Electric vehicle thermal management method, device, equipment and medium

Abstract

The invention discloses an electric vehicle thermal management method and device, equipment and a medium, and the method comprises the steps: analyzing the historical operation data of a target electric vehicle in different operation scenes, so as to determine the corresponding relation between each operation scene and a to-be-cooled heat source, and constructing an operation scene library based on the corresponding relation; inputting the determined current operation scene of the target electric vehicle into an operation scene library, and constructing a heat dissipation control strategy according to the obtained current heat source to be subjected to heat dissipation; correcting the heat dissipation control strategy according to the current vehicle speed of the target electric vehicle; and executing the corrected heat dissipation control strategy. According to the method provided by the invention, the technical problem of how to carry out heat dissipation on the electric vehicle in different operation scenes is solved.

Description

Technical Field

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

[0002] Thermal management of electric vehicles is a complex and critical project, which involves temperature control of batteries, motors, electronic control systems, etc. With the continuous development of electric vehicle technology, the requirements for thermal management systems are getting higher and higher.

[0003] Traditional electric vehicle thermal management methods are often based on fixed heat dissipation strategies and cannot be dynamically adjusted according to the actual operating scenarios and status of the vehicle. This method may result in poor heat dissipation when dealing with changing operating environments and conditions, and may even affect the normal operation of the vehicle.

[0004] Therefore, how to optimize the thermal management efficiency of electric vehicles has become a technical problem that needs to be urgently solved by those skilled in the art. Summary of the invention

[0005] The present application aims to provide an electric vehicle thermal management method, device, equipment and medium to solve the technical problem of how to optimize the thermal management efficiency of electric vehicles.

[0006] In order to solve the above technical problems, the present application provides an electric vehicle thermal management method, including:

[0007] Analyze the historical operation data of the target electric vehicle under different operation scenarios to determine the corresponding relationship between each operation scenario and the heat source to be dissipated, and build an operation scenario library based on the corresponding relationship;

[0008] Inputting the determined current operating scenario of the target electric vehicle into the operating scenario library, and constructing a heat dissipation control strategy according to the obtained current heat source to be dissipated;

[0009] Correcting the heat dissipation control strategy according to the current vehicle speed of the target electric vehicle, wherein the correction is designed to eliminate the influence of natural wind brought by the current vehicle speed on the current heat source to be dissipated;

[0010] The corrected heat dissipation control strategy is executed.

[0011] As one preferred solution, before inputting the determined current operation scenario of the target electric vehicle into the operation scenario library, the method further includes:

[0012] Acquiring current operating status data of the target electric vehicle;

[0013] Preprocessing and feature classification processing are performed on the operating status data in sequence to obtain various classification features;

[0014] A logical operation is performed on each of the classification features to determine the current operating scenario of the target electric vehicle.

[0015] As one of the preferred solutions, the preprocessing includes validity determination processing and data missing processing.

[0016] As one of the preferred solutions, the heat dissipation control strategy is constructed according to the obtained current heat source to be dissipated, including:

[0017] Analyze the acquired state data of the current heat source to be dissipated to obtain the heat dissipation demand of the current heat source to be dissipated;

[0018] Based on the heat dissipation requirement, determining a water pump duty cycle of the target electric vehicle and an electronic fan duty cycle of the target electric vehicle respectively;

[0019] The heat dissipation control strategy is constructed based on the water pump duty cycle and the electronic fan duty cycle.

[0020] As one preferred solution, the heat source to be dissipated currently includes at least a first heat source and a second heat source;

[0021] The step of analyzing the acquired state data of the current heat source to be dissipated to obtain the heat dissipation requirement of the current heat source to be dissipated includes:

[0022] Acquire first state data of the first heat source, and acquire second state data of the second heat source;

[0023] The first state data and the second state data are compared and analyzed, and the heat dissipation demand of the current heat source to be dissipated is determined according to the analysis result.

[0024] As one preferred solution, the heat dissipation control strategy is corrected according to the current speed of the target electric vehicle, including:

[0025] Inputting the current vehicle speed into a pre-established linear relationship between the vehicle speed of the electric vehicle and the duty cycle attenuation coefficient of the electronic fan to obtain a corresponding duty cycle attenuation coefficient;

[0026] According to the duty cycle attenuation coefficient, the duty cycle of the electronic fan of the electric vehicle in the heat dissipation control strategy is corrected to achieve correction of the heat dissipation control strategy; wherein the duty cycle attenuation coefficient is expressed as:

[0027]

[0028] Wherein, a(v) represents the attenuation coefficient, and v represents the real-time speed data.

