A vehicle thermal management method, system, electronic equipment and storage medium

Abstract

The embodiments of the present application provide a vehicle thermal management method, system, electronic device and storage medium, which relate to the field of thermal management technology. The method includes receiving a battery heating demand sent by a battery management system; judging whether to request a pulse heating mode according to the pulse heating use condition; if the pulse heating use condition is met, sending a pulse heating mode request to the vehicle controller, and receiving the returned pulse heating mode available status; judging whether to turn on the pulse heating request based on the pulse heating mode available status; if turned on, sending a pulse heating mode turn-on request to the vehicle controller, and executing the pulse heating mode through a digital control unit. The method utilizes pulse heating to achieve rapid and uniform heating of the battery, with high energy utilization, reducing the complexity and cost of the heating system, and solving the problems of the existing method, such as complex structure, long heat transfer path, large heat loss, slow battery temperature rise rate, large local temperature difference, and low heating efficiency.

Description

Technical Field

[0001] The present application relates to the field of thermal management technology, and more specifically, to a vehicle thermal management method, system, electronic device and storage medium. Background Art

[0002] The internal resistance of power lithium batteries increases at low temperatures, resulting in a significant decrease in their charging and discharging performance. Therefore, the battery pack needs to be heated to above 0°C in extremely low temperature conditions in winter to improve the charging and discharging of the battery. If the external heating method is used, the battery pack is heated by heat convection or heat conduction using heat sources other than the battery pack, such as car heating, electric heating element heating, and liquid heating. However, the disadvantages are that the structure is relatively complex, the heat transfer path is long, the heat loss is large, the battery temperature rise rate is slow, the local temperature difference is large, and the heating efficiency is low. The internal heating method uses the internal impedance of the battery to generate heat to heat the battery, which has high energy utilization, good temperature uniformity, and greatly reduces the complexity and cost of the heating system. Summary of the invention

[0003] The purpose of the embodiments of the present application is to provide a vehicle thermal management method, system, electronic device and storage medium, which can use pulse heating to achieve rapid and uniform heating of the battery, with high energy utilization, reducing the complexity and cost of the heating system, and solving the problems of the existing methods such as complex structure, long heat transfer path, large heat loss, slow battery temperature rise rate, large local temperature difference and low heating efficiency.

[0004] The present application provides a vehicle thermal management method, which is applied to an intelligent transportation system. The method includes:

[0005] Receive battery heating requirements sent by the battery management system;

[0006] Determine whether to request pulse heating mode according to the pulse heating use condition;

[0007] If the pulse heating operating conditions are met, a pulse heating mode request is sent to the vehicle controller, and the returned pulse heating mode available status is received;

[0008] Determine whether to start the pulse heating request based on the available state of the pulse heating mode;

[0009] If it is turned on, a pulse heating mode turn-on request is sent to the vehicle controller, and the pulse heating mode is executed through the digital control unit.

[0010] In the above implementation process, under the condition of meeting the pulse heating operating conditions, pulse heating can be used to achieve rapid and uniform heating of the battery, with high energy utilization, reducing the complexity and cost of the heating system, and solving the problems of the existing method such as complex structure, long heat transfer path, large heat loss, slow battery temperature rise rate, large local temperature difference, and low heating efficiency.

[0011] Further, judging whether to request the pulse heating mode according to the pulse heating use condition includes:

[0012] In the event of a demand for passenger compartment heating and / or battery heating, kinetic energy recovery and pulse heating cannot be used simultaneously.

[0013] In the above implementation process, kinetic energy recovery and pulse heating cannot be used at the same time. The pulse heating operating conditions can be determined from the perspectives of vehicle control, heating efficiency and heating energy consumption.

[0014] Furthermore, in the requirements for passenger compartment heating and / or battery heating, kinetic energy recovery and pulse heating cannot be used at the same time, including:

[0015] When charging at low temperature or preheating while parked, there is a need to heat the passenger compartment and the battery. The PTC heater and kinetic energy recovery work at the same time, and the pulse heating does not work.

[0016] If the heating water temperature meets the requirements, the temperature maintenance stage is entered, and the kinetic energy recovery is requested to be turned off. If the battery still needs heating, the pulse heating mode is requested to be turned on.

[0017] In the above implementation process, when kinetic energy recovery is not working, if the battery still needs to be heated, the pulse heating mode can be turned on to meet the battery's need for rapid heating.

