Thermal management control method, control device, thermal management system, vehicle, storage medium and program product
By monitoring the inlet pressure of the compressor, we can determine whether the temperature of the heating medium meets the battery heating needs, and intelligently control the motor's active heating function, solving the additional energy consumption problem caused by the active heating of the motor in low temperature environments in the existing technology, and achieving the effect of reducing energy consumption while ensuring battery performance.
Patent Information
- Application Number
- CN202411393135.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-30
- Publication Date
- 2025-04-11
AI Technical Summary
The prior art will turn on the motor to actively heat in low temperature environments, resulting in additional energy consumption.
By obtaining the inlet pressure of the compressor, determine whether the heating medium temperature of the second heating circuit meets the battery heating needs, and turn on or off the active heating function of the motor.
When the thermal management system has met the battery heating needs, avoid unnecessary active motor heating to reduce energy consumption loss.
Smart Images
Figure CN119795832A_ABST
Abstract
Description
Technical Field
[0001] The present application belongs to the technical field of battery heating, and in particular, relates to a thermal management control method, a control device, a thermal management system, a vehicle, a computer-readable storage medium, and a computer program product. Background Art
[0002] The performance of the battery is greatly affected by the operating temperature. In cold areas or cold seasons, the performance of the battery will be significantly reduced. Therefore, in order to avoid the impact of temperature on the performance of the battery, the battery is generally heated. There is currently a solution that uses motor operation for active heating. However, the related technology is that when the ambient temperature is low, the motor will be turned on for active heating, which will bring additional energy consumption in scenarios such as when the heat currently generated by the system is sufficient to heat the battery. Summary of the invention
[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a thermal management control method, a thermal management control device, a thermal management system, a vehicle, a computer-readable storage medium and a computer program product, which can avoid the extra energy consumption caused by unnecessary active heating of the motor.
[0004] In a first aspect, the present application provides a thermal management control method, which is applied to a thermal management system, wherein the thermal management system includes a first heating circuit and a second heating circuit capable of performing heat exchange, wherein the first heating circuit includes a compressor and a battery heating plate, and the second heating circuit includes a motor, and the method includes turning on or off an active heating function of the motor based on an inlet pressure of the compressor.
[0005] In a second aspect, the present application provides a control device, including a processor and a memory, wherein the memory stores a computer program, and when the processor executes the computer program, the above-mentioned thermal management control method is implemented.
[0006] In a third aspect, the present application provides a thermal management system, comprising a first heating circuit capable of heat exchange, a second heating circuit, and the above-mentioned control device, wherein the first heating circuit comprises a compressor and a battery heating plate, and the second heating circuit comprises a motor.
[0007] In a fourth aspect, the present application provides a vehicle, comprising the above-mentioned thermal management system and a battery; or, comprising the above-mentioned control device and a battery.
[0008] In a fifth aspect, the present application provides a non-transitory computer-readable storage medium having a computer program stored thereon, which implements the above-mentioned thermal management control method when executed by a processor.
[0009] In a sixth aspect, the present application provides a computer program product, including a computer program, which implements the above-mentioned thermal management control method when executed by a processor.
[0010] The thermal management control method, control device, thermal management system, vehicle, computer-readable storage medium and computer program product provided by the embodiments of the present application, the first heating circuit and the second heating circuit of the thermal management system will exchange heat to heat the refrigerant in the second heating circuit, the temperature of the heating medium in the second heating circuit and the refrigerant in the second heating circuit are positively correlated, and the inlet pressure of the compressor is positively correlated with the inlet refrigerant, therefore, the inlet pressure of the compressor and the temperature of the heating medium in the second heating circuit are positively correlated.
[0011] Based on this, by obtaining the inlet pressure of the compressor, the temperature of the heating medium of the second heating circuit is quickly determined, thereby determining whether the temperature of the heating medium of the second heating circuit meets the battery heating requirements (such as whether the temperature of the heating medium of the second heating circuit can heat the battery to the target temperature that meets the performance requirements), thereby turning on or off the active heating function of the motor. In the case where the operation of the thermal management system itself has met the battery heating requirements, there is no need to turn on the active heating function of the motor; and in the case where the operation of the thermal management system itself cannot meet the battery heating requirements, it is necessary to turn on the active heating function of the motor. In this way, unnecessary energy loss can be avoided while ensuring battery performance.
[0012] Additional aspects and advantages of the embodiments of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:
[0014] Figure 1 is an application scenario diagram of the thermal management control method provided in an embodiment of the present application;
[0015] Figure 2 is a first flow chart of the thermal management control method provided in an embodiment of the present application;
[0016] Figure 3 is a second flow chart of the thermal management control method provided in an embodiment of the present application;
[0017] Figure 4 is a third flow chart of the thermal management control method provided in an embodiment of the present application;
[0018] Figure 5is a fourth flow chart of the thermal management control method provided in an embodiment of the present application;
[0019] Figure 6 is a fifth flow chart of the thermal management control method provided in an embodiment of the present application;
[0020] Figure 7 is a sixth flow chart of the thermal management control method provided in an embodiment of the present application;
[0021] Figure 8 is a seventh flow chart of the thermal management control method provided in an embodiment of the present application;
[0022] Fig. 9 It is a module schematic diagram of the thermal management control device provided in an embodiment of the present application. DETAILED DESCRIPTION
[0023] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.