[0029] Another embodiment of the present application provides a thermal management device for an electric vehicle, comprising:

[0030] An analysis module, used for analyzing historical operation data of the target electric vehicle under different operation scenarios to determine the corresponding relationship between each operation scenario and the heat source to be dissipated, and building an operation scenario library based on the corresponding relationship;

[0031] A construction module, used for inputting the determined current operation scenario of the target electric vehicle into the operation scenario library, and constructing a heat dissipation control strategy according to the obtained current heat source to be dissipated;

[0032] A correction module, used for correcting the heat dissipation control strategy according to the current vehicle speed of the target electric vehicle, wherein the correction is designed to eliminate the influence of natural wind brought by the current vehicle speed on the current heat source to be dissipated;

[0033] An execution module is used to execute the corrected heat dissipation control strategy.

[0034] Another embodiment of the present application provides an electric vehicle thermal management device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements the electric vehicle thermal management method as described above when executing the computer program.

[0035] Yet another embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, wherein when a device where the computer-readable storage medium is located executes the computer program, the electric vehicle thermal management method as described above is implemented.

[0036] Yet another embodiment of the present application provides an electric vehicle, which includes the electric vehicle thermal management device as described above or the electric vehicle thermal management method as described above.

[0037] Compared with the prior art, the beneficial effects of the embodiments of the present application are at least one of the following:

[0038] 1) This application analyzes the historical operation data of the target electric vehicle in different operation scenarios, builds an operation scenario library, and builds a heat dissipation control strategy based on the current operation scenario and the heat source to be dissipated, thereby achieving precise heat dissipation control. This method can provide targeted heat dissipation solutions based on the heat source requirements in different scenarios, thereby improving heat dissipation efficiency and reducing unnecessary energy consumption.

[0039] 2) Considering the influence of the current vehicle speed on the heat dissipation effect, this application introduces a vehicle speed correction mechanism. By obtaining the current vehicle speed in real time and dynamically correcting the heat dissipation control strategy based on the linear relationship between the vehicle speed and the electronic fan duty cycle attenuation coefficient, the influence of natural wind on the heat dissipation effect is eliminated. This dynamic adjustment mechanism makes the heat dissipation control more flexible and effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 This is a schematic diagram of a conventional electric vehicle water pump and fan control circuit provided by the present application;

[0041] Figure 2 This is a logic diagram of a water pump and fan control of an existing electric vehicle provided by the present application;

[0042] Figure 3 It is a schematic diagram of a process of a thermal management method for an electric vehicle in one embodiment of the present application;

[0043] Figure 4 It is a schematic diagram of the structure of a thermal management device for an electric vehicle in one embodiment of the present application;

[0044] Figure 5 It is a schematic diagram of a thermal management device for an electric vehicle in one embodiment of the present application. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. The purpose of providing these embodiments is to make the disclosure of the present application more thorough and comprehensive. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] In the description of this application, the terms "first", "second", "third", etc. are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first", "second", "third", etc. may explicitly or implicitly include one or more of the feature. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0047] In the description of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be a connection between the two elements. The terms "vertical", "horizontal", "left", "right", "upper", "lower" and similar expressions used in this article are only for illustrative purposes, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. The term "and / or" used in this article includes any and all combinations of one or more related listed items. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0048] In the description of this application, it should be noted that, unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by those skilled in the art. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood by specific circumstances.

[0049] It should be noted that the existing electric vehicle thermal management control strategy is mainly based on the temperature threshold control strategy, that is, when the temperature of the components meets the conditions, the water pump and fan are controlled to work according to the set duty cycle. This solution takes the heat dissipation demand of the components as the first goal, which will inevitably lead to problems of excess performance and high energy consumption. Figure 1 and Figure 2 They are respectively a schematic diagram of the water pump and fan control loop and a schematic diagram of the control logic in the prior art.

[0050] Therefore, an embodiment of the present application provides a thermal management method for an electric vehicle. For details, see Figure 3 , Figure 3 The figure shows a flow chart of a thermal management method for an electric vehicle in one embodiment of the present application, which includes steps S1-S4:

[0051] S1: Analyze the historical operation data of the target electric vehicle under different operation scenarios to determine the corresponding relationship between each operation scenario and the heat source to be dissipated, and build an operation scenario library based on the corresponding relationship;

[0052] In this step, the historical operation data includes the vehicle speed, vehicle operation status, charging status, gear status, etc. According to the operation status of the electric vehicle (such as driving speed, acceleration / deceleration status, external environmental conditions, etc.), the historical operation data is divided into different operation scenarios, namely: idling scenario, driving scenario, fast charging scenario, slow charging scenario, power-off scenario, and discharge scenario. The recognition logic of the six scenarios is as follows:

[0053] Idle scenario: driving speed ≤ 3km / h & vehicle running status = power on;

[0054] Driving scenario: Driving speed>3km / h&Vehicle running status=power on&Gear position=D gear / R gear;

[0055] Fast charging scenario: fast charging status = success & vehicle operation status = charging;

[0056] Slow charging scenario: Slow charging status = success & vehicle operation status = charging;

[0057] Power-off scenario: vehicle operation status = power-off;

[0058] Discharge scenario: vehicle operation status = discharge.

