Hybrid vehicle thermal management control method and hybrid vehicle thermal management system

Abstract

The application belongs to the technical field of hybrid electric vehicles, and discloses a hybrid electric vehicle thermal management control method and a hybrid electric vehicle thermal management system. The hybrid electric vehicle thermal management control method comprises: obtaining a first parameter, the first parameter comprising an engine temperature, a single battery cell temperature, a medium-temperature radiator temperature, a drive motor temperature, a motor controller temperature, a multi-in-one controller temperature, an air compressor temperature, an ignition switch state and an engine state. Based on a corresponding relationship between a second parameter and a working component, the working component is controlled. The second parameter comprises at least one of the engine temperature, the single battery cell temperature, the medium-temperature radiator temperature, the drive motor temperature, the motor controller temperature, the multi-in-one controller temperature, the air compressor temperature, the ignition switch state and the engine state. The working component comprises a first circulating pump and two four-way valves. The control strategy of each working component does not need to be divided according to the working mode of the vehicle, the control strategy is simple, and the control precision is high.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hybrid electric vehicles, in particular to a hybrid electric vehicle thermal management control method and a hybrid electric vehicle thermal management system. BACKGROUND

[0002] A hybrid electric vehicle refers to a vehicle whose driving system is composed of two or more single driving systems operating simultaneously, and the vehicle's driving power can be provided by a single driving system alone or at least two driving systems together, depending on the actual driving state of the vehicle. Compared with traditional fuel vehicles, hybrid electric vehicles have more heat sources and a larger temperature span. As the degree of hybridization deepens, the thermal management requirements of the power battery become non-negligible. In order to better coordinate the heat in the hybrid electric vehicle and improve the energy efficiency of the vehicle, the thermal management system of the hybrid electric vehicle needs to be further optimized.

[0003] At present, in the prior art, for the thermal management system of a hybrid electric vehicle involving an engine, a battery and a motor, in order to improve the integration coupling degree and thermal management level of the entire system, the prior art usually uses a four-way valve to dynamically change the coupling relationship of each subsystem to fully utilize the waste heat of the motor and the waste heat of the engine, and to enable the heat dissipation and cooling of each working component in the entire system that needs to be cooled. However, the thermal management system of the hybrid electric vehicle in the prior art usually separately controls each working component in the hybrid electric vehicle thermal management system according to the working mode of the vehicle (engine driving mode, battery driving mode, engine-battery hybrid driving mode, etc.), resulting in a complex control strategy and low control precision. SUMMARY

[0004] The purpose of the present application is to provide a hybrid electric vehicle thermal management control method and a hybrid electric vehicle thermal management system to solve the problem of separately controlling each working component in the hybrid electric vehicle thermal management system according to the working mode of the vehicle in the prior art.

[0005] To achieve this purpose, the present application adopts the following technical solutions:

[0006] A hybrid electric vehicle thermal management control method, a hybrid electric vehicle thermal management system includes an engine, a battery pack, a medium-temperature radiator, a drive motor, a motor controller, a multi-in-one controller, an air compressor, a first circulating pump, a heating heat exchanger, a first condensing heat exchanger and two four-way valves; the hybrid electric vehicle thermal management control method comprises:

[0007] Obtaining a first parameter, the first parameter including engine temperature, single cell temperature, medium-temperature radiator temperature, drive motor temperature, motor controller temperature, multi-in-one controller temperature, air compressor temperature, ignition switch state and engine state;

[0008] Control the working components based on the correspondence between the second parameters and the working components; the second parameters include at least one of engine temperature, single cell temperature, medium temperature radiator temperature, drive motor temperature, motor controller temperature, all-in-one controller temperature, air compressor temperature, ignition switch state and engine state; the working components include the first circulating pump and the two four-way valves.

[0009] As a preferred solution of the hybrid vehicle thermal management control method, the four-way valve includes A1 interface, A2 interface, A3 interface and A4 interface; the drive motor, the motor controller, the all-in-one controller, the air compressor and the first circulating pump are arranged on the first temperature regulating branch connected by the two A1 interfaces; the medium temperature radiator is arranged on the second temperature regulating branch connected by the two A2 interfaces; the first condensing heat exchanger is arranged on the third temperature regulating branch connected by the two A3 interfaces; the heating heat exchanger and the battery pack are arranged on the fourth temperature regulating branch connected by the two A4 interfaces; the heating heat exchanger can also form a heating circuit with the engine;

[0010] The hybrid vehicle thermal management system further includes an air conditioner compressor; the first condensing heat exchanger can also form a refrigeration circuit with the air conditioner compressor;

[0011] When the working components are the two four-way valves, the second parameters include engine temperature, single cell temperature and drive motor temperature;

[0012] The working states of the two four-way valves are determined according to the engine temperature, the single cell temperature and the drive motor temperature;

[0013] The two four-way valves are controlled according to the determined working states;

[0014] The working states of the four-way valve include a first working state and a second working state;

[0015] The first working state is that the A1 interface is connected with the A4 interface, and the A2 interface is connected with the A3 interface; the duty cycle of the four-way valve is a first set percentage;

[0016] The second working state is that the A1 interface is connected with the A2 interface, and the A3 interface is connected with the A4 interface; the duty cycle of the four-way valve is a second set percentage;

[0017] The first set percentage is less than the second set percentage.

[0018] As a preferred solution of the above-mentioned hybrid vehicle thermal management control method, the specific steps of determining the working state of the two four-way valves according to the engine temperature, the single battery cell temperature and the driving motor temperature include:

[0019] determining whether the engine temperature is less than a first set temperature;

[0020] determining whether the driving motor temperature is within a first set temperature range;

[0021] determining whether the minimum temperature of each single battery cell of the battery pack is less than or equal to a second set temperature;

[0022] determining whether the average temperature of each single battery cell of the battery pack is less than or equal to a third set temperature;

[0023] if the engine temperature is less than the first set temperature, the driving motor temperature is within the first set temperature range, the minimum temperature of each single battery cell of the battery pack is less than or equal to the second set temperature, and the average temperature of each single battery cell of the battery pack is less than or equal to the third set temperature, then determining the working state of the two four-way valves as the first working state;

[0024] if the engine temperature is greater than or equal to the first set temperature; and / or, the driving motor temperature is not within the first set temperature range; and / or, the minimum temperature of each single battery cell of the battery pack is greater than the second set temperature; and / or, the average temperature of each single battery cell of the battery pack is greater than the third set temperature, then determining the working state of the two four-way valves as the second working state;

[0025] wherein the second set temperature is less than the third set temperature.

[0026] As a preferred solution of the above-mentioned hybrid vehicle thermal management control method, the hybrid vehicle thermal management system further comprises a second condensing heat exchanger and a first three-way valve; the first three-way valve comprises a B1 interface, a B2 interface and a B3 interface, the B1 interface and the B2 interface are both arranged in the first temperature regulating branch; the input end of the second condensing heat exchanger is in communication with the A3 interface, the output end of the second condensing heat exchanger is in communication with the first temperature regulating branch, and the second condensing heat exchanger is arranged in parallel with the upstream pipeline of the first temperature regulating branch; the second condensing heat exchanger can also form a refrigeration circuit with the air conditioner compressor;

[0027] When the working component is the first circulating pump, the first parameter also includes the connection status of the first three-way valve; the second parameter includes the drive motor temperature, the medium-temperature radiator temperature, the motor controller temperature, the multi-function controller temperature, the air compressor temperature, the ignition switch status, and the connection status of the first three-way valve.

[0028] The first circulating pump is controlled based on the temperature of the drive motor, the temperature of the medium-temperature radiator, the temperature of the motor controller, the temperature of the multi-function controller, the temperature of the air compressor, the status of the ignition switch, and the connection status of the first three-way valve.

[0029] As a preferred embodiment of the above-mentioned thermal management control method for hybrid vehicles, the specific steps for controlling the first circulation pump based on the drive motor temperature, the intermediate temperature radiator temperature, the motor controller temperature, the multi-function controller temperature, the air compressor temperature, the ignition switch status, and the connection status of the first three-way valve include:

[0030] Determine the state of the ignition switch;

[0031] Determine whether the temperature of the drive motor is greater than the fourth set temperature;

[0032] Determine whether the temperature of the motor controller is greater than the fifth set temperature;

[0033] Determine whether the temperature of the all-in-one controller is greater than the sixth set temperature;

[0034] Determine whether the temperature of the air compressor is greater than the seventh set temperature;

[0035] Determine the connection status of the first three-way valve;

[0036] If the ignition switch is in the ON position, and at least one of the following conditions is met: the temperature of the drive motor is greater than the fourth set temperature, the temperature of the motor controller is greater than the fifth set temperature, the temperature of the multi-function controller is greater than the sixth set temperature, the temperature of the air compressor is greater than the seventh set temperature, and the B1 interface and the B2 interface are connected, then the first circulation pump is controlled to start, and the duty cycle of the first circulation pump is controlled to be the third set percentage.

[0037] As a preferred embodiment of the above-mentioned thermal management control method for hybrid vehicles, the specific steps of controlling the first circulation pump based on the drive motor temperature, the intermediate temperature radiator temperature, the motor controller temperature, the multi-function controller temperature, the air compressor temperature, the ignition switch status, and the connection status of the first three-way valve further include:

[0038] Determine the state of the ignition switch;

[0039] Determine whether the temperature of the drive motor is lower than the eighth set temperature;

[0040] determining whether the motor controller temperature is less than a ninth set temperature;

[0041] determining whether the all-in-one controller temperature is less than a tenth set temperature;

[0042] determining whether the air compressor temperature is less than an eleventh set temperature;

[0043] determining the communication state of the first three-way valve;

[0044] if the ignition switch is in OFF mode, controlling the first circulating pump to stop working;

[0045] if the drive motor temperature is less than an eighth set temperature, the motor controller temperature is less than a ninth set temperature, the all-in-one controller temperature is less than a tenth set temperature, the air compressor temperature is less than an eleventh set temperature, and the B1 interface and the B3 interface are in communication, controlling the first circulating pump to stop working.

[0046] As a preferred solution of the above-mentioned hybrid vehicle thermal management control method, the specific steps of controlling the first circulating pump according to the drive motor temperature, the medium-temperature radiator temperature, the motor controller temperature, the all-in-one controller temperature, the air compressor temperature, the ignition switch state and the communication state of the first three-way valve further comprise:

[0047] when the first circulating pump is started for a first set time length;

[0048] determining the communication state of the first three-way valve;

[0049] if the B1 interface and the B3 interface are in communication, determining whether the medium-temperature radiator temperature is within a second set temperature range;

[0050] if the medium-temperature radiator temperature is less than the minimum value of the second set temperature range, controlling the duty cycle of the first circulating pump to be a fourth set percentage;

[0051] if the medium-temperature radiator temperature is greater than the maximum value of the second set temperature range, controlling the duty cycle of the first circulating pump to be a fifth set percentage;

[0052] if the medium-temperature radiator temperature is within the second set temperature range, controlling the duty cycle of the first circulating pump to increase linearly;

[0053] wherein the fifth set percentage is greater than the fourth set percentage.

[0054] As a preferred solution of the above-mentioned hybrid vehicle thermal management control method, if the B1 interface and the B2 interface are in communication, determining whether the medium-temperature radiator temperature is within a third set temperature range;

[0055] if the medium temperature radiator temperature is less than a minimum value of the third set temperature range, controlling the duty cycle of the first circulating pump to be a fourth set percentage;

[0056] if the medium temperature radiator temperature is greater than a maximum value of the third set temperature range, controlling the duty cycle of the first circulating pump to be a fifth set percentage;

[0057] if the medium temperature radiator temperature is within the third set temperature range, controlling the duty cycle of the first circulating pump to increase linearly;

[0058] a minimum value of the second set temperature range is greater than a minimum value of the third set temperature range; and a maximum value of the second set temperature range is greater than a maximum value of the third set temperature range.

