A control logic method for thermal management system of electric vehicle

Abstract

The present invention relates to the field of electric vehicle control technology, and discloses a control logic method for an electric vehicle thermal management system, including an electric vehicle thermal management system control system, including a CAN control module, the CAN control module is connected with a PTC module, an evaporator, an electric compressor, a battery expansion valve, a water pump and a cooler, and the electric compressor provides power for the flow of refrigerant in refrigeration. The thermal management requirements of the whole machine of the present invention include thermal management of the battery and thermal management of the cab. The two parts can work separately or simultaneously. When the two parts are working, the energy consumed by the main component electric compressor is considerable, so that the two parts can dynamically distribute the cooling capacity to ensure that the electric compressor can provide suitable power. The electromagnetic expansion valve adjusts the superheat of the evaporator, and the electronic expansion valve adjusts the superheat of the entire system.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle control, and in particular to a control logic method for a thermal management system of an electric vehicle. Background Art

[0002] Electric drive systems are widely used in new energy vehicles. As the only energy supply device for the vehicle, the battery will generate heat during the charging / discharging process, causing the battery temperature to rise. When the temperature reaches a certain temperature, the battery charging / discharging efficiency will be greatly reduced. Therefore, the battery needs to be cooled to keep the battery temperature within an appropriate range.

[0003] Electric vehicles also need the air conditioning system that is standard on traditional vehicles for cooling or heating to meet the comfort requirements of drivers and passengers. However, the compressor of the air conditioning system is driven by electricity for cooling, while it relies on electric heating for heating.

[0004] When electric vehicles are working, battery cooling is the core demand of the vehicle and must be met first, but the cooling / heating needs of the air conditioning system must also be taken into account. If both are sufficient, the core component of the system, the electric compressor, needs to have a large displacement, which will accelerate the consumption of battery power when the compressor is working, and the temperature rise of the battery will accelerate, which is not an economical method. Therefore, a control logic method for the thermal management system of electric vehicles is proposed. Summary of the invention

[0005] In order to solve the technical problem that the existing electric vehicle control technology is insufficient, the present invention provides a control logic method for a thermal management system of an electric vehicle.

[0006] The present invention is implemented by the following technical scheme: a control system of a thermal management system of an electric vehicle, comprising a CAN control module, wherein the CAN control module is connected to a PTC module, an evaporator, an electric compressor, a battery expansion valve, a water pump and a cooler.

[0007] As a further improvement of the above solution, the electric compressor provides power for the flow of refrigerant in refrigeration;

[0008] The electromagnetic expansion valve includes a mechanical expansion valve and an electromagnetic valve K-1 arranged at the inlet of the mechanical expansion valve. The electromagnetic valve K-1 is used to control the inflow of the refrigerant. The mechanical expansion valve controls the inflow of the refrigerant by pressure.

[0009] The cooler includes an electronic expansion valve and a plate heat exchanger for controlling the flow of refrigerant;

[0010] The evaporator includes a cooling and heating core;

[0011] The pump provides power for the water circulation;

[0012] The CAN control module is used to receive information and send execution instructions through calculation;

[0013] The PTC module is used to provide a heat source.

[0014] As a further improvement of the above scheme, the C15 pin of the CAN control module is connected to the No. 1 pin of the PTC module, the K1 pin of the solenoid valve K-1 is connected to the C6 pin of the CAN control module, the K2 pin of the solenoid valve K-1 is connected to the No. 1 pin of the air adjustment relay K6 in the evaporator, the No. 7 pin of the electric compressor and the C1 pin of the CAN control module, the fan F1 of the evaporator is connected to the C2 pin of the CAN control module, the No. 2 pin of the water pump and the No. 2 and No. 5 pins of the cooler, the No. 2 pin of the electric compressor is connected to the C8 pin of the CAN control module, the No. 1 pin of the electric compressor is connected to the C7 pin of the CAN control module, the No. 3 pin of the water pump is connected to the C11 pin of the CAN control module, the No. 4 pin of the water pump is connected to the C16 pin of the CAN control module, the No. 1 pin of the cooler is connected to the C17 pin of the CAN control module, the No. 3 pin of the cooler is connected to the C18 pin of the CAN control module, the No. 4 pin of the cooler is connected to the C19 pin of the CAN control module, and the No. 6 pin of the cooler is connected to the C20 pin of the CAN control module.

