Method and device for controlling thermal management of vehicle

Abstract

The invention belongs to the field of vehicles, and discloses a thermal management control method and device for a vehicle. The method comprises the steps that current thermal management parameters of a target vehicle are obtained, and the current thermal management parameters comprise the current battery body temperature, the current battery water inlet temperature, the current engine cooling liquid temperature, the current environment temperature, the current charging mode and the current passenger compartment air conditioner on-off state; acquiring a current weight coefficient corresponding to the current thermal management parameter, and determining a current refrigeration mode of a power battery and a passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient; and according to the current refrigeration mode, a power battery and / or a passenger compartment of the target vehicle are / is refrigerated. By adopting the method, the corresponding refrigeration mode can be determined for refrigeration according to the current thermal management parameter of the target vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method and device for thermal management control of a vehicle. Background Art

[0002] The function of the high-temperature cooling circuit of the thermal management system of a hybrid vehicle is to ensure that the engine coolant temperature is within a reasonable range. At present, the maximum cooling performance of the high-temperature circuit of the thermal management system of a hybrid vehicle is selected and verified according to certain design standards, which may not cover 100% of the scenarios. Some scenarios may cause the cooling performance of the high-temperature circuit of the thermal management system to be insufficient and the engine coolant temperature alarm to be triggered. When the engine coolant temperature is too high, it may cause the expansion pot to explode. Therefore, a method of thermal management control of the vehicle is urgently needed to reduce the engine coolant temperature. Summary of the invention

[0003] Based on this, it is necessary to provide a method and device for thermal management control of a vehicle in order to solve the above-mentioned technical problem of how to reduce the temperature of the engine coolant.

[0004] In a first aspect, a method for thermal management control of a vehicle is provided, the method comprising:

[0005] Acquire current thermal management parameters of the target vehicle, wherein the current thermal management parameters include current battery body temperature, current battery water inlet temperature, current engine coolant temperature, current ambient temperature, current charging mode, and current passenger compartment air conditioning switch state;

[0006] Acquiring a current weight coefficient corresponding to the current thermal management parameter, and determining a current cooling mode of a power battery and a passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient;

[0007] According to the current cooling mode, the power battery and / or the passenger compartment of the target vehicle are cooled.

[0008] As an optional implementation manner, obtaining a current weight coefficient corresponding to the current thermal management parameter includes:

[0009] Determining a current weight coefficient of each current thermal management parameter according to the current thermal management parameter and the hierarchical level of the thermal management parameter; or,

[0010] According to the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameter, a current weight coefficient of each current thermal management parameter is determined.

[0011] As an optional implementation manner, determining the current weight coefficient of each current thermal management parameter according to the current thermal management parameter and the hierarchical level of the thermal management parameter includes:

[0012] The thermal management parameters include battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status;

[0013] The battery body temperature, the battery water inlet temperature, the engine coolant temperature and the ambient temperature are respectively stratified according to the values, and a plurality of stratification levels corresponding to the battery body temperature, the battery water inlet temperature, the engine coolant temperature and the ambient temperature are obtained;

[0014] The charging mode includes different charging modes, and different charging modes correspond to different hierarchical levels;

[0015] The passenger compartment air conditioning switch state includes different switch states, and different switch states correspond to different hierarchical levels;

[0016] Determine a weight coefficient corresponding to each hierarchical level, wherein different hierarchical levels of each thermal management parameter correspond to different weight coefficients, and the sum of the weight coefficients of each hierarchical level of each thermal management parameter is equal;

[0017] According to the hierarchical levels of the thermal management parameters, the current hierarchical level of the current thermal management parameter is determined, and according to the weight coefficients corresponding to each hierarchical level, the current weight coefficient corresponding to the current thermal management parameter is determined.