[0018] Furthermore, in the requirements for passenger compartment heating and / or battery heating, kinetic energy recovery and pulse heating cannot be used at the same time, including:

[0019] If only battery heating is required, the pulse heating mode is turned on first, and the PTC heater and kinetic energy recovery are turned off at the same time;

[0020] If the pulse heating mode is not available, the PTC heater and kinetic energy recovery are requested to be turned on at the same time.

[0021] In the above implementation process, only when the battery needs to be heated, the pulse heating mode should be turned on first to improve the heating efficiency and save energy.

[0022] Furthermore, in the requirements for passenger compartment heating and / or battery heating, kinetic energy recovery and pulse heating cannot be used at the same time, including:

[0023] If there is only a demand for heating the passenger compartment, the request to turn on the pulse heating mode is prohibited, and the PTC heater and kinetic energy recovery are requested according to normal logic.

[0024] In the above implementation process, if there is only a demand for heating the passenger compartment, it is prohibited to request the pulse heating mode to be turned on, which can save energy.

[0025] Furthermore, in the requirements for passenger compartment heating and / or battery heating, kinetic energy recovery and pulse heating cannot be used at the same time, including:

[0026] If there is only a demand for heating the passenger compartment, the request for kinetic energy recovery and pulse heating mode activation is prohibited, and the PTC heater is requested according to normal logic.

[0027] In the above implementation process, if there is only a demand for heating in the passenger compartment, the PTC heater is turned on to meet the demand, and the startup energy recovery and pulse heating modes are prohibited, which can save energy consumption.

[0028] The present application provides a vehicle thermal management method, which is applied to a vehicle controller. The method includes:

[0029] In response to a pulse heating mode request sent by the intelligent transportation system, judging whether the pulse heating mode is available according to the current gear position and the SOC state of the battery;

[0030] If available, the pulse heating mode available status is sent to the intelligent transportation system, and a returned pulse heating mode start request is received, and the pulse heating mode is executed through the digital control unit.

[0031] In the above implementation process, the vehicle controller is used to determine whether the pulse heating mode is available, to achieve energy management, improve battery heating efficiency, and reduce energy consumption.

[0032] The present application also provides a vehicle thermal management system, the system comprising:

[0033] An intelligent transportation system, for receiving a battery heating demand sent by a battery management system; judging whether to request a pulse heating mode according to pulse heating use conditions; if the pulse heating use conditions are met, sending a pulse heating mode request to a vehicle controller, and receiving a returned pulse heating mode available status; judging whether to turn on the pulse heating request based on the pulse heating mode available status; if turned on, sending a pulse heating mode turn-on request to the vehicle controller;

[0034] The vehicle controller responds to the pulse heating mode request sent by the intelligent transportation system, determines whether the pulse heating mode is available according to the current gear position and the SOC status of the battery; receives the returned pulse heating mode start request, and requests the digital control unit to execute the pulse heating mode.

[0035] In the above implementation process, the use of pulse heating can not only achieve rapid and uniform heating of the battery, but also has high energy utilization rate, reducing the complexity and cost of the heating system. Moreover, from the perspective of vehicle control, pulse heating can be used to improve heating efficiency and reduce energy consumption, thus solving the problems of the existing method, such as complex structure, long heat transfer path, large heat loss, slow battery temperature rise rate, large local temperature difference and low heating efficiency.

[0036] An embodiment of the present application also provides an electronic device, which includes a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the above-mentioned vehicle thermal management method.

[0037] An embodiment of the present application also provides a readable storage medium, in which computer program instructions are stored. When the computer program instructions are read and executed by a processor, the above-mentioned vehicle thermal management method is executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0039] Figure 1 A flow chart of a vehicle thermal management method provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of a Thevenin equivalent circuit model of a battery provided in an embodiment of the present application;

[0041] Figure 3 A flow chart of another vehicle thermal management method provided in an embodiment of the present application;

[0042] Figure 4 A structural block diagram of another power supply system provided in an embodiment of the present application;

[0043] Figure 5 A specific execution flow chart of parking heating provided in an embodiment of the present application;

[0044] Figure 6 A specific execution flow chart of charging heating provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0046] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0047] Example 1