[0059] Specifically, the heat dissipation requirements in each scenario are analyzed to determine which heat sources need to be dissipated in the scenario and the degree of heat dissipation requirements. The heat source temperatures to be dissipated include motor temperature, motor control temperature, motor controller node temperature, OBC (on-board charger) temperature, DCDC (direct current-to-direct current converter) temperature, DCAC (direct current-to-alternating current converter) temperature and water temperature. The water temperature refers to the temperature of the cooling system. The cooling system is responsible for heat dissipation to ensure that the temperature of each component of the electric vehicle remains within a safe range. Excessive water temperature may cause the cooling system to fail, thereby affecting the performance and safety of the entire vehicle.

[0060] It should be understood that not all heat sources need to be cooled in every scenario. Each scenario has its own heat sources that need to be cooled, and there is a priority judgment. The ones with the highest priority will be cooled first.

[0061] In one embodiment of the present application, the heat source heat dissipation demand analysis is performed for the idle scene. Specifically, in the idle scene, although the vehicle is traveling at a very low speed or even at rest, the vehicle is powered on and some systems are still running, so a certain amount of heat is generated. The heat sources in the idle scene include:

[0062] Motor and its control system: The motor may still run at low speed when idling to maintain the vehicle position or make slight movements, so it will generate a certain amount of heat. At the same time, the motor controller and its nodes will also generate heat due to signal processing and current regulation;

[0063] OBC (on-board charger): Although charging is usually not performed when idling, the temperature of the OBC, as a potential heat source, still needs to be monitored just in case;

[0064] DCDC (DC-DC converter): DCDC may still be supplying power to the low-voltage system at idle speed, so some heat will be generated;

[0065] DCAC (Direct Current to Alternating Current Converter): In idle scenarios, DCAC is usually not working, but its temperature still needs to be monitored in case of emergency;

[0066] Water temperature: reflects the overall status of the cooling system and is an important basis for determining whether heat dissipation needs to be enhanced.

[0067] In one embodiment of the present application, a heat source heat dissipation demand analysis is performed on a driving scene. Specifically, in a driving scene, the vehicle is in a dynamic driving state, and the load of components such as the motor and DCDC is high, so the heat dissipation demand also increases accordingly. The heat sources in the driving scene include:

[0068] Motor and controller temperature: The motor load is large during driving, so the temperature of the motor and its controller will rise rapidly. The system needs to monitor the temperature of these components in real time and increase the duty cycle of the water pump and fan as needed to improve the heat dissipation efficiency;

[0069] DCDC temperature: DCDC supplies power to the low-voltage system during driving and has a large load, so its temperature also needs to be monitored. If the temperature is too high, it may cause DCDC failure or performance degradation;

[0070] Water temperature: The cooling system is under heavy load while driving and the water temperature may rise. The system needs to monitor the water temperature in real time and adjust the heat dissipation measures as needed to ensure that the water temperature is within a safe range.

[0071] In one embodiment of the present application, a heat source heat dissipation demand analysis is performed for a fast charging scenario. Specifically, in a fast charging scenario, the DCDC is responsible for converting the DC power of the high-voltage battery pack into a voltage level that can be used by the vehicle. Since the current is large during fast charging, the load of the DCDC will also increase accordingly, so the heat dissipation demand is high. The heat sources in the fast charging scenario include:

[0072] DCDC temperature: During fast charging, the DCDC load is large and the temperature will rise rapidly. The system needs to monitor the temperature of the DCDC in real time and increase the duty cycle of the water pump and fan as needed to improve the heat dissipation efficiency;

[0073] Water temperature: The load on the cooling system will also increase during fast charging, so the water temperature also needs to be monitored. If the water temperature is too high, it may affect the heat dissipation effect of DCDC.

[0074] In one embodiment of the present application, a heat source heat dissipation demand analysis is performed for a slow charging scenario. Specifically, in a slow charging scenario, the OBC is responsible for converting external AC power into DC power that can be accepted by the high-voltage battery pack. Since the current is small during slow charging, the load of the OBC is relatively low, but long-term charging may still cause its temperature to rise. The heat sources in the slow charging scenario include:

[0075] OBC temperature: Although the OBC is not heavily loaded during slow charging, long-term operation may still cause its temperature to rise. The system needs to monitor the temperature of the OBC in real time and adjust the heat dissipation measures as needed;

[0076] DCDC temperature: During slow charging, the DCDC may also be powering other systems or performing other operations, so its temperature also needs to be monitored;

[0077] Water temperature: The load on the cooling system is relatively low during slow charging, but the water temperature still needs to be monitored to ensure it is within a safe range.

