If there is no cooling demand for the cockpit, the refrigeration system will not start. If there is a cooling demand for the cockpit, the difference Tcdif between the current cockpit temperature Tc0 and the target temperature Tc is calculated, the cockpit cooling system is turned on, and the compressor speed is adjusted by PID control to stabilize the cockpit temperature near the driver's setting value. If the driver's request to turn off the cooling is received, the cockpit cooling is turned off. Note that the compressor should be turned off first.

[0178] If the current battery temperature exceeds Tb1, the cockpit cooling command is determined to determine whether there is a cooling demand.

[0179] If there is no cooling demand in the cockpit, the thermal management system is in battery cooling mode alone. Calculate the difference Tdif between the current battery temperature Tb0 and the target temperature. If Tdif is greater than Tdif1, the refrigeration system is turned on and the inlet temperature of the battery pack coolant is controlled to Tw2 (to ensure that the battery can be cooled quickly to prevent the battery temperature from being too high. If Tdif is lower than Tdif1, reduce the compressor speed and control the inlet temperature of the battery pack coolant to Tw1. Reducing the compressor speed can reduce system energy consumption. Determine whether the battery temperature is lower than the battery cooling system shutdown temperature threshold Tb1-3. If not, continue to cool the battery. If so, turn off the battery cooling system.

[0180] If the cockpit needs to be cooled, the thermal management system is in a simultaneous cooling mode for the battery and the cockpit. The difference Tdif between the current battery temperature Tb0 and the target temperature is calculated.

[0181] If Tdif is greater than Tdif1, considering the battery life and safety, the system mainly cools the battery, the refrigeration system is turned on, the compressor speed controls the inlet water temperature of the battery pack to Tw2, and the electronic expansion valve on the cockpit evaporator side controls the compressor inlet superheat Tsup.

[0182] If Tdif is less than Tdif1, the refrigeration system is turned on based on the comfort of the cockpit, and the compressor speed controls the temperature of the cockpit to maintain it at the target temperature set by the driver. The electronic expansion valve on the battery panel switching side controls the compressor inlet superheat Tsup.

[0183] Afterwards, it is determined whether the battery temperature is lower than the battery cooling system shutdown temperature threshold Tb1-3. If not, the battery continues to be cooled. If yes, the battery cooling system is shut down. It is determined whether there is a command to shut down the cockpit cooling. If yes, the cockpit cooling is shut down.

[0184] The heating mode control system strategy architecture is as follows Figure 5 shown.

[0185] Determine whether the battery needs to be charged based on the battery charging signal.

[0186] 1. If the battery needs to be charged, it is determined whether the battery is heated, that is, whether the current temperature of the battery reaches the threshold for starting the heating system, and whether the current temperature of the battery is less than the threshold for starting the heating system Tb3.

[0187] If the current battery temperature is greater than or equal to Tb3, since the electric vehicle is in a parked state during charging, the heating system may not be started directly.

[0188] If the current battery temperature is less than Tb3, the thermal management system can be judged based on the ambient temperature and the outlet water temperature of the motor electronic control coolant whether PTC heating is required, whether there is waste heat that can be recovered, and the output heating method (i.e. the aforementioned heating method) can be used. Specifically: if the outlet water temperature of the motor electronic control coolant is higher than the lower limit of the residual heat recovery, the waste heat of the motor electronic control can be used; if the outlet water temperature of the motor electronic control coolant is lower than the lower limit of the residual heat recovery and the heat exchange environment temperature is lower than the lower limit of the air source heat pump, PTC heating is used; if the outlet water temperature of the motor electronic control coolant is lower than the lower limit of the residual heat recovery and the heat exchange environment temperature is higher than the lower limit of the air source heat pump, the air source heat pump is used for heating.

[0189] If the current battery temperature is less than Tb3, it can be determined whether the current minimum battery temperature is greater than Tdif1. If not, the inlet temperature of the battery pack coolant is controlled to Twh3 (the inlet water temperature of the coolant is divided into 3 levels, Twh3>Twh2>Twh1) to ensure that the battery can heat up quickly and the battery can be safely charged at a larger rate. If the minimum battery temperature is greater than Tdif1, the inlet temperature of the battery pack coolant is controlled to Twh1. At this time, the battery heats up through its own heat generation and the heating system to reduce energy consumption. Determine whether the battery temperature reaches the battery heating system shutdown temperature threshold Tb3. If not, continue to heat the battery. If so, turn off the battery heating system.