[0015] As a further improvement of the above scheme, it also includes a sensor module, a pre-charging module, a host control module and an adjustment component, and the CAN control module is connected with the sensor module, the pre-charging module, the host control module and the adjustment component;

[0016] Pin 2 of the return air outlet sensor Q1, pin 2 of the outdoor temperature sensor Q2, pin 2 of the defrost temperature sensor Q3, pin 2 of the high-pressure side pressure sensor Q4, pin 2 of the low-pressure side refrigerant temperature sensor Q5, and pin 2 of the low-pressure side pressure sensor Q6 of the sensor module are all connected to pin C2 of the CAN control module;

[0017] Pin 1 of the return air outlet sensor Q1 is connected to pin C9 of the CAN control module, pin 1 of the outdoor temperature sensor Q2 is connected to pin C3 of the CAN control module, pin 1 of the defrost temperature sensor Q3 is connected to pin C23 of the CAN control module, pin 3 of the high-pressure side pressure sensor Q4 is connected to pin C21 of the CAN control module, pin 1 of the low-pressure side refrigerant temperature sensor Q5 is connected to pin C4 of the CAN control module, and pin 3 of the low-pressure side pressure sensor Q6 is connected to pin C10 of the CAN control module;

[0018] Pin 1 of the high-pressure side pressure sensor Q4 and pin 1 of the low-pressure side pressure sensor Q6 are both connected to pin C14 of the CAN control module;

[0019] Pin 1 of the switch K2 of the regulating component is connected to pin C22 of the CAN control module, pin 1 of the refrigeration regulating switch K3 of the regulating component is connected to pin C13 of the CAN control module, pin 2 of the mode switch K4 of the regulating component is connected to pin C12 of the CAN control module, pin C2 of the CAN control module is connected to resistor R2, pin 3 of switch K2, transistor T1, defog lamp L1, refrigeration lamp L2, transistor T2, heating lamp L3, and transistor T3, pin B of the three-speed wind speed switch K5 is connected to pin C1 of the CAN control module, pin H of the three-speed wind speed switch K5 is connected to pin 3 of the air regulating relay K6, pin M of the three-speed wind speed switch K5 is connected to pin 2 of the speed regulating resistor R6, and pin L of the three-speed wind speed switch K5 is connected to pin 1 of the speed regulating resistor R6.

[0020] As a further improvement of the above scheme, pin 2 of the PTC module is connected to pin 4 of switch K2, pin 4 of mode switch K4, resistor R5, and transistor T3, pin 3 of the PTC module is connected to pin 1 of water pump relay K10, and pin 4 of the PTC module is connected to pin 3 of the electric compressor, resistor R10, capacitor C1, and the negative electrode of the host control module;

[0021] Pin 2 of relay K11 of the pre-charging module is connected to pin C5 of the CAN control module, pin 3 of relay K11 is connected to pin C1 of the CAN control module, and pin 1 of relay K11 and transistor T4 are connected to pin 1 of K9.

[0022] As a further improvement of the above scheme, pin 8 of the electric compressor is connected to pin C2 of the CAN control module, and pin 4 of the electric compressor is connected to capacitor C1, resistor R11, pin 4 of relay K11, and resistor R9 of the pre-charging module.

[0023] As a further improvement of the above solution, pin 1 of the water pump is connected to pin 4 of the battery water pump relay K8.

[0024] A control logic method for a thermal management system of an electric vehicle comprises the following steps:

[0025] S1 pump start-up management strategy;

[0026] S2 cab heating management strategy;

[0027] S3 cab demisting management strategy;

[0028] S4 driver cab cooling management strategy.

[0029] As a further improvement of the above scheme, in the S1 water pump start-up management strategy, the water pump start-up demand is first determined, and the water pump is started when the whole battery thermal management demand starts the self-circulation mode or the average temperature of the battery pack is greater than or equal to 25 degrees or the maximum temperature of the battery pack is greater than or equal to 30 degrees; at the first startup, the electronic expansion valve is delayed to start, and then the water pump speed is adjusted according to the water pump speed demand. When there is no demand for the whole battery thermal management, the water pump is turned off. When there is a demand for the whole battery thermal management, the water pump speed is adjusted according to the speed demand. At the same time, the water pump fault is checked. When a water pump fault signal is issued, the water pump stops working. When there is no fault signal of the water pump, the water pump is started at a speed-controlled manner.