[0078] In one embodiment of the present application, a heat source heat dissipation demand analysis is performed for a power-off scenario. Specifically, in a power-off scenario, the vehicle may have just switched from a high-speed driving state to a power-off state. At this time, the temperature of the electric drive system (such as the motor, motor controller, etc.) may still be high. The heat sources in the power-off scenario include:

[0079] Electric drive system temperature: After power is turned off, the temperature of the electric drive system may still be high. The system needs to monitor the temperature of these components in real time. Since the components no longer work after power is turned off, the intervention of the water pump and fan can be reduced by adjusting the threshold of the heat dissipation measures;

[0080] Water temperature: After power is turned off, the water temperature of the cooling system may still be high, but it can also achieve a certain cooling effect by leaving it alone. The system needs to monitor the water temperature and ensure that it is within a safe range.

[0081] In one embodiment of the present application, the heat source heat dissipation demand analysis is performed for the discharge scenario. Specifically, in the discharge scenario, the vehicle may be providing power to other devices or vehicles (such as V2G, V2L and other functions). At this time, the DCDC and DCAC modules in the charging and distribution module will work and generate heat. The heat sources of the discharge scenario include:

[0082] DCDC, DCAC temperature: During discharge, the DCDC and DCAC modules will work and generate heat. The system needs to monitor the temperature of these modules in real time.

[0083] Water temperature: The load on the cooling system will also increase during discharge, so the water temperature also needs to be monitored. If the water temperature is too high, it may affect the heat dissipation effect of the DCDC and DCAC modules.

[0084] By conducting a detailed analysis of the heat dissipation requirements in each scenario, the correspondence between each operating scenario and the heat source to be dissipated is determined. Based on this correspondence, an operating scenario library is constructed to provide data support for the subsequent formulation of heat dissipation strategies.

[0085] S2: inputting the current operating scenario of the determined target electric vehicle into the operating scenario library, and constructing a heat dissipation control strategy according to the obtained current heat source to be dissipated;

[0086] Preferably, in one embodiment of the present application, before inputting the determined current operating scenario of the target electric vehicle into the operating scenario library, the method further includes:

[0087] Obtain the current operating status data of the target electric vehicle;

[0088] The running status data is preprocessed and feature classified in turn to obtain various classification features;

[0089] Logical operations are performed on each classification feature to determine the current operating scenario of the target electric vehicle.

[0090] Specifically, the current operation information of the vehicle is collected in real time, including the vehicle speed, vehicle operation status, charging status, gear status, etc. In one embodiment of the present application, sensors such as speed sensors, gear sensors, battery management system (BMS), etc. can be installed at key parts of the vehicle to detect and transmit relevant data in real time.

[0091] Among them, the preprocessing includes validity judgment processing and data missing processing. In one embodiment of the present application, if the collected vehicle speed data is a negative value, it is determined that the speed information is invalid. When the speed information is invalid or the VCU (vehicle control unit) does not collect the speed information, in order to ensure the continuity of the vehicle control logic, the speed value needs to be initialized to 0. This indicates that the vehicle is stationary, which helps to avoid erroneous control command output.

[0092] In one embodiment of the present application, if the charging status data satisfies both fast charging and slow charging conditions, it is determined that the charging status information is invalid. This may be caused by an internal logic error in the charging system or sensor signal interference. When the charging status information is invalid or the VCU does not collect the charging status, in order to maintain the normal operation of the battery management system (BMS) and the charging system, the charging status needs to be initialized to "not charged". This means that the vehicle is not currently charging, which helps avoid unnecessary damage to the battery.

[0093] In one embodiment of the present application, if the vehicle gear status satisfies multiple gear conditions at the same time (such as displaying forward gear and reverse gear at the same time), or does not meet any gear condition (such as displaying neutral but not meeting the logical definition of neutral), the gear status information is determined to be invalid. This may be caused by a gear sensor failure or an abnormal shift mechanism. When the gear status information is invalid or the VCU does not collect the gear status, in order to ensure the safety and stability of the vehicle's driving, the gear status needs to be initialized to "N gear" (neutral). This means that the vehicle is currently in a state of no power output, which helps to avoid accidental startup or loss of control.

