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

Abstract

The application discloses a control method of a thermal management system, a vehicle-mounted controller, a system, a medium and a vehicle. 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 following steps: acquiring first vehicle data corresponding to a current mode when the thermal management system is in the current mode; determining torque distribution ratios of the at least two motors and motor output torques based on an allocation strategy corresponding to the current mode and the first vehicle data; determining target demand torques of the at least two motors based on the torque distribution ratios of the at least two motors and the motor output torques; and controlling the at least two motors to work based on the target demand torques of the at least two motors. The method is used for realizing real-time and effective regulation and control of the temperature of a battery pack in the battery loop through the coupling effect of the electric drive loop and the battery loop in the current mode, and can effectively improve the working performance and safety performance of the battery pack.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a control method of a thermal management system, a vehicle-mounted controller, a system, a medium and an automobile. BACKGROUND

[0002] In recent years, due to the development of new energy technology, new energy vehicles have gradually been favored by consumers, and the performance of battery packs in new energy vehicles has also attracted more and more attention. In the prior art, how to heat the battery pack in the thermal management system when the battery pack is in a low temperature environment is usually considered to improve the performance of the battery pack in the low temperature environment, and the real-time adjustment and control of the thermal management system during the working process of the automobile to improve the performance of the battery pack is not fully considered.

[0003] Therefore, how to reasonably and real-timely regulate and control the thermal management system to improve the performance of the battery pack is a technical problem to be solved at present. SUMMARY

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

[0005] A control method of a thermal management system, the thermal management system comprising an electric drive loop and a battery loop coupled with each other, the electric drive loop comprising at least two electric machines, comprising:

[0006] acquiring first vehicle data corresponding to a current mode of the thermal management system;

[0007] determining torque distribution ratios of the at least two electric machines and electric machine output torques based on a distribution strategy corresponding to the current mode and the first vehicle data;

[0008] determining target demand torques of the at least two electric machines based on the torque distribution ratios of the at least two electric machines and the electric machine output torques;

[0009] controlling the at least two electric machines to work based on the target demand torques of the at least two electric machines.

[0010] Preferably, the determining of the torque distribution ratios of the at least two electric machines and the electric machine output torques based on the distribution strategy corresponding to the current mode and the first vehicle data comprises:

[0011] determining a wheel end demand torque corresponding to the current mode based on the first vehicle data corresponding to the current mode;

[0012] determine the torque distribution ratio and the motor output torque corresponding to the at least two motors based on the wheel end demand torque corresponding to the current mode and the motor rotation speed corresponding to the at least two motors.

[0013] Preferably, the first vehicle data includes battery pack output power, heating power, accelerator pedal opening degree, current vehicle speed, and / or refrigeration power.

[0014] The current mode is an electric drive heating mode, a battery cooling mode, or a regular mode.

[0015] The wheel end demand torque corresponding to the electric drive heating mode is determined based on the battery pack output power, the heating power, the accelerator pedal opening degree, and the current vehicle speed.

[0016] The wheel end demand torque corresponding to the battery cooling mode is determined based on the battery pack output power, the refrigeration power, the accelerator pedal opening degree, and the current vehicle speed.

[0017] The wheel end demand torque corresponding to the regular mode is determined based on the battery pack output power, the accelerator pedal opening degree, and the current vehicle speed.

[0018] Preferably, the determination of the torque distribution ratio and the motor output torque corresponding to the at least two motors based on the wheel end demand torque corresponding to the current mode and the motor rotation speed corresponding to the at least two motors includes:

[0019] The wheel end demand torque corresponding to the current mode and the motor rotation speed corresponding to the at least two motors are processed based on the constraint condition 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.

[0020] Preferably, the processing of the wheel end demand torque corresponding to the current mode and the motor rotation speed corresponding to the at least two motors based on the constraint condition 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:

[0021] If the current mode is the electric drive heating mode, the wheel end demand torque corresponding to the current mode and the motor rotation speed corresponding to the at least two 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.

[0022] If the current mode is the battery cooling mode or the regular mode, the wheel end demand torque corresponding to the current mode and the motor rotation speed corresponding to the at least two motors are processed based on the wheel end constraint condition and the power objective function to determine the torque distribution ratio and the motor output torque corresponding to the at least two motors.

[0023] Preferably, the at least two motors comprise a front drive synchronous motor and a rear drive asynchronous motor;

[0024] The first vehicle data comprises a battery pack heat demand and motor speeds;

[0025] The heat constraint condition comprises that a motor loss corresponding to the rear drive asynchronous motor is equal to the battery pack heat demand, and the motor loss is determined based on the motor speeds and motor output torques;

[0026] The wheel end constraint condition comprises that a sum of a target demand torque corresponding to the front drive synchronous motor and a target demand torque corresponding to the rear drive asynchronous motor is equal to a wheel end demand torque corresponding to a current mode;

[0027] The loss target function comprises that a sum of a motor loss corresponding to the front drive synchronous motor and a motor loss corresponding to the rear drive asynchronous motor is minimum;

[0028] The power target function comprises that a sum of a battery power demand corresponding to the front drive synchronous motor and a battery power demand corresponding to the rear drive asynchronous motor is minimum, and the battery power demand is determined based on the motor speeds and the motor output torques.

[0029] Preferably, before the first vehicle data corresponding to the current mode is acquired, the method further comprises:

[0030] Acquiring second vehicle data;

[0031] Determining the current mode based on the second vehicle data, and controlling the thermal management system to enter the current mode.