[0059] As a preferred solution of the above-mentioned hybrid vehicle thermal management control method, the working component further comprises a first three-way valve;

[0060] when the working component is the first three-way valve, the first parameter further comprises an air conditioner compressor state, and the second parameter comprises an engine state and the air conditioner compressor state;

[0061] if the engine state is engine stop working, and the air conditioner compressor state is air conditioner compressor working, controlling the first three-way valve to be energized, and the B1 interface and the B2 interface are communicated;

[0062] if the engine state is engine working; and / or, the air conditioner compressor state is air conditioner compressor stop working, controlling the first three-way valve to be not energized, and the B1 interface and the B3 interface are communicated.

[0063] As a preferred solution of the above-mentioned hybrid vehicle thermal management control method, the hybrid vehicle thermal management system further comprises a second three-way valve, an electric heater and a heater core, the engine is arranged in a heat dissipation main path, the electric heater is arranged in a first heat dissipation branch path, the heater core is arranged in a second heat dissipation branch path, the heating heat exchanger is arranged in a third heat dissipation branch path, the heat dissipation main path, the first heat dissipation branch path, the second heat dissipation branch path and the third heat dissipation branch path are all arranged in parallel; the second three-way valve comprises a C1 interface, a C2 interface and a C3 interface, the input end of the second heat dissipation branch path and the input end of the third heat dissipation branch path are both communicated with the C1 interface, the input end of the first heat dissipation branch path is communicated with the C2 interface, and the output end of the heat dissipation main path is communicated with the C3 interface;

[0064] the working component further comprises a second three-way valve;

[0065] When the working component is the second three-way valve, the second parameter comprises an engine state and an engine temperature;

[0066] If the engine state is engine working, and the engine temperature is greater than a twelfth set temperature, then the second three-way valve is controlled to be powered for a second set time length, and the C1 interface and the C2 interface are in communication;

[0067] If the engine state is engine stop working; and / or, the engine temperature is less than or equal to the twelfth set temperature, then the second three-way valve is controlled to be powered, and the C1 interface and the C3 interface are in communication.

[0068] As a preferred solution of the hybrid vehicle thermal management control method, the first heat dissipation branch is further provided with a second circulating pump, and the second circulating pump is located downstream of the electric heater; the third heat dissipation branch is further provided with a first opening stop valve, and the first opening stop valve is located upstream of the heating heat exchanger;

[0069] The working component further comprises a first opening stop valve;

[0070] When the working component is the first opening stop valve, the first parameter further comprises a state of the second circulating pump; and the second parameter comprises an ignition switch state, a single cell temperature, and a state of the second circulating pump;

[0071] If the ignition switch is in an ON mode, and the battery pack has a heating request, then the first opening stop valve is controlled to be opened;

[0072] If the ignition switch is in an OFF mode; and / or, the battery pack has no heating request, then the first opening stop valve is controlled to be closed for a third set time length.

[0073] As a preferred solution of the hybrid vehicle thermal management control method, when the first opening stop valve is opened;

[0074] If the second circulating pump stops working, then the opening degree of the first opening stop valve is adjusted in real time according to an average temperature of each single cell of the battery pack;

[0075] If the second circulating pump works, then the opening degree of the first opening stop valve is controlled to be greater than or equal to a sixth set percentage.

[0076] As a preferred solution of the hybrid vehicle thermal management control method, the hybrid vehicle thermal management system further comprises an external condenser, an evaporator, a first shutoff valve and a second shutoff valve, the external condenser, the first shutoff valve and the air conditioner compressor are arranged in a cooling main path, the evaporator is arranged in a first cooling branch path, the first condensing heat exchanger is arranged in a second cooling branch path, the cooling main path, the first cooling branch path and the second cooling branch path are arranged in parallel; the second condensing heat exchanger and the second shutoff valve are arranged in a third cooling branch path, and the third cooling branch path is arranged in parallel with the communication path formed by the external condenser and the first shutoff valve;

[0077] The working component further comprises the first shutoff valve and the second shutoff valve;

[0078] When the working component is the first shutoff valve and the second shutoff valve, the second parameter comprises an engine state;

[0079] If the engine state is engine stop, the first shutoff valve is controlled to be closed without power supply, and the second shutoff valve is controlled to be opened with power supply;

[0080] If the engine state is engine operation, the first shutoff valve is controlled to be opened with power supply, and the second shutoff valve is controlled to be closed without power supply.

[0081] The hybrid vehicle thermal management system comprises an engine, a battery pack, a medium-temperature radiator, a drive motor, a motor controller, a multi-in-one controller, an air compressor, a first circulating pump, a heating heat exchanger, a first condensing heat exchanger and two four-way valves; and is used for implementing the hybrid vehicle thermal management control method.

[0082] The present application has the following advantages:

[0083] The present application discloses a hybrid vehicle thermal management control method and a hybrid vehicle thermal management system. The hybrid vehicle thermal management control method comprises: obtaining a first parameter, the first parameter comprising an engine temperature, a single battery cell temperature, a medium-temperature radiator temperature, a drive motor temperature, a motor controller temperature, a multi-in-one controller temperature, an air compressor temperature, an ignition switch state and an engine state. Based on a corresponding relationship between a second parameter and a working component, the working component is controlled. The second parameter comprises at least one of the engine temperature, the single battery cell temperature, the medium-temperature radiator temperature, the drive motor temperature, the motor controller temperature, the multi-in-one controller temperature, the air compressor temperature, the ignition switch state and the engine state. The working component comprises a first circulating pump and two four-way valves.

[0084] By controlling the hybrid vehicle thermal management system to operate by using the hybrid vehicle thermal management control method, the control strategy of each working component is not divided according to the working mode of the vehicle, the control strategy of the hybrid vehicle thermal management system is simple, and the control precision of controlling each working component is effectively improved. BRIEF DESCRIPTION OF DRAWINGS

[0085] Figure 1 is a schematic diagram of a hybrid vehicle thermal management system provided by the specific embodiment of the present application;

[0086] Figure 2 is a flowchart of a hybrid vehicle thermal management control method provided by the specific embodiment of the present application.

[0087] In the drawings:

[0088] 11, engine; 12, second three-way valve; 13, electric heater; 14, heater core; 15, second circulating pump; 16, first opening stop valve; 17, second opening stop valve; 18, high-temperature radiator; 19, thermostat; 110, third circulating pump; 111, intercooler; 112, second fan;

[0089] 21, battery pack; 22, medium-temperature radiator; 23, drive motor; 24, motor controller; 25, all-in-one controller; 26, air compressor; 27, first circulating pump; 28, heating heat exchanger; 29, first condensing heat exchanger; 210, four-way valve; 211, first three-way valve; 212, first fan; 213, fourth circulating pump;

[0090] 31, air conditioning compressor; 32, second condensing heat exchanger; 33, external condenser; 34, evaporator; 35, first shutoff valve; 36, second shutoff valve; 37, third shutoff valve; 38, thermal expansion valve; 39, electronic expansion valve; 310, third fan. DETAILED DESCRIPTION

[0091] The present application will be further described below in conjunction with the drawings and examples. It should be understood that the specific embodiments described herein are intended to be illustrative only and not limiting of the present application. In addition, it should be noted that only the parts related to the present application are shown in the drawings for the convenience of description, rather than all the parts.

[0092] In the description of the present application, unless otherwise explicitly specified and limited, the terms "connected", "connected", "fixed" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0093] In the present application, unless otherwise explicitly specified and limited, "on" or "under" the first feature of the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the first feature "on", "above" and "above" the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature includes that the first feature is directly below and obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0094] In the description of the present embodiment, the terms "up", "down", "right", and other orientation or position relationships are based on the orientation or position relationship shown in the drawings, and are only for the convenience of description and simplification of operation, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0095] As Figure 1 As shown in the figure, the present application provides a hybrid vehicle thermal management system. The hybrid vehicle thermal management system comprises an engine 11, a battery pack 21, a medium-temperature radiator 22, a drive motor 23, a motor controller 24, a multi-controller 25, an air compressor 26, a first circulating pump 27, a heating heat exchanger 28, a first condensing heat exchanger 29 and two four-way valves 210. Among them, the motor controller 24 is used to control the operation of the drive motor 23. The multi-controller 25 is used to control the operation of other working components except the drive motor 23. The specific structure of the motor controller 24 and the multi-controller 25 both belong to the prior art, and will not be described here.

[0096] The four-way valve 210 includes an A1 interface, an A2 interface, an A3 interface, and an A4 interface. The drive motor 23, the motor controller 24, the all-in-one controller 25, the air compressor 26, and the first circulating pump 27 are arranged on the first temperature adjustment branch connected by the two A1 interfaces. The medium-temperature radiator 22 is arranged on the second temperature adjustment branch connected by the two A2 interfaces. The first condenser heat exchanger 29 is arranged on the third temperature adjustment branch connected by the two A3 interfaces. The hybrid vehicle thermal management system further includes a heating heat exchanger 28. The heating heat exchanger 28 and the battery pack 21 are arranged on the fourth temperature adjustment branch connected by the two A4 interfaces. The heating heat exchanger 28 can also form a heating loop with the engine 11.

[0097] It can be understood that the first temperature adjustment branch, the second temperature adjustment branch, the third temperature adjustment branch, and the fourth temperature adjustment branch are in parallel distribution.

[0098] Specifically, in the embodiment, when the A1 interface is connected with the A4 interface, the A2 interface and the A3 interface are synchronously connected. At this time, the first temperature adjustment branch and the fourth temperature adjustment branch form a series loop. The battery pack 21 can be heated, and the drive motor 23, the motor controller 24, the all-in-one controller 25, the air compressor 26, and the first circulating pump 27 can be cooled. At this time, the second temperature adjustment branch and the third temperature adjustment branch synchronously form a series loop. The medium-temperature radiator 22 can be cooled by the first condenser heat exchanger 29.

[0099] Specifically, in the embodiment, when the A1 interface is connected with the A2 interface, the A3 interface and the A4 interface are synchronously connected. At this time, the first temperature adjustment branch and the second temperature adjustment branch form a series loop. The drive motor, the motor controller 24, the all-in-one controller 25, the air compressor 26, and the first circulating pump 27 can be cooled by the medium-temperature radiator 22. At this time, the third temperature adjustment branch and the fourth temperature adjustment branch synchronously form a series loop. The battery pack 21 can be cooled by the first condenser heat exchanger 29. The battery pack 21 can be heated by the heating heat exchanger 28.

[0100] Specifically, in the first temperature adjustment branch, the heat exchange channel of the drive motor 23 and the heat exchange channel of the air compressor 26 are arranged in parallel, and the drive motor 23 and the air compressor 26 form a combined structure. The heat exchange channel of the motor controller 24, the heat exchange channel of the combined structure, the heat exchange channel of the all-in-one controller 25, and the first circulating pump 27 are arranged in series in the first temperature adjustment branch. It can be understood that the heat exchange channel of the combined structure includes the heat exchange channel of the drive motor 23 and the heat exchange channel of the air compressor 26.

[0101] Specifically, the heat exchange channel of the battery pack 21 and one of the heat exchange channels of the heating heat exchanger 28 are arranged in series in the fourth temperature adjustment branch. One of the heat exchange channels of the first condenser heat exchanger 29 is arranged in the third temperature adjustment branch.

[0102] Preferably, the first circulating pump 27 is distributed upstream of the first temperature regulating branch. The flow of the cooling liquid to each working component in the first temperature regulating branch can be adjusted.