[0094] In this step, the preprocessed data is subjected to feature classification, specifically including: vehicle speed classification, vehicle speed ≤3km / h is classified as vehicle speed a, and other speeds are classified as vehicle speed b; the vehicle operation status is power-on, charging, power-off, and discharging (power extraction) and is classified as operation status a, b, c, and d respectively; the charging status is uncharged, slow charging, and fast charging and is classified as charging status a, b, and c respectively; the gear status is D gear (forward gear), S gear (forward movement gear), R gear (reverse gear), N gear (neutral gear), and P gear (parking gear), and is classified as gear status a, b, c, d, and e respectively.

[0095] Among them, logical operations are performed on each classification feature, and AND or NOR logical operations are performed according to the classified features to match the vehicle operation scene. Specifically, it includes: vehicle speed a & running state a & charging state a & (gear state a||b||c||d||e) - idling scene; vehicle speed a & running state a & charging state a & (gear state a||b||c) - driving scene; vehicle speed a & running state b & charging state b & (gear state a||b||c||d||e) - slow charging scene; vehicle speed a & running state b & charging state c & (gear state a||b||c||d||e) - fast charging scene; (vehicle speed a||b) & running state c & charging state a & (gear state a||b||c||d||e) - power-off scene; vehicle speed a & running state d & charging state a & (gear state a||b||c||d||e) - discharging scene. The matching relationship between classification features and vehicle operation scenarios is shown in Table 1.

[0096] Table 1

[0097] Scenario Speed Running status Charging status Gear status Idle scene a a a a||b||c||d||e Driving scene b a a a||b||c Slow charging scenario a b b a||b||c||d||e Fast charging scenario a b c a||b||c|||d||e Power-off scenario a|||b c a a||b||c||d||e Discharge scenario a d a a|||b||c||d||e

[0098] Among them, the idling scene indicates that the vehicle is in a high-voltage powered and low-speed driving or parking state; the driving scene indicates that the vehicle is in a driving gear and high-speed driving state; the slow charging scene indicates that the vehicle is in a slow charging state; the fast charging scene indicates that the vehicle is in a fast charging state; the power-off scene indicates that the vehicle is in a high-voltage powered-off state; the discharging scene indicates that the vehicle is in an external discharging state.

[0099] Preferably, in one embodiment of the present application, a heat dissipation control strategy is constructed according to the obtained current heat source to be dissipated, including:

[0100] Analyze the acquired state data of the current heat source to be dissipated to obtain the heat dissipation demand of the current heat source to be dissipated;

[0101] Based on the heat dissipation requirements, a water pump duty cycle of the target electric vehicle and an electronic fan duty cycle of the target electric vehicle are determined respectively;

[0102] The heat dissipation control strategy is constructed based on the water pump duty cycle and the electronic fan duty cycle.

[0103] It is understandable that after obtaining the current operating scenario, the heat dissipation control strategy cannot be obtained directly. In each vehicle use scenario, the corresponding heat source heat dissipation priority needs to be determined (that is, obtained through the operating scenario library). Each heat source will output the corresponding water pump and electronic fan duty cycle. Specifically, not all heat sources need to be cooled in every scenario. Each scenario has its own heat sources that need to be cooled, and there is a priority judgment. The ones with higher priority will be cooled first, and the water pump and electronic fan duty cycle will be output first.

[0104] In one embodiment of the present application, the heat source temperature includes motor temperature, motor control temperature, motor controller node temperature, OBC temperature, DCDC temperature, DCAC temperature, and water temperature. Temperatures with higher priority will be given priority in this scenario. Each heat source temperature has an independent water pump and electronic fan duty cycle output. The vehicle controller obtains the duty cycle by looking up a table. The horizontal and vertical coordinates of the table correspond to the heat source temperature and the ambient temperature, respectively (as shown in Table 2 below, which shows the relationship between water temperature and duty cycle). The table values ​​need to be preset in the vehicle controller software. After each heat source temperature outputs the duty cycle, the duty cycle of the corresponding heat source output will be selected according to the heat source heat dissipation priority in each scenario mentioned above, and the maximum value of the duty cycle will be used as the water pump and electronic fan duty cycle in this scenario.

[0105] Table 2

[0106]

[0107] Preferably, in one embodiment of the present application, the heat source to be dissipated currently includes at least a first heat source and a second heat source;

[0108] The acquired state data of the current heat source to be dissipated is analyzed to obtain the heat dissipation demand of the current heat source to be dissipated, including:

[0109] Acquire first state data of a first heat dissipation source, and acquire second state data of a second heat dissipation source;

[0110] The first state data and the second state data are compared and analyzed, and the heat dissipation demand of the current heat source to be dissipated is determined according to the analysis result.