[0032] Preferably, the second vehicle data comprises a current temperature of the battery pack;

[0033] The determining the current mode based on the second vehicle data comprises:

[0034] 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;

[0035] 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;

[0036] If the current temperature of the battery pack is not less than the first temperature threshold and not greater than the second temperature threshold, determining that the current mode is a normal mode.

[0037] A vehicle-mounted controller comprising 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.

[0038] A thermal management control system comprises a thermal management system and the vehicle-mounted controller as described above, the vehicle-mounted controller being connected with the thermal management system and being used to control at least two motors of the thermal management system when the thermal management system is in a current mode.

[0039] A computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the control method of the thermal management system.

[0040] An automobile comprises the thermal management control system.

[0041] The control method of the thermal management system, the vehicle-mounted controller, the system, the medium and the automobile can determine the torque distribution ratio corresponding to each motor and the motor output torque in the electric drive circuit according to the distribution strategy corresponding to the current mode and the first vehicle data, determine the target demand torque corresponding to at least two motors in the electric drive circuit in the current mode based on the torque distribution ratio corresponding to at least two motors in the electric drive circuit and the motor output torque, and control the motors to work at the target demand torque, so that the temperature of the battery pack in the battery circuit can be effectively regulated and controlled in real time through the coupling effect of the electric drive circuit and the battery circuit in the current mode, and the working performance and safety performance of the battery pack can be effectively improved. BRIEF DESCRIPTION OF DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0043] Figure 1 is the architecture diagram of the thermal management system in an embodiment of the present application;

[0044] Figure 2 is a flowchart of the control method of the thermal management system in an embodiment of the present application;

[0045] Figure 3 is another flowchart of the control method of the thermal management system in an embodiment of the present application;

[0046] Figure 4 is another flowchart of the control method of the thermal management system in an embodiment of the present application;

[0047] Figure 5 is another flowchart of the control method of the thermal management system in an embodiment of the present application;

[0048] Figure 6is another flow chart of the control method of the thermal management system in an embodiment of the present application;

[0049] Figure 7 is a schematic diagram of the vehicle-mounted controller in an embodiment of the present application;

[0050] In the figure, 10, an electric drive circuit; 11, a front drive motor; 12, a rear drive motor; 13, a radiator; 14, a first water pump; 20, a battery circuit; 21, a battery pack; 22, a second water pump; 30, a cooling circuit; 31, a condenser; 32, a compressor; 33, an electronic expansion valve; 40, a heating circuit; 41, a heater; 42, a third water pump; 50, a four-way valve; 60, a heat exchanger. DETAILED DESCRIPTION

[0051] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0052] The control method of the thermal management system provided by the embodiments of the present application can be used in a vehicle-mounted controller of an automobile, for realizing reasonable real-time regulation and control of the thermal management system, so as 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 for indicating whether the battery pack fails.

[0053] In an embodiment, as shown in Figure 2 , a control method of a thermal management system is provided, the thermal management system comprising an electric drive circuit and a battery circuit coupled with each other, the electric drive circuit comprising at least two motors, and the method is applied to a vehicle-mounted controller in Figure 7 , comprising the following steps:

[0054] S201: acquiring first vehicle data corresponding to a current mode of the thermal management system in the current mode;

[0055] S202: determining torque distribution ratios of the at least two motors and motor output torques based on an allocation strategy corresponding to the current mode and the first vehicle data;

[0056] S203: determining target demand torques of the at least two motors based on the torque distribution ratios of the at least two motors and the motor output torques;

[0057] S204: controlling the at least two motors to work based on the target demand torques of the at least two motors.

[0058] 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.

[0059] Figure 1 is a diagram showing the architecture of a thermal management system in one embodiment, Figure 1 It 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, a front drive motor 11 and a rear drive motor 12, and the battery circuit 20 includes a battery pack 21, so that by controlling the torque of the motors 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 via 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. This motor in the electric drive circuit 10 affects the temperature of the battery pack 21 during operation. Therefore, during vehicle operation, the torque and torque distribution ratio of the motor in the electric drive circuit 10 are controlled in real time to control the motor's operation. The coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20 allows for real-time temperature regulation of the battery pack 21, thereby improving its performance.

[0060] The current mode refers to the current working mode of the thermal management system. The first vehicle data refers to data acquired in the current mode corresponding to the thermal management system.

[0061] As an example, in step S201, when the thermal management system is in the current mode, the onboard controller obtains first vehicle data for the vehicle in the current mode. It is understood 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. This data can be used to determine the target required torques for at least two motors in the electric drive circuit 10 based on the first vehicle data. This allows the motors in the electric drive circuit 10 to operate according to the target required torques. Through the coupling effect of the four-way valve 50 between the electric drive circuit 10 and the battery circuit 20, the temperature of the battery pack 21 in the battery circuit 20 can be regulated in real time, thereby improving the performance of the battery pack 21.

[0062] The allocation strategy refers to a strategy of torque allocation of the electric machines in the electric drive circuit 10. The motor output torque refers to a torque that needs to be output by the electric machine. The torque allocation ratio refers to a torque ratio of the motor output torque of the electric machine allocated to the wheel end.

