Control method of thermal management system, vehicle-mounted controller, system, medium and automobile

Abstract

The invention discloses a control method of a thermal management system, a vehicle-mounted controller, a system, a medium and an automobile. The thermal management system comprises an electric drive loop and a battery loop which are coupled with each other, and the electric drive loop comprises at least two motors. The method comprises the steps of obtaining first vehicle data corresponding to a current mode when the thermal management system is in the current mode; based on a distribution strategy corresponding to the current mode and the first vehicle data, torque distribution proportions and motor output torques corresponding to the at least two motors are determined; based on the torque distribution proportions corresponding to the at least two motors and the motor output torques, target demand torques corresponding to the at least two motors are determined; and controlling the at least two motors to work based on the target demand torques corresponding to the at least two motors. The method is used for effectively regulating and controlling the temperature of the battery pack in the battery loop in real time through the coupling effect of the electric drive loop and the battery loop in the current mode, and the working performance and the safety performance of the battery pack can be effectively improved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a control method of a thermal management system, a vehicle-mounted controller, a system, a medium and an automobile. Background Art

[0002] In recent years, due to the development of new energy technologies, new energy vehicles have gradually become popular among consumers, and the performance of battery packs in new energy vehicles has also received more and more attention. In the prior art, it is usually considered how to heat the battery pack in the thermal management system when the battery pack is in a low temperature environment to improve the performance of the battery pack in a low temperature environment, but it has not fully considered how to adjust and control the thermal management system in real time during the operation of the vehicle to improve the performance of the battery pack.

[0003] Therefore, how to reasonably regulate the thermal management system in real time to improve the performance of the battery pack is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The embodiments of the present invention provide a control method, a vehicle-mounted controller, a system, a medium and a vehicle of a thermal management system to solve the problem of how to reasonably regulate the thermal management system in real time to improve the performance of a battery pack.

[0005] A control method for a thermal management system, the thermal management system comprising an electric drive circuit and a battery circuit coupled to each other, the electric drive circuit comprising at least two motors, including: When the thermal management system is in a current mode, obtaining first vehicle data corresponding to the current mode; Determine, based on the allocation strategy corresponding to the current mode and the first vehicle data, a torque allocation ratio corresponding to at least two motors and a motor output torque; Determining target required torques corresponding to the at least two motors based on the torque distribution ratios corresponding to the at least two motors and the motor output torques; Based on the target required torques corresponding to the at least two motors, the at least two motors are controlled to operate.

[0006] Preferably, the determining of the torque distribution ratio and the motor output torque corresponding to at least two motors based on the distribution strategy corresponding to the current mode and the first vehicle data includes: Determining a wheel end required torque corresponding to the current mode based on first vehicle data corresponding to the current mode; Based on the wheel-end required torque corresponding to the current mode and the motor speeds corresponding to the at least two motors, the torque distribution ratio and the motor output torque corresponding to the at least two motors are determined.

[0007] Preferably, the first vehicle data includes battery pack output power, heating power, accelerator pedal opening, current vehicle speed, and / or cooling power; The current mode is an electric drive heating mode, a battery cooling mode or a normal mode; The wheel end required torque corresponding to the electric drive heating mode is determined based on the battery pack output power, the heating power, the accelerator pedal opening and the current vehicle speed; The wheel end required torque corresponding to the battery cooling mode is determined based on the battery pack output power, the cooling power, the accelerator pedal opening and the current vehicle speed; The wheel end required torque corresponding to the normal mode is determined based on the battery pack output power, the accelerator pedal opening and the current vehicle speed.

[0008] Preferably, the determining of the torque distribution ratio and the motor output torque corresponding to at least two motors based on the wheel end required torque corresponding to the current mode and the motor speeds corresponding to at least two motors includes: Based on the constraints and objective function corresponding to the current mode, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors are processed to determine the torque distribution ratio and motor output torque corresponding to the at least two motors.

[0009] Preferably, based on the constraint conditions and objective function corresponding to the current mode, the wheel end required torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors are processed to determine the torque distribution ratio and the motor output torque corresponding to at least two motors, including: If the current mode is the electric drive heating mode, the wheel end demand torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors are processed based on the heat constraint condition, the wheel end constraint condition and the loss objective function to determine the torque distribution ratio and the motor output torque corresponding to the at least two motors; If the current mode is a battery cooling mode or a normal mode, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors are processed based on wheel-end constraints and a power target function to determine a torque distribution ratio and a motor output torque corresponding to at least two motors.

[0010] Preferably, at least two of the motors include a front-drive synchronous motor and a rear-drive asynchronous motor; The first vehicle data includes battery pack heat demand and motor speed; The heat constraint condition includes that the motor loss corresponding to the rear drive asynchronous motor is equal to the heat requirement of the battery pack; the motor loss is determined based on the motor speed and the motor output torque; The wheel-end constraint condition is that the sum of the target required torque corresponding to the front-drive synchronous motor and the target required torque corresponding to the rear-drive asynchronous motor is equal to the wheel-end required torque corresponding to the current mode; The loss objective function is to minimize the sum of the motor loss corresponding to the front-drive synchronous motor and the motor loss corresponding to the rear-drive asynchronous motor; The power objective function is to minimize the sum of the battery power demand corresponding to the front-drive synchronous motor and the battery power demand corresponding to the rear-drive asynchronous motor, and the battery power demand is determined based on the motor speed and the motor output torque.

[0011] Preferably, before acquiring the first vehicle data corresponding to the current mode, the method further includes: Acquiring second vehicle data; A current mode is determined based on the second vehicle data, and the thermal management system is controlled to enter the current mode.

[0012] Preferably, the second vehicle data includes a current temperature of the battery pack; The determining the current mode based on the second vehicle data comprises: If the current temperature of the battery pack is less than a first temperature threshold, determining that the current mode is an electric drive heating mode; If the current temperature of the battery pack is greater than a second temperature threshold, determining that the current mode is a battery cooling mode; If the current temperature of the battery pack is not less than the first temperature threshold and not greater than the second temperature threshold, it is determined that the current mode is the normal mode.

[0013] A vehicle-mounted controller comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the control method of the thermal management system when executing the computer program.

[0014] A thermal management control system comprises a thermal management system and the above-mentioned vehicle-mounted controller, wherein the vehicle-mounted controller is connected to the thermal management system and is used to control at least two motors of the thermal management system to work when the thermal management system is in a current mode.

[0015] A computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the control method of the thermal management system is implemented.

[0016] An automobile comprises the above-mentioned thermal management control system.