[0024] For ease of understanding, the technical background and application scenarios of this application are first introduced below:
[0025] Battery heating is a method of heating the battery by external means to improve the performance of the battery in low temperature environments. Under low temperature conditions, the chemical reaction rate of the battery slows down and the internal resistance increases, resulting in a decrease in battery capacity and weakened performance. Therefore, battery heating technology is particularly important in electric vehicles, drones, portable electronic devices and other applications that need to work in low temperature environments.
[0026] The purposes of battery heating are as follows:
[0027] (1) Increase battery capacity: Low temperature will cause the battery capacity to decrease, and heating can restore the rated capacity of the battery.
[0028] (2) Reduce internal resistance: Heating can reduce the viscosity of the electrolyte, reduce internal resistance, and thus increase the output power of the battery.
[0029] (3) Extending battery life: Charging at low temperatures may cause lithium ions in lithium-ion batteries to deposit on the surface of the negative electrode, forming lithium dendrites. Heating can reduce this risk and extend battery life.
[0030] (4) Speed up charging: Batteries charge more efficiently in a warm environment, and heating can help speed up charging.
[0031] (5) Prevent condensation: Heating can prevent condensation from forming inside the battery and avoid electrical failures.
[0032] Motor Active Heating for Battery Warming is a technology that indirectly heats the battery through the heat generated by the motor. This method uses the waste heat generated by the motor to increase the battery temperature, thereby improving the battery's performance in low temperature environments.
[0033] The motor generates a certain amount of heat when it is working, which is usually dissipated as waste heat. However, in a low temperature environment, this heat can be transferred to the battery through an appropriate thermal management system to increase the battery temperature. This method can not only improve the performance of the battery, but also make full use of the waste heat generated by the motor to improve the energy efficiency of the entire system.
[0034] When the motor is running, there are field excitation current and torque current, which are two important parameters to describe the working characteristics of the motor. They correspond to different electrical and mechanical processes in the motor, and are of great significance to the performance and control of the motor.
[0035] The excitation current refers to the current applied to the motor field winding. For DC motors, the excitation current is mainly used to generate the magnetic field; while for AC motors, especially synchronous motors and permanent magnet synchronous motors (PMSM), the excitation current is used to maintain or control the motor's magnetic field.
[0036] Optionally, the greater the excitation current, the greater the heat generated when the motor is working, and vice versa. Therefore, by actively increasing the excitation current, the heat generated when the motor is running is increased, so as to improve the heating efficiency of the battery by the motor's active heating.
[0037] Among them, torque current refers to the current applied to the armature winding or stator winding of the motor. This part of the current is directly related to the torque generated by the motor. The function of torque current is to generate torque and drive the motor to rotate.
[0038] Generally, when the motor is operating normally to drive other components, the excitation current will be reduced as much as possible to avoid unnecessary energy consumption.
[0039] At present, the heat generated by the motor when it is running is generally fully utilized and transferred to the battery to achieve battery heating. Although some heat is generated when the motor is operating normally, this heat may not be enough to heat the battery to the target temperature (such as the temperature that meets the battery performance requirements). Therefore, the general solution is to turn on the motor for active heating when the ambient temperature is low, so that the motor can provide more heat for battery heating. Alternatively, when the ambient temperature is low or the battery discharge power is low (such as lower than the normal discharge power), turn on the motor for active heating, so that the motor can provide more heat for battery heating.
[0040] However, the heat generated by the normal operation of the motor may be enough to heat the battery to the target temperature. For example, when the vehicle is running at high speed and the motor is running at high speed, the heat generated is still high even if the motor active heating is not turned on. If the motor active heating is still turned on, it will cause additional energy consumption.
[0041] The thermal management control method of the present application indirectly detects the temperature of the heating medium by acquiring the inlet pressure of the compressor which is positively correlated with the temperature of the heating medium that conducts the heat of the motor. This enables the motor active heating function to be turned on or off based on whether the temperature of the heating medium meets the battery heating requirements. This allows the motor to be actively heated when the temperature of the heating medium meets the battery heating requirements, thereby reducing unnecessary active heating of the motor and the extra energy consumption caused by it.
[0042] See also Figure 1 , Figure 1 1 is an application scenario diagram of a thermal management control method provided in an embodiment of the present application. The application scenario provided in the present application includes a thermal management system 100 and a battery 200, and the thermal management control method provided in the present application can be executed by the thermal management system 100.
[0043] The battery 200 is a device for storing and providing power. For example, the battery can be a device that provides power to drive a motor.
[0044] Alternatively, the device may be an electric car, an electric bicycle, an electric motorcycle, an electric fan, or the like.
[0045] The thermal management system 100 may be a collection of software and hardware components that enable the heat of the motor to be transferred to the battery 200 .
[0046] Optionally, the thermal management system 100 includes a first heating circuit 101 and a second heating circuit 102 for heat exchange. The first heating circuit 101 includes a compressor 103 and a battery heating plate 108 , and the second heating circuit 102 includes a motor 104 .