[0063] As an example, in step S202, the vehicle controller determines the allocation strategy corresponding to the current mode, processes the first vehicle data corresponding to the current mode by using the allocation strategy, and obtains the torque allocation ratio and the motor output torque of at least two electric machines in the electric drive circuit 10 in the current mode. In this example, as shown in FIG. 2, the electric drive circuit 10 includes a front drive electric machine 11 and a rear drive electric machine 12. After determining the current mode corresponding to the thermal management system and obtaining the first vehicle data corresponding to the current mode, the vehicle controller processes the first vehicle data corresponding to the current mode according to the allocation strategy corresponding to the current mode, determines the torque allocation ratio corresponding to the front drive electric machine 11 and the motor output torque corresponding to the front drive electric machine 11, and determines the torque allocation ratio corresponding to the rear drive electric machine 12 and the motor output torque corresponding to the rear drive electric machine 12. Figure 1 As an example, in step S202, the vehicle controller determines the allocation strategy corresponding to the current mode, processes the first vehicle data corresponding to the current mode by using the allocation strategy, and obtains the torque allocation ratio and the motor output torque of at least two electric machines in the electric drive circuit 10 in the current mode. In this example, as shown in FIG. 2, the electric drive circuit 10 includes a front drive electric machine 11 and a rear drive electric machine 12. After determining the current mode corresponding to the thermal management system and obtaining the first vehicle data corresponding to the current mode, the vehicle controller processes the first vehicle data corresponding to the current mode according to the allocation strategy corresponding to the current mode, determines the torque allocation ratio corresponding to the front drive electric machine 11 and the motor output torque corresponding to the front drive electric machine 11, and determines the torque allocation ratio corresponding to the rear drive electric machine 12 and the motor output torque corresponding to the rear drive electric machine 12.

[0064] The target demand torque refers to a torque that needs to be allocated to the wheel end in the motor output torque of each electric machine.

[0065] As an example, in step S203, the vehicle controller processes the torque allocation ratio and the motor output torque of at least two electric machines in the electric drive circuit 10 in the current mode determined in the current mode, and obtains the target demand torque of at least two electric machines in the electric drive circuit 10 in the current mode. In this example, as shown in FIG. 2, the electric drive circuit 10 includes a front drive electric machine 11 and a rear drive electric machine 12. The vehicle controller processes the torque allocation ratio Figure 1 corresponding to the front drive electric machine 11 and the motor output torque corresponding to the front drive electric machine 11 in the current mode, and obtains the target demand torque corresponding to the front drive electric machine 11. The vehicle controller processes the torque allocation ratio corresponding to the rear drive electric machine 12 and the motor output torque corresponding to the rear drive electric machine 12 in the current mode, and obtains the target demand torque corresponding to the rear drive electric machine 12. Processing is performed to obtain the target required torque corresponding to the rear drive motor 12. For example, the vehicle controller uses the torque distribution ratio corresponding to the front drive motor 11 Output torque to the motor Distribute and 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 the motor Processing is performed to obtain the torque corresponding to the rear drive motor 12 distributed to the wheel end , and The target required torque corresponding to the rear-drive motor 12 is determined. In this example, the target required torque corresponding to the at least two motors in the electric drive circuit 10 in the current mode is determined based on the torque distribution ratio and motor output torque corresponding to the at least two motors in the electric drive circuit 10. This facilitates controlling the motors to operate at the target required torque. This allows the temperature of the battery pack 21 in the battery circuit 20 to be regulated while the motors are operating at 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, thereby improving the operating performance and safety of the battery pack 21.

[0066] 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, the temperature of the battery pack 21 in the battery circuit 20 is controlled in real time under the coupling effect of the four-way valve 50 on the electric drive circuit 10 and the battery circuit 20, thereby achieving the purpose of improving the working performance and safety performance of the battery pack 21.

[0067] 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.

[0068] In one embodiment, if Figure 3As shown in the figure, step S202, i.e., determining the torque distribution ratio and the motor output torque corresponding to the at least two motors based on the allocation strategy corresponding to the current mode and the first vehicle data, comprises:

[0069] S301: determining the wheel end demand torque corresponding to the current mode based on the first vehicle data corresponding to the current mode;

[0070] S302: determining the torque distribution ratio and the motor output torque corresponding to the at least two motors based on the wheel end demand torque corresponding to the current mode and the motor speed corresponding to the at least two motors.

[0071] The wheel end demand torque refers to the total torque required by the automobile wheel end under the current mode.

[0072] As an example, in step S301, the vehicle controller processes the first vehicle data under the current mode to determine the wheel end demand torque of the automobile under the current mode. Understandably, the wheel end demand torque is related to the current mode, and the wheel end demand torque is not the same under different modes. Therefore, by processing the first vehicle data under the current mode, the wheel end demand torque corresponding to the current mode can be reasonably determined.

[0073] As an example, in step S302, the vehicle controller obtains the motor speed of the at least two motors in the electric drive circuit 10 under the current mode, and processes the wheel end demand torque under the current mode and the motor speed corresponding to the at least two motors to obtain the torque distribution ratio and the motor output torque corresponding to the at least two motors under the current mode. In this example, as shown in the figure, the electric drive circuit 10 includes a front drive motor 11 and a rear drive motor 12, and the vehicle controller processes the wheel end demand torque under the current mode, the motor speed corresponding to the front drive motor 11 and the motor speed corresponding to the rear drive motor 12 to obtain 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 under the current mode. Figure 1

[0074] In this embodiment, based on the first vehicle data under the current mode, the wheel end demand torque corresponding to the current mode is reasonably determined, and based on the wheel end demand torque corresponding to the current mode and the motor speed corresponding to the at least two motors, the torque distribution ratio and the motor output torque corresponding to the at least two motors can be reasonably determined.

[0075] In an embodiment, the first vehicle data includes battery pack output power, heating power, accelerator pedal opening degree, current vehicle speed, and / or refrigeration power;

[0076] The current mode is an electric drive heating mode, a battery cooling mode or a conventional mode;

[0077] ​The wheel-end torque requirement for the electric drive heating mode is determined based on the battery pack output power, heating power, accelerator pedal opening, and current vehicle speed.