[0017] The control method, on-board controller, system, medium and automobile of the above-mentioned thermal management system determine the torque distribution ratio and motor output torque corresponding to each motor in the electric drive circuit according to the distribution strategy corresponding to the current mode and the first vehicle data, determine the target required torque corresponding to at least two motors in the electric drive circuit in the current mode based on the torque distribution ratio and motor output torque corresponding to at least two motors in the electric drive circuit, control the motors to operate under the target required torque, and realize real-time and effective regulation of the temperature of the battery pack in the battery circuit through the coupling effect of the electric drive circuit and the battery circuit in the current mode, which can effectively improve the working performance and safety performance of the battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0019] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the present invention; Figure 2 is a flow chart of a control method of a thermal management system in one embodiment of the present invention; Figure 3 is another flow chart of a control method of a thermal management system in one embodiment of the present invention; Figure 4 is another flow chart of a control method of a thermal management system in one embodiment of the present invention; Figure 5 is another flow chart of a control method of a thermal management system in one embodiment of the present invention; Figure 6 is another flow chart of a control method of a thermal management system in one embodiment of the present invention; Figure 7 is a schematic diagram of a vehicle-mounted controller in one embodiment of the present invention; In the figure, 10, electric drive circuit; 11, front drive motor; 12, rear drive motor; 13, radiator; 14, first water pump; 20, battery circuit; 21, battery pack; 22, second water pump; 30, cooling circuit; 31, condenser; 32, compressor; 33, electronic expansion valve; 40, heating circuit; 41, heater; 42, third water pump; 50, four-way valve; 60, heat exchanger. DETAILED DESCRIPTION The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0021] The control method of the thermal management system provided in an embodiment of the present invention can be used in an on-board controller of a car to achieve reasonable real-time regulation of the thermal management system to improve the working performance and safety performance of the battery pack, wherein the working performance refers to the performance of the battery pack in charging and discharging, and the safety performance refers to the performance used to characterize whether the battery pack has a fault.

[0022] In one embodiment, if Figure 2 As shown, a control method for a thermal management system is provided, wherein the thermal management system comprises an electric drive circuit and a battery circuit coupled to each other, wherein the electric drive circuit comprises at least two motors, and the method is applied to Figure 7 The vehicle controller in the example is used to illustrate, including the following steps: S201: When the thermal management system is in a current mode, obtaining first vehicle data corresponding to the current mode; S202: Determine torque distribution ratios and motor output torques corresponding to at least two motors based on a distribution strategy corresponding to the current mode and first vehicle data; S203: determining target required torques corresponding to the at least two motors based on torque distribution ratios corresponding to the at least two motors and motor output torques; S204: Control at least two motors to operate based on the target required torques corresponding to the at least two motors.

[0023] Among them, the thermal management system includes an electric drive circuit, a battery circuit, a cooling circuit and a heating circuit that are coupled to each other. The electric drive circuit includes at least two motors, the battery circuit includes a battery pack, the cooling circuit includes a condenser, and the heating circuit includes a heater.

[0024] Figure 1 is a schematic diagram of a thermal management system in one embodiment, Figure 1It can be seen that the electric drive circuit 10 and the battery circuit 20 are coupled through the four-way valve 50. Specifically, the electric drive circuit 10 and the battery circuit 20 are coupled through the four-way valve 50, and the battery circuit 20, the cooling circuit 30 and the heating circuit 40 exchange heat through the heat exchanger 60. The electric drive circuit 10 includes two motors, the front drive motor 11 and the rear drive motor 12, and the battery circuit 20 includes a battery pack 21, so that by controlling the torque of the motor in the electric drive circuit 10, under the coupling action of the four-way valve 50, during the operation of the front drive motor 11 and the rear drive motor 12 in the electric drive circuit 10, the temperature corresponding to the battery pack 21 in the battery circuit 20 is regulated to improve the safety performance and working performance of the battery pack 21. Among them, the front drive motor 11 can be a synchronous motor, and the rear drive motor 12 can be an asynchronous motor. Understandably, since the electric drive circuit 10 and the battery circuit 20 are coupled through the four-way valve 50, the output power of the battery pack 21 in the battery circuit 20 provides torque for the motor in the electric drive circuit 10, and the motor in the electric drive circuit 10 will affect the temperature of the battery pack 21 during operation. Therefore, during the operation of the automobile, by real-time regulation of the torque and torque distribution ratio of the motor in the electric drive circuit 10, the operation of the motor is controlled, and under the coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20, the temperature of the battery pack 21 is regulated in real time to improve the performance of the battery pack 21.

[0025] The current mode refers to the working mode that the thermal management system is currently in. The first vehicle data refers to data acquired in the current mode corresponding to the thermal management system.

[0026] As an example, in step S201, when the thermal management system is in the current mode, the on-board controller obtains the first vehicle data of the vehicle in the current mode. It is understandable that when the thermal management system is in the current mode, in order to improve the performance of the battery pack 21 in the battery circuit 20, it is necessary to obtain the first vehicle data corresponding to the current mode in real time, so as to determine the target required torque corresponding to at least two motors in the electric drive circuit 10 according to the first vehicle data, so as to control the motors in the electric drive circuit 10 to work according to the target required torque, and under the coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20, the temperature of the battery pack 21 in the battery circuit 20 is adjusted in real time to improve the performance of the battery pack 21.

[0027] The allocation strategy refers to a strategy for distributing torque to the motor in the electric drive circuit 10. The motor output torque refers to the torque that the motor needs to output. The torque distribution ratio refers to the torque ratio of distributing the motor output torque of the motor to the wheel end.

[0028] As an example, in step S202, the vehicle controller determines the allocation strategy corresponding to the current mode, and uses the allocation strategy to process the first vehicle data corresponding to the current mode to obtain the torque allocation ratio and motor output torque corresponding to at least two motors in the electric drive circuit 10 in the current mode. Figure 1 As shown, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12. After determining the current mode corresponding to the thermal management system and obtaining the first vehicle data corresponding to the current mode, the on-board controller processes the first vehicle data corresponding to the current mode according to the allocation strategy corresponding to the current mode, and determines the torque distribution ratio corresponding to the front drive motor 11 and the motor output torque corresponding to the front drive motor 11, as well as the torque distribution ratio corresponding to the rear drive motor 12 and the motor output torque corresponding to the rear drive motor 12. It can be understood that the motor in the electric drive circuit 10 provides torque to the wheel end of the car, and heat is generated during the operation of the motor, which will affect the temperature change of the battery pack 21 in the battery circuit 20, thereby affecting the working performance and safety performance of the battery pack 21. Therefore, according to the allocation strategy corresponding to the current mode and the first vehicle data, the torque distribution ratio and the motor output torque corresponding to each motor in the electric drive circuit 10 are determined, so as to facilitate the subsequent control of the corresponding motor operation according to the torque distribution ratio and the motor output torque corresponding to each motor. Under the coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20, the temperature of the battery pack 21 is adjusted in real time and effectively, so as to improve the working performance and safety performance of the battery pack 21.