[0047] Optionally, the battery heating plate 108 The battery heating plate (Battery Cooling Plate) is a key component for thermal management of battery packs, especially in electric vehicles (EVs), hybrid electric vehicles (HEVs) and energy storage systems. Its main function is to effectively remove excess heat generated during battery operation through heat conduction and convection, thereby maintaining the battery pack within a suitable operating temperature range to ensure the performance and life of the battery. The battery heating plate is usually installed at the bottom or side of the battery module, and through close contact with the battery module, it uses its good thermal conductivity to achieve heat transfer between the battery and other media, such as heat dissipation or heating.
[0048] The battery heating plate 108 and the compressor 103 are both located in the first heating circuit 101. After being heated by the compressor 103, the refrigerant flows out from the outlet (exhaust port) of the compressor 103, passes through the battery heating plate 108, and is heat-conducted by the battery heating plate 108 to transfer the heat to the battery 200, thereby heating the battery 200.
[0049] The motor 104 is located in the second heating circuit 102, and the first heating circuit 101 and the second heating circuit 102 perform heat exchange (such as the pipe of the first heating circuit 101 and the pipe of the second heating circuit 102 are arranged adjacent to each other) to transfer the heat generated by the motor 104 to the refrigerant, thereby improving the heating efficiency of the first heating circuit 101 on the battery heating plate 108 by increasing the temperature of the refrigerant.
[0050] Optionally, the thermal management system 100 further includes an electronic expansion valve 105. The electronic expansion valve 105 is disposed in the first heating circuit 101, and the compressor 103, the battery heating plate 108, and the electronic expansion valve 105 are sequentially connected. The electronic expansion valve 105 is used to adjust the refrigerant flow in the first heating circuit 101. The larger the opening of the electronic expansion valve 105, the greater the refrigerant flow, and the smaller the opening of the electronic expansion valve 105, the smaller the refrigerant flow.
[0051] Optionally, the thermal management system 100 further includes a heat exchanger 106. A heat exchanger is a device for transferring heat between two or more fluids. For example, the heat exchanger may be a shell and tube heat exchanger, a plate heat exchanger, a plate-fin heat exchanger, or the like.
[0052] The heat exchanger 106 is located in both the first heating circuit 101 and the second heating circuit 102, so as to realize heat exchange between the media in the first heating circuit 101 and the second heating circuit 102. The heating medium in the second heating circuit 102 and the refrigerant in the first heating circuit 101 exchange heat in the heat exchanger 106 to heat the refrigerant, and the refrigerant flows through the battery heating plate 108 to heat the battery heating plate 108.
[0053] Based on the position setting of the heat exchanger 106, the refrigerant at different positions of the first heating circuit 101 can be heated. For example, the heat exchanger 106 is set between the inlet (return air port) of the compressor 103 and the battery heating plate 108, and the return air of the compressor 103 can be heated to increase the temperature of the refrigerant entering the inlet of the compressor 103, thereby improving the heating efficiency of the compressor 103, and indirectly improving the heating efficiency of the battery heating plate 108; or, the heat exchanger 106 can be set between the outlet (exhaust port) of the compressor 103 and the battery heating plate 108, and the refrigerant flowing through the battery heating plate 108 can be heated, thereby directly improving the heating efficiency of the battery heating plate 108, and indirectly increasing the temperature of the refrigerant entering the inlet of the compressor 103.
[0054] Optionally, in order to achieve heat conduction of the motor 104, it is necessary to circulate the heating medium (such as water) in the second heating circuit 102, so as to continuously take away the heat generated by the motor 104 and conduct it to the first heating circuit 101. Therefore, the thermal management system 100 also includes a water pump 107, and the water pump 107 is arranged in the second heating circuit 102, so as to achieve the circulation of the heating medium in the second heating circuit 102.
[0055] Optionally, the water pump 107 is used to extract the heating medium from the output port of the motor 104 , and after the heating medium flows through the heat exchanger 106 , it flows into the motor 104 again from the input port of the motor 104 .
[0056] In some embodiments, the application scenario also includes a vehicle 1000 , and the vehicle 1000 may include a battery 200 and a thermal management system 100 .
[0057] If the vehicle 1000 turns on the battery heating function, the compressor 103 of the thermal management system 100 starts working to heat the battery heating plate 108 through the refrigerant, and the motor 104 keeps rotating during the driving of the vehicle 1000 to generate heat, and the heat generated by the motor 104 is transferred to the first heating circuit 101 where the compressor 103 is located to heat the refrigerant, thereby improving the heating efficiency of the thermal management system 100 for the battery heating plate 108. When the motor is turned on for active heating, the excitation current of the motor 104 increases, generating more heat to heat the refrigerant, thereby further improving the heating efficiency of the battery 200, so as to heat the battery 200 to a target temperature that can meet the performance requirements.