[0078] The wheel-end torque required for battery cooling mode is determined based on the battery pack output power, cooling power, accelerator pedal opening and current vehicle speed;

[0079] The wheel-end torque requirement corresponding to the normal mode is determined based on the battery pack output power, accelerator pedal opening and current vehicle speed.

[0080] The electric drive heating mode is a mode in which the temperature of the battery pack 21 in the battery circuit 20 is increased by controlling the target required torque of the motor in the electric drive circuit 10. The battery cooling mode is a mode in which the temperature of the battery pack 21 in the battery circuit 20 is decreased by controlling the target required torque of the motor in the electric drive circuit 10. The normal mode is a mode in which the temperature of the battery pack 21 in the battery circuit 20 is maintained by controlling the target required torque of the motor in the electric drive circuit 10.

[0081] The battery pack output power refers to the power output 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 used by 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 cooling power used by the condenser 31 of the thermal management system. 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 operates at heating power, and the condenser 31 in the cooling circuit 30 does not operate, 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 operate, and the condenser 31 in the cooling circuit 30 operates at cooling power, so as 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 regulate the current temperature of the battery pack 21 in real time, thereby improving the working performance and safety performance of the battery pack 21.

[0082] As an example, when the current mode of the thermal management system is 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 and the accelerator pedal opening degree to query a preset pedal map to obtain a theoretical value corresponding to the wheel end demand torque ; and the battery pack output power , the heating power , and the current vehicle speed are processed to obtain an actual value corresponding to the wheel end demand torque : , wherein is the wheel radius, which can be stored in the system database and obtained by querying the system database. Then, the vehicle controller compares the theoretical value corresponding to the wheel end demand torque with the actual value corresponding to the wheel end demand torque to determine the wheel end demand torque corresponding to the electric drive heating mode, specifically, the minimum value between the theoretical value corresponding to the wheel end demand torque and the actual value corresponding to the wheel end demand torque is determined as the wheel end demand torque corresponding to the electric drive heating mode , that is .

[0083] As an example, when the current mode of the thermal management system is the battery cooling mode, the vehicle controller processes the battery pack output power, the refrigeration power, the accelerator pedal opening degree, and the current vehicle speed to determine the wheel end demand torque corresponding to the battery cooling mode. For example, when the battery pack output power is , the refrigeration power is , and the current vehicle speed is , the vehicle controller first queries a preset pedal map with the current vehicle speed and the accelerator pedal opening degree to obtain a theoretical value corresponding to the wheel end demand torque ; and the battery pack output power , the refrigeration power , and the current vehicle speed are processed to obtain an actual value corresponding to the wheel end demand torque : , wherein is the wheel radius. Then, the vehicle controller compares the theoretical value corresponding to the wheel end demand torque with the actual value corresponding to the wheel end demand torque to determine the wheel end demand torque corresponding to the battery cooling mode, specifically, the minimum value between the theoretical value corresponding to the wheel end demand torque and the actual value corresponding to the wheel end demand torque is determined as the wheel end demand torque corresponding to the battery cooling mode , that is .

[0084] As an example, when the current mode of the thermal management system is the normal mode, the vehicle controller processes the battery pack output power, the accelerator pedal opening degree and the current vehicle speed to determine the wheel-end demand torque corresponding to the normal mode. For example, when the battery pack output power is , the current vehicle speed is , the vehicle controller queries a preset pedal map by the current vehicle speed and the accelerator pedal opening degree to obtain a theoretical value of the wheel-end demand torque; and processes the battery pack output power and the current vehicle speed to obtain an actual value of the wheel-end demand torque: , wherein is the wheel radius. Then, the vehicle controller compares and analyzes the theoretical value of the wheel-end demand torque and the actual value of the wheel-end demand torque to determine the wheel-end demand torque corresponding to the normal mode, and specifically determines the minimum value between the theoretical value of the wheel-end demand torque and the actual value of the wheel-end demand torque as the wheel-end demand torque corresponding to the normal mode, i.e. .

[0085] In this embodiment, the vehicle 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, which is convenient for subsequent determination of the torque distribution ratio and the motor output torque based on the relatively accurate wheel-end demand torque.

[0086] In an embodiment, step S302, i.e., determining the torque distribution ratio and the motor output torque corresponding to the at least two motors based on the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to the at least two motors, comprises: processing the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to the at least two motors based on the constraint condition 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.

[0087] 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.

[0088] As an example, after determining the current mode, the onboard controller inputs the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to the at least two motors into the constraints and objective function corresponding to the current mode, solves the torque distribution ratio and motor output torque in the constraints and objective function, and determines the torque distribution ratio and motor output torque corresponding to the at least two motors in the electric drive circuit 10. In this example, by processing the wheel-end demand torque corresponding to the current mode and the motor speeds corresponding to the at least two motors using the constraints and objective function corresponding to the current mode, the torque distribution ratio and motor output torque corresponding to the at least two motors in the electric drive circuit 10 can be determined more accurately.

[0089] 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 the at least two motors, including:

[0090] S401: If the current mode is the electric drive heating mode, processing the wheel-end torque requirements corresponding to the current mode and the motor speeds corresponding to the at least two motors based on the heat constraint, the wheel-end constraint, and the loss objective function to determine the torque distribution ratio and motor output torque corresponding to the at least two motors;

[0091] S402: If the current mode is the battery cooling mode or the normal mode, the wheel-end required torque corresponding to the current mode and the motor speeds corresponding to at least two motors are processed based on the wheel-end constraints and the power target function to determine the torque distribution ratio and motor output torque corresponding to the at least two motors.