[0048] Please see Figure 1 , Figure 1 A flow chart of a vehicle thermal management method provided in an embodiment of the present application. Applied to an intelligent transportation system (ITS), the method specifically includes the following steps:

[0049] Step S100: receiving a battery heating requirement sent by a battery management system;

[0050] Step S200: determining whether to request a pulse heating mode according to the pulse heating use condition;

[0051] Step S300: If the pulse heating operating conditions are met, a pulse heating mode request is sent to the vehicle controller, and a pulse heating mode available status is received in return;

[0052] Step S400: determining whether to start a pulse heating request based on the available state of the pulse heating mode;

[0053] Step S500: If turned on, a pulse heating mode turn-on request is sent to the vehicle controller, and the pulse heating mode is executed through the digital control unit.

[0054] The method determines the operating conditions of the pulse heating mode, and uses high-frequency pulse current to heat the battery when the pulse heating mode is in an available state, thereby achieving rapid and uniform heating of the battery, with a high heating rate and a relatively uniform temperature rise, thereby improving energy utilization. The method does not require a complex heating structure, reduces costs, and solves the problems of the existing method, such as a relatively complex structure, a long heat transfer path, large heat loss, a slow battery temperature rise rate, a large local temperature difference, and low heating efficiency.

[0055] Example 2

[0056] An embodiment of the present application provides a thermal management method for a whole vehicle, which utilizes the switching characteristics of the electric drive IGBT and the energy storage characteristics of the inductor, and controls the repeated charging and discharging of the battery with high-frequency pulses through an algorithm. Without generating torque, the generated line current and bus current flow through the battery pack to generate heat, and the battery is quickly heated by utilizing the large internal resistance of the battery at low temperatures. Pulse heating has the advantages of high heating rate and relatively uniform temperature rise.

[0057] The basic principle of pulse heating is to use the Joule heating effect (also known as I ² R Loss). Due to the existence of resistance, heat is generated when current passes through the battery. The heating temperature can be precisely controlled by controlling the current size and power-on time. Figure 2 , Figure 2 This is a schematic diagram of the Thevenin equivalent circuit model of the battery. Based on the influence of temperature and pulse frequency on the battery, each parameter in the equivalent circuit model is related to temperature. T and pulse frequency f Specifically:

[0058] ;

[0059] ;

[0060] in, Uoc represents the open circuit voltage, R 0 means ohmic internal resistance; R , Cp , Up Respectively represent the polarization internal resistance, polarization capacitance, and polarization voltage of the battery; I , U are the circuit current and terminal voltage respectively.

[0061] The battery generates heat during the charge and discharge process, but only Joule heat can be used to heat the battery, which is composed of Ohm heat and polarization heat. When the battery is taken as a whole and a pulse excitation is applied to the battery, the battery AC internal resistance can be equivalent to a real impedance and an imaginary impedance, and the expression of the current in the battery is: ;

[0062] in, Z It represents the equivalent AC impedance of the battery; Re represents the equivalent real impedance of the battery; Im Represents the equivalent imaginary impedance of the battery. According to the Thevenin equivalent circuit model and Joule's law, when a lithium-ion battery is subjected to pulse excitation, the expression for the Joule heat generated by the internal equivalent real impedance is: Q = I ² Ret ,in, t Indicates time.

[0063] Limiting the polarization voltage of lithium-ion batteries to a certain range, the heat generation rate is only Re / | Z |² is positively correlated, let G ( f , T )for Re / |Z |² function: G ( f , T )= I ²( Re / | Z |²) t , f Indicates the pulse frequency, T Indicates the ambient temperature.

[0064] From the above, it can be seen that based on the ambient temperature, the heat generation of the battery can be controlled by controlling the pulse frequency, thereby achieving control of the battery heating temperature.

[0065] The pulse heating function (PHF, high-frequency pulse) utilizes the IGBT switch (Insulated Gate Bipolar Transistor, which has the advantages of both MOSFET's high input impedance and GTR's low on-state voltage drop) characteristics of the battery, combined with the energy storage characteristics of the electric drive inductor, to achieve high-frequency pulse charging and discharging of the battery through a control algorithm, so that the battery quickly generates heat and heats up. This method can reduce the cost of the vehicle and improve low-temperature charging performance.

[0066] On the basis of Example 1, the specific basis for determining whether to request the pulse heating mode according to the pulse heating usage condition is: in the demand for passenger compartment heating and / or battery heating, kinetic energy recovery and pulse heating cannot be used at the same time.