[0030] In the S2 driver's cab heating management strategy, whether to heat is determined based on the heating mode signal, the heating signal record content, the battery pack power and the battery pack temperature, and then the PTC module is controlled to perform heating operations according to the heating requirements.

[0031] As a further improvement of the above scheme, in the S3 driver's cab defogger management strategy, whether defogger operation is needed is determined based on the defogger request content, battery pack temperature and battery pack power, and whether the defogger operation is normal is determined in combination with the outdoor temperature sensor.

[0032] In the S4 driver's cab cooling management strategy, whether cooling operation is needed is determined based on the cooling request content, battery pack temperature and battery pack power, and whether the operation is normal is determined in combination with the status of the defrost and indoor temperature sensors.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] 1. The thermal management requirements of the whole machine of the present invention include thermal management of the battery and thermal management of the cab. The two parts can work separately or simultaneously. When the two parts are working, the energy consumed by the main component electric compressor is very considerable, so that the cooling capacity is dynamically distributed between the two parts.

[0035] 2. By precisely controlling the opening of the electronic expansion valve and the number of revolutions of the compressor, the thermal management requirements of the entire machine can be met with minimal energy consumption. The electromagnetic expansion valve for cab cooling can control the cab cooling effect, and the electronic expansion valve is used for battery pack heat dissipation.

[0036] 3. Ensure that the electric compressor can provide appropriate power, the electromagnetic expansion valve adjusts the superheat of the evaporator, and the electronic expansion valve adjusts the superheat of the entire system. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A system diagram of a thermal management system control system for an electric vehicle provided by the present invention;

[0038] Figure 2An overall flow chart of a control logic method for an electric vehicle thermal management system provided by the present invention;

[0039] Figure 3 A flow chart of the water pump startup management strategy provided by the present invention;

[0040] Figure 4 A flow chart of the driver's cab heating management strategy provided by the present invention;

[0041] Figure 5 A flow chart of the driver's cab demisting management strategy provided by the present invention;

[0042] Figure 6 A flow chart of the driver's cab cooling management strategy provided by the present invention. DETAILED DESCRIPTION

[0043] The present invention is further described below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that, under the premise of no conflict, the various embodiments or technical features described below can be arbitrarily combined to form a new embodiment.

[0044] Embodiment 1:

[0045] Please combine Figure 1-Figure 6 , a control system of a thermal management system of an electric vehicle of this embodiment includes a CAN control module, the CAN control module is connected to a PTC module, an evaporator, an electric compressor, a battery expansion valve, a water pump and a cooler.

[0046] The electric compressor provides power for the flow of refrigerant in refrigeration;

[0047] The electromagnetic expansion valve includes a mechanical expansion valve and an electromagnetic valve K-1 arranged at the inlet of the mechanical expansion valve. The electromagnetic valve K-1 is used to control the inflow of the refrigerant. The mechanical expansion valve controls the inflow of the refrigerant by pressure.

[0048] The cooler includes an electronic expansion valve and a plate heat exchanger for controlling the flow of refrigerant;

[0049] The evaporator includes a cooling and heating core;

[0050] The pump provides power for the water circulation;

[0051] The CAN control module is used to receive information and send execution instructions through calculation;

[0052] The PTC module is used to provide a heat source.

[0053] Pin C15 of the CAN control module is connected to pin 1 of the PTC module, pin K1 of the solenoid valve K-1 is connected to pin C6 of the CAN control module, pin K2 of the solenoid valve K-1 is connected to pin 1 of the air adjustment relay K6 in the evaporator, pin 7 of the electric compressor and pin C1 of the CAN control module, fan F1 of the evaporator is connected to pin C2 of the CAN control module, pin 2 of the water pump and pins 2 and 5 of the cooler, pin 2 of the electric compressor is connected to pin C8 of the CAN control module, pin 1 of the electric compressor is connected to pin C7 of the CAN control module, pin 3 of the water pump is connected to pin C11 of the CAN control module, pin 4 of the water pump is connected to pin C16 of the CAN control module, pin 1 of the cooler is connected to pin C17 of the CAN control module, pin 3 of the cooler is connected to pin C18 of the CAN control module, pin 4 of the cooler is connected to pin C19 of the CAN control module, and pin 6 of the cooler is connected to pin C20 of the CAN control module.