[0103] Preferably, the output end of the heat exchange channel of the motor controller 24 is provided with a temperature sensor. The output end of the heat exchange channel of the driving motor 23 is provided with a temperature sensor. The output end of the heat exchange channel of the air compressor 26 is provided with a temperature sensor. The output end of the heat exchange channel of the all-in-one controller 25 is provided with a temperature sensor. The output end of the medium temperature radiator 22 is provided with a temperature sensor. The output end of one of the heat exchange channels of the first condenser 29 is provided with a temperature sensor. The input end of the heat exchange channel of the battery pack 21 is provided with a temperature sensor. The output end of the heat exchange channel of the battery pack 21 is provided with a temperature sensor. So that the temperature of the cooling liquid flowing through each working component can be monitored in real time.

[0104] Specifically, the hybrid vehicle thermal management system further comprises a first fan 212 for blowing air to the medium temperature radiator 22. So that the medium temperature radiator 22 can be cooled.

[0105] The hybrid vehicle thermal management system further comprises a second condenser 32 and a first three-way valve 211. The first three-way valve 211 comprises a B1 interface, a B2 interface and a B3 interface. The B1 interface and the B2 interface are both arranged in the first temperature regulating branch. The input end of the second condenser 32 is in communication with the A3 interface, and the output end of the second condenser 32 is in communication with the first temperature regulating branch. The second condenser 32 is arranged in parallel with the upstream pipeline of the first temperature regulating branch. The second condenser 32 can also form a refrigeration circuit with the air conditioner compressor 31. In this way, the series circuit formed by the first temperature regulating branch and the second temperature regulating branch can also be cooled by the second condenser 32. The series circuit formed by the first temperature regulating branch and the fourth temperature regulating branch can also be cooled by the second condenser 32.

[0106] Specifically, in this embodiment, the input end of one of the heat exchange channels of the second condenser 32 is in communication with the B3 interface. The output end of one of the heat exchange channels of the second condenser 32 is in communication with the first temperature regulating branch upstream of the first circulating pump 27. That is, one of the heat exchange channels of the second condenser 32 is arranged in parallel with the pure pipeline upstream of the first temperature regulating branch.

[0107] Specifically, in this embodiment, the first three-way valve 211 is a two-position three-way electromagnetic valve.

[0108] The hybrid vehicle thermal management system further comprises a second three-way valve 12, an electric heater 13 and a heater core 14. The engine 11 is arranged in a main heat dissipation branch. The electric heater 13 is arranged in a first heat dissipation branch. The heater core 14 is arranged in a second heat dissipation branch. The heating heat exchanger 28 is arranged in a third heat dissipation branch. The main heat dissipation branch, the first heat dissipation branch, the second heat dissipation branch and the third heat dissipation branch are arranged in parallel. The second three-way valve 12 comprises a C1 interface, a C2 interface and a C3 interface. The input end of the second heat dissipation branch and the input end of the third heat dissipation branch are in communication with the C1 interface. The input end of the first heat dissipation branch is in communication with the C2 interface. The output end of the main heat dissipation branch is in communication with the C3 interface.

[0109] Specifically, the heat exchange channel of the heater core 14 is arranged in the second heat dissipation branch. Another heat exchange channel of the heating heat exchanger 28 is arranged in the third heat dissipation branch.

[0110] By arranging the second three-way valve 12, when the C1 interface and the C3 interface are in communication, the engine 11 heat can be used to heat exchange and heat the heater core 14, and the engine 11 heat and the heating heat exchanger 28 can be used to heat exchange and heat the battery pack 21. When the C1 interface and the C2 interface are in communication, the cooling liquid heated by the electric heater 13 can be used to heat exchange and heat the heater core 14 and the battery pack 21.

[0111] Specifically, in the embodiment, the second three-way valve 12 is a two-position three-way electromagnetic valve.

[0112] Specifically, the output end of the electric heater 13 is provided with a temperature sensor. The input end of the heater core 14 is provided with a temperature sensor.

[0113] Preferably, the first heat dissipation branch is further provided with a second circulating pump 15, and the second circulating pump 15 is located downstream of the electric heater 13. So that when the C1 interface and the C2 interface are in communication, the second circulating pump 15 can adjust the flow of the cooling liquid through the electric heater 13.

[0114] Preferably, the third heat dissipation branch is further provided with a first opening stop valve 16, and the first opening stop valve 16 is located upstream of the heating heat exchanger 28. So that the flow of the cooling liquid through the heating heat exchanger 28 can be adjusted, thereby the efficiency of heating the battery pack 21 can be adjusted.

[0115] Preferably, the second heat dissipation branch is further provided with a second opening stop valve 17, and the second opening stop valve 17 is located upstream of the heater core 14. So that the flow of the cooling liquid through the heater core 14 can be adjusted, thereby the efficiency of heating the heater core 14 can be adjusted.

[0116] Specifically, the hybrid vehicle thermal management system further comprises a high-temperature radiator 18, which forms a heat dissipation circuit with the heat exchange passage of the engine 11, so as to adjust the temperature of the engine 11. The output end of the high-temperature radiator 18 is provided with a temperature sensor.

[0117] Further, the hybrid vehicle thermal management system further comprises a temperature regulator 19, which is arranged on a pipeline, the output end of the heat exchange passage of the engine 11 and the input end of the high-temperature radiator 18 are communicated, and the other output end of the heat exchange passage of the engine 11 is also communicated with the temperature regulating input end of the temperature regulator 19, so as to improve the efficiency and accuracy of adjusting the temperature of the engine 11.

[0118] It can be understood that the heat exchange passage of the engine 11 is provided with three output ends. The heat exchange passage of the engine 11 is provided with two input ends.

[0119] Further, the hybrid vehicle thermal management system further comprises a third circulating pump 110, which is arranged on a pipeline, the output end of the high-temperature radiator 18 and the input end of the heat exchange passage of the engine 11 are communicated, so as to adjust the flow of the cooling liquid flowing through the heat exchange passage of the engine 11.

[0120] Specifically, the hybrid vehicle thermal management system further comprises an intercooler 111, which is communicated with the intake passage of the engine 11, so as to deliver cold air to the engine 11.

[0121] Specifically, the hybrid vehicle thermal management system further comprises a second fan 112, which is used for blowing the high-temperature radiator 18, so as to dissipate heat from the high-temperature radiator 18. The second fan 112 is also used for blowing the intercooler 111, so that the intercooler 111 can cool the air delivered to the intake passage.

[0122] The hybrid vehicle thermal management system further comprises an external condenser 33, an evaporator 34, a first cut-off valve 35 and a second cut-off valve 36. The external condenser 33, the first cut-off valve 35 and the air conditioning compressor 31 are arranged on the main cooling branch. The evaporator 34 is arranged on the first cooling branch. The first condensing heat exchanger 29 is arranged on the second cooling branch. The main cooling branch, the first cooling branch and the second cooling branch are arranged in parallel. Specifically, the other heat exchange passage of the first condensing heat exchanger 29 is arranged on the second cooling branch.

[0123] In this way, the evaporator 34 can be used to cool the cab, and the first condensing heat exchanger 29 can be used to cool the battery pack 21.

[0124] Specifically, the second condensing heat exchanger 32 and the second cut-off valve 36 are provided with the third cooling branch. The third cooling branch is provided in parallel with the communication passage formed by the external condenser 33 and the first cut-off valve 35. Specifically, the other heat exchange passage of the second condensing heat exchanger 32 and the second cut-off valve 36 are both provided with the third cooling branch.

[0125] Specifically, in the present embodiment, when the engine 11 is working, the external condenser 33 is working, and the C1 interface and the C2 interface are communicated. When the engine 11 stops working, the external condenser 33 stops working, and the C1 interface and the C3 interface are communicated.

[0126] Preferably, the first cooling branch is further provided with a third cut-off valve 37 and a thermal expansion valve 38. The third cut-off valve 37, the thermal expansion valve 38 and the evaporator 34 are sequentially distributed along the first cooling branch from upstream to downstream.

[0127] Preferably, the second cooling branch is further provided with an electronic expansion valve 39. The electronic expansion valve 39 and the first condensing heat exchanger 29 are sequentially distributed along the second cooling branch from upstream to downstream.

[0128] Specifically, the cooling main branch, the first cooling branch, the second cooling branch and the third cooling branch form a combined cooling circuit.

[0129] Preferably, the second fan 112 is further used for blowing air to the external condenser 33. So that the external condenser 33 can cool the cooling liquid delivered to the evaporator 34, the first condensing heat exchanger 29 and the second condensing heat exchanger 32.

[0130] Further preferably, the second fan 112, the high-temperature radiator 18, the intercooler 111 and the external condenser 33 are sequentially distributed along the length direction of the vehicle.

[0131] Specifically, the hybrid vehicle thermal management system further comprises a third fan 310, and the third fan 310 is used for blowing air to the evaporator 34. So that the evaporator 34 can be cooled.

[0132] Specifically, the output end of the external condenser 33 is provided with a temperature sensor. The input end of the evaporator 34 is provided with a temperature sensor. The output end of the evaporator 34 is provided with a temperature and pressure sensor. The surface of the evaporator 34 is provided with a temperature sensor. The output end of the other heat exchange passage of the first condensing heat exchanger 29 is provided with a temperature and pressure sensor. The output end of the other heat exchange passage of the second condensing heat exchanger 32 is provided with a temperature sensor.

[0133] Specifically, the output end of the external condenser 33 is provided with a pressure sensor. The output end of the other heat exchange passage of the second condensing heat exchanger 32 is provided with a pressure sensor.

[0134] Preferably, the third temperature adjustment branch is further provided with a fourth circulating pump 213. The fourth circulating pump 213 is located downstream of the first condensing heat exchanger 29. So as to be able to adjust the flow of the cooling liquid flowing through one heat exchange channel of the first condensing heat exchanger 29.

[0135] The application further provides a hybrid vehicle thermal management control method for implementing the above hybrid vehicle thermal management system. By using the hybrid vehicle thermal management control method to control the operation of the above hybrid vehicle thermal management system, the control strategy of each working component does not need to be divided according to the working mode of the vehicle, the control strategy of the hybrid vehicle thermal management system is simple, and the control precision of controlling each working component can be effectively improved.

[0136] Specifically, as shown in the drawings, the hybrid vehicle thermal management control method comprises: Figure 2

[0137] S100, acquiring a first parameter. The first parameter comprises an engine temperature, a single cell temperature, a medium temperature radiator temperature, a drive motor temperature, a motor controller temperature, a multi-in-one controller temperature, an air compressor temperature, an ignition switch state, and an engine state.

[0138] S200, controlling the working components based on a second parameter and a corresponding relationship between the working components. The second parameter comprises at least one of the engine temperature, the single cell temperature, the medium temperature radiator temperature, the drive motor temperature, the motor controller temperature, the multi-in-one controller temperature, the air compressor temperature, the ignition switch state, and the engine state. The working components comprise the first circulating pump 27 and the two four-way valves 210.

[0139] It can be understood that each working component is controlled according to the specific second parameter involved in each working component. The control strategy of each working component does not need to be divided according to the working mode of the vehicle, the control strategy of the hybrid vehicle thermal management system is simple, and the control precision of controlling each working component can be effectively improved.

[0140] The engine temperature refers to the temperature of the cooling liquid flowing out of the heat exchange channel of the engine 11. The single cell temperature refers to the temperature of the cooling liquid flowing out of the heat exchange channel of the single cell. The medium temperature radiator temperature refers to the temperature of the cooling liquid flowing out of the medium temperature radiator 22. The drive motor temperature refers to the temperature of the cooling liquid flowing out of the heat exchange channel of the drive motor 23. The motor controller temperature refers to the temperature of the cooling liquid flowing out of the heat exchange channel of the motor controller 24. The multi-in-one controller temperature refers to the temperature of the cooling liquid flowing out of the heat exchange channel of the multi-in-one controller 25. The air compressor temperature refers to the temperature of the cooling liquid flowing out of the heat exchange channel of the air compressor 26.