[0058] In some embodiments, the application scenario also includes a controller 300, and the controller 300 is used to execute the thermal management control method of the present application. Optionally, the controller 300 may include at least one of the controller of the thermal management system 100 and the controller of the vehicle 1000. In other words, the thermal management control method of the present application can be executed by a controller independently set up by the thermal management system 100, or by a controller of the vehicle 1000, or by the controller of the thermal management system 100 in cooperation with the controller of the vehicle 1000. The following is an example of the scenario in which the controller of the vehicle 1000 executes the thermal management control method of the present application. Based on the understanding of the following, those skilled in the art can apply the thermal management control method provided in the embodiment of the present application to other types of scenarios (such as execution by a controller independently set up by the thermal management system 100 or execution by a controller of the thermal management system 100 in cooperation with a controller of the vehicle 1000).
[0059] Based on the introduction of the above-mentioned related scenarios, the embodiment of the present application provides a thermal management control method, which is described in detail below:
[0060] See also Figure 2 A thermal management control method provided in an embodiment of the present application is implemented by step 011 and step 012, which are described in detail below.
[0061] Step 011: Based on the compressor inlet pressure, turn on or off the active heating function of the motor.
[0062] Battery heating refers to heating the battery through a thermal management system. Battery heating can be achieved after the compressor of the thermal management system is turned on.
[0063] The inlet pressure of the compressor refers to the pressure of the return air port of the compressor, which can be detected by setting a pressure sensor.
[0064] Specifically, the inlet pressure of the compressor is positively correlated with the temperature of the refrigerant at the inlet of the compressor. The higher the temperature of the refrigerant at the inlet of the compressor, the greater the inlet pressure of the compressor.
[0065] The refrigerant in the first heating circuit where the compressor is located will be heated by the water in the second heating circuit, so that the refrigerant temperature at the inlet of the compressor increases, thereby increasing the inlet pressure of the compressor. The higher the temperature of the water in the second heating circuit, the higher the temperature of the refrigerant heated by the water. Therefore, the refrigerant temperature entering the inlet of the compressor is positively correlated with the temperature of the water in the second heating circuit.
[0066] Optionally, the inlet pressure is positively correlated with the temperature of the heating medium of the second heating circuit. That is to say, the inlet pressure of the compressor is positively correlated with the temperature of the refrigerant entering the inlet of the compressor, and the temperature of the refrigerant entering the inlet of the compressor is positively correlated with the temperature of the water in the second heating circuit, then the inlet pressure of the compressor is positively correlated with the temperature of the water in the second heating circuit.
[0067] Therefore, by obtaining the inlet pressure of the compressor, the temperature of the water in the second heating circuit can be quickly determined, and then it can be determined whether the temperature of the water in the second heating circuit, in conjunction with the compressor of the first heating circuit, can heat the battery to a target temperature that meets performance requirements.
[0068] The active heating function refers to the function of actively heating the motor in the thermal management system. The active heating function of the motor can be achieved by increasing the excitation current of the motor. When the active heating function is turned on, the heating efficiency of the battery heating plate is higher than that of heating only by the compressor.
[0069] Specifically, since the inlet pressure of the compressor and the temperature of the water in the second heating circuit are positively correlated, the inlet pressure of the compressor can be used to determine whether the temperature of the water in the second heating circuit, in conjunction with the compressor of the first heating circuit, can heat the battery to a target temperature that meets performance requirements, thereby accurately controlling the turning on or off of the active heating function of the motor.
[0070] Optionally, see Figure 3 , step 011 comprises:
[0071] Step 0111: when the inlet pressure of the compressor is greater than a first pressure threshold, turning off the active heating function of the motor of the vehicle;
[0072] Step 0112: When the inlet pressure of the compressor is less than a first pressure threshold, the active heating function of the motor of the vehicle is turned on.
[0073] The first pressure threshold is determined based on the target heat required for the battery heating plate to heat to the target temperature. In this way, by comparing the compressor inlet pressure with the first pressure threshold, it can be accurately determined whether the heat currently generated by the second heating circuit can heat the battery heating plate to the target temperature, thereby accurately turning on or off the active heating function of the motor.
[0074] Optionally, the target heat is a preset heat (i.e., an empirical value calibrated in advance) or the sum of the heat corresponding to the temperature of the water in the second heating circuit when the inlet pressure of the compressor is the first pressure threshold and the heat of the refrigerant when the compressor is running. In this way, by calibrating the target heat in advance, the accuracy of turning on or off the active heating function of the motor can be improved.
[0075] When the inlet pressure of the compressor is greater than the first pressure threshold, it can be determined that the temperature of the water in the second heating circuit can cooperate with the compressor of the first heating circuit to heat the battery heating plate to the target temperature. At this time, the active heating function of the vehicle's motor can be turned off to avoid extra energy consumption caused by unnecessary active heating of the motor.
[0076] When the compressor inlet pressure is less than the first pressure threshold, it can be determined that the temperature of the water in the second heating circuit cannot heat the battery heating plate to the target temperature in combination with the compressor of the first heating circuit. At this time, the active heating function of the vehicle's motor needs to be turned on to ensure the performance of the battery. In this way, the active heating function of the motor can be accurately turned on or off.