[0054] Embodiment 2:

[0055] A control system for a thermal management system of an electric vehicle, further comprising a sensor module, a pre-charging module, a host control module and an adjustment component, wherein a CAN control module is connected to the sensor module, the pre-charging module, the host control module and the adjustment component;

[0056] Pin 2 of the return air outlet sensor Q1, pin 2 of the outdoor temperature sensor Q2, pin 2 of the defrost temperature sensor Q3, pin 2 of the high-pressure side pressure sensor Q4, pin 2 of the low-pressure side refrigerant temperature sensor Q5, and pin 2 of the low-pressure side pressure sensor Q6 of the sensor module are all connected to pin C2 of the CAN control module;

[0057] Pin 1 of the return air outlet sensor Q1 is connected to pin C9 of the CAN control module, pin 1 of the outdoor temperature sensor Q2 is connected to pin C3 of the CAN control module, pin 1 of the defrost temperature sensor Q3 is connected to pin C23 of the CAN control module, pin 3 of the high-pressure side pressure sensor Q4 is connected to pin C21 of the CAN control module, pin 1 of the low-pressure side refrigerant temperature sensor Q5 is connected to pin C4 of the CAN control module, and pin 3 of the low-pressure side pressure sensor Q6 is connected to pin C10 of the CAN control module;

[0058] Pin 1 of the high-pressure side pressure sensor Q4 and pin 1 of the low-pressure side pressure sensor Q6 are both connected to pin C14 of the CAN control module;

[0059] Pin 1 of the switch K2 of the regulating component is connected to pin C22 of the CAN control module, pin 1 of the refrigeration regulating switch K3 of the regulating component is connected to pin C13 of the CAN control module, pin 2 of the mode switch K4 of the regulating component is connected to pin C12 of the CAN control module, pin C2 of the CAN control module is connected to resistor R2, pin 3 of switch K2, transistor T1, defog lamp L1, refrigeration lamp L2, transistor T2, heating lamp L3, and transistor T3, pin B of the three-speed wind speed switch K5 is connected to pin C1 of the CAN control module, pin H of the three-speed wind speed switch K5 is connected to pin 3 of the air regulating relay K6, pin M of the three-speed wind speed switch K5 is connected to pin 2 of the speed regulating resistor R6, and pin L of the three-speed wind speed switch K5 is connected to pin 1 of the speed regulating resistor R6.

[0060] Pin 2 of the PTC module is connected to pin 4 of switch K2, pin 4 of mode switch K4, resistor R5, and transistor T3; pin 3 of the PTC module is connected to pin 1 of water pump relay K10; pin 4 of the PTC module is connected to pin 3 of the electric compressor, resistor R10, capacitor C1, and the negative electrode of the host control module;

[0061] Pin 2 of relay K11 of the pre-charging module is connected to pin C5 of the CAN control module, pin 3 of relay K11 is connected to pin C1 of the CAN control module, and pin 1 of relay K11 and transistor T4 are connected to pin 1 of K9.

[0062] Pin 8 of the electric compressor is connected to pin C2 of the CAN control module, and pin 4 of the electric compressor is connected to capacitor C1, resistor R11, pin 4 of relay K11, and resistor R9 of the pre-charge module.

[0063] Pin 1 of the water pump is connected to pin 4 of the battery water pump relay K8.

[0064] Embodiment 3:

[0065] A control logic method for a thermal management system of an electric vehicle, characterized by comprising the following steps:

[0066] S1 pump start-up management strategy;

[0067] S2 cab heating management strategy;

[0068] S3 cab demisting management strategy;

[0069] S4 driver cab cooling management strategy.

[0070] B2T_RQ_SetMode_A represents the thermal management requirements of the battery of the whole machine. =0 means no requirement, =1 means cooling requirement. =2 means heating requirement, =3 means starting the self-circulation mode;

[0071] B2V_ST1_EMS_HVStatus represents the current high voltage status of the whole machine. =2 means the whole machine is at high voltage.