[0111] It is understandable that there are usually multiple heat sources that need to be dissipated in the current scenario, and in this embodiment, at least a first heat source and a second heat source are included. For example, in a discharge scenario, the heat source that needs to be dissipated includes at least a DCDC module and a DCAC module, wherein the first heat source can be a DCDC module, and the second heat source can be a DCAC module.

[0112] The first state data of the first heat source and the second state data of the second heat source are compared and analyzed to determine the overall heat dissipation demand. For example, if the temperature of the first heat source is much higher than that of the second heat source, the first heat source may need to be cooled first.

[0113] In one embodiment of the present application, based on the heat dissipation demand, the duty cycle of the water pump is calculated and determined to adjust the flow rate of the coolant to meet the heat dissipation demand of the heat source. The larger the duty cycle, the greater the coolant flow rate and the stronger the heat dissipation capacity. Also based on the heat dissipation demand, the duty cycle of the electronic fan is calculated and determined to adjust the fan speed and air flow rate to enhance the heat dissipation effect. The change in duty cycle directly affects the fan speed and heat dissipation efficiency. The water pump duty cycle and the electronic fan duty cycle are combined to construct a specific heat dissipation control strategy.

[0114] S3: Correcting the heat dissipation control strategy according to the current vehicle speed of the target electric vehicle, wherein the correction is designed to eliminate the influence of natural wind brought by the current vehicle speed on the current heat source to be dissipated;

[0115] It is understandable that in the heat dissipation management of electric vehicles, the influence of natural wind on the heat dissipation effect cannot be ignored. Especially when driving at high speed, the natural wind in front of the vehicle can take away a lot of heat, thereby reducing the burden on the heat dissipation system. Therefore, a preferred embodiment of the present application proposes to calibrate the heat dissipation control strategy according to the current speed of the target electric vehicle to eliminate or compensate for the influence of natural wind on the heat dissipation effect caused by the speed, thereby ensuring the accuracy and efficiency of the heat dissipation control.

[0116] Preferably, in one embodiment of the present application, the heat dissipation control strategy is corrected according to the current speed of the target electric vehicle, including:

[0117] Inputting the current vehicle speed into the pre-built linear relationship between the vehicle speed of the electric vehicle and the duty cycle attenuation coefficient of the electronic fan to obtain the corresponding duty cycle attenuation coefficient;

[0118] According to the duty cycle attenuation coefficient, the duty cycle of the electronic fan of the electric vehicle in the heat dissipation control strategy is corrected to achieve the correction of the heat dissipation control strategy; wherein the duty cycle attenuation coefficient is expressed as:

[0119]

[0120] Wherein, a(v) represents the attenuation coefficient, and v represents the real-time speed data.

[0121] Specifically, the current speed data of the target electric vehicle is obtained in real time through the vehicle's speed sensor. The current speed data is input into the pre-built linear relationship between the electric vehicle speed and the electronic fan duty cycle attenuation coefficient, and the corresponding duty cycle attenuation coefficient is calculated. Among them, the linear relationship is based on a large amount of experimental data and theoretical analysis, and can accurately reflect the influence of vehicle speed on the cooling effect of natural wind. The duty cycle attenuation coefficient indicates the contribution of natural wind to the cooling effect at the current vehicle speed, that is, the proportion of the electronic fan duty cycle that needs to be reduced.

[0122] In one embodiment of the present application, after obtaining the corrected electronic fan duty cycle, the method further includes:

[0123] Real-time monitoring of heat source temperature, including motor temperature, motor controller temperature, etc.;

[0124] When the temperature of the heat source reaches the set over-temperature threshold, the output can control the duty cycle of the fan's maximum speed to make a secondary correction to the electronic fan's duty cycle. This step is to avoid the risk of overheating of the heat source and ensure the safe operation of the vehicle.

[0125] S4: Execute the corrected heat dissipation control strategy.

[0126] In one embodiment of the present application, the water pump duty cycle of the target electric vehicle and the corrected electronic fan duty cycle are applied to the thermal management system of the electric vehicle. Specifically, the control signal of the water pump is adjusted according to the corrected heat dissipation control strategy. The speed or flow of the water pump is changed by the control signal of the water pump to meet the heat dissipation requirements under different working conditions. By accurately controlling the working state of the water pump, the accurate regulation of the coolant circulation can be achieved, thereby improving the heat dissipation efficiency. Similarly, according to the corrected heat dissipation control strategy, the control signal of the electronic fan is adjusted. The speed or working mode of the fan is changed by the control signal of the fan to adapt to the heat dissipation requirements under different vehicle speeds and heat source temperatures. Especially at high vehicle speeds, the natural wind has a significant cooling effect on the radiator. At this time, the speed or duty cycle of the electronic fan can be appropriately reduced to reduce energy consumption.