[0190] Second, if the battery does not need to be charged, it can be determined whether the battery needs to be heated.

[0191] 1. If the battery does not need to be heated, the cockpit heating command can be used to determine whether there is a heating demand.

[0192] If there is no demand for cockpit heating, the heating system will not be activated.

[0193] If the cockpit needs to be heated, the difference Tcdif between the current cockpit temperature Tch0 and the target temperature Tch can be calculated, and the cockpit heating system is turned on to maintain the cockpit temperature at the target temperature. According to the ambient temperature and the water temperature at the inlet of the motor electronically controlled coolant, it is determined whether PTC heating is required in the thermal management system, whether there is waste heat that can be recovered, and the heating method is output. The compressor speed or PTC heating power is adjusted through PID control to stabilize the cockpit temperature near the driver's setting value. If the driver's request to turn off the heating is received, the cockpit heating system is turned off. Note that the compressor should be turned off first.

[0194] 2. If the battery needs to be heated, the cockpit heating command can be used to determine whether there is a heating demand.

[0195] If the cockpit needs to be heated, the thermal management system is in battery heating mode. Based on the ambient temperature and the inlet water temperature of the motor electronic control coolant, it is determined whether PTC heating is required in the thermal management system, whether there is waste heat that can be recovered, and the heating method is output. It is determined whether the current minimum temperature of the battery is greater than Tb3. If so, the heating system is not turned on; if not, it is determined whether the current minimum temperature of the battery is greater than Tdif1. If not, the inlet temperature of the battery pack coolant is controlled to Twh2 (the inlet water temperature of the coolant is divided into 3 levels, Twh3>Twh2>Twh1) to ensure that the battery can heat up quickly and the battery can be safely charged at a larger rate. If the minimum battery temperature is greater than Tdif1, the inlet temperature of the battery pack coolant is controlled to Twh1. At this time, the battery heats up through its own heat generation and the heating system to reduce energy consumption. It is determined whether the battery temperature reaches the battery heating system shutdown temperature threshold Tb3. If not, the battery continues to be heated. If so, the battery heating system is turned off.

[0196] If the cockpit needs to be heated, the thermal management system is in a simultaneous heating mode for the battery and the cockpit. Based on the ambient temperature and the inlet water temperature of the motor electronically controlled coolant, it is determined whether PTC heating is required in the thermal management system, whether there is waste heat that can be recovered, and the heating method is output. It is determined whether the current minimum temperature of the battery is greater than Tdif1. If not, the compressor / PTC heater controls the inlet water temperature of the battery pack to Tw2, and the inlet water temperature of the heater core to Tch1. The four-way water valve and the three-way water valve are adjusted so that the PTC / compressor heat pump heats the cockpit and the battery pack at the same time. If the current minimum temperature of the battery is greater than Tdif1, the compressor / PTC heater controls the inlet water temperature of the battery pack to Tw1, and the inlet water temperature of the heater core to Tch1.

[0197] The embodiment of the present application can use a system to achieve battery heating / cooling, passenger compartment cooling / heating, motor electronic control cooling, and improve the system thermal management efficiency. Winter heating uses a heat pump method, while considering waste heat recovery, which is conducive to improving the winter range of electric vehicles. At the same time, a set of vehicle thermal management control strategies is provided to perform safe, efficient, and energy-saving thermal management control on the cockpit and battery.

[0198] Based on the thermal management method of the electric vehicle provided in the above embodiment, the present application also provides a specific implementation of the thermal management device of the electric vehicle. Please refer to the following embodiment.

[0199] See also Figure 6 , the thermal management device of the electric vehicle provided in the embodiment of the present application may include:

[0200] A first acquisition module 601 is used to acquire the charging state and temperature of the battery of the electric vehicle;

[0201] A first determination module 602, configured to determine a battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature with a battery cooling system activation threshold corresponding to the charging state, and a second comparison result of the battery temperature with a battery heating system activation threshold;

[0202] A second determination module 603 is used to determine a thermal management operating mode of the electric vehicle based on the battery thermal management requirement and the thermal management requirement of the cockpit of the electric vehicle, wherein the thermal management operating mode includes at least one of the following: a battery cooling mode, a cockpit cooling mode, a battery heating mode, and a cockpit heating mode;

[0203] The thermal management module 604 is used to perform thermal management on the electric vehicle by adopting a control strategy corresponding to the thermal management operating mode.