[0072] Soc represents the battery pack capacity;

[0073] B2V_ST1_DCChrgConnectSt represents the DC charging gun connection status. =0 means the whole machine is in a non-charging state, =1 or 2 means the whole machine is in a charging state;

[0074] Tmax represents the maximum temperature of the battery pack, and Tmean represents the average temperature of the battery pack

[0075] In the S1 water pump start-up management strategy, the water pump start-up demand is first determined. The water pump starts when the whole battery thermal management needs to start the self-circulation mode or the average temperature of the battery pack is greater than or equal to 25 degrees or the maximum temperature of the battery pack is greater than or equal to 30 degrees. At the first startup, the electronic expansion valve is delayed to start, and then the water pump speed is adjusted according to the water pump speed demand. When there is no demand for the whole battery thermal management, the water pump is turned off. When there is a demand for the whole battery thermal management, the water pump speed is adjusted according to the speed demand. At the same time, the water pump fault is checked. When the water pump fault signal is issued, the water pump stops working. When there is no fault signal of the water pump, the water pump starts at a controlled speed.

[0076] In the S2 driver's cab heating management strategy, whether to heat is determined based on the heating mode signal, the heating signal record content, the battery pack power and the battery pack temperature, and then the PTC module is controlled to perform heating operations according to the heating requirements.

[0077] In the S3 driver's cab defog management strategy, whether defog operation is needed is determined based on the defog request content, battery pack temperature and battery pack power, and whether the defog operation is normal is determined in combination with the outdoor temperature sensor.

[0078] In the S4 driver's cab cooling management strategy, whether cooling operation is needed is determined based on the cooling request content, battery pack temperature and battery pack power, and whether the operation is normal is determined in combination with the status of the defrost and indoor temperature sensors.

[0079] When the temperature of the battery pack rises and needs to be cooled down (cooler cooling), the CAN control module sends a working signal to the electronic expansion valve and a speed demand to the electric compressor through logical operations. At the same time, it continuously determines whether the cooling demand condition is met. If the cooling demand condition is met, it continuously sends control signals to the electronic expansion valve and the compressor; if the cooling demand condition is not met, it sends a closing signal to the electronic expansion valve and a signal that the speed demand is zero to the compressor.

[0080] When the cab needs cooling, the CAN control module sends a speed demand to the electric compressor through logical operations. At the same time, it continuously determines whether the cooling demand conditions are met. If the cooling demand conditions are met, it continuously sends a control signal to the compressor; if the cooling demand conditions are not met, it sends a signal that the speed demand is zero to the compressor and chooses whether to close the electromagnetic expansion valve according to the cooling demand of the battery pack.

[0081] When the cab needs to be heated, the CAN control module sends a working signal to the PTC module through logical operations. At the same time, it continuously determines whether the cab needs heating conditions. If the heating conditions are met, it continuously sends a working signal to the PTC module; if the heating conditions are not met, the PTC module is turned off.

[0082] When the cab needs to be defogged, the CAN control module determines through logical operations whether to start cooling only or cooling and heating at the same time. The cooling or heating operation is the same as the driving cooling or heating operation.

[0083] The refrigeration maintenance (refrigerant filling) mode is started, and the CAN control module conditionally starts the cab refrigeration for 5 minutes through logical operations.

[0084] When the electric compressor is working, the CAN control module needs to start the compressor through logical operations. First, it determines whether the starting conditions are met. If not, the compressor will not be started and it will continue to determine whether the starting conditions are met. If they are met, the compressor will be started according to the pre-set steps. After the compressor is started, the high and low pressure signals are used to determine whether the operating conditions are met. If not, the compressor will be turned off. If they are met, the compressor's operating speed will be determined based on the battery pack temperature and the cab cooling requirements.

[0085] The thermal management requirements of the whole machine include thermal management of the battery (temperature control of the battery pack) and thermal management of the cab (cooling and heating). The two parts can work separately or simultaneously. When the two parts are working, the energy consumed by the main component electric compressor is considerable. According to our analysis, the time when the two parts work at the same time to achieve the maximum performance requirements is not much, so we can choose a relatively small electric compressor, and control the expansion valve by programming to achieve dynamic distribution of cooling capacity between the two parts.