[0141] ​When the working components are two four-way valves 210, the working state of the two four-way valves 210 is determined according to the engine temperature, the single battery cell temperature, and the driving motor temperature.

[0142] The second parameter includes the engine temperature, the single battery cell temperature, and the driving motor temperature.

[0143] The working state of the two four-way valves 210 is determined according to the engine temperature, the single battery cell temperature, and the driving motor temperature. The two four-way valves 210 are controlled according to the determined working state.

[0144] The working state of the four-way valve 210 includes a first working state and a second working state.

[0145] The first working state is that the A1 interface is in communication with the A4 interface, and the A2 interface is in communication with the A3 interface. The duty cycle of the four-way valve 210 is a first set percentage.

[0146] The second working state is that the A1 interface is in communication with the A2 interface, and the A3 interface is in communication with the A4 interface. The duty cycle of the four-way valve 210 is a second set percentage.

[0147] The first set percentage is less than the second set percentage.

[0148] Specifically, the specific steps of determining the working state of the two four-way valves 210 according to the engine temperature, the single battery cell temperature, and the driving motor temperature include:

[0149] It is determined whether the engine temperature is less than a first set temperature.

[0150] It is determined whether the driving motor temperature is within a first set temperature range.

[0151] It is determined whether the minimum temperature of each single battery cell of the battery pack 21 is less than or equal to a second set temperature.

[0152] It is determined whether the average temperature of each single battery cell of the battery pack 21 is less than or equal to a third set temperature.

[0153] If the engine temperature is less than the first set temperature, the driving motor temperature is within the first set temperature range, the minimum temperature of each single battery cell of the battery pack 21 is less than or equal to the second set temperature, and the average temperature of each single battery cell of the battery pack 21 is less than or equal to the third set temperature, the working state of the two four-way valves 210 is determined to be the first working state.

[0154] At this time, the battery pack 21 can be heated, and the driving motor 23, the motor controller 24, the all-in-one controller 25, the air compressor 26, and the first circulating pump 27 can be cooled. The medium-temperature radiator 22 can be cooled by the first condenser heat exchanger 29.

[0155] If the engine temperature is greater than or equal to the first set temperature, and / or, the driving motor temperature is not within the first set temperature range, and / or, the minimum temperature of each single cell of the battery pack 21 is greater than the second set temperature, and / or, the average temperature of each single cell of the battery pack 21 is greater than the third set temperature, the working state of the two four-way valves 210 is determined as the second working state.

[0156] At this time, the motor, the motor controller 24, the all-in-one controller 25, the air compressor 26 and the first circulating pump 27 can be cooled by the medium-temperature radiator 22. The battery pack 21 can be cooled by the first condenser heat exchanger 29. The battery pack 21 can be heated by the heating heat exchanger 28.

[0157] The second set temperature is less than the third set temperature.

[0158] The first set temperature is an empirical temperature obtained from a large number of previous tests. The second set temperature is an empirical temperature obtained from a large number of previous tests. The third set temperature is an empirical temperature obtained from a large number of previous tests. The first set temperature range is an empirical temperature range obtained from a large number of previous tests. The first set percentage is an empirical percentage obtained from a large number of previous tests. The second set percentage is an empirical percentage obtained from a large number of previous tests.

[0159] In this embodiment, the first set temperature is set to 65°C. The second set temperature is set to 5°C. The third set temperature is set to 8°C. The first set temperature range is 45°C-55°C. The first set percentage is 10%. The second set percentage is 90%.

[0160] In this way, the control strategy of the two four-way valves 210 does not need to be divided according to the working mode of the vehicle, so that the control strategy of the two four-way valves 210 is simple, and the control precision of the control of the two four-way valves 210 can be effectively improved.

[0161] When the working component is the first circulating pump 27:

[0162] The first parameter further includes the connection state of the first three-way valve 211. The second parameter includes the driving motor temperature, the medium-temperature radiator temperature, the motor controller temperature, the all-in-one controller temperature, the air compressor temperature, the ignition switch state and the connection state of the first three-way valve 211.

[0163] The first circulating pump 27 is controlled according to the driving motor temperature, the medium-temperature radiator temperature, the motor controller temperature, the all-in-one controller temperature, the air compressor temperature, the ignition switch state and the connection state of the first three-way valve 211.

[0164] Specifically, the specific method for controlling the first circulating pump 27 according to the temperature of the driving motor, the temperature of the medium-temperature radiator, the temperature of the motor controller, the temperature of the all-in-one controller, the temperature of the air compressor, the state of the ignition switch and the communication state of the first three-way valve 211 includes a starting method of the first circulating pump 27, a stopping method of the first circulating pump 27 and a control method after the first circulating pump 27 is started.

[0165] Specifically, the starting method of the first circulating pump 27 includes:

[0166] judging the state of the ignition switch. The state of the ignition switch includes that the ignition switch is in the ON gear and that the ignition switch is in the OFF gear.

[0167] judging whether the temperature of the driving motor is greater than a fourth set temperature.

[0168] judging whether the temperature of the motor controller is greater than a fifth set temperature.

[0169] judging whether the temperature of the all-in-one controller is greater than a sixth set temperature.

[0170] judging whether the temperature of the air compressor is greater than a seventh set temperature.

[0171] judging the communication state of the first three-way valve 211.

[0172] If the ignition switch is in the ON gear and at least one of the following conditions is met: the temperature of the driving motor is greater than the fourth set temperature, the temperature of the motor controller is greater than the fifth set temperature, the temperature of the all-in-one controller is greater than the sixth set temperature, the temperature of the air compressor is greater than the seventh set temperature and the B1 interface and the B2 interface are in communication, the first circulating pump 27 is controlled to start and the duty cycle of the first circulating pump 27 is controlled to be a third set percentage.

[0173] The fourth set temperature is an empirical temperature obtained from a large number of previous tests. The fifth set temperature is an empirical temperature obtained from a large number of previous tests. The sixth set temperature is an empirical temperature obtained from a large number of previous tests. The seventh set temperature is an empirical temperature obtained from a large number of previous tests. The third set percentage is an empirical percentage obtained from a large number of previous tests.

[0174] In this embodiment, the fourth set temperature, the fifth set temperature, the sixth set temperature and the seventh set temperature are all set to 35℃. The third set percentage is 20%.

[0175] Specifically, the stopping method of the first circulating pump 27 includes:

[0176] judging the state of the ignition switch.

[0177] judging whether the temperature of the driving motor is less than an eighth set temperature. The eighth set temperature is less than the fourth set temperature.

[0178] determining whether the temperature of the motor controller is less than a ninth set temperature, wherein the ninth set temperature is less than the fifth set temperature.

[0179] determining whether the temperature of the all-in-one controller is less than a tenth set temperature, wherein the tenth set temperature is less than the sixth set temperature.

[0180] determining whether the temperature of the air compressor is less than an eleventh set temperature, wherein the eleventh set temperature is less than the seventh set temperature.

[0181] determining the connection state of the first three-way valve 211.

[0182] If the ignition switch is in the OFF mode, the first circulating pump 27 is controlled to stop working.

[0183] If the temperature of the driving motor is less than the eighth set temperature, the temperature of the motor controller is less than the ninth set temperature, the temperature of the all-in-one controller is less than the tenth set temperature, the temperature of the air compressor is less than the eleventh set temperature, and the B1 interface and the B3 interface are connected, the first circulating pump 27 is controlled to stop working.

[0184] The eighth set temperature is an empirical temperature obtained from a large number of previous tests. The ninth set temperature is an empirical temperature obtained from a large number of previous tests. The tenth set temperature is an empirical temperature obtained from a large number of previous tests. The eleventh set temperature is an empirical temperature obtained from a large number of previous tests.

[0185] In this embodiment, the eighth set temperature, the ninth set temperature, the tenth set temperature, and the eleventh set temperature are all set to 30°C.

[0186] Specifically, the control method after the first circulating pump 27 is started includes:

[0187] When the first circulating pump 27 is started for a first set duration;

[0188] determining the connection state of the first three-way valve 211.

[0189] If the B1 interface and the B3 interface are connected, it is determined whether the temperature of the medium-temperature radiator is within a second set temperature range.

[0190] If the temperature of the medium-temperature radiator is less than the minimum value of the second set temperature range, the duty cycle of the first circulating pump 27 is controlled to be a fourth set percentage. If the temperature of the medium-temperature radiator is greater than the maximum value of the second set temperature range, the duty cycle of the first circulating pump 27 is controlled to be a fifth set percentage. If the temperature of the medium-temperature radiator is within the second set temperature range, the duty cycle of the first circulating pump 27 is controlled to increase linearly.

[0191] If the B1 interface and the B2 interface are connected, it is determined whether the temperature of the medium-temperature radiator is within a third set temperature range.

[0192] If the temperature of the medium-temperature radiator is less than the minimum value of the third set temperature range, the duty cycle of the first circulating pump 27 is controlled to be a fourth set percentage. If the temperature of the medium-temperature radiator is greater than the maximum value of the third set temperature range, the duty cycle of the first circulating pump 27 is controlled to be a fifth set percentage. If the temperature of the medium-temperature radiator is within the third set temperature range, the duty cycle of the first circulating pump 27 is controlled to increase linearly.

[0193] The minimum value of the second set temperature range is greater than the minimum value of the third set temperature range. The maximum value of the second set temperature range is greater than the maximum value of the third set temperature range.

[0194] Specifically, when the B1 interface and the B3 interface are connected, the engine 11 stops working, and at this time, the battery pack 21 serves as the main drive, and the temperature of each working component on the first temperature regulating branch is relatively high. When the B1 interface and the B2 interface are connected, the engine 11 serves as the main drive, and the temperature of the working component on the first temperature regulating branch is relatively low. Therefore, the minimum value of the second set temperature range is greater than the minimum value of the third set temperature range. The maximum value of the second set temperature range is greater than the maximum value of the third set temperature range.

[0195] The fifth set percentage is greater than the fourth set percentage. The fourth set percentage is greater than or equal to the third set percentage.

[0196] The first set time length is an experienced time length obtained from a large number of previous tests. The second set temperature range is an experienced temperature range obtained from a large number of previous tests. The third set temperature range is an experienced temperature range obtained from a large number of previous tests. The fourth set percentage is an experienced percentage obtained from a large number of previous tests. The fifth set percentage is an experienced percentage obtained from a large number of previous tests.

[0197] In the embodiment, the first set time length is set to be 10S. The second set temperature range is 45℃-55℃. The third set temperature range is 35℃-45℃. In the embodiment, the fourth set percentage is equal to the third set percentage, which is 20%.

[0198] In this way, the control strategy of the first circulating pump 27 does not need to be divided according to the working mode of the vehicle, so that the control strategy of the first circulating pump 27 is simple, and the control precision of the control of the first circulating pump 27 can be effectively improved.

[0199] The working component further includes a first three-way valve 211. When the working component is the first three-way valve 211, the first three-way valve 211 is controlled to be in a first state or a second state.

[0200] The first parameter further comprises an air conditioner compressor state. The second parameter comprises an engine state and the air conditioner compressor state.

[0201] The engine state is determined. The engine state comprises an engine 11 working state and an engine 11 stopping working state.

[0202] The air conditioner compressor state is determined. The air conditioner compressor state comprises an air conditioner compressor 31 working state and an air conditioner compressor 31 stopping working state.

[0203] If the engine state is the engine 11 stopping working state and the air conditioner compressor state is the air conditioner compressor 31 working state, the first three-way valve 211 is controlled to be powered on, and the B1 interface and the B2 interface are communicated.