[0029] The target required torque refers to the torque of the motor output torque corresponding to each motor that needs to be allocated to the wheel end.

[0030] As an example, in step S203, the vehicle controller processes the torque distribution ratio and motor output torque corresponding to at least two motors in the electric drive circuit 10 determined in the current mode to obtain the target required torque corresponding to at least two motors in the electric drive circuit 10 in the current mode. Figure 1 As shown, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12. The vehicle controller allocates the torque corresponding to the front drive motor 11 in the current mode. The motor output torque corresponding to the front drive motor 11 The vehicle controller distributes the torque corresponding to the rear drive motor 12 in the current mode. The motor output torque corresponding to the rear drive motor 12 The target torque required by the rear drive motor 12 is obtained by processing. For example, the vehicle controller uses the torque distribution ratio corresponding to the front drive motor 11 Output torque to motor Distribute to obtain the torque distributed to the wheel end corresponding to the front drive motor 11 , and The target required torque corresponding to the front drive motor 11 is determined. Similarly, the vehicle controller uses the torque distribution ratio corresponding to the rear drive motor 12 Output torque to motor Processing is performed to obtain the torque corresponding to the rear drive motor 12 distributed to the wheel end , and Determine the target required torque corresponding to the rear drive motor 12. In this example, based on the torque distribution ratio and motor output torque corresponding to at least two motors in the electric drive circuit 10, the target required torque corresponding to at least two motors in the electric drive circuit 10 is determined in the current mode, so as to control the motor to work at the target required torque, so as to achieve the temperature control of the battery pack 21 in the battery circuit 20 under the coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20 during the process of the motor working at the target required torque, thereby improving the working performance and safety performance of the battery pack 21.

[0031] As an example, in step S204, after determining the target required torque corresponding to at least two motors in the electric drive circuit 10 in the current mode, the on-board controller controls at least two motors in the electric drive circuit 10 to operate according to the corresponding target required torque, so that in the current mode, when the motors operate with the target required torque, under the coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20, the temperature of the battery pack 21 in the battery circuit 20 is controlled in real time, thereby achieving the purpose of improving the working performance and safety performance of the battery pack 21.

[0032] Compared with the prior art, heating the battery pack 21 when the battery pack is in a low-temperature environment can only improve the performance of the battery pack 21 in a low-temperature environment. The control method of the thermal management system provided in this embodiment can adjust the target required torque corresponding to at least two motors in the electric drive circuit 10 of the thermal management system in real time according to the current mode of the thermal management system, and associate the target required torque of the motor with the temperature of the battery pack 21 in the battery circuit 20, so as to increase or decrease the temperature of the battery pack 21 according to the target required torque corresponding to the motor in the current mode, thereby realizing real-time and effective regulation of the temperature of the battery pack 21 in the battery circuit 20, which can effectively improve the working performance and safety performance of the battery pack 21 and has high application value.

[0033] In one embodiment, if Figure 3 As shown, step S202, i.e., determining the torque distribution ratio and motor output torque corresponding to at least two motors based on the distribution strategy corresponding to the current mode and the first vehicle data, includes: S301: determining a wheel end required torque corresponding to the current mode based on first vehicle data corresponding to the current mode; S302: Determine the torque distribution ratio and motor output torque corresponding to at least two motors based on the wheel end required torque corresponding to the current mode and the motor speeds corresponding to at least two motors.

[0034] Among them, the wheel-end demand torque refers to the total torque required by the vehicle wheel end in the current mode.

[0035] As an example, in step S301, the onboard controller processes the first vehicle data in the current mode to determine the wheel end torque required of the vehicle in the current mode. It can be understood that the wheel end torque required is related to the current mode, and the wheel end torque required is different in different modes. Therefore, by processing the first vehicle data in the current mode, the wheel end torque required corresponding to the current mode can be determined more reasonably.

[0036] As an example, in step S302, the vehicle controller obtains the motor speeds of at least two motors in the electric drive circuit 10 in the current mode, and processes the wheel end required torque in the current mode and the motor speeds corresponding to the at least two motors to obtain the torque distribution ratio and motor output torque corresponding to the at least two motors in the current mode. Figure 1 As shown, the electric drive circuit 10 includes a front-drive motor 11 and a rear-drive motor 12. The on-board controller processes the wheel-end required torque in the current mode, the motor speed corresponding to the front-drive motor 11, and the motor speed corresponding to the rear-drive motor 12, and obtains the torque distribution ratio and motor output torque corresponding to the front-drive motor 11 and the torque distribution ratio and motor output torque corresponding to the rear-drive motor 12 in the current mode.

[0037] In this embodiment, based on the first vehicle data under the current mode, the wheel-end demand torque corresponding to the current mode is determined more reasonably. For the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors, the torque distribution ratio and the motor output torque corresponding to at least two motors can be determined more reasonably.

[0038] In one embodiment, the first vehicle data includes battery pack output power, heating power, accelerator pedal opening, current vehicle speed, and / or cooling power; The current mode is electric drive heating mode, battery cooling mode or normal mode; The wheel-end torque requirement corresponding to the electric drive heating mode is determined based on the battery pack output power, heating power, accelerator pedal opening and current vehicle speed; The wheel-end torque requirement corresponding to the battery cooling mode is determined based on the battery pack output power, cooling power, accelerator pedal opening and current vehicle speed; The wheel-end torque required for normal mode is determined based on the battery pack output power, accelerator pedal opening and current vehicle speed.

[0039] The electric drive heating mode refers to a mode for increasing the temperature of the battery pack 21 in the battery circuit 20 by controlling the target required torque of the motor in the electric drive circuit 10. The battery cooling mode refers to a mode for reducing the temperature of the battery pack 21 in the battery circuit 20 by controlling the target required torque of the motor in the electric drive circuit 10. The normal mode refers to a mode for maintaining the temperature of the battery pack 21 in the battery circuit 20 by controlling the target required torque of the motor in the electric drive circuit 10.

[0040] The battery pack output power refers to the power outputted by the battery pack 21 in the battery circuit 20 to the motor in the electric drive circuit 10. The heating power refers to the power of the heating circuit 40 of the thermal management system for heating. The current vehicle speed refers to the vehicle speed in the current mode. The cooling power refers to the power of the condenser 31 of the thermal management system for cooling. It can be understood that Figure 1 As shown, the thermal management system includes a heating circuit 40 and a cooling circuit 30, wherein the heating circuit 40 includes a heater 41, and the cooling circuit 30 includes a condenser 31. In the electric drive heating mode, the heater 41 in the heating circuit 40 works with heating power, and the condenser 31 in the cooling circuit 30 does not work, so as to increase the current temperature of the battery pack 21 in the battery circuit 20. In the battery cooling mode, the heater 41 in the heating circuit 40 does not work, and the condenser 31 in the cooling circuit 30 works with cooling power to reduce the current temperature of the battery pack 21 in the battery circuit 20. The heater 41 in the heating circuit 40 and the condenser 31 in the cooling circuit 30 can be used to adjust the current temperature of the battery pack 21 in real time, and improve the working performance and safety performance of the battery pack 21.