[0086] When one part is working, the expansion valve of the other part is closed to achieve the effect of single system operation. When the two parts are working at the same time, the opening of the two expansion valves in the system is dynamically adjusted to meet the needs of the two parts at the same time.

[0087] By precisely controlling the opening of the electronic expansion valve and the number of revolutions of the compressor, the thermal management requirements of the entire machine can be met with minimal energy consumption. The electromagnetic expansion valve used for cab cooling can control the cab cooling effect, and the electronic expansion valve is used for battery pack heat dissipation.

[0088] Ensure that the electric compressor can provide appropriate power, the electromagnetic expansion valve adjusts the superheat of the evaporator, and the electronic expansion valve adjusts the superheat of the entire system.

[0089] The above-mentioned embodiments are only preferred embodiments of the present invention and cannot be used to limit the scope of protection of the present invention. Any non-substantial changes and substitutions made by technicians in this field on the basis of the present invention shall fall within the scope of protection required by the present invention.

Claims

1. A control system for a thermal management system of an electric vehicle, characterized in that: The invention comprises a CAN control module, wherein the CAN control module is connected with a PTC module, an evaporator, an electric compressor, a battery expansion valve, a water pump and a cooler.

2. The electric vehicle thermal management system control system according to claim 1, characterized in that: The electric compressor provides power for the flow of refrigerant in refrigeration; The electromagnetic expansion valve includes a mechanical expansion valve and an electromagnetic valve K-1 arranged at the inlet of the mechanical expansion valve. The electromagnetic valve K-1 is used to control the inflow of the refrigerant. The mechanical expansion valve controls the inflow of the refrigerant by pressure. The cooler includes an electronic expansion valve and a plate heat exchanger for controlling the flow of refrigerant; The evaporator includes a cooling and heating core; The pump provides power for the water circulation; The CAN control module is used to receive information and send execution instructions through calculation; The PTC module is used to provide a heat source.

3. The electric vehicle thermal management system control system according to claim 1, characterized in that: The C15 pin of the CAN control module is connected to the No. 1 pin of the PTC module, the K1 pin of the solenoid valve K-1 is connected to the C6 pin of the CAN control module, the K2 pin of the solenoid valve K-1 is connected to the No. 1 pin of the air adjustment relay K6 in the evaporator, the No. 7 pin of the electric compressor and the C1 pin of the CAN control module, the fan F1 of the evaporator is connected to the C2 pin of the CAN control module, the No. 2 pin of the water pump and the No. 2 and No. 5 pins of the cooler, the No. 2 pin of the electric compressor is connected to the C8 pin of the CAN control module, the No. 1 pin of the electric compressor is connected to the C7 pin of the CAN control module, the No. 3 pin of the water pump is connected to the C11 pin of the CAN control module, the No. 4 pin of the water pump is connected to the C16 pin of the CAN control module, the No. 1 pin of the cooler is connected to the C17 pin of the CAN control module, the No. 3 pin of the cooler is connected to the C18 pin of the CAN control module, the No. 4 pin of the cooler is connected to the C19 pin of the CAN control module, and the No. 6 pin of the cooler is connected to the C20 pin of the CAN control module.