[0092] The heat constraint refers to a constraint based on the heat requirements of the battery pack 21. Understandably, in the electric drive heating mode, the battery pack 21 temperature needs to be elevated. Therefore, a heat constraint is necessary to achieve this goal, thereby increasing the temperature and performance of the battery pack 21. The wheel-end constraint refers to a constraint based on the required wheel-end torque. The loss objective function refers to an objective function based on the losses of each motor in the electric drive circuit 10.

[0093] As an example, in step S401, when the vehicle controller determines that the current mode is the electric drive heating mode, it uses the wheel end demand torque corresponding to the current mode and the motor speeds corresponding to at least two motors to solve the heat constraint, wheel end constraint and loss objective 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 1It can be known that the front drive motor 11 and the rear drive motor 12 are included in the electric drive circuit 10, 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 adopted, the heat constraint condition, the wheel end constraint condition and the loss target function are solved, and the torque distribution ratio corresponding to the front drive motor 11 and the motor output torque in the electric drive circuit 10, and the torque distribution ratio corresponding to the rear drive motor 12 and the motor output torque are obtained.

[0094] The power target function refers to a target function formulated according to the output power of the battery pack 21.

[0095] As an example, in step S402, when it is determined 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 speed corresponding to the at least two motors are adopted, the wheel end constraint condition and the power target function are solved, and the torque distribution ratio corresponding to the at least two motors and the motor output torque in the electric drive circuit 10 are obtained. In this example, the torque distribution ratio corresponding to the front drive motor 11 and the motor output torque in the electric drive circuit 10 are obtained by solving the wheel end constraint condition and the power target function. Figure 1 It can be known that the front drive motor 11 and the rear drive motor 12 are included in the electric drive circuit 10, 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 adopted, the wheel end constraint condition and the power target function are solved, and the torque distribution ratio corresponding to the front drive motor 11 and the motor output torque in the electric drive circuit 10, and the torque distribution ratio corresponding to the rear drive motor 12 and the motor output torque are obtained.

[0096] In this embodiment, according to the current mode, the constraint condition and the target function corresponding to the current mode are determined, the wheel end demand torque corresponding to the current mode and the motor speed corresponding to the at least two motors are processed based on the constraint condition and the target function corresponding to the current mode, the torque distribution ratio corresponding to the at least two motors and the motor output torque are determined more accurately, and the target demand torque corresponding to each motor is determined according to the torque distribution ratio and the motor output torque, so that the temperature regulation of the battery pack 21 is realized through the coupling of the electric drive circuit 10 and the battery circuit 20 by the four-way valve 50 in the working process of the motor based on the target demand torque, and the working performance and safety performance of the battery pack 21 are improved.

[0097] In an embodiment, the at least two motors include a front drive synchronous motor and a rear drive asynchronous motor;

[0098] The first vehicle data includes the battery pack heat demand and the motor speed;

[0099] The heat constraint condition includes that the motor loss corresponding to the rear drive asynchronous motor is equal to the battery pack heat demand; the motor loss is determined based on the motor speed and the motor output torque;

[0100] 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.

[0101] 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;

[0102] The power objective function is to minimize the sum of the battery power requirements corresponding to the front-wheel drive synchronous motor and the battery power requirements corresponding to the rear-wheel drive asynchronous motor. The battery power requirement is determined based on the motor speed and motor output torque.

[0103] 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. It is understood that motors include synchronous motors and asynchronous motors. The drive efficiency of asynchronous motors is lower than that of synchronous motors, meaning that asynchronous motors have higher motor losses. Motor losses refer to losses during motor operation. Motor losses are primarily generated through heat generation. Due to the coupling between the electric drive circuit 10 and the battery circuit 20, motor losses have a certain impact on the temperature of the battery pack 21. For example, motor losses generate heat, and due to the coupling between the electric drive circuit 10 and the battery circuit 20, the heat generated by motor losses can increase the temperature of the battery pack 21. In this example, the front-drive motor 10 is a synchronous motor, i.e., a front-drive synchronous motor, and the rear-drive motor 11 is an asynchronous motor, i.e., a rear-drive asynchronous motor. Taking advantage of the lower drive efficiency of the rear-drive asynchronous motor compared to the front-drive synchronous motor and the higher motor losses of the rear-drive asynchronous motor, the operation of the rear-drive asynchronous motor and the front-drive synchronous motor is controlled to regulate the temperature of the battery pack 21, thereby improving the performance of the battery pack 21.

[0104] Among them, the battery pack heat demand This refers to the amount of heat required by the battery pack 21 in electric drive heating mode. If the current temperature of the battery pack 21 is too low, affecting its performance, the thermal management system enters electric drive heating mode. At this point, the battery pack 21 needs to be heated to a certain degree to improve its performance. 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 a preset wheel speed ratio mapping table based on the current vehicle speed, or it can be collected by data acquisition sensors.

[0105] 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 , the motor loss corresponding to the front-drive synchronous motor is:

[0106]

[0107] wherein, is the front-drive efficiency corresponding to the front-drive synchronous motor, which 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 querying.

[0108] the motor loss corresponding to the rear-drive asynchronous motor is:

[0109]

[0110] wherein, is the rear-drive efficiency corresponding to the rear-drive asynchronous motor, which is related to the motor type and motor model of the rear-drive asynchronous motor, etc., and can be pre-stored in the system database and obtained by querying.

[0111] wherein, the heat constraint condition is that the motor loss corresponding to the rear-drive asynchronous motor is equal to the battery pack heat demand, i.e. .

[0112] wherein, 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 target demand torque of the motor is determined based on the torque distribution ratio of the motor and the motor output torque.