[0077] Optionally, see Figure 4 , step 011 also includes:
[0078] Step 0113: When the inlet pressure of the compressor is less than the second pressure threshold, turn off the active heating function of the vehicle's motor.
[0079] Among them, the second pressure threshold is the pressure when the compressor triggers low-pressure protection. When the compressor triggers low-pressure protection, it stops working.
[0080] When the compressor inlet pressure is lower than the second pressure threshold, the compressor triggers low pressure protection and stops working. The refrigerant in the first heating circuit cannot continue to circulate to heat the battery heating plate. If the motor continues to turn on the active heating function, the extra heat generated by the active heating function will be wasted, which not only cannot guarantee the battery performance, but also generates unnecessary energy consumption. Therefore, the active heating function of the motor needs to be turned off in time.
[0081] The first heating circuit and the second heating circuit of the thermal management system of the thermal management control method of the present application will exchange heat to heat the refrigerant in the second heating circuit. The temperature of the heating medium in the second heating circuit is positively correlated with the refrigerant in the second heating circuit, and the inlet pressure of the compressor is positively correlated with the inlet refrigerant. Therefore, the inlet pressure of the compressor and the temperature of the heating medium in the second heating circuit are positively correlated.
[0082] Based on this, by obtaining the inlet pressure of the compressor, the temperature of the heating medium of the second heating circuit is quickly determined, thereby determining whether the temperature of the heating medium of the second heating circuit meets the battery heating requirements (such as whether the temperature of the heating medium of the second heating circuit can heat the battery to the target temperature that meets the performance requirements), thereby turning on or off the active heating function of the motor. In the case where the operation of the thermal management system itself has met the battery heating requirements, there is no need to turn on the active heating function of the motor; and in the case where the operation of the thermal management system itself cannot meet the battery heating requirements, it is necessary to turn on the active heating function of the motor. In this way, unnecessary energy loss can be avoided while ensuring battery performance.
[0083] In some embodiments, see Figure 5 The thermal management control method also includes step 013 and step 014, which are described in detail below.
[0084] Step 013: predicting the target discharge power of the battery based on the driving information of the vehicle;
[0085] Step 014: Determine whether to heat the battery based on the available discharge power and the target discharge power of the battery.
[0086] The driving information of a vehicle refers to information related to the driving of the vehicle. For example, the driving information includes at least one of location information (the current geographical location of the vehicle), navigation information (the departure point, destination, driving route, etc. of the vehicle), and traffic information (such as the type of road (such as expressways, urban roads, etc.), the estimated time required to wait for a red light (such as the more traffic lights there are on the driving route, the longer the time), and the degree of traffic congestion (the more vehicles on the road, the more congested the traffic generally is).
[0087] Specifically, battery heating will cause additional energy consumption, so it is generally not turned on if possible. The target discharge power of the vehicle is predicted based on the vehicle's driving information, so as to determine whether to perform battery heating based on the comparison between the target discharge power required for vehicle driving and the current available discharge power of the battery. Whether to heat the battery is determined by judging whether the battery meets the driving requirements (i.e., whether the target discharge power is greater than the current available discharge power of the battery).
[0088] If the battery meets driving requirements (i.e. the target discharge power is greater than or equal to the current available discharge power of the battery), there is no need to turn on battery heating; if the battery does not meet driving requirements (i.e. the target discharge power is less than the current available discharge power of the battery), it is necessary to turn on battery heating to increase the available discharge power of the battery (the available discharge power will also become lower when the battery temperature is lower).
[0089] Optionally, see Figure 6 , step 013 comprises:
[0090] Step 0131: Determine the average speed of the vehicle based on the driving information of the vehicle;
[0091] Step 0132: Determine the target discharge power of the vehicle based on the average speed.
[0092] Specifically, the driving distance and the estimated driving time are determined based on the location information, traffic information and navigation information. The driving distance can be determined based on the destination, location information and driving route of the navigation information, and the estimated driving time can be determined based on the driving distance, the type of road traveled (for example, expressways generally have speed limits, so the driving time is shorter than urban roads), the estimated time required to wait for red lights, and the degree of traffic congestion (the higher the degree of traffic congestion, the longer the estimated driving time).
[0093] After determining the driving distance and the estimated driving time, the average driving speed can be calculated.
[0094] Optionally, in the absence of navigation information, the average speed may also be determined based on the various driving speeds corresponding to the current position and the various driving speeds corresponding to the current moment in the historical driving information.
[0095] When the vehicle is not navigating, it is impossible to get navigation information, and the user's movement trajectory is generally regular, such as the route to and from get off work is basically the same. Therefore, based on the user's historical driving information, the driving speed each time when driving to the current location and the driving speed at the current moment, by calculating the average driving speed, median speed, etc., the average speed can be quickly determined without navigation information.
[0096] Afterwards, the target discharge power of the vehicle is determined based on the average speed. For example, the target discharge power is positively correlated with the average speed. Alternatively, the vehicle's driving speed is divided into multiple speed ranges, and each speed range has a corresponding preset discharge power. In this case, the speed range in which the average speed is located is first determined, and then the preset discharge power corresponding to the speed range is determined as the target discharge power.