[0067] Since the pulse heating mode is a mode where the battery generates heat using pulse current and its own internal resistance, and there is no coupling relationship between the battery and the water heating circuit, the battery can only be heated separately. From the perspective of control principle, since kinetic energy recovery (AHF) and pulse heating (PHF) cannot be enabled at the same time, PHF and AHF cannot be activated at the same time on models equipped with AHF function. Taking into account factors such as vehicle control, heating efficiency, and heating energy consumption, it is necessary to clarify the specific operating conditions of PHF, as shown in Table 1 below:

[0068]

[0069] Table 1 Pulse heating mode operating conditions

[0070] Condition 1: When charging at low temperature or parking for preheating, both the passenger compartment and the battery need to be heated. At this time, the thermal management system of the water pipe works at its maximum capacity. The PTC heater and AHF need to work at the same time to meet the heating needs of the passenger compartment. Therefore, when AHF is working, PHF does not work.

[0071] Working condition 2: In working condition 1, if ITS determines that the heating water temperature meets the requirements and needs to enter the temperature maintenance stage, it requests to turn off AHF. In the temperature maintenance stage, if AHF is turned off, if the battery still needs to be heated, it requests PHF to be turned on to meet the requirement of rapid battery heating.

[0072] Working condition 3: When only battery heating is required, PHF should be enabled first (PHF heating efficiency is higher than AHF and more energy-efficient), and PTC and AHF should be turned off at the same time. In the PHF working process, if the vehicle determines that PHF is not available, it should request PTC and AHF to be turned on at the same time to meet the battery heating needs.

[0073] Working condition 4: When only the passenger compartment has heating demand, requesting PHF to open is prohibited, and PTC and AHF are requested according to normal logic.

[0074] Condition 5: When only the passenger compartment has heating demand, requesting PHF opening and AHF is prohibited, and PTC is requested according to normal logic.

[0075] Example 3

[0076] Please see Figure 3 , Figure 3 Flow chart of another vehicle thermal management method. The embodiment of the present application provides a vehicle thermal management method, which is applied to the vehicle controller described in Example 1. The method specifically includes the following steps:

[0077] Step S600: In response to the pulse heating mode request sent by the ITS, judging whether the pulse heating mode is available according to the current gear position and the SOC (State of Charge) status of the battery;

[0078] For example, when the battery power is not less than 20%, ensure that the vehicle is in a safe state, set it to "Eco" mode, put it in P gear, and avoid operating it while driving. Click the "Battery Heating" function on the central control screen interface, then step on the accelerator to start preheating. When the corresponding display appears on the instrument, it means that the battery has started to preheat.

[0079] Step S700: If available, send the pulse heating mode available status to the ITS, receive the returned pulse heating mode start request, and execute the pulse heating mode through the digital control unit.

[0080] For details, please see Figure 4 , Figure 4The following is a schematic diagram of the interaction logic of each node. This method realizes the pulse heating function, and the main control nodes involved include ITS (Intelligent Traffic System), VCU (Vehicle Control Unit), DCU (Digital Control Unit), and BMS (Battery Management System). The overall interaction logic is: ITS sends a PHF request according to the thermal management requirements of the vehicle, VCU arbitrates whether PHF is available and energy management, DCU executes PHF heating function, and BMS is responsible for overcurrent fault diagnosis and reporting after PHF activation.

[0081] Specifically, ITS, as the core of vehicle thermal management, is the main node for triggering the PHF function. ITS must correctly judge the thermal management requirements of the vehicle and decide whether to request the PHF heating mode based on different thermal management requirements:

[0082] Responsible for determining the heating needs of the crew cabin and battery heating;

[0083] Responsible for sending AHF and PHF heating mode requests and PHF heating requests to VCU;

[0084] Responsible for sending AHF and PHF switch requests to VCU and DCU.

[0085] As the brain of vehicle control, VCU is the transit node for ITS and DCU to interact on PHF functions, including:

[0086] Responsible for determining whether the PHF function is available;

[0087] Responsible for mode request of PHF function;

[0088] Responsible for voltage request, current request, energy management, etc. during the charging process.