[0113] As an example, as shown in Figure 1 , the electric drive circuit 10 includes a front-drive motor 11 and a rear-drive motor 12. Among them, 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 demand torque corresponding to the front-drive synchronous motor is , the target demand torque corresponding to the rear-drive asynchronous motor is , the target demand torque corresponding to the front-drive synchronous motor is , the target demand torque corresponding to the rear-drive asynchronous motor is . Wherein, 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 condition is: , that is, , wherein, + = 1.

[0114] wherein the loss objective function is the sum of the motor loss of the front drive synchronous motor and the motor loss of the rear drive asynchronous motor being minimized;

[0115] As an example, as shown in FIG. 10, 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 of the front drive synchronous motor is Figure 1 , and the motor loss of the rear drive asynchronous motor is , then the loss objective function is: .

[0116] wherein the power objective function is the sum of the battery power demand of the front drive synchronous motor and the battery power demand of the rear drive asynchronous motor being minimized; the battery power demand is determined based on the motor speed and the motor output torque.

[0117] The battery power demand refers to the power that the motor needs the battery pack 21 to provide. Understandably, 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, which is the battery power demand of the motor. The battery power demand is determined based on the motor speed and the motor output torque corresponding to the motor.

[0118] As an example, as shown in FIG. 10, 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 of the front drive synchronous motor is Figure 1 , and the motor output torque of the front drive synchronous motor is , then the battery power demand of the front drive synchronous motor is:

[0119]

[0120] Similarly, the motor speed of the rear drive asynchronous motor is , and the motor output torque of the rear drive asynchronous motor is , then the battery power demand of the rear drive asynchronous motor is:

[0121]

[0122] The power objective function is used to minimize the sum of the battery power demand of the front drive synchronous motor and the battery power demand of the rear drive asynchronous motor, and the power objective function​​​​ is: = min ( + ).

[0123] As another example, taking the thermal management system in Figure 1 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 vehicle controller determines that the current mode is an electric drive heating mode, the heat constraint condition is determined as: , the wheel end constraint condition is and + =1, and the loss target function is: . The wheel end demand torque , the motor speed corresponding to the front drive synchronous motor , the motor speed corresponding to the rear drive asynchronous motor , the front drive efficiency corresponding to the front drive synchronous motor , and the rear drive efficiency corresponding to the rear drive asynchronous motor obtained under the electric drive heating mode are input to the heat constraint condition, the wheel end constraint condition, and the loss target function, and are solved to obtain the torque distribution ratio and the motor output torque corresponding to the front drive synchronous motor, and the torque distribution ratio and the motor output torque corresponding to the rear drive asynchronous motor, so as to subsequently determine the target demand torque corresponding to the front drive synchronous motor and the target demand torque corresponding to the rear drive asynchronous motor based on the torque distribution ratio and the motor output torque corresponding to the front drive synchronous motor, and based on the torque distribution ratio and the motor output torque corresponding to the rear drive asynchronous motor, so as to more accurately determine the target demand torque corresponding to the front drive synchronous motor and the target demand torque corresponding to the rear drive asynchronous motor, and to achieve the target demand torque Figure 1The coupling of the electric drive loop 10 and the battery loop 20 in the heat management system shown optimizes the temperature of the battery pack 21 in the electric drive heating mode, avoids the occurrence of a situation in which the battery pack 21 fails due to unstable working performance or poor safety performance caused by excessively low temperature, and can effectively improve the working performance and safety performance of the battery pack. In the example, in the electric drive heating mode, the motor loss is determined based on the wheel end demand torque and the motor speed corresponding to the motor, and the motor loss is converted into the battery pack heat demand, so that the heat generated by the motor loss can be recycled and the heat cost can be saved. In the example, the motor loss of the rear-drive asynchronous motor is high, and in the electric drive heating mode, the motor loss of the rear-drive asynchronous motor is used to provide heat for the battery pack 21, which can not only improve the temperature of the battery pack 21 and improve the performance of the battery pack 21 at a lower temperature, but also recycle the heat generated by the motor loss of the rear-drive asynchronous motor and save heat cost, which has high application value.

[0124] As another example, taking the heat management system in Figure 1 as an example, the electric drive loop 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, the vehicle-mounted controller determines that the wheel end constraint condition is and + = 1 when it is determined that the current mode is the battery cooling mode or the normal mode, and the power target function is: = min ( + ). The wheel end demand torque , the motor speed corresponding to the front-drive synchronous motor, the motor speed corresponding to the rear-drive asynchronous motor, the front-drive efficiency corresponding to the front-drive synchronous motor, and the rear-drive efficiency corresponding to the rear-drive asynchronous motor are input into the wheel end constraint condition and the loss target function, and are solved to obtain the torque distribution ratio and the motor output torque corresponding to the front-drive synchronous motor, and the torque distribution ratio and the motor output torque corresponding to the rear-drive asynchronous motor, so that the torque distribution ratio and the motor output torque corresponding to the front-drive synchronous motor, and the torque distribution ratio and the 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 the battery pack 21 in the battery cooling mode to prevent 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.

[0125] 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 required torque corresponding to the current mode, and the torque distribution ratio and motor output torque corresponding to at least two motors in the system database.

[0126] 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 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 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 required torque corresponding to the current mode and the torque distribution ratio corresponding to at least two motors and the motor output torque corresponding table. 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 motor 12 corresponding motor output torque of the front motor 11. corresponding motor output torque of the rear motor 12.

[0127] Table 1

[0128]

[0129] In the 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 the motor output torque corresponding to the 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 torque distribution ratio and the motor output torque corresponding to each motor in the electric drive circuit 10 are directly queried by the current vehicle speed and the wheel end demand torque corresponding to the current mode, without the need for complex processing process, which not only saves computing resources, but also is more convenient and fast.