[0204] If the engine state is the engine 11 working state and / or the air conditioner compressor state is the air conditioner compressor 31 stopping working state, the first three-way valve 211 is controlled to be not powered on, and the B1 interface and the B3 interface are communicated.

[0205] In this way, the control strategy of the first three-way valve 211 is not divided according to the working mode of the vehicle, and the control strategy of the first three-way valve 211 is simple.

[0206] The working component further comprises a second three-way valve 12. When the working component is the second three-way valve 12:

[0207] The second parameter comprises an engine state and an engine temperature.

[0208] The engine state is determined.

[0209] It is determined whether the engine temperature is greater than a twelfth set temperature.

[0210] If the engine state is the engine 11 working state and the engine temperature is greater than the twelfth set temperature, the second three-way valve 12 is controlled to be powered on for a second set time length, and the C1 interface and the C2 interface are communicated.

[0211] If the engine state is the engine 11 stopping working state and / or the engine temperature is less than or equal to the twelfth set temperature, the second three-way valve 12 is controlled to be not powered on, and the C1 interface and the C3 interface are communicated.

[0212] The twelfth set temperature is an empirical temperature obtained from a large number of previous tests. The second set time length is an empirical time length obtained from a large number of previous tests. In this embodiment, the twelfth set temperature is set to be 65°C. The second set time length is 10S.

[0213] In this way, the control strategy of the second three-way valve 12 is not divided according to the working mode of the vehicle, and the control strategy of the second three-way valve 12 is simple.

[0214] The working component further comprises a first opening degree stop valve 16. When the working component is the first opening degree stop valve 16:

[0215] The first parameter further comprises a state of the second circulating pump 15. The second parameter comprises the state of the ignition switch, the temperature of each single battery cell of the battery pack 21 and the state of the second circulating pump 15.

[0216] The state of the ignition switch is determined.

[0217] It is determined whether the average temperature of each single battery cell of the battery pack 21 is less than the minimum set heating temperature.

[0218] If the ignition switch is in the ON state and the battery pack 21 has a heating request, the first opening degree stop valve 16 is controlled to be opened. At this time, it indicates that the battery pack 21 needs to be heated.

[0219] If the ignition switch is in the OFF state and / or the battery pack 21 has no heating request, the first opening degree stop valve 16 is controlled to be closed after a third set time period.

[0220] After the first opening degree stop valve 16 is opened, the state of the second circulating pump 15 is determined.

[0221] If the second circulating pump 15 stops working, the opening degree of the first opening degree stop valve 16 is adjusted in real time according to the average temperature of each single battery cell of the battery pack 21. In this embodiment, the temperature of the cooling liquid entering the battery pack 21 is 50℃±2℃.

[0222] If the second circulating pump 15 works, the opening degree of the first opening degree stop valve 16 is controlled to be greater than or equal to a sixth set percentage, so that the battery pack 21 can be efficiently heated.

[0223] The heating request of the battery pack 21 is related to the average temperature of each single battery cell of the battery pack 21 and the temperature of each single battery cell of the battery pack 21. The specific method for determining whether the battery pack 21 has a heating request belongs to the prior art and is not described here.

[0224] The third set time period is an experienced time period obtained from a large number of previous tests. The sixth set percentage is an experienced percentage obtained from a large number of previous tests. In this embodiment, the third set time period is exemplarily set to 5S. The sixth set percentage is 20%.

[0225] In this way, the control strategy of the first opening degree stop valve 16 does not need to be divided according to the working mode of the vehicle, so that the control strategy for controlling the first opening degree stop valve 16 is simple, and the control precision of controlling the first opening degree stop valve 16 can be effectively improved.

[0226] The working component further comprises a first cut-off valve 35 and a second cut-off valve 36. When the working component is the first cut-off valve 35 and the second cut-off valve 36:

[0227] The second parameter comprises an engine state.

[0228] The engine state is determined.

[0229] If the engine state is that the engine 11 is stopped, the first cut-off valve 35 is controlled to be not powered to be closed, and the second cut-off valve 36 is controlled to be powered to be opened.

[0230] If the engine state is that the engine 11 is working, the first cut-off valve 35 is controlled to be powered to be opened, and the second cut-off valve 36 is controlled to be not powered to be closed.

[0231] So that when the engine 11 is stopped, the refrigeration is achieved by the heat exchange of the second condenser heat exchanger 32. When the engine 11 is working, the refrigeration is achieved by the heat exchange of the external condenser 33.

[0232] So that the control strategy of the first cut-off valve 35 and the second cut-off valve 36 is not divided according to the working mode of the vehicle, and the control strategy of the first cut-off valve 35 and the second cut-off valve 36 is simple.

[0233] The working component further comprises a third cut-off valve 37. When the working component is the third cut-off valve 37:

[0234] The first parameter further comprises a cab refrigeration request. The second parameter comprises the cab refrigeration request.

[0235] The cab refrigeration request is related to the temperature in the cab and related to the outside temperature. The specific method of determining whether the cab has a refrigeration request belongs to the prior art, and is not described here.

[0236] Whether the cab has a refrigeration request is determined.

[0237] If the cab has a refrigeration request, the third cut-off valve 37 is controlled to be not powered to be opened.

[0238] If the cab has no refrigeration request, the third cut-off valve 37 is controlled to be powered to be closed.

[0239] So that the control strategy of the third cut-off valve 37 is not divided according to the working mode of the vehicle, and the control strategy of the third cut-off valve 37 is simple.

[0240] The working component further comprises a third cut-off valve 37. When the working component is the third cut-off valve 37:

[0241] The first parameter further comprises a cab refrigeration request. The second parameter comprises the cab refrigeration request.

[0242] determining whether the driver's cabin has a refrigeration request.

[0243] If the driver's cabin has a refrigeration request, controlling the third shutoff valve 37 to be not powered on.

[0244] If the driver's cabin has no refrigeration request, controlling the third shutoff valve 37 to be powered off.

[0245] In this way, the control strategy for the third shutoff valve 37 does not need to be divided according to the working mode of the vehicle, and the control strategy for the third shutoff valve 37 is simple.

[0246] Specifically, when the combined cooling circuit needs to be filled with coolant, the first shutoff valve 35, the second shutoff valve 36, and the third shutoff valve 37 are all controlled to be opened. This allows the coolant to flow in the combined cooling circuit.

[0247] The working component further includes an electronic expansion valve 39. When the working component is the electronic expansion valve 39:

[0248] The first parameter further includes an external condenser pressure and a second condenser heat exchanger pressure. The second parameter includes an ignition switch state, a single cell temperature, an engine state, the external condenser pressure, and the second condenser heat exchanger pressure. The external condenser pressure refers to the pressure of the coolant flowing out of the external condenser 33. The second condenser heat exchanger pressure refers to the pressure of the coolant flowing out of the other heat exchange channel of the second condenser heat exchanger 32.

[0249] Specifically, the method of controlling the electronic expansion valve 39 according to the ignition switch state, the single cell temperature, the engine state, the external condenser pressure, and the second condenser heat exchanger pressure includes a starting method of the electronic expansion valve 39, a method of stopping the electronic expansion valve 39 from working, and a control method after the electronic expansion valve 39 is started.

[0250] Specifically, the starting method of the electronic expansion valve 39 includes:

[0251] determining the ignition switch state.

[0252] determining whether the battery pack 21 has a refrigeration request.

[0253] determining the engine state.

[0254] determining whether the external condenser pressure is within a first set pressure range.

[0255] determining whether the second condenser heat exchanger pressure is within a second set pressure range.

[0256] If the ignition switch is in the ON position, the battery pack 21 has a refrigeration request, and one of the first condition and the second condition is met, the electronic expansion valve 39 is controlled to be opened.

[0257] wherein the first condition is that the engine state is that the engine 11 is operating, and the external condenser pressure is within a first set pressure range.

[0258] The second condition is that the engine state is that the engine 11 is not operating, and the second condenser pressure is within a second set pressure range.

[0259] wherein the first set pressure range is an empirical pressure range obtained from previous extensive tests. The second set pressure range is an empirical pressure range obtained from previous extensive tests.

[0260] In this embodiment, the first set pressure range is set to be 0.196 MPa to 3.14 MPa. The second set pressure range is set to be 0.196 MPa to 3.14 MPa.

[0261] Specifically, the method of stopping the electronic expansion valve 39 includes:

[0262] If the ignition switch is in the OFF position, and / or the battery pack 21 has no refrigeration request, and / or one of the third condition and the fourth condition is satisfied, the electronic expansion valve 39 is controlled to be closed.

[0263] wherein the third condition is that the engine state is that the engine 11 is operating, and one of the external condenser pressure being greater than the maximum value of the first set pressure range and the external condenser pressure being less than the minimum value of the first set pressure range is satisfied.

[0264] The fourth condition is that the engine state is that the engine 11 is not operating, and one of the second condenser pressure being greater than the maximum value of the second set pressure range and the external condenser pressure being less than the minimum value of the second set pressure range is satisfied.

[0265] Specifically, the method of controlling the electronic expansion valve 39 after starting includes:

[0266] The initial opening degree of the electronic expansion valve 39 is controlled to be a set opening degree, and then the opening degree of the electronic expansion valve 39 is adjusted according to the required superheat degree of the electronic expansion valve 39.

[0267] wherein the set opening degree is an empirical opening degree obtained from previous extensive tests. The required superheat degree is an empirical superheat degree obtained from previous extensive tests.

[0268] In this embodiment, the set opening degree is set to be 50% opening degree. The superheat degree is set to be 5K ± 1K.

[0269] Specifically, when the combined cooling circuit needs to be filled with coolant, the opening degree of the electronic expansion valve 39 is controlled to be greater than the set opening degree.

[0270] Therefore, the control strategy of the electronic expansion valve 39 does not need to be divided according to the working mode of the vehicle, so that the control strategy of the electronic expansion valve 39 is simple, and the control precision of the electronic expansion valve 39 is effectively improved.

[0271] The working component further includes a fourth circulating pump 213. When the working component is the fourth circulating pump 213, the first parameter includes a first parameter of the fourth circulating pump 213.

[0272] The first parameter further includes a cell inlet temperature. The second parameter includes an ignition switch state, the cell inlet temperature, and a cell temperature.

[0273] The method for controlling the fourth circulating pump 213 according to the ignition switch state, the cell inlet temperature, and the cell temperature includes a starting method of the fourth circulating pump 213, a stopping method of the fourth circulating pump 213, and a control method after the fourth circulating pump 213 is started.

[0274] Specifically, the starting method of the fourth circulating pump 213 includes:

[0275] The ignition switch state is determined.

[0276] It is determined whether the battery pack 21 has a heating request, a cooling request, or a self-circulation request.

[0277] The cooling request of the battery pack 21 is related to an average temperature of each cell of the battery pack 21 and is related to a temperature of each cell of the battery pack 21. The specific method for determining whether the battery pack 21 has the cooling request is known in the art and is not described herein.

[0278] The self-circulation request of the battery pack 21 is related to the average temperature of each cell of the battery pack 21 and is related to the temperature of each cell of the battery pack 21. The specific method for determining whether the battery pack 21 has the self-circulation request is known in the art and is not described herein.

[0279] The self-circulation refers to that when the battery pack 21 is not heated or cooled, the fourth circulating pump 213 works to circulate the cooling liquid in the heat exchange channel of the battery pack 21.

[0280] If the ignition switch state is that the ignition switch is in the ON gear and the battery pack 21 has one of the heating request, the cooling request, or the self-circulation request, the fourth circulating pump 213 is controlled to start, and a duty cycle of the fourth circulating pump 213 is controlled to be a seventh set percentage.

[0281] The seventh set percentage is an experience percentage obtained from a large number of previous tests. In the embodiment, the seventh set percentage is set to be 20% as an example.