[0041] As an example, when the current mode of the thermal management system is the electric drive heating mode, the onboard controller processes the battery pack output power, heating power, accelerator pedal opening and current vehicle speed to determine the wheel end torque required for the electric drive heating mode. , the heating power is , the current vehicle speed is When the vehicle controller first passes the current vehicle speed The preset pedal map is queried with the accelerator pedal opening to obtain the theoretical value corresponding to the wheel end required torque. ; and output power to the battery pack , heating power and current speed Calculate and process to obtain the actual value corresponding to the wheel end required torque : ,in, is the wheel radius, which can be stored in the system database and obtained by querying the system database. Then, the on-board controller converts the theoretical value corresponding to the wheel end required torque into The actual value corresponding to the wheel end torque requirement Compare and analyze to determine the wheel end torque requirement corresponding to the electric drive heating mode, and specifically calculate the theoretical value corresponding to the wheel end torque requirement. The actual value corresponding to the wheel end torque requirement The minimum value in is determined as the wheel end torque required for the electric drive heating mode ,Right now .

[0042] As an example, when the current mode of the thermal management system is the battery cooling mode, the onboard controller processes the battery pack output power, cooling power, accelerator pedal opening and current vehicle speed to determine the wheel end torque required for the battery cooling mode. , the cooling power is , the current vehicle speed is When the vehicle controller first passes the current vehicle speed The preset pedal map is queried with the accelerator pedal opening to obtain the theoretical value corresponding to the wheel end required torque. ; and output power to the battery pack , cooling power and current speed Calculate and process to obtain the actual value corresponding to the wheel end required torque : ,in, is the wheel radius. Then, the onboard controller converts the theoretical value corresponding to the wheel end required torque into The actual value corresponding to the wheel end torque requirement Compare and analyze to determine the wheel-end torque requirement corresponding to the battery cooling mode, and specifically calculate the theoretical value corresponding to the wheel-end torque requirement. The actual value corresponding to the wheel end torque requirement The minimum value of is determined as the wheel end torque required for the battery cooling mode Right now .

[0043] As an example, when the current mode of the thermal management system is the normal mode, the onboard controller processes the battery pack output power, the accelerator pedal opening and the current vehicle speed to determine the wheel end torque required for the normal mode. , the current vehicle speed is When the vehicle controller uses the current vehicle speed The preset pedal map is queried with the accelerator pedal opening to obtain the theoretical value corresponding to the wheel end required torque. ; and output power to the battery pack and current speed Calculate and process to obtain the actual value corresponding to the wheel end required torque : ,in, is the wheel radius. Then, the onboard controller converts the theoretical value corresponding to the wheel end required torque into The actual value corresponding to the wheel end torque requirement Compare and analyze to determine the wheel end torque requirement corresponding to the normal mode, and specifically calculate the theoretical value corresponding to the wheel end torque requirement. The actual value corresponding to the wheel end torque requirement The minimum value in is determined as the wheel end torque required for the normal mode ,Right now .

[0044] In this embodiment, the on-board controller processes the first vehicle data corresponding to the current mode to obtain the wheel-end demand torque corresponding to the current mode. This method can make the wheel-end demand torque corresponding to the current mode more accurate and reasonable, and facilitates the subsequent more accurate determination of the torque distribution ratio and the motor output torque based on the wheel-end demand torque.

[0045] In one embodiment, step S302, i.e., determining the torque distribution ratio and the motor output torque corresponding to at least two motors based on the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors, includes: processing the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors based on the constraints and objective function corresponding to the current mode, and determining the torque distribution ratio and the motor output torque corresponding to at least two motors.

[0046] The constraint condition refers to a preset condition for determining the torque distribution ratio and the motor output torque corresponding to the current mode. The objective function refers to a preset function for determining the torque distribution ratio and the motor output torque corresponding to the current mode.

[0047] As an example, after determining the current mode, the on-board controller inputs the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors into the constraints and objective functions corresponding to the current mode, and solves the torque distribution ratio and the motor output torque in the constraints and the objective functions to determine the torque distribution ratio and the motor output torque corresponding to at least two motors in the electric drive circuit 10. In this example, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors are processed through the constraints and objective functions corresponding to the current mode, so that the torque distribution ratio and the motor output torque corresponding to at least two motors in the electric drive circuit 10 can be determined more accurately.

[0048] In one embodiment, if Figure 4 As shown, based on the constraints and objective function corresponding to the current mode, the wheel end required torque corresponding to the current mode and the motor speeds corresponding to at least two motors are processed to determine the torque distribution ratio and motor output torque corresponding to at least two motors, including: S401: If the current mode is the electric drive heating mode, based on the heat constraint condition, the wheel end constraint condition and the loss objective function, the wheel end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors are processed to determine the torque distribution ratio and the motor output torque corresponding to the at least two motors; S402: If the current mode is the battery cooling mode or the normal mode, based on the wheel-end constraints and the power target function, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors are processed to determine the torque distribution ratio and motor output torque corresponding to the at least two motors.

[0049] Among them, the heat constraint condition refers to the constraint condition formulated according to the heat required by the battery pack 21. Understandably, in the electric drive heating mode, the temperature of the battery pack 21 needs to be increased. Therefore, the heat constraint condition needs to be set to achieve the purpose of increasing the temperature of the battery pack 21 and improving the performance of the battery pack 21 in the electric drive heating mode. The wheel-end constraint condition refers to the constraint condition formulated according to the wheel-end required torque. The loss objective function refers to the objective function formulated according to the loss of each motor in the electric drive circuit 10.

[0050] As an example, in step S401, when the onboard controller determines that the current mode is the electric drive heating mode, the wheel end demand torque corresponding to the current mode and the motor speed corresponding to at least two motors are used to solve the heat constraint condition, the wheel end constraint condition and the loss objective function to obtain the torque distribution ratio and the motor output torque corresponding to at least two motors in the electric drive circuit 10. In this example, Figure 1It can be seen that the electric drive circuit 10 includes a front-drive motor 11 and a rear-drive motor 12. The wheel-end required torque corresponding to the current mode, the motor speed corresponding to the front-drive motor 11, and the motor speed corresponding to the rear-drive motor 12 are used to solve the heat constraint conditions, wheel-end constraint conditions, and loss objective function, and the torque distribution ratio and motor output torque corresponding to the front-drive motor 11 and the torque distribution ratio and motor output torque corresponding to the rear-drive motor 12 in the electric drive circuit 10 are obtained.