[0130] In an embodiment, as shown in Figure 5 Before step S201, that is, before obtaining the first vehicle data corresponding to the current mode, the following steps are further included:

[0131] S501: Obtain second vehicle data;

[0132] S502: Determine the current mode based on the second vehicle data, and control the thermal management system to enter the current mode.

[0133] The second vehicle data refers to vehicle data used to determine the current mode of the thermal management system.

[0134] As an example, in step S501, the vehicle controller obtains the second vehicle data in the working process of the automobile, which is used to determine the current mode of the thermal management system according to the second vehicle data. Understandably, the thermal management system includes the 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 automobile, so the second vehicle data in the working process of the automobile can be used to more accurately determine the current mode of the thermal management system of the automobile.

[0135] As an example, in step S502, the vehicle controller analyzes and processes the second vehicle data to determine 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, and the subsequent control of the motors in the electric drive circuit 10 based on the current mode is facilitated to realize the real-time regulation and control of the temperature of the battery pack 21 in the battery circuit 20, and to achieve the purpose of improving the performance of the battery pack 21.

[0136] In this embodiment, according to the second vehicle data, the current mode of the thermal management system can be accurately determined and controlled, so that the working state of the thermal management system is more in line with the actual situation, and the motor in the electric drive circuit 10 is controlled based on the current mode, so as to realize real-time regulation and control of the temperature of the battery pack 21 in the battery circuit 20, and the performance of the battery pack 21 is improved.

[0137] In an embodiment, the second vehicle data includes the current temperature of the battery pack 21.

[0138] The current temperature refers to the temperature of the battery pack 21 at the current time. It can be understood that 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, the current temperature of the battery pack 21 needs to be obtained in real time, so that the thermal management system can be controlled to enter the corresponding current mode according to the current temperature of the battery pack 21, and the temperature of the battery pack 21 can be further regulated and controlled in the current mode to improve the performance of the battery pack 21.

[0139] In an embodiment, as shown in FIG. 5, step S502 of determining the current mode based on the second vehicle data includes: Figure 6

[0140] S601: If the current temperature of the battery pack 21 is less than the first temperature threshold, the current mode is determined to be the electric drive heating mode;

[0141] S602: If the current temperature of the battery pack 21 is greater than the second temperature threshold, the current mode is determined to be the electric drive cooling mode;

[0142] 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, the current mode is determined to be the normal mode.

[0143] The first temperature threshold and the second temperature threshold are preset thresholds for judging the size of the current temperature, which are used to accurately determine the current mode according to the size relationship between the current temperature and the first temperature threshold and the second temperature threshold, and the first temperature threshold is less than the second temperature threshold.

[0144] ​As an example, in step S601, upon determining that the current temperature of the battery pack 21 is less than a first temperature threshold, the onboard controller determines that the current mode of the thermal management system is the electric drive heating mode. For example, if the first temperature threshold is -5 degrees Celsius, then if the current temperature of the battery pack 21 is less than -5 degrees Celsius, then the current mode of the thermal management system is determined to be the electric drive heating mode. Understandably, if the current temperature of the battery pack 21 is less than the first temperature threshold, this indicates that the temperature of the battery pack 21 is too low. To improve the performance of the battery pack 21, the battery pack 21 needs to be heated to enhance its operating performance and safety.

[0145] As an example, in step S602, when the onboard controller determines that the current temperature of the battery pack 21 is greater than a second temperature threshold, the thermal management system's current mode is determined to be battery cooling mode. For example, if the second temperature threshold is 45 degrees Celsius, then if the current temperature of the battery pack 21 is greater than 45 degrees Celsius, the thermal management system's current mode is determined to be battery cooling mode. Understandably, if the current temperature of the battery pack 21 is greater than the second temperature threshold, it indicates that the battery pack 21 is too hot. To improve the performance of the battery pack 21, the battery pack 21 needs to be cooled to enhance its operating performance and safety.

[0146] As an example, in step S603, the onboard controller determines that the current mode is normal mode when it determines that the current temperature of the battery pack 21 is not less than a first temperature threshold and not greater than a second temperature threshold. For example, if 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 normal mode. It is understandable 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 and the performance of the battery pack 21 is good. It is necessary to maintain the current temperature of the battery pack 21 to ensure that the battery pack 21 maintains its current good operating performance and safety performance.

[0147] 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.

[0148] It should be understood that the size of the serial numbers of the steps in the above embodiments does not 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 embodiments of the present invention.

[0149] In one embodiment, if Figure 7As 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, and the processor implements the control method of the thermal management system in the above embodiments when executing the computer program, for example Figure 2 As shown in S201-S204, or Figures 3 to 6 As shown in the above embodiments, to avoid repetition, details are not repeated here.

[0150] In an embodiment, a thermal management control system is provided, including a thermal management system and a vehicle-mounted controller connected to the thermal management system, for controlling at least two motors of the thermal management system to work when the thermal management system is in a current mode.

[0151] As an example, the vehicle-mounted controller is connected to the thermal management system, and when the thermal management system is in a current mode, first vehicle data corresponding to the current mode is obtained, a torque distribution ratio and a motor output torque corresponding to at least two motors are determined based on a distribution strategy corresponding to the current mode and the first vehicle data, target demand torques corresponding to the at least two motors are determined based on the torque distribution ratio and the motor output torque corresponding to the at least two motors, and the at least two motors are controlled to work based on the target demand torques corresponding to the at least two motors.