[0282] Specifically, the method for stopping the fourth circulating pump 213 includes:

[0283] If the ignition switch state is that the ignition switch is in OFF mode, and there is no heating request for the battery pack 21, and there is no refrigeration request for the battery pack 21, and there is no self-circulation request for the battery pack 21, the fourth circulating pump 213 is controlled to stop working.

[0284] Specifically, the method for controlling the fourth circulating pump 213 after starting includes:

[0285] The fourth circulating pump 213 is controlled according to the temperature difference between the monomer cell inlet liquid temperature and the monomer cell temperature, so that the temperature difference between the monomer cell inlet liquid temperature and the monomer cell temperature is less than or equal to a set temperature difference value.

[0286] When there is no monomer cell inlet liquid temperature feedback, or there is no monomer cell temperature feedback, or the monomer cell inlet liquid temperature exceeds the maximum temperature value that the temperature sensor can withstand, or the monomer cell temperature exceeds the maximum temperature value that the temperature sensor can withstand, the duty cycle of the fourth circulating pump 213 is controlled to be an eighth set percentage.

[0287] The set temperature difference value is an empirical temperature difference value obtained from a large number of previous tests. The eighth set percentage is an empirical percentage obtained from a large number of previous tests. In this embodiment, the set temperature difference value is set to 10°C. The eighth set percentage is 80%.

[0288] In this way, the control strategy for the fourth circulating pump 213 does not need to be divided according to the working mode of the vehicle, so that the control strategy for the fourth circulating pump 213 is simple, and the control accuracy of controlling the fourth circulating pump 213 can be effectively improved.

[0289] The working component further includes the second circulating pump 15. When the working component is the second circulating pump 15:

[0290] The first parameter further includes a cab heating request, a battery pack heating request, and a communication state of the second three-way valve 12. The second parameter includes an ignition switch state, a cab heating request, a battery pack heating request, and a communication state of the second three-way valve 12. The cab heating request is related to the temperature in the cab and the temperature outside. The specific method for determining whether the cab has a heating request is known in the art and is not described here.

[0291] The first circulating pump 27 is controlled according to the ignition switch state, the cab heating request, the battery pack heating request, and the communication state of the second three-way valve 12.

[0292] Specifically, the specific method of controlling the first circulating pump 27 according to the ignition switch state, the cab heating request, the battery pack heating request, and the communication state of the second three-way valve 12 includes a starting method of the second circulating pump 15, a method of stopping the second circulating pump 15 from working, and a control method after the second circulating pump 15 is started.

[0293] Specifically, the starting method of the second circulating pump 15 includes:

[0294] determining the ignition switch state.

[0295] determining whether the cab has a heating request.

[0296] determining whether the battery pack 21 has a heating request.

[0297] determining the state of the second three-way valve 12.

[0298] If the ignition switch is in the ON gear, and any one of the following conditions is met: the cab has a heating request, the battery pack 21 has a heating request, the C1 interface is connected, and the C2 interface is connected, then the second circulating pump 15 is controlled to start, and the duty cycle of the second circulating pump 15 is controlled to be a ninth set percentage.

[0299] Specifically, the method of stopping the second circulating pump 15 from working includes:

[0300] If the ignition switch is in the OFF gear, and the following conditions are met: the cab does not have a heating request, the battery pack 21 does not have a heating request, the C1 interface is connected, and the C2 interface is connected, then the second circulating pump 15 is controlled to be closed after a fourth set time.

[0301] Specifically, the control method after the second circulating pump 15 is started includes:

[0302] controlling the duty cycle of the second circulating pump 15 to remain the ninth set percentage.

[0303] The ninth set percentage is an empirical percentage obtained from a large number of previous tests. The fourth set time is an empirical time obtained from a large number of previous tests.

[0304] In this embodiment, the ninth set percentage is set to 80% by way of example. The fourth set time is 5S.

[0305] In this way, the control strategy of the second circulating pump 15 does not need to be divided according to the working mode of the vehicle, so that the control strategy of the second circulating pump 15 is simple, and the control accuracy of controlling the second circulating pump 15 can be effectively improved.

[0306] The working component further includes an air conditioner compressor 31. When the working component is the air conditioner compressor 31:

[0307] The first parameters further include the state of the air conditioning compressor, the state of the high-voltage power supply system, the request for refrigeration of the cab, the request for refrigeration of the battery pack, the SOC of the battery pack, the pressure of the cooling liquid flowing out of the output end of the evaporator 34, the pressure of the cooling liquid flowing out of the other heat exchange channel of the first condenser heat exchanger 29, the temperature of the cooling liquid flowing into the battery pack 21, and the surface temperature of the evaporator 34. The second parameters include the state of the air conditioning compressor, the state of the high-voltage power supply system, the request for refrigeration of the cab, the request for refrigeration of the battery pack, the SOC of the battery pack, the pressure of the cooling liquid flowing out of the output end of the evaporator 34, the pressure of the cooling liquid flowing out of the other heat exchange channel of the first condenser heat exchanger 29, the temperature of the cooling liquid flowing into the battery pack 21, and the surface temperature of the evaporator 34. The SOC of the battery pack refers to the remaining power of the battery pack 21, and is used to reflect the remaining capacity of the battery, and is defined as the ratio of the remaining capacity to the capacity of the battery pack 21.

[0308] The air conditioning compressor 31 is controlled according to the state of the air conditioning compressor, the state of the high-voltage power supply system, the request for refrigeration of the cab, the request for refrigeration of the battery pack, the SOC of the battery pack, the pressure of the cooling liquid flowing out of the output end of the evaporator 34, the pressure of the cooling liquid flowing out of the other heat exchange channel of the first condenser heat exchanger 29, the temperature of the cooling liquid flowing into the battery pack 21, and the surface temperature of the evaporator 34.

[0309] Specifically, the method for controlling the air conditioning compressor 31 according to the state of the air conditioning compressor, the state of the high-voltage power supply system, the request for refrigeration of the cab, the request for refrigeration of the battery pack, the SOC of the battery pack, the pressure of the cooling liquid flowing out of the output end of the evaporator 34, the pressure of the cooling liquid flowing out of the other heat exchange channel of the first condenser heat exchanger 29, the temperature of the cooling liquid flowing into the battery pack 21, and the surface temperature of the evaporator 34 includes a starting method of the air conditioning compressor 31, a stopping method of the air conditioning compressor, and a control method after the air conditioning compressor 31 is started.

[0310] Specifically, the starting method of the air conditioning compressor 31 includes:

[0311] determining whether the air conditioning compressor 31 is powered on.

[0312] determining whether the air conditioning compressor 31 has a fault.

[0313] determining whether the high-voltage power supply system has a fault.

[0314] determining whether the cab has a request for refrigeration.

[0315] determining whether the battery pack 21 has a request for refrigeration.

[0316] determining whether the SOC of the battery pack is within a set percentage range.

[0317] determining whether the pressure of the cooling liquid flowing out of the output end of the evaporator 34 is within a third set pressure range.

[0318] determining whether the cooling liquid pressure flowing out of the other heat exchange passage of the first condenser heat exchanger 29 is within a third set pressure range.

[0319] If the air conditioning compressor 31 is powered on, and the air conditioning compressor 31 itself has no fault, and the high-voltage power-on system has no fault, and any one of the cab has a refrigeration request and the battery pack 21 has a refrigeration request is met, and the battery pack SOC is greater than or equal to the maximum value of the set percentage range, and the cooling liquid pressure flowing out of the output end of the evaporator 34 is within the third set pressure range, and the cooling liquid pressure flowing out of the other heat exchange passage of the first condenser heat exchanger 29 is within the third set pressure range, the air conditioning compressor 31 is controlled to start.

[0320] Specifically, the method for stopping the air conditioning compressor includes:

[0321] If the air conditioning compressor 31 itself has a fault, and / or, the high-voltage power-on system has a fault, and / or, the cab has no refrigeration request and the battery pack 21 has no refrigeration request, and / or, the battery pack SOC is less than the minimum value of the set percentage range, and / or, the cooling liquid pressure flowing out of the output end of the evaporator 34 is not within the third set pressure range, and / or, the cooling liquid pressure flowing out of the other heat exchange passage of the first condenser heat exchanger 29 is not within the third set pressure range, the air conditioning compressor is controlled to stop working.

[0322] Specifically, the method for controlling the air conditioning compressor 31 after starting includes:

[0323] If only the cab has a refrigeration request, the air conditioning compressor theoretical speed is calculated according to the evaporator 34 surface temperature and the air conditioning compressor 31 refrigeration capacity MAP. The speed of the air conditioning compressor 31 is controlled to be the air conditioning compressor theoretical speed. Wherein, the air conditioning compressor theoretical speed is obtained from the air conditioning compressor 31 refrigeration capacity MAP according to the evaporator 34 surface temperature.

[0324] If only the battery pack has a refrigeration request, the air conditioning compressor is controlled so that the temperature of the cooling liquid flowing into the battery pack 21 is within a fourth set temperature range.

[0325] If the cab has a refrigeration request and the battery pack has a refrigeration request at the same time, the maximum value of the speed of the air conditioning compressor 31 when the cab has a refrigeration request and the speed of the air conditioning compressor 31 when the battery pack has a refrigeration request is taken as the current speed of the air conditioning compressor 31.

[0326] Wherein, the set percentage range is an empirical percentage range obtained from a large number of previous tests. The third set pressure range is an empirical pressure range obtained from a large number of previous tests. The air conditioning compressor 31 refrigeration capacity MAP is an empirical MAP obtained from a large number of previous tests. The fourth set temperature range is an empirical temperature range obtained from a large number of previous tests.

[0327] In this embodiment, the exemplary setting percentage range is 15% to 20%. The third setting pressure range is 0.196 MPa to 3.14 MPa. The fourth setting temperature range is 8°C to 12°C.

[0328] This eliminates the need to divide the control strategy of the air conditioning compressor 31 according to the vehicle's operating mode, making the control strategy of the air conditioning compressor 31 simple and effectively improving the control accuracy of the air conditioning compressor 31.

[0329] The working component also includes an electric heater 13. When the working component is the electric heater 13:

[0330] The first parameter also includes the status of the high-voltage power supply system, the status of the electric heater, the cab heating request, the battery pack heating request, the status of the second circulation pump 15, the connection status of the second three-way valve 12, the temperature difference between the cab and the outside, and the temperature of the coolant flowing out of the output terminal of the electric heater 13. The second parameter includes the status of the ignition switch, the status of the high-voltage power supply system, the status of the electric heater, the cab heating request, the battery pack heating request, the status of the second circulation pump 15, the connection status of the second three-way valve 12, the temperature difference between the cab and the outside, and the temperature of the coolant flowing out of the output terminal of the electric heater 13.

[0331] The electric heater 13 is controlled based on the ignition switch status, the high-voltage power supply system status, the electric heater status, the cab heating request, the battery pack heating request, the status of the second circulation pump 15, the connection status of the second three-way valve 12, the temperature difference between the cab and the outside, and the temperature of the coolant flowing out of the output end of the electric heater 13.

[0332] Specifically, the method for controlling the electric heater 13 based on the ignition switch status, the high-voltage power supply system status, the electric heater status, the cab heating request, the battery pack heating request, the status of the second circulation pump 15, the connection status of the second three-way valve 12, the temperature difference between the cab and the outside, and the temperature of the coolant flowing out of the output end of the electric heater 13 includes: the electric heater 13 starting method, the electric heater 13 stopping method, and the electric heater 13 control method after starting.

[0333] Specifically, the starting method of the electric heater 13 includes:

[0334] Determine the status of the ignition switch.

[0335] Determine the status of the high-voltage power supply system.

[0336] Determine the status of the electric heater.

[0337] Determine if the driver's cab requires heating.

[0338] determining whether the battery pack 21 has a heating request.

[0339] determining whether the second circulating pump 15 is stopped.