[0127] In one embodiment of the present application, the corrected heat dissipation control strategy is loaded into the vehicle control system, and the thermal management system is started. The system will automatically adjust the control signals of the water pump and the electronic fan according to the real-time vehicle speed, heat source temperature and other data to achieve accurate heat dissipation control.

[0128] During the strategy application process, the temperature data of heat source components and the operating status of the cooling system are continuously monitored. If the temperature data is abnormal or the cooling effect is poor, the system should be able to automatically adjust the control strategy and issue an alarm or prompt. Based on the feedback results of real-time monitoring, the cooling control strategy is continuously optimized. At the same time, the temperature of heat source components is monitored in real time. When the temperature reaches the set over-temperature threshold, the safety monitoring mechanism is triggered.

[0129] Compared with the prior art, the embodiments of the present application have the following advantages:

[0130] 1) This application analyzes the historical operation data of the target electric vehicle in different operation scenarios, builds an operation scenario library, and builds a heat dissipation control strategy based on the current operation scenario and the heat source to be dissipated, thereby achieving precise heat dissipation control. This method can provide targeted heat dissipation solutions based on the heat source requirements in different scenarios, thereby improving heat dissipation efficiency and reducing unnecessary energy consumption.

[0131] 2) Considering the influence of the current vehicle speed on the heat dissipation effect, this application introduces a vehicle speed correction mechanism. By obtaining the current vehicle speed in real time and dynamically correcting the heat dissipation control strategy based on the linear relationship between the vehicle speed and the electronic fan duty cycle attenuation coefficient, the influence of natural wind on the heat dissipation effect is eliminated. This dynamic adjustment mechanism makes the heat dissipation control more flexible and effective.

[0132] Another embodiment of the present application provides a thermal management device for an electric vehicle. For details, see Figure 4 , Figure 4 The figure shows a schematic diagram of the structure of a thermal management device for an electric vehicle in one embodiment of the present application, which includes an analysis module 11, a construction module 12, a correction module 13, and an execution module 14, wherein:

[0133] An analysis module 11 is used to analyze historical operation data of the target electric vehicle under different operation scenarios to determine the corresponding relationship between each operation scenario and the heat source to be dissipated, and to build an operation scenario library based on the corresponding relationship;

[0134] A construction module 12 is used to input the determined current operation scenario of the target electric vehicle into the operation scenario library, and construct a heat dissipation control strategy according to the obtained current heat source to be dissipated;

[0135] A correction module 13, used for correcting the heat dissipation control strategy according to the current speed of the target electric vehicle, wherein the correction is designed to eliminate the influence of natural wind brought by the current speed on the current heat source to be dissipated;

[0136] The execution module 14 is used to execute the corrected heat dissipation control strategy.

[0137] Another embodiment of the present application provides a thermal management device for an electric vehicle, see Figure 5 , which is a structural block diagram of an electric vehicle thermal management device provided in an embodiment of the present application. The electric vehicle thermal management device provided in an embodiment of the present application includes a processor 21, a memory 22, and a computer program stored in the memory 22 and configured to be executed by the processor 21. When the processor 21 executes the computer program, the steps in the above-mentioned electric vehicle thermal management method embodiment are implemented, for example Figure 1 or, the processor 21 implements the functions of each module in the above-mentioned device embodiments, such as the analysis module 11, when executing the computer program.

[0138] Exemplarily, the computer program may be divided into one or more modules, which are stored in the memory 22 and executed by the processor 21 to complete the present application. The one or more modules may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program in the electric vehicle thermal management device. For example, the computer program may be divided into an analysis module 11, a construction module 12, a correction module 13, and an execution module 14.

[0139] The electric vehicle thermal management device may include, but is not limited to, a processor 21 and a memory 22. Those skilled in the art will appreciate that the schematic diagram is merely an example of an electric vehicle thermal management device and does not constitute a limitation on the electric vehicle thermal management device. The electric vehicle thermal management device may include more or fewer components than shown in the diagram, or may combine certain components, or different components. For example, the electric vehicle thermal management device may also include input and output devices, network access devices, buses, etc.

[0140] The processor 21 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. The processor 21 is the control center of the electric vehicle thermal management device, and uses various interfaces and lines to connect various parts of the entire electric vehicle thermal management device.

[0141] The memory 22 can be used to store the computer program and / or module, and the processor 21 realizes various functions of the electric vehicle thermal management device by running or executing the computer program and / or module stored in the memory 22, and calling the data stored in the memory 22. The memory 22 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, a phone book, etc.), etc. In addition, the memory 22 can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0142] Wherein, if the module integrated in the thermal management device of the electric vehicle is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Wherein, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0143] A person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium, and when the program is executed, it can include the processes of the embodiments of the above-mentioned methods. The storage medium can be a disk, an optical disk, a read-only memory (ROM) or a random access memory (RAM), etc.