[0097] For example, the vehicle's driving speed is divided into a first speed range corresponding to a high-speed scene, a second speed range corresponding to an urban scene, and a third speed range corresponding to a congested scene. The first preset discharge power corresponding to the first speed range, the second preset discharge power corresponding to the second speed range, and the third preset discharge power corresponding to the first speed range decrease in sequence. In this way, accurate preset discharge powers in multiple typical scenes are obtained through scene division, thereby improving the accuracy of determining the target discharge power.
[0098] In some embodiments, see Figure 7 The thermal management control method further includes step 015, which is described in detail below.
[0099] Step 015: When the battery is heated by the thermal management system, the operating parameters of the thermal management system are controlled based on the state parameters of the various components of the thermal management system.
[0100] The state parameters of the various components of the thermal management system refer to the parameters of the various components of the thermal management system related to the heating efficiency of the battery, for example, the supercooling degree and temperature of the battery heating plate.
[0101] The operating parameters of the thermal management system refer to the parameters related to the operating conditions of the components when the thermal management system is heating, such as the speed of the compressor, the opening of the electronic expansion valve, etc.
[0102] Specifically, when it is determined that battery heating is to be performed, the compressor of the thermal management system is started to perform battery heating. When the battery is heated, in order to ensure the best heating efficiency, the operating parameters of the thermal management system need to be dynamically adjusted based on the state parameters of each component of the thermal management system.
[0103] Optionally, see Figure 8 , the state parameters include the real-time temperature of the battery heating plate, and step 015 includes:
[0104] Step 0151: Determine the target speed of the compressor based on the real-time temperature and the target temperature of the battery heating plate;
[0105] Step 0152: Control the operating parameters of the compressor so that the speed of the compressor reaches the target speed.
[0106] Specifically, the rotation speed of the compressor is dynamically adjusted so that the rotation speed of the compressor reaches the target rotation speed as quickly as possible, thereby ensuring that the compressor can heat the battery and causing the temperature of the battery to continuously rise toward the target temperature.
[0107] The target speed is determined based on the following formula:
[0108] n comp,i =ncomp,i-1 +K p_comp *ΔT i +K d_comp *(ΔT i -ΔT i-1 );
[0109] 0 <n comp,i <n comp,max ;
[0110] ΔT i =T in,aim -T in,i ;
[0111] Among them, n comp,i is the target speed, n comp,max is the maximum speed of the compressor, K p_comp K is the proportional coefficient of the compressor proportional differential control; d_comp is the differential coefficient of the compressor proportional differential control, T in,aim is the target temperature, T in,i Real-time temperature of the battery heating plate.
[0112] Optionally, see Figure 8 The state parameter also includes the real-time supercooling degree of the battery heating plate. Step 015 also includes:
[0113] Step 0153: Adjust the opening of the electronic expansion valve based on the real-time subcooling degree and the target subcooling degree of the battery heating plate.
[0114] Specifically, the real-time supercooling degree of the battery heating plate should not be too high or too low. If the supercooling degree is too high or too low, the heating efficiency of the battery heating plate will be reduced. The supercooling degree needs to be within a certain supercooling range to achieve the best heating efficiency.
[0115] For example, the difference between the target supercooling and the real-time supercooling can be calculated. When the difference is greater than the first preset supercooling threshold, that is, the real-time supercooling is too large, the opening of the electronic expansion valve is reduced to reduce the real-time supercooling; and / or, when the difference is less than the second preset supercooling threshold, that is, the real-time supercooling is too small, the opening of the electronic expansion valve is increased to increase the real-time supercooling, and the second preset supercooling threshold is less than the first preset supercooling threshold; and / or, when the difference is between the second preset supercooling threshold and the first preset supercooling threshold, that is, the real-time supercooling is more appropriate, the opening of the electronic expansion valve is maintained unchanged to maintain the best heating effect.
[0116] Among them, when the difference is between the second preset supercooling threshold and the first preset supercooling threshold, the first heating efficiency of the battery heating plate is higher than the second heating efficiency when the difference is less than the second preset supercooling threshold and the third heating efficiency when the difference is greater than the first preset supercooling threshold.
[0117] Optionally, the difference between the target supercooling degree and the real-time supercooling degree is a signed value, and the absolute values of the first preset supercooling degree threshold and the second preset supercooling degree threshold are the same. In this way, a reasonable supercooling degree range can be set, and the difference is a signed value, and it is relatively simple to perform numerical determination of the difference.
[0118] According to the method described in the above embodiment, the present application embodiment also provides a thermal management control device 300, which is used to execute the steps in the above thermal management control method. Fig. 9 , Fig. 9 : is a module diagram of a thermal management control device 300 provided in an embodiment of the present application. The thermal management control device 300 includes:
[0119] The heating control module 302 turns on or off the active heating function of the motor based on the inlet pressure of the compressor.
[0120] It should be noted that the specific details of each module unit in the above-mentioned thermal management control device have been described in detail in the embodiment of the above-mentioned thermal management control method, and will not be repeated here.