[0089] DCU is a node that performs PHF functions. Its specific functions include:

[0090] Responsible for the specific implementation and control of PHF functions;

[0091] Responsible for PHF heating current and voltage control, including frequency, amplitude and waveform; the key is to control the effective value of pulse current not to exceed the allowable range of battery pack components.

[0092] BMS is a battery charging management node, and its specific functions include:

[0093] Responsible for determining the battery thermal management requirements and sending them to the corresponding nodes;

[0094] Responsible for correctly judging overcurrent faults during pulse heating; during temporary debugging, it is recommended to release the overcurrent threshold to prevent false alarms while ensuring safety;

[0095] Responsible for the temperature monitoring of battery packs and other components during pulse heating.

[0096] Specifically, after the vehicle is equipped with the pulse heating function, it can meet the battery heating needs in multiple scenarios such as parking heating (P gear, EPB pulled up) and charging heating.

[0097] Please see Figure 5 , Figure 5 This is a specific execution flow chart of parking heating. The specific process of parking heating is as follows:

[0098] Step S11: The battery management system detects that the battery needs to be heated, and sends the battery heating request to the ITS;

[0099] Step S12: The ITS determines whether to request the pulse heating mode according to the pulse heating use condition;

[0100] Step S13: If yes, a pulse heating mode request is sent to the vehicle controller;

[0101] Step S14: The vehicle controller determines whether the pulse heating mode is available according to the current gear position and the SOC state of the battery, and sends the determination result to the ITS, which includes the PHF available state and unavailable state;

[0102] Step S15: ITS determines whether to request to turn on the pulse heating mode according to the PHF availability status fed back by the VCU. If so, it sends a PHF switch request to the vehicle controller;

[0103] Step S16: After receiving the PHF start request, the VCU requests the DCU to enter the PHF mode;

[0104] Step S17: The DCU enters the PHF mode and executes the PHF function.

[0105] Please see Figure 6 , Figure 6 This is a specific execution flow chart for charging and heating. The specific process of charging and heating is as follows:

[0106] Step S21: When there is a charging demand, the VCU determines whether the charging conditions are met. If not, the charging process ends directly. If so, the BMS is requested to enter the DC charging mode.

[0107] Step S22: BMS enters DC charging mode and sends a battery heating request to ITS;

[0108] Step S23: The ITS determines whether to request the pulse heating mode according to the pulse heating operating condition;

[0109] Step S24: If yes, send a PHF switch request to the vehicle controller;

[0110] Step S25: The vehicle controller determines whether the pulse heating mode is available according to the current gear position and the SOC state of the battery, and sends the determination result to the ITS, which includes the PHF available state and unavailable state;

[0111] Step S26: The ITS determines whether to request to start the pulse heating mode according to the PHF availability status fed back by the VCU. If so, it sends a PHF switch request to the vehicle controller;

[0112] Step S27: After receiving the PHF start request, the VCU first adjusts the charging current and voltage to appropriate values ​​and requests the DCU to enter the PHF mode;

[0113] Step S28: The DCU enters the PHF mode and executes the PHF function.

[0114] This method can achieve rapid heating of electric vehicle batteries: due to the high frequency and high energy of the pulse signal, pulse heating technology can heat the lithium battery to the required temperature in a short time, effectively improving the battery's charging and discharging performance in low temperature environments.

[0115] Achieve uniform heating of electric vehicle batteries: Pulse heating generates a large current on the busbar by repeatedly heating the motor. The busbar current flows through the internal resistance of the battery to generate heat, directly heating the battery inside and conducting heat, avoiding the problem of long heat conduction path and easy formation of local hot spots in external heating.

[0116] Improve battery performance and life: Control the frequency, amplitude and voltage of the pulse current to achieve precise control of the heating time and temperature, with less impact on battery capacity attenuation, thereby improving battery performance and life.

[0117] Improve the overall energy efficiency of electric vehicles: Pulse heating has a shorter heating time and can achieve efficient heating with lower energy consumption, thereby improving the energy efficiency of the battery; at the same time, it extends the range of electric vehicles, which means that they can travel farther after charging once, reducing the frequency of charging and improving the convenience of use.

[0118] Expanded the scope of use of electric vehicles: Pulse heating technology enables electric vehicles to maintain good performance even in extremely low temperature environments, expanding the use scenarios of electric vehicles.