[0204] In some embodiments, when the thermal management mode includes a battery cooling mode, the thermal management module includes:

[0205] A first determining submodule, configured to determine a difference between the temperature of the battery and a first target temperature corresponding to the battery cooling mode, to obtain a first temperature difference;

[0206] A first comparison submodule, configured to compare the first temperature difference with a first threshold value to obtain a third comparison result;

[0207] A first acquisition submodule, used to acquire a first temperature corresponding to the charging state and the third comparison result;

[0208] The first control submodule is used to control the coolant inlet temperature of the battery to be the first temperature through the battery cooling system.

[0209] In some embodiments, the first acquisition submodule is specifically used to:

[0210] When the charging state is a fast charging state and the third comparison result is that the first temperature difference is greater than the first threshold value, determining the first temperature to be Tw4;

[0211] When the charging state is a fast charging state and the third comparison result is that the first temperature difference is less than or equal to the first threshold value, determining the first temperature to be Tw3;

[0212] When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is greater than the first threshold value, determining the first temperature to be Tw2;

[0213] When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is less than or equal to the first threshold, determining the first temperature to be Tw1;

[0214] Among them, Tw1>Tw2>Tw3>Tw4.

[0215] In some embodiments, when the thermal management operating mode includes a battery cooling mode and a cockpit cooling mode, the thermal management module includes:

[0216] A second determining submodule, configured to determine a difference between the temperature of the battery and a first target temperature corresponding to the battery cooling mode, to obtain a first temperature difference;

[0217] a third determination submodule, configured to determine a priority cooling operating mode of the electric vehicle based on a third comparison result between the first temperature difference and the first threshold, wherein when the third comparison result is that the first temperature difference is greater than the first threshold, the priority cooling operating mode is a battery priority cooling mode; and when the third comparison result is that the first temperature difference is less than or equal to the first threshold, the priority cooling operating mode is a cockpit priority cooling mode;

[0218] The first thermal management submodule is used to perform thermal management on the electric vehicle by adopting a control strategy corresponding to the priority cooling operating mode.

[0219] In some embodiments, the battery cooling system includes a compressor of the electric vehicle; the first thermal management submodule is specifically used to:

[0220] When the priority cooling mode is a battery priority cooling mode, controlling the coolant inlet temperature of the battery to be a first temperature corresponding to the charging state and the third comparison result through the compressor, and controlling the superheat of the compressor based on the expansion valve of the evaporator of the cockpit;

[0221] When the priority cooling mode is the cockpit priority cooling mode, the temperature of the cockpit is controlled by the compressor to maintain at the second target temperature of the cockpit, and the superheat of the compressor is controlled based on the expansion valve of the battery panel of the electric vehicle.

[0222] In some embodiments, when the thermal management mode includes at least one of the battery heating mode and the cockpit heating mode, the thermal management module includes:

[0223] A second acquisition submodule is used to acquire the ambient temperature of the electric vehicle, the temperature of the cockpit, and the coolant inlet temperature of the motor and electronic control of the electric vehicle;

[0224] a fourth determination submodule, configured to determine a heating method of the electric vehicle based on a fourth comparison result of the ambient temperature and the temperature of the cockpit, and a fifth comparison result of the coolant inlet temperature of the motor electronic control and the lower limit of waste heat recovery, wherein the heating method includes at least one of the following: a heat pump heating method, a PTC heating method, and a motor electronic control waste heat heating method;

[0225] The second thermal management submodule is used to adopt a control strategy corresponding to the thermal management operating mode and the heating method to perform thermal management on the electric vehicle.