[0144] Accordingly, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to perform the steps in the electric vehicle thermal management method of the above embodiment, for example Figure 3 Steps S1 to S4 described in .

[0145] Furthermore, an embodiment of the present application provides an electric vehicle, which includes the electric vehicle thermal management device as described in the above embodiment or the steps in the electric vehicle thermal management method as described in the above embodiment.

[0146] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A thermal management method for an electric vehicle, characterized in that: include: Analyze the historical operation data of the target electric vehicle under different operation scenarios to determine the corresponding relationship between each operation scenario and the heat source to be dissipated, and build an operation scenario library based on the corresponding relationship; Inputting the determined current operating scenario of the target electric vehicle into the operating scenario library, and constructing a heat dissipation control strategy according to the obtained current heat source to be dissipated; Correcting the heat dissipation control strategy according to the current vehicle speed of the target electric vehicle, wherein the correction is designed to eliminate the influence of natural wind brought by the current vehicle speed on the current heat source to be dissipated; The corrected heat dissipation control strategy is executed.

2. The electric vehicle thermal management method according to claim 1, characterized in that: Before inputting the determined current operating scenario of the target electric vehicle into the operating scenario library, the method further includes: Acquiring current operating status data of the target electric vehicle; Preprocessing and feature classification processing are performed on the operating status data in sequence to obtain various classification features; A logical operation is performed on each of the classification features to determine the current operating scenario of the target electric vehicle.

3. The electric vehicle thermal management method according to claim 2, characterized in that: The preprocessing includes validity determination processing and data missing processing.

4. The electric vehicle thermal management method according to claim 1, characterized in that: The heat dissipation control strategy is constructed according to the obtained current heat source to be dissipated, including: Analyze the acquired state data of the current heat source to be dissipated to obtain the heat dissipation demand of the current heat source to be dissipated; Based on the heat dissipation requirement, determining a water pump duty cycle of the target electric vehicle and an electronic fan duty cycle of the target electric vehicle respectively; The heat dissipation control strategy is constructed based on the water pump duty cycle and the electronic fan duty cycle.

5. The electric vehicle thermal management method according to claim 4, characterized in that: The heat source to be dissipated currently includes at least a first heat source and a second heat source; The step of analyzing the acquired state data of the current heat source to be dissipated to obtain the heat dissipation requirement of the current heat source to be dissipated includes: Acquire first state data of the first heat source, and acquire second state data of the second heat source; The first state data and the second state data are compared and analyzed, and the heat dissipation demand of the current heat source to be dissipated is determined according to the analysis result.

6. The electric vehicle thermal management method according to claim 1, characterized in that: The correcting the heat dissipation control strategy according to the current speed of the target electric vehicle includes: Inputting the current vehicle speed into a pre-established linear relationship between the vehicle speed of the electric vehicle and the duty cycle attenuation coefficient of the electronic fan to obtain a corresponding duty cycle attenuation coefficient; According to the duty cycle attenuation coefficient, the duty cycle of the electronic fan of the electric vehicle in the heat dissipation control strategy is corrected to achieve correction of the heat dissipation control strategy; wherein the duty cycle attenuation coefficient is expressed as: Among them, a(v) represents the attenuation coefficient, and v represents the current vehicle speed.

7. A thermal management device for an electric vehicle, characterized in that: include: An analysis module, used for analyzing historical operation data of the target electric vehicle under different operation scenarios to determine the corresponding relationship between each operation scenario and the heat source to be dissipated, and building an operation scenario library based on the corresponding relationship; A construction module, used for inputting the determined current operation scenario of the target electric vehicle into the operation scenario library, and constructing a heat dissipation control strategy according to the obtained current heat source to be dissipated; A correction module, used for correcting the heat dissipation control strategy according to the current vehicle speed of the target electric vehicle, wherein the correction is designed to eliminate the influence of natural wind brought by the current vehicle speed on the current heat source to be dissipated; An execution module is used to execute the corrected heat dissipation control strategy.

8. An electric vehicle thermal management device, characterized in that: The invention comprises a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, wherein the processor implements the electric vehicle thermal management method according to any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, wherein when the device where the computer-readable storage medium is located executes the computer program, the electric vehicle thermal management method according to any one of claims 1 to 6 is implemented.

10. An electric vehicle, characterized in that: The electric vehicle comprises the electric vehicle thermal management device according to claim 8 or the electric vehicle thermal management method according to any one of claims 1 to 6.

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