[0340] determining the communication state of the second three-way valve 12.

[0341] If the ignition switch is in the ON state, the high-voltage power-on system is powered on, the high-voltage power-on system has no fault, any one of the following conditions is met: the cab has a heating request and the battery pack 21 has a heating request, the second circulating pump 15 is not stopped, and the C1 interface and the C2 interface are in communication, then the electric heater 13 is controlled to start after a fifth set time length, and the duty cycle of the electric heater 13 is controlled to be a tenth set percentage.

[0342] Specifically, the method for stopping the electric heater 13 includes:

[0343] If the ignition switch is in the OFF state, and / or the high-voltage power-on system has a fault, and / or the following conditions are met: the cab has no heating request and the battery pack 21 has no heating request, and / or the second circulating pump 15 is stopped, and / or the C1 interface and the C3 interface are in communication, then the electric heater 13 is controlled to stop.

[0344] Specifically, the control method after the electric heater 13 starts includes:

[0345] If only the cab heating request is met, the target temperature is obtained according to the cab internal and external temperature difference and the set temperature MAP, and the power of the electric heater 13 is controlled according to the obtained target temperature. The target temperature is the target temperature of the cooling liquid flowing out of the output end of the electric heater 13.

[0346] If only the battery pack heating request is met, the electric heater 13 is controlled according to the cooling liquid temperature feedback of the output end of the electric heater 13, so that the cooling liquid temperature of the output end of the electric heater 13 is within a fifth set temperature range.

[0347] If the cab heating request and the battery pack heating request are met at the same time, the electric heater 13 is controlled according to the cooling liquid temperature feedback of the output end of the electric heater 13, so that the cooling liquid temperature of the output end of the electric heater 13 is within a fifth set temperature range.

[0348] The fifth set time length is an experienced time length obtained from a large number of previous tests. The tenth set percentage is an experienced percentage obtained from a large number of previous tests. The set temperature MAP is an experienced MAP obtained from a large number of previous tests. The fifth set temperature range is an experienced temperature range obtained from a large number of previous tests.

[0349] In this embodiment, the fifth set time length is set to 5S, the tenth set percentage is set to 25%, and the fifth set temperature range is set to 78℃-82℃.

[0350] Thus, the control strategy of the electric heater 13 does not need to be divided according to the working mode of the vehicle, so that the control strategy of the electric heater 13 is simple, and the control precision of the electric heater 13 is effectively improved.

[0351] The working component further includes a second opening degree stop valve 17. When the working component is the second opening degree stop valve 17:

[0352] The first parameter further includes a cabin heating request. The second parameter includes an ignition switch state and the cabin heating request.

[0353] The second opening degree stop valve 17 is controlled according to the ignition switch state and the cabin heating request.

[0354] Specifically, the method of controlling the second opening degree stop valve 17 according to the ignition switch state and the cabin heating request includes a starting method of the second opening degree stop valve 17, a stopping method of the second opening degree stop valve 17, and a control method after the second opening degree stop valve 17 is started.

[0355] Specifically, the starting method of the second opening degree stop valve 17 includes:

[0356] The ignition switch state is determined.

[0357] It is determined whether the cabin has a heating request.

[0358] If the ignition switch is in the ON state and the cabin has a heating request, the second opening degree stop valve 17 is controlled to be opened.

[0359] Specifically, the stopping method of the second opening degree stop valve 17 includes:

[0360] If the ignition switch is in the OFF state and / or the cabin has a heating request, the second opening degree stop valve 17 is controlled to be closed with a delay of a sixth set time length.

[0361] Specifically, the control method after the second opening degree stop valve 17 is started includes:

[0362] If only the cabin heating request exists, the opening degree of the second opening degree stop valve 17 is controlled to be the maximum opening degree.

[0363] If the cabin heating request and the battery pack heating request exist at the same time, the first opening degree stop valve 16 and the second opening degree stop valve 17 are cooperatively controlled, so that the heating of the heater core 14 and the battery pack 21 can be effectively realized.

[0364] The sixth set time length is an experience time length obtained from a large number of previous tests. In the embodiment, the sixth set time length is set to be 5S.

[0365] Therefore, the control strategy of the second opening stop valve 17 does not need to be divided according to the working mode of the vehicle, so that the control strategy of the second opening stop valve 17 is simple, and the control precision of the second opening stop valve 17 is effectively improved.

[0366] The working component further includes a first fan 212. When the working component is the first fan 212, the first parameter includes a state of the first fan 212.

[0367] The first parameter further includes a state of the first circulating pump 27, a communication state of the first three-way valve 211, and a temperature of the medium-temperature radiator. The second parameter includes an ignition switch state, a state of the first circulating pump 27, a communication state of the first three-way valve 211, and a temperature of the medium-temperature radiator.

[0368] The first fan 212 is controlled according to the ignition switch state, the state of the first circulating pump 27, the communication state of the first three-way valve 211, and the temperature of the medium-temperature radiator.

[0369] Specifically, the method of controlling the first fan 212 according to the ignition switch state, the state of the first circulating pump 27, the communication state of the first three-way valve 211, and the temperature of the medium-temperature radiator includes a starting method of the first fan 212, a method of stopping the first fan 212, and a control method of the first fan 212 after starting.

[0370] Specifically, the starting method of the first fan 212 includes:

[0371] The ignition switch state is determined.

[0372] The state of the first circulating pump 27 is determined.

[0373] The communication state of the first three-way valve 211 is determined. When the B1 interface and the B3 interface are in communication, it is determined whether the temperature of the medium-temperature radiator is within a sixth set temperature range. When the B1 interface and the B2 interface are in communication, it is determined whether the temperature of the medium-temperature radiator is within a seventh set temperature range.

[0374] The minimum value of the sixth set temperature range is greater than the minimum value of the seventh set temperature range. The maximum value of the sixth set temperature range is greater than the maximum value of the seventh set temperature range.

[0375] If the ignition switch is in the ON gear, the first circulating pump 27 is not stopped, and any one of the fifth condition and the sixth condition is met, the first fan 212 is controlled to start, and the duty cycle of the first fan 212 is controlled to be the eleventh set percentage.

[0376] The fifth condition is that the B1 interface and the B3 interface are in communication, and the temperature of the medium-temperature radiator is greater than the maximum value of the sixth set temperature range.

[0377] The sixth condition is that the B1 interface and the B2 interface are connected, and the temperature of the medium-temperature radiator is greater than the maximum value of the seventh set temperature range.

[0378] Specifically, the method for stopping the first fan 212 includes:

[0379] If the ignition switch is in the OFF mode, and / or the first circulating pump 27 is stopped, and / or any one of the seventh condition and the eighth condition is met, the first fan 212 is controlled to stop.

[0380] The seventh condition is that the B1 interface and the B3 interface are connected, and the temperature of the medium-temperature radiator is less than the minimum value of the sixth set temperature range.

[0381] The eighth condition is that the B1 interface and the B2 interface are connected, and the temperature of the medium-temperature radiator is less than the minimum value of the seventh set temperature range.

[0382] Specifically, the method for starting the first fan 212 includes:

[0383] If the B1 interface and the B3 interface are connected, the speed of the first fan 212 is controlled according to the feedback of the temperature of the medium-temperature radiator, so that the temperature of the medium-temperature radiator is within the eighth set temperature range.

[0384] If the B1 interface and the B2 interface are connected, the speed of the first fan 212 is controlled according to the feedback of the temperature of the medium-temperature radiator, so that the temperature of the medium-temperature radiator is within the ninth set temperature range.

[0385] The maximum value of the eighth set temperature range is greater than the maximum value of the ninth set temperature range. The minimum value of the eighth set temperature range is greater than the minimum value of the ninth set temperature range.

[0386] The sixth set temperature range, the seventh set temperature range, the eighth set temperature range, the ninth set temperature range, and the eleventh set percentage are all empirical values obtained from a large number of previous tests.

[0387] In this embodiment, the sixth set temperature range is set to 45-50°C, the seventh set temperature range is set to 35-40°C, the eighth set temperature range is set to 53-57°C, and the ninth set temperature range is set to 43-47°C.

[0388] In this way, the control strategy for the first fan 212 does not need to be divided according to the working mode of the vehicle, so that the control strategy for the first fan 212 is simple, and the control precision of the first fan 212 is effectively improved.

[0389] The working component further comprises a second fan 112. When the working component is the second fan 112:

[0390] The first parameter further comprises an ambient temperature, a vehicle speed and a cooling liquid pressure at an output end of the evaporator 34. The second parameter comprises an engine temperature, an ambient temperature, a vehicle speed and a cooling liquid pressure at an output end of the evaporator 34.

[0391] The target rotational speed of the second fan 112 is obtained from a rotational speed map according to the engine temperature, the ambient temperature, the vehicle speed and the cooling liquid pressure at the output end of the evaporator 34.

[0392] The second fan 112 is controlled to operate at the target rotational speed.

[0393] The rotational speed map is an empirical map obtained from a large number of previous tests.

[0394] Therefore, the control strategy for the second fan 112 is simple, and the control precision for controlling the second fan 112 is effectively improved.

[0395] Therefore, by using the hybrid vehicle thermal management control method to control the hybrid vehicle thermal management system, the control strategy for the hybrid vehicle thermal management system is simple, and the control precision for controlling each working component is effectively improved.

[0396] Obviously, the above-mentioned embodiments of the present application are only examples for clearly illustrating the present application, and are not intended to limit the embodiments of the present application. For those skilled in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present application. It is unnecessary and impossible to enumerate all the embodiments. Any modification, equivalent substitution and improvement within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A thermal management control method for a hybrid vehicle, the thermal management system of which includes an engine (11), a battery pack (21), a mid-temperature radiator (22), a drive motor (23), a motor controller (24), a multi-function controller (25), an air compressor (26), a first circulation pump (27), a heating heat exchanger (28), a first condensing heat exchanger (29), and two four-way valves (210); characterized in that, The hybrid vehicle thermal management control method includes: Obtain the first parameter, which includes engine temperature, individual battery cell temperature, mid-temperature radiator temperature, drive motor temperature, motor controller temperature, multi-function controller temperature, air compressor temperature, ignition switch status, and engine status. The working components are controlled based on the correspondence between the second parameter and the working components; the second parameter includes at least one of the following: engine temperature, individual cell temperature, medium-temperature radiator temperature, drive motor temperature, motor controller temperature, multi-function controller temperature, air compressor temperature, ignition switch status, and engine status; the working components include the first circulation pump (27) and two four-way valves (210). The four-way valve (210) includes an A1 interface, an A2 interface, an A3 interface, and an A4 interface; the drive motor (23), the motor controller (24), the multi-function controller (25), the air compressor (26), and the first circulating pump (27) are all located on the first temperature-regulating branch connecting the two A1 interfaces; the medium-temperature radiator (22) is located on the second temperature-regulating branch connecting the two A2 interfaces; the first condenser heat exchanger (29) is located on the third temperature-regulating branch connecting the two A3 interfaces; the heating heat exchanger (28) and the battery pack (21) are both located on the fourth temperature-regulating branch connecting the two A4 interfaces; the heating heat exchanger (28) can also form a heating circuit with the engine (11); The hybrid vehicle thermal management system also includes an air conditioning compressor (31); the first condenser heat exchanger (29) can also form a refrigeration circuit with the air conditioning compressor (31); When the working components are two of the four-way valves (210), the second parameter includes engine temperature, individual cell temperature and drive motor temperature; The operating states of the two four-way valves (210) are determined based on the engine temperature, the temperature of the individual battery cells, and the temperature of the drive motor. Control the two four-way valves (210) according to the determined working state; The four-way valve (210) has a first working state and a second working state. The first working state is as follows: the A1 interface is connected to the A4 interface, and the A2 interface is connected to the A3 interface; the duty cycle of the four-way valve (210) is a first set percentage; The second operating state is as follows: the A1 interface is connected to the A2 interface, and the A3 interface is connected to the A4 interface; the duty cycle of the four-way valve (210) is a second set percentage; The first set percentage is less than the second set percentage; The hybrid vehicle thermal management system further includes a second condenser heat exchanger (32) and a first three-way valve (211); the first three-way valve (211) includes a B1 interface, a B2 interface and a B3 interface, the B1 interface and the B2 interface are both located in the first temperature control branch; the input end of the second condenser heat exchanger (32) is connected to the A3 interface, the output end of the second condenser heat exchanger (32) is connected to the first temperature control branch, and the second condenser heat exchanger (32) is connected in parallel with the upstream pipeline of the first temperature control branch; the second condenser heat exchanger (32) can also form a refrigeration circuit with the air conditioning compressor (31); When the working component is the first circulating pump (27), the first parameter also includes the connection state of the first three-way valve (211); the second parameter includes the temperature of the drive motor, the temperature of the medium-temperature radiator, the temperature of the motor controller, the temperature of the multi-function controller, the temperature of the air compressor, the state of the ignition switch and the connection state of the first three-way valve (211); The first circulating pump (27) is controlled based on the temperature of the drive motor, the temperature of the medium-temperature radiator, the temperature of the motor controller, the temperature of the multi-function controller, the temperature of the air compressor, the status of the ignition switch, and the connection status of the first three-way valve (211).