[0226] In some embodiments, the fourth determining submodule is specifically configured to:

[0227] When the fifth comparison result is that the coolant inlet temperature of the motor electronic control is greater than the waste heat recovery lower limit value, determining that the heating method of the electric vehicle includes a motor electronic control waste heat heating method;

[0228] When the fourth comparison result is that the ambient temperature is greater than the temperature of the cockpit, determining that the heating method of the electric vehicle includes a heat pump heating method;

[0229] When the fourth comparison result is that the ambient temperature is lower than the temperature of the cockpit, and the fifth comparison result is that the coolant inlet temperature of the motor electronic control is lower than the lower limit of waste heat recovery, it is determined that the heating method of the electric vehicle is the PTC heating method.

[0230] In some embodiments, when the thermal management mode includes a battery heating mode, the thermal management module includes:

[0231] a second comparison submodule, configured to compare the temperature of the battery with a second threshold value to obtain a sixth comparison result;

[0232] A third acquisition submodule, used to acquire a second temperature corresponding to the charging state and the sixth comparison result;

[0233] The second control submodule is used to control the coolant inlet temperature of the battery to be the second temperature through the battery heating system.

[0234] In some embodiments, the third acquisition submodule is specifically used to:

[0235] When the charging state is that charging is required and the sixth comparison result is that the temperature of the battery is greater than the second threshold, determining the second temperature to be Twh3;

[0236] When the charging state is that charging is required and the sixth comparison result is that the temperature of the battery is less than or equal to the second threshold, determining the second temperature to be Twh1;

[0237] When the charging state is that charging is not required and the sixth comparison result is that the temperature of the battery is greater than the second threshold, determining the second temperature to be Twh2;

[0238] When the charging state is that charging is not required and the sixth comparison result is that the temperature of the battery is less than or equal to the second threshold, determining the second temperature to be Twh1;

[0239] Among them, Twh3>Twh2>Twh1.

[0240] In some embodiments, the apparatus further comprises:

[0241] A third determination module, configured to determine, when the charging state is a fast charging state, that the battery cooling system startup threshold is Tb2;

[0242] A fourth determination module, configured to determine that the battery cooling system start threshold is Tb1 when the charging state is a slow charging state or a non-charging state;

[0243] Among them, Tb1>Tb2.

[0244] The thermal management device of the electric vehicle provided in the embodiment of the present application can implement each process implemented by the thermal management device of the electric vehicle in the method embodiment, and will not be described again here to avoid repetition.

[0245] Figure 7 A schematic diagram of the hardware structure of a thermal management device for an electric vehicle provided in an embodiment of the present application is shown.

[0246] The thermal management device of the electric vehicle may include a processor 701 and a memory 702 storing computer program instructions.

[0247] Specifically, the processor 701 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0248] The memory 702 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 702 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 702 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 702 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 702 is a non-volatile solid-state memory.

[0249] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Therefore, generally, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of the present disclosure.

[0250] The processor 701 implements any one of the thermal management methods for electric vehicles in the above embodiments by reading and executing computer program instructions stored in the memory 702 .

[0251] In one example, the thermal management device of the electric vehicle may further include a communication interface 707 and a bus 710. Figure 7 As shown, the processor 701, the memory 702, and the communication interface 707 are connected via a bus 710 and communicate with each other.

[0252] The communication interface 707 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0253] The bus 710 includes hardware, software, or both, coupling the components of the thermal management device of the electric vehicle to each other. By way of example and not limitation, the bus may include an accelerated graphics port (AGP) or other graphics bus, an enhanced industry standard architecture (EISA) bus, a front-side bus (FSB), a hypertransport (HT) interconnect, an industry standard architecture (ISA) bus, an infinite bandwidth interconnect, a low pin count (LPC) bus, a memory bus, a microchannel architecture (MCA) bus, a peripheral component interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a serial advanced technology attachment (SATA) bus, a video electronics standard association local (VLB) bus, or other suitable buses or a combination of two or more of these. Where appropriate, the bus 710 may include one or more buses. Although the embodiments of the present application describe and illustrate specific buses, the present application considers any suitable bus or interconnect.

[0254] In addition, in combination with the thermal management method of the electric vehicle in the above embodiments, the present application embodiment can provide a computer storage medium to implement. The computer storage medium stores computer program instructions; when the computer program instructions are executed by the processor, any one of the thermal management methods of the electric vehicle in the above embodiments is implemented.