[0121] In the embodiments of the present application, the term "module" or "unit" refers to a computer program or a part of a computer program with a predetermined function, and works together with other related parts to achieve a predetermined goal, and can be implemented in whole or in part by using software, hardware (such as processing circuits or memories) or a combination thereof. Similarly, a processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be part of an overall module or unit that includes the function of the module or unit.
[0122] In some embodiments, the thermal management control device in the embodiments of the present application can be implemented in hardware, such as an electronic device or a component in an electronic device, such as an integrated circuit or a chip; the thermal management control device can also be implemented in software, such as as an application installed in an electronic device.
[0123] An embodiment of the present application also provides a control device, which includes a processor and a memory, wherein the memory stores a computer program. When the processor executes the computer program, the various processes of the embodiment of the above-mentioned thermal management control method are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.
[0124] The thermal management system of the embodiment of the present application includes a control device. By controlling the various components of the thermal management system through the control device, the various processes of the embodiment of the thermal management control method described above can be implemented and the same technical effects can be achieved. To avoid repetition, they will not be described here.
[0125] The vehicle of the embodiment of the present application may include a battery and a control device. Alternatively, the vehicle may include a battery and a thermal management system. The vehicle can implement each process of the embodiment of the thermal management control method through the control device or the thermal management system, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.
[0126] An embodiment of the present application also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the various processes of the embodiment of the above-mentioned thermal management control method are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.
[0127] The processor may be a processor of a control device and / or a controller of a vehicle. The computer readable storage medium may be a computer read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk, etc.
[0128] Computer readable media may include computer storage media and communication media. Computer storage media include volatile and non-volatile, removable and non-removable media implemented by any method or technology for storing information such as computer readable instructions, data structures, program modules or other data. Computer storage media include RAM, ROM, Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), flash memory or other solid-state memory technology, CD-ROM, Digital Versatile Disc (DVD) or other optical storage, cassettes, magnetic tapes, disk storage or other magnetic storage devices. Of course, those skilled in the art will know that computer storage media are not limited to the above.
[0129] The embodiment of the present application also provides a computer program product, including a computer program, which implements the above-mentioned thermal management control method when executed by a processor. The processor may be a processor of a control device and / or a controller of a vehicle. When the computer program is executed by the processor, each process of the embodiment of the above-mentioned thermal management control method is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.
[0130] It is understandable that in the specific implementation of this application, data related to user identity or characteristics is involved. When the above embodiments of this application are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of relevant data need to comply with relevant laws, regulations and standards of relevant countries and regions.
[0131] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.
Claims
1. A thermal management control method, characterized in that: Applied to a thermal management system, the thermal management system includes a first heating circuit and a second heating circuit capable of heat exchange, the first heating circuit includes a compressor and a battery heating plate, the second heating circuit includes a motor, the method includes: Based on the inlet pressure of the compressor, the active heating function of the motor is turned on or off.
2. The thermal management control method according to claim 1, characterized in that: The method of turning on or off the active heating function of the motor based on the inlet pressure of the compressor includes: When the inlet pressure of the compressor is greater than a first pressure threshold, turning off the active heating function of the motor; When the inlet pressure of the compressor is less than a first pressure threshold, the active heating function of the motor is turned on.
3. The thermal management control method according to claim 2, characterized in that: The first pressure threshold is determined based on a target amount of heat required to heat the battery heating plate to a target temperature.
4. The thermal management control method according to claim 3, characterized in that: The target heat amount is a preset heat amount or is determined based on the real-time temperature of the battery heating plate and the target temperature.
5. The thermal management control method according to any one of claims 1 to 4, characterized in that: The method of turning on or off the active heating function of the motor based on the inlet pressure of the compressor includes: When the inlet pressure of the compressor is less than a second pressure threshold, the active heating function of the motor is turned off.
6. The thermal management control method according to claim 5, characterized in that: The second pressure threshold is determined based on the pressure when the compressor triggers low-pressure protection. When the compressor triggers low-pressure protection, it stops working.
7. The thermal management control method according to claim 5, characterized in that: The second pressure threshold is equal to the pressure when the compressor triggers low-pressure protection. When the compressor triggers low-pressure protection, it stops working.
8. The thermal management control method according to claim 1, characterized in that: Also includes: Based on the vehicle's driving information, predict the target discharge power of the battery; Whether to heat the battery is determined based on the available discharge power of the battery and the target discharge power.
9. The thermal management control method according to claim 8, characterized in that: The driving information includes at least one of location information, navigation information and traffic information.
10. The thermal management control method according to claim 8 or 9, characterized in that: The predicting of the target discharge power of the battery based on the driving information of the vehicle includes: Determining an average speed of the vehicle based on the driving information of the vehicle; Based on the average speed, a target discharge power of the vehicle is determined.
11. The thermal management control method according to claim 10, characterized in that: The driving information includes location information, navigation information and traffic information, and determining the average speed of the vehicle based on the driving information of the vehicle includes: Determine the driving distance and the estimated driving time based on the location information, the traffic information and the navigation information; The average speed is calculated based on the driving distance and the estimated driving time.
12. The thermal management control method according to claim 10, characterized in that: The driving information further includes historical driving information, and determining the average speed of the vehicle based on the driving information of the vehicle includes: The average speed is determined based on the various driving speeds corresponding to the current position and the various driving speeds corresponding to the current moment in the historical driving information.