[0051] The power target function refers to a target function formulated according to the output power of the battery pack 21 .

[0052] As an example, in step S402, when the onboard controller determines that the current mode is the battery cooling mode or the normal mode, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors are used to solve the wheel-end constraints and the power target function to obtain the torque distribution ratio and motor output torque corresponding to at least two motors in the electric drive circuit 10. In this example, Figure 1 It can be seen that the electric drive circuit 10 includes a front-drive motor 11 and a rear-drive motor 12. The wheel-end demand torque corresponding to the current mode, the motor speed corresponding to the front-drive motor 11, and the motor speed corresponding to the rear-drive motor 12 are used to solve the wheel-end constraints and the power target function, and the torque distribution ratio and the motor output torque corresponding to the front-drive motor 11 and the torque distribution ratio and the motor output torque corresponding to the rear-drive motor 12 in the electric drive circuit 10 are obtained.

[0053] In this embodiment, according to the current mode, the constraints and objective functions corresponding to the current mode are determined, and based on the constraints and objective functions corresponding to the current mode, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors are processed to more accurately determine the torque distribution ratio and the motor output torque corresponding to at least two motors, so as to facilitate the subsequent determination of the target demand torque corresponding to each motor according to the torque distribution ratio and the motor output torque, so as to achieve temperature control of the battery pack 21 through the coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20 during the working process of the motor based on the target demand torque, thereby improving the working performance and safety performance of the battery pack 21.

[0054] In one embodiment, the at least two motors include a front-drive synchronous motor and a rear-drive asynchronous motor; The first vehicle data includes battery pack heat demand and motor speed; The thermal constraints include that the motor loss corresponding to the rear drive asynchronous motor is equal to the thermal demand of the battery pack; the motor loss is determined based on the motor speed and the motor output torque; The wheel-end constraint condition is that the sum of the target demand torque corresponding to the front-drive synchronous motor and the target demand torque corresponding to the rear-drive asynchronous motor is equal to the wheel-end demand torque corresponding to the current mode; The loss objective function is to minimize the sum of the motor loss corresponding to the front drive synchronous motor and the motor loss corresponding to the rear drive asynchronous motor; The power objective function is to minimize the sum of the battery power demand corresponding to the front-wheel drive synchronous motor and the battery power demand corresponding to the rear-wheel drive asynchronous motor. The battery power demand is determined based on the motor speed and the motor output torque.

[0055] The motors in the electric drive circuit 10 include a front-drive synchronous motor and a rear-drive asynchronous motor. Figure 1 As shown, the front drive motor 10 is a front drive synchronous motor, and the rear drive motor 12 is a rear drive asynchronous motor. Understandably, the motor includes a synchronous motor and an asynchronous motor, and the driving efficiency of the asynchronous motor is lower than that of the synchronous motor, that is, the motor loss of the asynchronous motor is higher. Among them, the motor loss refers to the loss during the operation of the motor. The motor mainly generates motor loss through heat generation. Due to the coupling between the electric drive circuit 10 and the battery circuit 20, the motor loss has a certain effect on the temperature of the battery pack 21. For example, the motor loss will generate heat. Under the coupling between the electric drive circuit 10 and the battery circuit 20, the heat generated by the motor loss can increase the temperature of the battery pack 21. In this example, the front drive motor 10 adopts a synchronous motor, that is, a front drive synchronous motor, and the rear drive motor 11 adopts an asynchronous motor, that is, a rear drive asynchronous motor. The rear drive asynchronous motor and the front drive synchronous motor are controlled to work by utilizing the characteristics that the driving efficiency of the rear drive asynchronous motor is lower than that of the front drive synchronous motor and the motor loss of the rear drive asynchronous motor is higher, thereby regulating the temperature of the battery pack 21 and improving the performance of the battery pack 21.

[0056] Among them, the battery pack heat demand Refers to the amount of heat required by the battery pack 21 in the electric drive heating mode. Understandably, if the current temperature of the battery pack 21 is too low, affecting the performance of the battery pack 21, the thermal management system enters the electric drive heating mode. At this time, the battery pack 21 needs to be heated to a certain amount of heat to improve the performance of the battery pack 21. The amount of heat required to improve the performance of the battery pack 21 is the battery pack heat demand. The motor speed can be obtained by querying the preset wheel speed ratio mapping table through the current vehicle speed, or it can be obtained through data acquisition sensors.

[0057] As an example, Figure 1 As shown, the electric drive circuit 10 includes a front drive synchronous motor and a rear drive asynchronous motor. The motor speed corresponding to the front drive synchronous motor is , the motor speed corresponding to the rear drive asynchronous motor is , the motor output torque corresponding to the front-drive synchronous motor is , the motor output torque corresponding to the rear drive asynchronous motor is , then the motor loss corresponding to the front drive synchronous motor is: in, It is the front-drive efficiency corresponding to the front-drive synchronous motor. The front-drive efficiency is related to the motor type and motor model of the front-drive synchronous motor, etc., and can be pre-stored in the system database and obtained by query.

[0058] The motor loss corresponding to the rear drive asynchronous motor is: in, It is the rear-drive efficiency corresponding to the rear-drive asynchronous motor. The rear-drive efficiency is related to the motor type and motor model of the rear-drive asynchronous motor, and can be pre-stored in the system database and obtained by query.

[0059] Among them, the heat constraint condition is that the motor loss corresponding to the rear drive asynchronous motor is equal to the heat demand of the battery pack, that is, .

[0060] The wheel-end constraint condition is that the sum of the target torque required by the front synchronous motor and the target torque required by the rear asynchronous motor is equal to the wheel-end torque required by the current mode. The target torque required by the motor is determined based on the torque distribution ratio of the motor and the motor output torque.

[0061] As an example, Figure 1 As shown, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12. The front drive motor 11 is a front drive synchronous motor, and the rear drive motor 12 is a rear drive asynchronous motor. The target required torque corresponding to the front drive synchronous motor is , the target torque required by the rear drive asynchronous motor is , the target required torque of the front-drive synchronous motor is , the target torque required by the rear drive asynchronous motor is .in, is the torque distribution ratio corresponding to the front-drive synchronous motor. is the motor output torque corresponding to the front-drive synchronous motor, is the torque distribution ratio corresponding to the rear drive asynchronous motor, is the motor output torque corresponding to the rear drive asynchronous motor. The wheel end constraint conditions are: , that is ,in, + =1.

[0062] Among them, the loss objective function is to minimize the sum of the motor loss corresponding to the front drive synchronous motor and the motor loss corresponding to the rear drive asynchronous motor; As an example, Figure 1As shown, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12. The front drive motor 11 is a front drive synchronous motor, and the rear drive motor 12 is a rear drive asynchronous motor. The motor loss corresponding to the front drive synchronous motor is , the motor loss corresponding to the rear drive asynchronous motor is , then the loss objective function is: .