[0255] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0256] The functional blocks shown in the structural block diagram described above can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier. "Machine-readable medium" may include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROMs, flash memories, erasable ROMs (EROMs), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0257] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0258] Aspects of the present disclosure are described above with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the functions / actions specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0259] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A thermal management method for an electric vehicle, characterized in that: include: Obtaining the charging state and temperature of the battery of the electric vehicle; Determining a battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature with a battery cooling system activation threshold corresponding to the charging state, and a second comparison result of the battery temperature with a battery heating system activation threshold; Based on the battery thermal management requirement and the cabin thermal management requirement of the electric vehicle, determining a thermal management operating mode of the electric vehicle, wherein the thermal management operating mode includes at least one of the following: a battery cooling mode, a cabin cooling mode, a battery heating mode, and a cabin heating mode; Performing thermal management on the electric vehicle by adopting a control strategy corresponding to the thermal management operating mode; Wherein, when the thermal management operating mode includes a battery cooling mode, the control strategy corresponding to the thermal management operating mode is adopted to perform thermal management on the electric vehicle, including: determining a difference between the temperature of the battery and a first target temperature corresponding to the battery cooling mode to obtain a first temperature difference; Compare the first temperature difference with a first threshold value to obtain a third comparison result; Acquire a first temperature corresponding to the charging state and the third comparison result; Controlling the coolant inlet temperature of the battery to be the first temperature through the battery cooling system; Wherein, the acquiring the first temperature corresponding to the charging state and the third comparison result includes: When the charging state is a fast charging state and the third comparison result is that the first temperature difference is greater than the first threshold value, determining the first temperature to be Tw4; When the charging state is a fast charging state and the third comparison result is that the first temperature difference is less than or equal to the first threshold value, determining the first temperature to be Tw3; When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is greater than the first threshold value, determining the first temperature to be Tw2; When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is less than or equal to the first threshold, determining the first temperature to be Tw1; Among them, Tw1> Tw2> Tw3> Tw4.

2. The method according to claim 1, characterized in that In the case where the thermal management operating mode includes a battery cooling mode and a cockpit cooling mode, the use of a control strategy corresponding to the thermal management operating mode to perform thermal management on the electric vehicle includes: determining a difference between the temperature of the battery and a first target temperature corresponding to the battery cooling mode to obtain a first temperature difference; Based on a third comparison result of the first temperature difference and the first threshold, determining a priority cooling operating mode of the electric vehicle, wherein, when the third comparison result is that the first temperature difference is greater than the first threshold, the priority cooling operating mode is a battery priority cooling mode; when the third comparison result is that the first temperature difference is less than or equal to the first threshold, the priority cooling operating mode is a cockpit priority cooling mode; A control strategy corresponding to the priority cooling mode is adopted to perform thermal management on the electric vehicle.

3. The method according to claim 2, characterized in that The battery cooling system includes a compressor of the electric vehicle; the control strategy corresponding to the priority cooling mode is adopted to perform thermal management on the electric vehicle, including: When the priority cooling mode is a battery priority cooling mode, controlling the coolant inlet temperature of the battery to be a first temperature corresponding to the charging state and the third comparison result through the compressor, and controlling the superheat of the compressor based on the expansion valve of the evaporator of the cockpit; When the priority cooling mode is the cockpit priority cooling mode, the temperature of the cockpit is controlled by the compressor to maintain at the second target temperature of the cockpit, and the superheat of the compressor is controlled based on the expansion valve of the battery panel of the electric vehicle.

4. The method according to claim 1, characterized in that: In a case where the thermal management operating mode includes at least one of the battery heating mode and the cockpit heating mode, the adopting a control strategy corresponding to the thermal management operating mode to perform thermal management on the electric vehicle includes: Acquiring the ambient temperature of the electric vehicle, the temperature of the cockpit, and the coolant inlet temperature of the motor and electronic control of the electric vehicle; Based on a fourth comparison result of the ambient temperature and the temperature of the cockpit, and a fifth comparison result of the coolant inlet temperature of the motor electronic control and the lower limit of waste heat recovery, a heating method of the electric vehicle is determined, wherein the heating method includes at least one of the following: a heat pump heating method, a PTC heating method, and a motor electronic control waste heat heating method; The electric vehicle is thermally managed by adopting a control strategy corresponding to the thermal management operating mode and the heating method.