[0152] In this embodiment, through the vehicle-mounted controller in the thermal management control system, the control method of the thermal management system is executed to control the motors in the thermal management system to work, and according to the coupling between the electric drive circuit 10 where the motors are located and the battery circuit 20 where the battery pack 21 is located in the thermal management system, the temperature of the battery pack 21 is regulated in real time by controlling the motors to work according to the target demand torques in the current mode, which can effectively improve the working performance and safety performance of the battery pack 21.

[0153] In an embodiment, a computer readable storage medium is provided, and the computer readable storage medium stores a computer program executable by a processor, and the computer program implements the control method of the thermal management system in the above embodiments when executed by the processor, for example Figure 2 As shown in S201-S204, or Figures 3 to 6 As shown in the above embodiments, to avoid repetition, details are not repeated here. The computer readable storage medium can be non-volatile or volatile.

[0154] In an embodiment, an automobile is provided, including the above thermal management control system.

[0155] Those skilled 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 above-mentioned embodiments of each method. Any reference to memory, storage, database or other medium used in each embodiment provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), 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.

[0156] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0157] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, but not to limit it; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A control method of 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 electric machines, characterized in that, The method comprises: acquiring first vehicle data corresponding to a current mode of the thermal management system; the current mode is an electric drive heating mode, a battery cooling mode, or a normal mode; the first vehicle data comprises a battery pack output power, a heating power, an accelerator pedal opening degree, a current vehicle speed, and / or a refrigeration power; determining wheel end demand torque corresponding to the current mode based on the first vehicle data corresponding to the current mode; the wheel end demand torque corresponding to the electric drive heating mode is determined based on the battery pack output power, the heating power, the accelerator pedal opening degree, and the current vehicle speed; the wheel end demand torque corresponding to the battery cooling mode is determined based on the battery pack output power, the refrigeration power, the accelerator pedal opening degree, and the current vehicle speed; the wheel end demand torque corresponding to the normal mode is determined based on the battery pack output power, the accelerator pedal opening degree, and the current vehicle speed; determining torque distribution ratios and motor output torques of at least two motors based on the wheel end demand torque corresponding to the current mode and motor speeds of the at least two motors; determining target demand torques of the at least two motors based on the torque distribution ratios and the motor output torques of the at least two motors; controlling the at least two motors to work based on the target demand torques of the at least two motors.

2. The control method of the thermal management system according to claim 1, characterized by, The determining of the torque distribution ratios and the motor output torques of the at least two motors based on the wheel end demand torque corresponding to the current mode and the motor speeds of the at least two motors comprises: processing the wheel end demand torque corresponding to the current mode and the motor speeds of the at least two motors based on constraint conditions and an objective function corresponding to the current mode, to determine the torque distribution ratios and the motor output torques of the at least two motors.

3. The control method of the thermal management system according to claim 2, characterized by, The processing of the wheel end demand torque corresponding to the current mode and the motor speeds of the at least two motors based on the constraint conditions and the objective function corresponding to the current mode, to determine the torque distribution ratios and the motor output torques of the at least two motors, comprises: if the current mode is the electric drive heating mode, processing the wheel end demand torque corresponding to the current mode and the motor speeds of the at least two motors based on a heat constraint condition, a wheel end constraint condition, and a loss objective function, to determine the torque distribution ratios and the motor output torques of the at least two motors; if the current mode is the battery cooling mode or the normal mode, processing the wheel end demand torque corresponding to the current mode and the motor speeds of the at least two motors based on a wheel end constraint condition and a power objective function, to determine the torque distribution ratios and the motor output torques of the at least two motors.

4. The control method of the thermal management system according to claim 3, characterized by, The at least two motors comprise a front drive synchronous motor and a rear drive asynchronous motor; the first vehicle data comprises a battery pack heat demand and a motor speed; the heat constraint condition comprises that a motor loss corresponding to the rear drive asynchronous motor is equal to the battery pack heat demand; the motor loss is determined based on the motor speed and the motor output torque; The wheel end constraint condition is that a sum of a target demand torque corresponding to the front- drive synchronous motor and a target demand torque corresponding to the rear- drive asynchronous motor is equal to a wheel end demand torque corresponding to the current mode; The loss target function is that a sum of a motor loss corresponding to the front- drive synchronous motor and a motor loss corresponding to the rear- drive asynchronous motor is minimum; The power target function is that a sum of a battery power demand corresponding to the front- drive synchronous motor and a battery power demand corresponding to the rear- drive asynchronous motor is minimum, and the battery power demand is determined based on a motor speed and a motor output torque.

5. The control method of the thermal management system according to any one of claims 1 to 4, characterized in that, Before the first vehicle data corresponding to the current mode is acquired, the method further comprises: acquiring second vehicle data; determining the current mode based on the second vehicle data, and controlling the thermal management system to enter the current mode.

6. The control method of the thermal management system according to claim 5, characterized by, The second vehicle data comprises a current temperature of a 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, determining that the current mode is a normal mode.

7. An in-vehicle controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the control method of the thermal management system according to any one of claims 1 to 6.

8. A thermal management control system, characterized by, The vehicle control system comprises the thermal management system and the vehicle control device according to claim 7, the vehicle control device is connected with the thermal management system, and the vehicle control device is used to control at least two motors of the thermal management system to work when the thermal management system is in the current mode.

9. A computer-readable storage medium storing a computer program, the computer program comprising instructions that, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 8. The computer program is executed by the processor to implement the control method of the thermal management system according to any one of claims 1 to 6.

10. An automobile characterized by comprising: The thermal management control system comprises the thermal management system and the vehicle control device according to claim 8.

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