[0063] Among them, the power objective function is to minimize the sum of the battery power demand corresponding to the front-wheel drive synchronous motor and the battery power demand corresponding to the rear-wheel drive asynchronous motor; the battery power demand is determined based on the motor speed and the motor output torque.

[0064] The battery power requirement refers to the power that the motor needs to be provided by the battery pack 21. It can be understood that the battery pack 21 provides power output for each motor in the electric drive circuit 10, and each motor corresponds to the output power of a battery pack 21, and the output power is the battery power requirement corresponding to the motor. The battery power requirement is obtained based on the motor speed and motor output torque corresponding to the motor.

[0065] As an example, Figure 1 As shown, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12. The front drive motor 11 is a front drive synchronous motor, and the rear drive motor 12 is a rear drive asynchronous motor. The motor speed corresponding to the front drive synchronous motor is , the motor output torque corresponding to the front-drive synchronous motor is , then the battery power requirement of the front synchronous motor is for: = Similarly, the motor speed corresponding to the rear drive asynchronous motor is , the motor output torque corresponding to the rear drive asynchronous motor is , then the battery power requirement of the rear drive asynchronous motor is for: = The power objective function is used to minimize the sum of the battery power requirements corresponding to the front synchronous motor and the battery power requirements corresponding to the rear asynchronous motor. The power objective function is for: = min ( + ).

[0066] As another example, Figure 1Taking the thermal management system in as an example, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12, and the front drive motor 11 is a front drive synchronous motor, and the rear drive motor 12 is a rear drive asynchronous motor. In step S401, when the onboard controller determines that the current mode is the electric drive heating mode, the heat constraint condition is determined as: The wheel end constraint condition is and + =1, the loss objective function is: The wheel end torque required in the electric drive heating mode is obtained , Motor speed corresponding to the front drive synchronous motor , Motor speed corresponding to the rear drive asynchronous motor , Front-drive efficiency corresponding to the front-drive synchronous motor Rear drive efficiency corresponding to the rear drive asynchronous motor Input the heat constraint, wheel-end constraint and loss objective function to solve and obtain the torque distribution ratio of the front synchronous motor that meets the electric drive heating mode. and motor output torque , and the torque distribution ratio corresponding to the rear drive asynchronous motor and motor output torque , so as to facilitate the subsequent torque distribution ratio based on the front-drive synchronous motor and motor output torque , and the torque distribution ratio corresponding to the rear drive asynchronous motor and motor output torque , more accurately determine the target torque required by the front synchronous motor and the target torque required by the rear asynchronous motor, and achieve Figure 1 The coupling of the electric drive circuit 10 and the battery circuit 20 in the thermal management system shown in the figure optimizes and improves the temperature of the battery pack 21 in the electric drive heating mode, avoids the situation where the battery pack 21 fails due to unstable working performance or poor safety performance due to too low temperature, and can effectively improve the working performance and safety performance of the battery pack. In addition, in this example, in the electric drive heating mode, the motor loss is determined based on the wheel end required torque and motor speed corresponding to the motor, and the motor loss is converted into the heat demand of the battery pack, which can realize the recycling of the heat generated by the motor loss and save the heat cost. In this example, the motor loss of the rear drive asynchronous motor is used to provide heat for the battery pack 21 in the electric drive heating mode, which can not only increase the temperature of the battery pack 21 and improve the performance of the battery pack 21 at a lower temperature, but also realize the recycling of the heat generated by the motor loss of the rear drive asynchronous motor, saving the heat cost, and having a high application value.

[0067] As another example, Figure 1 Taking the thermal management system in as an example, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12, and the front drive motor 11 is a front drive synchronous motor, and the rear drive motor 12 is a rear drive asynchronous motor. In step S402, when the onboard controller determines that the current mode is the battery cooling mode or the normal mode, it determines that the wheel end constraint condition is and + =1, the power objective function is: = min ( + ). The wheel end torque required in the electric drive heating mode is obtained , Motor speed corresponding to the front drive synchronous motor , Motor speed corresponding to the rear drive asynchronous motor , Front-drive efficiency corresponding to the front-drive synchronous motor Rear drive efficiency corresponding to the rear drive asynchronous motor Input the wheel-end constraints and loss objective function to solve and obtain the torque distribution ratio of the front-drive synchronous motor that meets the battery cooling mode or the normal mode. and motor output torque , torque distribution ratio corresponding to the rear drive asynchronous motor and motor output torque , so as to facilitate the subsequent torque distribution ratio based on the front-drive synchronous motor and motor output torque , and the torque distribution ratio corresponding to the rear drive asynchronous motor and motor output torque , more accurately determine the target torque required by the front synchronous motor and the target torque required by the rear asynchronous motor, and achieve Figure 1 The coupling of the electric drive circuit 10 and the battery circuit 20 in the thermal management system shown can effectively cool down the battery pack 21 in the battery cooling mode to avoid the battery pack 21 from malfunctioning due to unstable working performance or poor safety performance due to excessive temperature. In the normal mode, the temperature of the battery pack 21 is maintained stable, which can effectively improve the working performance and safety performance of the battery pack.

[0068] In another embodiment, after determining the torque distribution ratio and motor output torque corresponding to at least two motors, the control method of the thermal management system also includes: storing the current vehicle speed, the wheel-end demand torque corresponding to the current mode, and the torque distribution ratio and motor output torque corresponding to at least two motors into a system database.

[0069] As an example, the on-board controller stores the current vehicle speed, the wheel-end demand torque corresponding to the current mode, and the torque distribution ratio and motor output torque corresponding to at least two motors determined based on the current vehicle speed and the wheel-end demand torque corresponding to the current mode in each current mode in the system database to form a corresponding table, so that in the subsequent execution of the thermal management system control method, the current vehicle speed and the wheel-end demand torque corresponding to the current mode can be directly used to query the table corresponding to the current mode and determine the torque distribution ratio and motor output torque corresponding to each motor in the electric drive circuit 10. The torque distribution ratio and motor output torque corresponding to each motor in the electric drive circuit 10 can be determined without complex processing, which not only saves computing resources but is also convenient and quick. As shown in Table 1 below, Figure 1 The thermal management system in the current mode, the current vehicle speed, the wheel end demand torque corresponding to the current mode and the torque distribution ratio corresponding to at least two motors and the motor output torque corresponding to the table. Among them, is the current speed, is the wheel end torque required by a motor in the current mode, for and The corresponding torque distribution ratio of the front drive motor 11 is: for and Corresponding torque distribution ratio of the rear drive motor 12 The corresponding motor output torque of the front drive motor 11. The corresponding motor output torque of the rear drive motor 12. for and The corresponding torque distribution ratio of the front drive motor 11 is: for and Corresponding torque distribution ratio of the rear drive motor 12 The corresponding motor output torque of the front drive motor 11. The corresponding motor output torque of the rear drive motor 12.