2. The thermal management control method for hybrid vehicles according to claim 1, characterized in that, The specific steps for determining the operating states of the two four-way valves (210) based on engine temperature, individual battery cell temperature, and drive motor temperature include: Determine whether the engine temperature is lower than the first set temperature; Determine whether the temperature of the drive motor is within the first set temperature range; Determine whether the minimum temperature of each individual cell in the battery pack (21) is less than or equal to the second set temperature; Determine whether the average temperature of each individual cell in the battery pack (21) is less than or equal to the third set temperature; If the engine temperature is lower than the first set temperature, and the drive motor temperature is within the first set temperature range, and the minimum temperature of each individual cell in the battery pack (21) is less than or equal to the second set temperature, and the average temperature of each individual cell in the battery pack (21) is less than or equal to the third set temperature, then the working state of the two four-way valves (210) is determined to be the first working state. If the engine temperature is greater than or equal to the first set temperature; and / or, the drive motor temperature is not within the first set temperature range; and / or, the minimum temperature of each individual cell in the battery pack (21) is greater than the second set temperature; and / or, the average temperature of each individual cell in the battery pack (21) is greater than the third set temperature, then the working state of the two four-way valves (210) is determined to be the second working state. The second set temperature is lower than the third set temperature.

3. The thermal management control method for hybrid vehicles according to claim 1, characterized in that, The specific steps for controlling the first circulating pump (27) based on the drive motor temperature, medium-temperature radiator temperature, motor controller temperature, multi-function controller temperature, air compressor temperature, ignition switch status, and the connection status of the first three-way valve (211) include: Determine the state of the ignition switch; Determine whether the temperature of the drive motor is greater than the fourth set temperature; Determine whether the temperature of the motor controller is greater than the fifth set temperature; Determine whether the temperature of the all-in-one controller is greater than the sixth set temperature; Determine whether the temperature of the air compressor is greater than the seventh set temperature; Determine the connection status of the first three-way valve (211); If the ignition switch is in the ON position, and at least one of the following conditions is met: the temperature of the drive motor is greater than the fourth set temperature, the temperature of the motor controller is greater than the fifth set temperature, the temperature of the multi-function controller is greater than the sixth set temperature, the temperature of the air compressor is greater than the seventh set temperature, and the B1 interface and the B2 interface are connected, then the first circulation pump (27) is controlled to start, and the duty cycle of the first circulation pump (27) is controlled to be the third set percentage.

4. The thermal management control method for hybrid vehicles according to claim 1, characterized in that, The specific steps for controlling the first circulating pump (27) based on the drive motor temperature, medium-temperature radiator temperature, motor controller temperature, multi-function controller temperature, air compressor temperature, ignition switch status, and the connection status of the first three-way valve (211) also include: Determine the state of the ignition switch; Determine whether the temperature of the drive motor is lower than the eighth set temperature; Determine whether the temperature of the motor controller is lower than the ninth set temperature; Determine whether the temperature of the all-in-one controller is lower than the tenth set temperature; Determine whether the temperature of the air compressor is lower than the eleventh set temperature; Determine the connection status of the first three-way valve (211); If the ignition switch is in the OFF position, the first circulation pump (27) is controlled to stop working; If the temperature of the drive motor is less than the eighth set temperature, the temperature of the motor controller is less than the ninth set temperature, the temperature of the multi-function controller is less than the tenth set temperature, the temperature of the air compressor is less than the eleventh set temperature, and the B1 interface and the B3 interface are connected, then the first circulating pump (27) is controlled to stop working.

5. The thermal management control method for hybrid vehicles according to claim 1, characterized in that, The specific steps for controlling the first circulating pump (27) based on the drive motor temperature, medium-temperature radiator temperature, motor controller temperature, multi-function controller temperature, air compressor temperature, ignition switch status, and the connection status of the first three-way valve (211) also include: After the first circulating pump (27) starts for a first set time; Determine the connection status of the first three-way valve (211); If the B1 interface and the B3 interface are connected, then determine whether the temperature of the medium-temperature radiator is within the second set temperature range; If the temperature of the medium-temperature radiator is less than the minimum value of the second set temperature range, then the duty cycle of the first circulating pump (27) is controlled to the fourth set percentage. If the temperature of the medium-temperature radiator is greater than the maximum value of the second set temperature range, then the duty cycle of the first circulating pump (27) is controlled to the fifth set percentage. If the temperature of the medium-temperature radiator is within the second set temperature range, the duty cycle of the first circulating pump (27) is controlled to increase linearly. Wherein, the fifth set percentage is greater than the fourth set percentage.

6. The thermal management control method for hybrid vehicles according to claim 5, characterized in that: If the B1 interface and the B2 interface are connected, then determine whether the temperature of the medium-temperature radiator is within the third set temperature range; If the temperature of the medium-temperature radiator is less than the minimum value of the third set temperature range, then the duty cycle of the first circulating pump (27) is controlled to the fourth set percentage. If the temperature of the medium-temperature radiator is greater than the maximum value of the third set temperature range, then the duty cycle of the first circulating pump (27) is controlled to the fifth set percentage. If the temperature of the medium-temperature radiator is within the third set temperature range, the duty cycle of the first circulating pump (27) is controlled to increase linearly. The minimum value of the second set temperature range is greater than the minimum value of the third set temperature range; the maximum value of the second set temperature range is greater than the maximum value of the third set temperature range.

7. The thermal management control method for a hybrid vehicle according to any one of claims 3-6, characterized in that, The working component also includes a first three-way valve (211); When the working component is the first three-way valve (211), the first parameter also includes the air conditioning compressor status, and the second parameter includes the engine status and the air conditioning compressor status; If the engine status is that the engine (11) is stopped and the air conditioning compressor status is that the air conditioning compressor (31) is working, then the first three-way valve (211) is energized and the B1 interface and the B2 interface are connected. If the engine is in the state of engine (11) working; and / or the air conditioning compressor is in the state of air conditioning compressor (31) stopped working, then the first three-way valve (211) is de-energized, and the B1 interface and the B3 interface are connected.

8. The thermal management control method for a hybrid vehicle according to any one of claims 1-6, characterized in that, The hybrid vehicle thermal management system further includes a second three-way valve (12), an electric heater (13), and a heater core (14). The engine (11) is located on the main heat dissipation circuit, the electric heater (13) is located on the first heat dissipation branch circuit, the heater core (14) is located on the second heat dissipation branch circuit, and the heat exchanger (28) is located on the third heat dissipation branch circuit. The main heat dissipation circuit, the first heat dissipation branch circuit, the second heat dissipation branch circuit, and the third heat dissipation branch circuit are all connected in parallel. The second three-way valve (12) includes a C1 interface, a C2 interface, and a C3 interface. The input end of the second heat dissipation branch circuit and the input end of the third heat dissipation branch circuit are both connected to the C1 interface. The input end of the first heat dissipation branch circuit is connected to the C2 interface. The output end of the main heat dissipation circuit circuit is connected to the C3 interface. The working component also includes a second three-way valve (12); When the working component is the second three-way valve (12), the second parameter includes engine status and engine temperature; If the engine is in the state of engine (11) working and the engine temperature is greater than the twelfth set temperature, then control the second three-way valve (12) to be energized for a second set time, and the C1 interface and the C2 interface are connected; If the engine status is that the engine (11) has stopped working; and / or the engine temperature is less than or equal to the twelfth set temperature, then the second three-way valve (12) is de-energized, and the C1 interface and the C3 interface are connected.

9. The thermal management control method for hybrid vehicles according to claim 8, characterized in that, The first heat dissipation branch is also provided with a second circulation pump (15), which is located downstream of the electric heater (13); the third heat dissipation branch is also provided with a first opening stop valve (16), which is located upstream of the heating heat exchanger (28). The working component also includes a first opening stop valve (16); When the working component is the first opening shut-off valve (16), the first parameter also includes the state of the second circulation pump (15); the second parameter includes the ignition switch state, the temperature of the individual battery cell, and the state of the second circulation pump (15). If the ignition switch is in the ON position and the battery pack (21) has a heating request, then the first opening shut-off valve (16) is controlled to open. If the fire switch is in the OFF position; and / or, if the battery pack (21) has no heating request, then the first opening shut-off valve (16) is controlled to close after a third set time.

10. The thermal management control method for hybrid vehicles according to claim 9, characterized in that: When the first opening stop valve (16) is opened; If the second circulation pump (15) stops working, the opening of the first opening stop valve (16) is adjusted in real time according to the average temperature of each individual cell of the battery pack (21). If the second circulating pump (15) is working, the opening degree of the first opening degree shut-off valve (16) is controlled to be greater than or equal to the sixth set percentage.

11. The thermal management control method for a hybrid vehicle according to any one of claims 3-6, characterized in that, The hybrid vehicle thermal management system further includes an external condenser (33), an evaporator (34), a first shut-off valve (35), and a second shut-off valve (36). The external condenser (33), the first shut-off valve (35), and the air conditioning compressor (31) are arranged in the main cooling circuit. The evaporator (34) is arranged in the first cooling branch circuit. The first condensing heat exchanger (29) is arranged in the second cooling branch circuit. The main cooling circuit, the first cooling branch circuit, and the second cooling branch circuit are arranged in parallel. The second condensing heat exchanger (32) and the second shut-off valve (36) are both arranged in the third cooling branch circuit. The third cooling branch circuit is arranged in parallel with the connecting passage formed by the external condenser (33) and the first shut-off valve (35). The working components also include the first shut-off valve (35) and the second shut-off valve (36); When the working components are the first shut-off valve (35) and the second shut-off valve (36), the second parameter includes the engine status; If the engine state is that the engine (11) has stopped working, then the first shut-off valve (35) is de-energized and closed, and the second shut-off valve (36) is energized and opened; If the engine is in the state of engine (11) working, the first shut-off valve (35) is energized and opened, and the second shut-off valve (36) is de-energized and closed.

12. A hybrid vehicle thermal management system, comprising an engine (11), a battery pack (21), a mid-temperature radiator (22), a drive motor (23), a motor controller (24), a multi-function controller (25), an air compressor (26), a first circulation pump (27), a heating heat exchanger (28), a first condensing heat exchanger (29), and two four-way valves (210); characterized in that, Used to implement the thermal management control method for hybrid vehicles according to any one of claims 1-11.

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