5. The method according to claim 4, characterized in that The method of determining the heating method of the electric vehicle based on the fourth comparison result of the ambient temperature and the temperature of the cockpit, and the fifth comparison result of the coolant inlet temperature of the motor electronic control and the lower limit of the waste heat recovery, includes: When the fifth comparison result is that the coolant inlet temperature of the motor electronic control is greater than the waste heat recovery lower limit value, determining that the heating method of the electric vehicle includes a motor electronic control waste heat heating method; When the fourth comparison result is that the ambient temperature is greater than the temperature of the cockpit, determining that the heating method of the electric vehicle includes a heat pump heating method; When the fourth comparison result is that the ambient temperature is lower than the temperature of the cockpit, and the fifth comparison result is that the coolant inlet temperature of the motor electronic control is lower than the lower limit of waste heat recovery, it is determined that the heating method of the electric vehicle is the PTC heating method.

6. The method according to claim 1, characterized in that In the case where the thermal management operating mode includes a battery heating mode, the use of a control strategy corresponding to the thermal management operating mode to perform thermal management on the electric vehicle includes: comparing the temperature of the battery with a second threshold value to obtain a sixth comparison result; Acquire a second temperature corresponding to the charging state and the sixth comparison result; The battery heating system controls the coolant inlet temperature of the battery to be the second temperature.

7. The method according to claim 6, characterized in that The acquiring a second temperature corresponding to the charging state and the sixth comparison result includes: When the charging state is that charging is required and the sixth comparison result is that the temperature of the battery is greater than the second threshold, determining the second temperature to be Twh3; When the charging state is that charging is required and the sixth comparison result is that the temperature of the battery is less than or equal to the second threshold, determining the second temperature to be Twh1; When the charging state is that charging is not required and the sixth comparison result is that the temperature of the battery is greater than the second threshold, determining the second temperature to be Twh2; When the charging state is that charging is not required and the sixth comparison result is that the temperature of the battery is less than or equal to the second threshold, determining the second temperature to be Twh1; Among them, Twh3>Twh2> Twh1.

8. The method according to claim 1, characterized in that Before determining the battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature with a battery cooling system activation threshold corresponding to the charging state, and a second comparison result of the battery temperature with a battery heating system activation threshold, the method further includes: When the charging state is a fast charging state, determining the battery cooling system startup threshold value to be Tb2; When the charging state is a slow charging state or a non-charging state, determining the battery cooling system start threshold value to be Tb1; Among them, Tb1>Tb2.

9. A thermal management device for an electric vehicle, characterized in that: The device comprises: A first acquisition module, used to acquire the charging state and temperature of the battery of the electric vehicle; A first determination module, configured to determine a battery thermal management requirement of the electric vehicle based on a first comparison result of the battery temperature with a battery cooling system activation threshold corresponding to the charging state, and a second comparison result of the battery temperature with a battery heating system activation threshold; a second determination module, configured to determine a thermal management operating mode of the electric vehicle based on the battery thermal management requirement and the cabin thermal management requirement of the electric vehicle, wherein the thermal management operating mode includes at least one of the following: a battery cooling mode, a cabin cooling mode, a battery heating mode, and a cabin heating mode; A thermal management module, configured to perform thermal management on the electric vehicle by adopting a control strategy corresponding to the thermal management operating mode; The thermal management module is specifically used to determine the difference between the temperature of the battery and the first target temperature corresponding to the battery cooling mode to obtain a first temperature difference; Compare the first temperature difference with a first threshold value to obtain a third comparison result; Acquire a first temperature corresponding to the charging state and the third comparison result; Controlling the coolant inlet temperature of the battery to be the first temperature through the battery cooling system; The thermal management module is further specifically configured to, when the charging state is a fast charging state and the third comparison result is that the first temperature difference is greater than the first threshold, determine that the first temperature is Tw4; When the charging state is a fast charging state and the third comparison result is that the first temperature difference is less than or equal to the first threshold value, determining the first temperature to be Tw3; When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is greater than the first threshold value, determining the first temperature to be Tw2; When the charging state is a slow charging state or a non-charging state, and the third comparison result is that the first temperature difference is less than or equal to the first threshold, determining the first temperature to be Tw1; Among them, Tw1> Tw2> Tw3> Tw4.

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