[0070] Table 1 In this embodiment, the current vehicle speed corresponding to the same current mode, the wheel-end demand torque corresponding to the current mode, and the torque distribution ratio and motor output torque corresponding to at least two motors are stored in the system database, so that in the subsequent execution of the control method of the thermal management system, the current vehicle speed and the wheel-end demand torque corresponding to the current mode can be directly used to query the table corresponding to the current mode to determine the torque distribution ratio and motor output torque corresponding to each motor in the electric drive circuit 10 without the need for complex processing. This not only saves computing power resources, but is also convenient and quick.

[0071] In one embodiment, if Figure 5 As shown, before step S201, that is, before obtaining the first vehicle data corresponding to the current mode, it also includes: S501: Acquire second vehicle data; S502: Determine a current mode based on the second vehicle data, and control the thermal management system to enter the current mode.

[0072] The second vehicle data refers to vehicle data used to determine a current mode of the thermal management system.

[0073] As an example, in step S501, the onboard controller obtains the second vehicle data during the operation of the vehicle, and determines the current mode of the thermal management system according to the second vehicle data. It can be understood that the thermal management system includes a battery circuit 20, and the temperature of the battery pack 21 in the battery circuit 20 is related to the actual working condition of the vehicle. Therefore, the second vehicle data during the operation of the vehicle can be used to more accurately determine the current mode of the thermal management system of the vehicle.

[0074] As an example, in step S502, the onboard controller analyzes and processes the second vehicle data, determines the current mode that the thermal management system needs to enter, and controls the thermal management system to enter the current mode corresponding to the second vehicle data. In this example, the thermal management system is controlled to enter the current mode according to the second vehicle data, so that the working state of the thermal management system is more in line with the actual situation, which is convenient for controlling the motor in the electric drive circuit 10 based on the current mode, so as to achieve real-time control of the temperature of the battery pack 21 in the battery circuit 20, so as to improve the performance of the battery pack 21.

[0075] In this embodiment, based on the second vehicle data, the thermal management system can be more accurately determined and controlled to enter the current mode, so that the working state of the thermal management system is more in line with the actual situation, which is convenient for the subsequent control of the motor in the electric drive circuit 10 based on the current mode, so as to realize real-time regulation of the temperature of the battery pack 21 in the battery circuit 20, thereby achieving the purpose of improving the performance of the battery pack 21.

[0076] In one embodiment, the second vehicle data includes the current temperature of the battery pack 21 .

[0077] Among them, the current temperature refers to the temperature of the battery pack 21 at the current moment. It is understandable that since the current temperature of the battery pack 21 directly affects the performance of the battery pack 21, for example, if the current temperature is too low, the temperature of the battery pack 21 needs to be increased, and if the current temperature is too high, the temperature of the battery pack 21 needs to be reduced to improve the working performance and safety performance of the battery pack 21. Therefore, it is necessary to obtain the current temperature of the battery pack 21 in real time, so as to control the thermal management system to enter the corresponding current mode according to the current temperature of the battery pack 21, so as to further adjust the temperature of the battery pack 21 in real time in the current mode to achieve the purpose of improving the performance of the battery pack 21.

[0078] In one embodiment, if Figure 6 As shown, step S502, i.e. determining the current mode based on the second vehicle data, includes: S601: If the current temperature of the battery pack 21 is less than the first temperature threshold, determine that the current mode is the electric drive heating mode; S602: If the current temperature of the battery pack 21 is greater than the second temperature threshold, determine that the current mode is a battery cooling mode; S603: If the current temperature of the battery pack 21 is not less than the first temperature threshold and not greater than the second temperature threshold, determine that the current mode is the normal mode.

[0079] Among them, the first temperature threshold and the second temperature threshold are preset thresholds for judging the current temperature, which are used to more accurately determine the current mode based on the size relationship between the current temperature and the first temperature threshold and the second temperature threshold. The first temperature threshold is smaller than the second temperature threshold.

[0080] As an example, in step S601, when the on-board controller determines that the current temperature of the battery pack 21 is less than the first temperature threshold, it determines that the current mode of the thermal management system is the electric drive heating mode. For example, the first temperature threshold is -5 degrees Celsius. If the current temperature of the battery pack 21 is less than -5 degrees Celsius, it is determined that the current mode of the thermal management system is the electric drive heating mode. It can be understood that if the current temperature of the battery pack 21 is less than the first temperature threshold, it indicates that the temperature of the battery pack 21 is too low. If the performance of the battery pack 21 is to be improved, the battery pack 21 needs to be heated to improve the working performance and safety performance of the battery pack 21.

[0081] As an example, in step S602, when the onboard controller determines that the current temperature of the battery pack 21 is greater than the second temperature threshold, it determines that the current mode of the thermal management system is the battery cooling mode. For example, the second temperature threshold is 45 degrees Celsius. If the current temperature of the battery pack 21 is greater than 45 degrees Celsius, it is determined that the current mode of the thermal management system is the battery cooling mode. It can be understood that if the current temperature of the battery pack 21 is greater than the second temperature threshold, it indicates that the temperature of the battery pack 21 is too high. If the performance of the battery pack 21 is to be improved, the battery pack 21 needs to be cooled to improve the working performance and safety performance of the battery pack 21.

[0082] As an example, in step S603, when the on-board controller determines that the current temperature of the battery pack 21 is not less than the first temperature threshold and not greater than the second temperature threshold, it determines that the current mode is the normal mode. For example, the first temperature threshold is -5 degrees Celsius, and the second temperature threshold is 45 degrees Celsius. If the current temperature of the battery pack 21 is not less than -5 degrees Celsius and not greater than 45 degrees Celsius, the current mode of the thermal management system is determined to be the normal mode. It can be understood that if the current temperature of the battery pack 21 is not less than the first temperature threshold and not greater than the second temperature threshold, it indicates that the temperature of the battery pack 21 is moderate, the performance of the battery pack 21 is good, and it is necessary to maintain the current temperature of the battery pack 21 so that the battery pack 21 maintains the current good working performance and safety performance.

[0083] In this embodiment, based on the current temperature of the battery pack 21, the current mode corresponding to the thermal management system can be determined more accurately and reasonably, so that the temperature of the battery pack 21 can be further regulated in real time under the current mode to achieve the purpose of improving the performance of the battery pack 21.

[0084] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0085] In one embodiment, if Figure 7 As shown, a vehicle-mounted controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the control method of the thermal management system in the above embodiment is implemented, for example Figure 2 S201-S204 as shown, or Figures 3 to 6 To avoid repetition, it will not be described here.