4. The electric vehicle thermal management system control system according to claim 1, characterized in that: It also includes a sensor module, a pre-charge module, a host control module and an adjustment component, and the CAN control module is connected with the sensor module, the pre-charge module, the host control module and the adjustment component; Pin 2 of the return air outlet sensor Q1, pin 2 of the outdoor temperature sensor Q2, pin 2 of the defrost temperature sensor Q3, pin 2 of the high-pressure side pressure sensor Q4, pin 2 of the low-pressure side refrigerant temperature sensor Q5, and pin 2 of the low-pressure side pressure sensor Q6 of the sensor module are all connected to pin C2 of the CAN control module; Pin 1 of the return air outlet sensor Q1 is connected to pin C9 of the CAN control module, pin 1 of the outdoor temperature sensor Q2 is connected to pin C3 of the CAN control module, pin 1 of the defrost temperature sensor Q3 is connected to pin C23 of the CAN control module, pin 3 of the high-pressure side pressure sensor Q4 is connected to pin C21 of the CAN control module, pin 1 of the low-pressure side refrigerant temperature sensor Q5 is connected to pin C4 of the CAN control module, and pin 3 of the low-pressure side pressure sensor Q6 is connected to pin C10 of the CAN control module; Pin 1 of the high-pressure side pressure sensor Q4 and pin 1 of the low-pressure side pressure sensor Q6 are both connected to pin C14 of the CAN control module; Pin 1 of the switch K2 of the regulating component is connected to pin C22 of the CAN control module, pin 1 of the refrigeration regulating switch K3 of the regulating component is connected to pin C13 of the CAN control module, pin 2 of the mode switch K4 of the regulating component is connected to pin C12 of the CAN control module, pin C2 of the CAN control module is connected to resistor R2, pin 3 of switch K2, transistor T1, defog lamp L1, refrigeration lamp L2, transistor T2, heating lamp L3, and transistor T3, pin B of the three-speed wind speed switch K5 is connected to pin C1 of the CAN control module, pin H of the three-speed wind speed switch K5 is connected to pin 3 of the air regulating relay K6, pin M of the three-speed wind speed switch K5 is connected to pin 2 of the speed regulating resistor R6, and pin L of the three-speed wind speed switch K5 is connected to pin 1 of the speed regulating resistor R6.

5. The electric vehicle thermal management system control system according to claim 1, characterized in that: Pin 2 of the PTC module is connected to pin 4 of switch K2, pin 4 of mode switch K4, resistor R5, and transistor T3; pin 3 of the PTC module is connected to pin 1 of water pump relay K10; pin 4 of the PTC module is connected to pin 3 of the electric compressor, resistor R10, capacitor C1, and the negative electrode of the host control module; Pin 2 of relay K11 of the pre-charging module is connected to pin C5 of the CAN control module, pin 3 of relay K11 is connected to pin C1 of the CAN control module, and pin 1 of relay K11 and transistor T4 are connected to pin 1 of K9.

6. The electric vehicle thermal management system control system according to claim 1, characterized in that: Pin 8 of the electric compressor is connected to pin C2 of the CAN control module, and pin 4 of the electric compressor is connected to capacitor C1, resistor R11, pin 4 of relay K11, and resistor R9 of the pre-charging module.

7. The electric vehicle thermal management system control system according to claim 1, characterized in that: Pin 1 of the water pump is connected to pin 4 of the battery water pump relay K8.

8. A control logic method for a thermal management system of an electric vehicle, characterized in that: The following steps are involved: S1 pump start-up management strategy; S2 cab heating management strategy; S3 cab demisting management strategy; S4 driver cab cooling management strategy.

9. The electric vehicle thermal management system control system according to claim 1, characterized in that: In the S1 water pump start-up management strategy, the water pump start-up demand is first determined. The water pump starts when the whole battery thermal management demand starts the self-circulation mode or the average temperature of the battery pack is greater than or equal to 25 degrees or the maximum temperature of the battery pack is greater than or equal to 30 degrees; at the first start-up, the electronic expansion valve is delayed to start, and then the water pump speed is adjusted according to the water pump speed demand. When there is no demand for the whole battery thermal management, the water pump is turned off. When there is a demand for the whole battery thermal management, the water pump speed is adjusted according to the speed demand. At the same time, the water pump fault is checked. When the water pump fault signal is issued, the water pump stops working. When there is no fault signal of the water pump, the water pump starts at a speed-controlled manner. In the S2 driver's cab heating management strategy, whether to heat is determined based on the heating mode signal, the heating signal record content, the battery pack power and the battery pack temperature, and then the PTC module is controlled to perform heating operations according to the heating requirements.

10. The electric vehicle thermal management system control logic method according to claim 1, characterized in that: In the S3 driver's cab defog management strategy, whether a defog operation is required is determined based on the defog request content, battery pack temperature, and battery pack power, and whether the defog operation is normal is determined in combination with the outdoor temperature sensor. In the S4 driver's cab cooling management strategy, whether cooling operation is needed is determined based on the cooling request content, battery pack temperature and battery pack power, and whether the operation is normal is determined in combination with the status of the defrost and indoor temperature sensors.

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