13. The thermal management control method according to any one of claims 10 to 12, characterized in that: The driving speed of the vehicle is divided into a plurality of speed ranges, each of the speed ranges has a corresponding preset discharge power, and the target discharge power of the vehicle is determined based on the average speed, including: The discharge power corresponding to the speed range in which the average speed is located is determined as the target discharge power.
14. The thermal management control method according to claim 13, characterized in that: The driving speed of the vehicle is divided into a first speed range corresponding to a high-speed scene, a second speed range corresponding to an urban scene, and a third speed range corresponding to a congested scene. The first preset discharge power corresponding to the first speed range, the second preset discharge power corresponding to the second speed range, and the third preset discharge power corresponding to the first speed range decrease in sequence.
15. The thermal management control method according to any one of claims 8 to 14, characterized in that: The available discharge power is output in real time by a battery management system of the battery, and determining whether to heat the battery based on the available discharge power of the battery and the target discharge power includes: When the available discharge power is greater than the target discharge power, determining not to heat the battery; When the available discharge power is less than the target discharge power, it is determined to heat the battery.
16. The thermal management control method according to claim 1, characterized in that: The method further comprises: When the battery is heated by the thermal management system, operating parameters of the thermal management system are controlled based on state parameters of various components of the thermal management system.
17. The thermal management control method according to claim 16, characterized in that: The state parameter includes the real-time temperature of the battery heating plate. The state parameters of each component of the thermal management system are used to control the operating parameters of the thermal management system, including: determining a target speed of the compressor based on the real-time temperature and the target temperature of the battery heating plate; The operating parameters of the compressor are controlled so that the rotation speed of the compressor reaches the target rotation speed.
18. The thermal management control method according to claim 17, characterized in that: The target speed is determined based on the following formula: n comp,i =n comp,i-1 +K p_comp *ΔT i +K d_comp *(ΔT i -ΔT i-1 ); 0<n comp,i <n comp,max ; ΔT i =T in,aim -T in,i ; Among them, n comp,i is the target speed, n comp,max is the maximum speed of the compressor, K p_comp K is the proportional coefficient of the proportional differential control of the compressor; d_comp is the differential coefficient of the compressor proportional differential control, T in,aim is the target temperature, T in,i The real-time temperature of the battery heating plate.
19. The thermal management control method according to any one of claims 16 to 18, characterized in that: The first heating circuit of the thermal management system further includes an electronic expansion valve, the compressor, the battery heating plate, and the electronic expansion valve are connected in sequence, the state parameter also includes the real-time supercooling degree of the battery heating plate, and the operating parameters of the thermal management system are controlled based on the state parameters of each component of the thermal management system, and further include: The opening degree of the electronic expansion valve is adjusted based on the real-time supercooling degree and the target supercooling degree of the battery heating plate.
20. The thermal management control method according to claim 19, characterized in that: The adjusting the opening of the electronic expansion valve based on the real-time supercooling degree and the target supercooling degree of the battery heating plate includes: Calculating a difference between the target supercooling degree and the real-time supercooling degree; When the difference is greater than a first preset supercooling threshold, reducing the opening of the electronic expansion valve; and / or, when the difference is smaller than a second preset supercooling threshold, increasing the opening of the electronic expansion valve, the second preset supercooling threshold being smaller than the first preset supercooling threshold; And / or, when the difference is between the second preset supercooling threshold and the first preset supercooling threshold, the opening of the electronic expansion valve is maintained unchanged.
21. The thermal management control method according to claim 20, characterized in that: The absolute values of the first preset supercooling degree threshold and the second preset supercooling degree threshold are the same.
22. A control device, characterized in that: The invention comprises a processor and a memory, wherein the memory stores a computer program, and when the processor executes the computer program, the thermal management control method according to any one of claims 1 to 21 is implemented.
23. A thermal management system, characterized in that: The thermal management system includes a first heating circuit capable of performing heat exchange, a second heating circuit, and the control device of claim 22, wherein the first heating circuit includes a compressor and a battery heating plate, and the second heating circuit includes a motor.
24. The thermal management system according to claim 23, characterized in that: The thermal management system also includes a heat exchanger, which is located in both the first heating circuit and the second heating circuit. The heating medium in the second heating circuit and the refrigerant in the first heating circuit exchange heat in the heat exchanger to heat the refrigerant. The refrigerant flows through the battery heating plate to heat the battery heating plate.
25. The thermal management system according to claim 24, characterized in that The second heating circuit further includes a water pump, and the water pump is used to extract the heating medium from the output port of the motor. After the heating medium flows through the heat exchanger, it flows into the motor again from the input port of the motor.
26. A vehicle, characterized in that: Comprising the thermal management system and a battery as described in any one of claims 23-25; or, comprising a battery and the control device as described in claim 22.
27. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the thermal management control method according to any one of claims 1 to 21 is implemented.
28. A computer program product, characterized in that It comprises a computer program, which, when executed by a processor, implements the thermal management control method according to any one of claims 1 to 21.