[0086] In one embodiment, a thermal management control system is provided, including a thermal management system and a vehicle-mounted controller, wherein the vehicle-mounted controller is connected to the thermal management system and is used to control at least two motors of the thermal management system to operate when the thermal management system is in a current mode.

[0087] As an example, the vehicle-mounted controller is connected to the thermal management system. When the thermal management system is in a current mode, the first vehicle data corresponding to the current mode is obtained, and the torque distribution ratio and the motor output torque corresponding to at least two motors are determined based on the allocation strategy corresponding to the current mode and the first vehicle data. Based on the torque distribution ratio and the motor output torque corresponding to the at least two motors, the target required torque corresponding to the at least two motors is determined, and based on the target required torque corresponding to the at least two motors, the at least two motors are controlled to operate.

[0088] In this embodiment, the control method of the thermal management system is executed through the on-board controller in the thermal management control system to control the operation of the motor in the thermal management system. According to the coupling effect between the electric drive circuit 10 where the motor is located and the battery circuit 20 where the battery pack 21 is located in the thermal management system, in the current mode, the motor is controlled to operate according to the target required torque, so as to realize real-time regulation of the temperature of the battery pack 21, which can effectively improve the working performance and safety performance of the battery pack 21.

[0089] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the control method of the thermal management system in the above embodiment is implemented, for example Figure 2 S201-S204 as shown, or Figures 3 to 6 As shown in , to avoid repetition, it will not be described here. The computer readable storage medium can be non-volatile or volatile.

[0090] In one embodiment, a car is provided, comprising the thermal management control system described above.

[0091] Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0092] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0093] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A control method for a thermal management system, wherein the thermal management system comprises an electric drive circuit and a battery circuit coupled to each other, wherein the electric drive circuit comprises at least two motors, characterized in that: include: When the thermal management system is in a current mode, obtaining first vehicle data corresponding to the current mode; Determine, based on the allocation strategy corresponding to the current mode and the first vehicle data, a torque allocation ratio corresponding to at least two motors and a motor output torque; Determining target required torques corresponding to the at least two motors based on the torque distribution ratios corresponding to the at least two motors and the motor output torques; Based on the target required torques corresponding to the at least two motors, the at least two motors are controlled to operate.

2. The control method of the thermal management system according to claim 1, characterized in that: The step of determining the torque distribution ratio and the motor output torque corresponding to at least two motors based on the distribution strategy corresponding to the current mode and the first vehicle data includes: Determining a wheel end required torque corresponding to the current mode based on first vehicle data corresponding to the current mode; Based on the wheel-end required torque corresponding to the current mode and the motor speeds corresponding to the at least two motors, the torque distribution ratio and the motor output torque corresponding to the at least two motors are determined.

3. The control method of the thermal management system according to claim 2, characterized in that: The first vehicle data includes battery pack output power, heating power, accelerator pedal opening, current vehicle speed, and / or cooling power; The current mode is an electric drive heating mode, a battery cooling mode or a normal mode; The wheel end required torque corresponding to the electric drive heating mode is determined based on the battery pack output power, the heating power, the accelerator pedal opening and the current vehicle speed; The wheel end required torque corresponding to the battery cooling mode is determined based on the battery pack output power, the cooling power, the accelerator pedal opening and the current vehicle speed; The wheel end required torque corresponding to the normal mode is determined based on the battery pack output power, the accelerator pedal opening and the current vehicle speed.

4. The control method of the thermal management system according to claim 2, characterized in that: The determining of the torque distribution ratio and the motor output torque corresponding to at least two motors based on the wheel end required torque corresponding to the current mode and the motor speeds corresponding to at least two motors includes: Based on the constraints and objective function corresponding to the current mode, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors are processed to determine the torque distribution ratio and motor output torque corresponding to the at least two motors.

5. The control method of the thermal management system according to claim 4, characterized in that: The method of processing the wheel end required torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors based on the constraint conditions and the objective function corresponding to the current mode to determine the torque distribution ratio and the motor output torque corresponding to the at least two motors includes: If the current mode is the electric drive heating mode, the wheel end demand torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors are processed based on the heat constraint condition, the wheel end constraint condition and the loss objective function to determine the torque distribution ratio and the motor output torque corresponding to the at least two motors; If the current mode is a battery cooling mode or a normal mode, the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to at least two of the motors are processed based on wheel-end constraints and a power target function to determine a torque distribution ratio and a motor output torque corresponding to at least two motors.

6. The control method of the thermal management system according to claim 5, characterized in that: At least two of the motors include a front-drive synchronous motor and a rear-drive asynchronous motor; The first vehicle data includes battery pack heat demand and motor speed; The heat constraint condition includes that the motor loss corresponding to the rear drive asynchronous motor is equal to the heat requirement of the battery pack; the motor loss is determined based on the motor speed and the motor output torque; The wheel-end constraint condition is that the sum of the target required torque corresponding to the front-drive synchronous motor and the target required torque corresponding to the rear-drive asynchronous motor is equal to the wheel-end required torque corresponding to the current mode; The loss objective function is to minimize the sum of the motor loss corresponding to the front-drive synchronous motor and the motor loss corresponding to the rear-drive asynchronous motor; The power objective function is to minimize the sum of the battery power demand corresponding to the front-drive synchronous motor and the battery power demand corresponding to the rear-drive asynchronous motor, and the battery power demand is determined based on the motor speed and the motor output torque.

7. The control method of a thermal management system according to any one of claims 1 to 6, characterized in that: Before acquiring the first vehicle data corresponding to the current mode, the method further includes: Acquiring second vehicle data; A current mode is determined based on the second vehicle data, and the thermal management system is controlled to enter the current mode.

8. The control method of the thermal management system according to claim 7, characterized in that: The second vehicle data includes a current temperature of the battery pack; The determining the current mode based on the second vehicle data comprises: If the current temperature of the battery pack is less than a first temperature threshold, determining that the current mode is an electric drive heating mode; If the current temperature of the battery pack is greater than a second temperature threshold, determining that the current mode is a battery cooling mode; If the current temperature of the battery pack is not less than the first temperature threshold and not greater than the second temperature threshold, it is determined that the current mode is the normal mode.

9. A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the control method of the thermal management system according to any one of claims 1 to 8 is implemented.

10. A thermal management control system, characterized in that: It comprises a thermal management system and the on-board controller as claimed in claim 9, wherein the on-board controller is connected to the thermal management system and is used to control the operation of at least two motors of the thermal management system when the thermal management system is in a current mode.

11. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the control method of the thermal management system according to any one of claims 1 to 8 is implemented.

12. A car, characterized in that: Includes the thermal management control system of claim 10.

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