[0119] Example 4

[0120] The present application provides a vehicle thermal management system, which includes but is not limited to:

[0121] ITS, used to receive the battery heating demand sent by the battery management system; determine whether to request the pulse heating mode according to the pulse heating use condition; if the pulse heating use condition is met, send a pulse heating mode request to the vehicle controller, and receive the returned pulse heating mode available status; determine whether to turn on the pulse heating request based on the pulse heating mode available status; if it is turned on, send a pulse heating mode turn-on request to the vehicle controller;

[0122] The vehicle controller responds to the pulse heating mode request sent by the ITS and determines whether the pulse heating mode is available based on the current gear position and the SOC status of the battery; it receives the returned pulse heating mode start request and requests the digital control unit to execute the pulse heating mode, so that a high-frequency pulse current is generated between the battery and the electric drive.

[0123] The specific pulse heating execution process has been specifically described in Examples 1-3 and will not be repeated here.

[0124] The system uses pulse heating technology to heat the battery, which can quickly and evenly heat the battery and improve the heating efficiency of the battery.

[0125] An embodiment of the present application also provides an electronic device, which includes a memory and a processor, the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the vehicle thermal management method described in embodiments 1-3.

[0126] An embodiment of the present application also provides a readable storage medium, in which computer program instructions are stored. When the computer program instructions are read and executed by a processor, the vehicle thermal management method described in embodiments 1-3 is executed.

[0127] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the module, a program segment or a part of a code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0128] In addition, the functional modules in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0129] If the function is implemented in the form of a software function module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program codes.

[0130] The above description is only an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0131] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0132] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

Claims

1. A vehicle thermal management method, characterized in that: Applied to an intelligent transportation system, the method comprises: Receive battery heating requirements sent by the battery management system; Determine whether to request pulse heating mode based on the pulse heating usage conditions: In the case of passenger compartment heating and / or battery heating requirements, kinetic energy recovery and pulse heating cannot be used at the same time: When charging at low temperature or parking for preheating, there is a need for heating the passenger compartment and the battery. The PTC heater and kinetic energy recovery work at the same time, and the pulse heating does not work. If the heating water temperature meets the requirements, the temperature maintenance stage is entered, and the kinetic energy recovery is requested to be turned off. If the battery still needs to be heated, the pulse heating mode is requested to be turned on. If only battery heating is required, the pulse heating mode is turned on first, and the PTC heater and kinetic energy recovery are turned off at the same time; if the pulse heating mode is not available, the PTC heater and kinetic energy recovery are requested to be turned on at the same time; If there is only a demand for passenger compartment heating, the request for pulse heating mode to be turned on is prohibited, and the PTC heater and kinetic energy recovery are requested according to normal logic; If there is only a demand for passenger compartment heating, the request for kinetic energy recovery and pulse heating mode activation is prohibited, and the PTC heater is requested according to normal logic; If the pulse heating operating conditions are met, a pulse heating mode request is sent to the vehicle controller, and the returned pulse heating mode available status is received; Determining whether to start a pulse heating request based on the available state of the pulse heating mode; If it is turned on, a pulse heating mode turn-on request is sent to the vehicle controller, and the pulse heating mode is executed through the digital control unit.

2. A vehicle thermal management system applied to the vehicle thermal management method according to claim 1, characterized in that: The system comprises: An intelligent transportation system is used to receive a battery heating demand sent by a battery management system; determine whether to request a pulse heating mode according to the pulse heating use condition: in the requirements of passenger compartment heating and / or battery heating, kinetic energy recovery and pulse heating cannot be used at the same time; if the pulse heating use condition is met, a pulse heating mode request is sent to the vehicle controller, and the returned pulse heating mode available status is received; based on the pulse heating mode available status, determine whether to turn on the pulse heating request; if turned on, a pulse heating mode turn-on request is sent to the vehicle controller; The vehicle controller responds to the pulse heating mode request sent by the intelligent transportation system and determines whether the pulse heating mode is available based on the current gear position and the SOC status of the battery; it receives the returned pulse heating mode start request and requests the digital control unit to execute the pulse heating mode, so that a high-frequency pulse current is generated between the battery and the electric drive.

3. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute the vehicle thermal management method according to claim 1.

4. A readable storage medium, characterized in that: The readable storage medium stores computer program instructions, and when the computer program instructions are read and executed by a processor, the vehicle thermal management method according to claim 1 is executed.

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