[0018] As an optional implementation manner, determining the current weight coefficient of each current thermal management parameter according to the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameter includes:

[0019] The thermal management parameters include battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status;

[0020] The current weight coefficient corresponding to the current battery body temperature is the ratio of the current battery body temperature to the preset critical battery body temperature;

[0021] The current weight coefficient corresponding to the current battery water inlet temperature is the ratio of the current battery water inlet temperature to the preset critical battery water inlet temperature;

[0022] The current weight coefficient corresponding to the current engine coolant temperature is the ratio of the current engine coolant temperature to the preset critical engine coolant temperature;

[0023] The current weight coefficient corresponding to the current ambient temperature is the ratio of the current ambient temperature to the preset critical ambient temperature;

[0024] The charging mode includes different charging modes, and different charging modes correspond to different hierarchical levels;

[0025] The passenger compartment air conditioning switch state includes different switch states, and different switch states correspond to different hierarchical levels;

[0026] Determining weight coefficients corresponding to the various hierarchical levels of the charging mode and the passenger compartment air conditioner switch state, wherein different hierarchical levels of the charging mode and the passenger compartment air conditioner switch state correspond to different weight coefficients, and the sum of the weight coefficients of the charging mode is equal to the sum of the weight coefficients of the passenger compartment air conditioner switch state;

[0027] According to the current hierarchical level of the current charging mode and the current passenger compartment air conditioner switch state, current weight coefficients corresponding to the current charging mode and the current passenger compartment air conditioner switch state are determined.

[0028] As an optional implementation manner, determining the current cooling mode of the power battery and the passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient includes:

[0029] The current weight coefficient corresponding to the current thermal management parameter is compared with the weight coefficients of each cooling mode in the pre-stored cooling mode, and the cooling mode corresponding to the current weight coefficient is determined as the current cooling mode for the power battery and the passenger compartment of the target vehicle.

[0030] As an optional implementation manner, comparing the current weight coefficient corresponding to the current thermal management parameter with the weight coefficients of each cooling mode in the pre-stored cooling modes, and determining the cooling mode corresponding to the current weight coefficient as the current cooling mode for the power battery and the passenger compartment of the target vehicle, includes:

[0031] When the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the target vehicle is controlled not to cool the power battery and passenger compartment of the target vehicle;

[0032] Cooling the passenger compartment of the target vehicle when the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the second preset passenger compartment air conditioning switch state coefficient.

[0033] When the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the second preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the second preset passenger compartment air conditioning switch state coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery;

[0034] When the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioner switch state is the second preset passenger compartment air conditioner switch state coefficient, the power battery and the passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment;

[0035] When the conditions are met that the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the power battery of the target vehicle is cooled.

[0036] As an optional implementation, the method further includes:

[0037] During driving of the target vehicle in a pure electric mode or a hybrid mode, obtaining a motor temperature of the target vehicle;

[0038] When it is detected that the motor temperature is greater than or equal to a first preset motor temperature threshold and less than a second preset motor temperature threshold, the output power of the motor module is limited according to a preset proportional coefficient, and the current speed of the target vehicle is limited to less than the preset speed threshold, until the current state of charge SOC of the power battery of the target vehicle is zero, the target vehicle is controlled to stop running;

[0039] When it is detected that the motor temperature is greater than or equal to the second preset motor temperature threshold, the target vehicle is controlled to stop running.

[0040] As an optional implementation, the method further includes:

[0041] During the driving process of the target vehicle in the fuel mode or the hybrid mode, when it is detected that the engine coolant temperature is greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold, controlling to turn off the air conditioner of the passenger compartment;

[0042] When it is detected that the engine coolant temperature is greater than or equal to the second preset engine temperature threshold and the duration reaches the preset duration threshold, the engine of the target vehicle is controlled to stop running, and the electronic water pump and the electronic fan are controlled to operate at maximum power, and the target vehicle is controlled to drive in pure electric mode.

[0043] As an optional implementation manner, after controlling the target vehicle to drive in a pure electric mode, the method further includes:

[0044] During pure electric mode driving, if the engine coolant temperature is less than a third preset engine temperature threshold, starting the engine of the target vehicle and controlling the target vehicle to exit the pure electric mode, wherein the third preset engine temperature threshold is less than the first preset engine temperature threshold;

[0045] During pure electric mode driving, if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold, it is determined whether the current SOC of the power battery of the target vehicle is less than the preset state of charge. If the current SOC is less than the preset state of charge, the speed of the target vehicle is limited to less than the preset speed until the current state of charge SOC of the power battery of the target vehicle is zero, and the target vehicle is controlled to stop running.

[0046] In a second aspect, a device for thermal management control of a vehicle is provided, the device comprising:

[0047] A first acquisition module is used to acquire current thermal management parameters of the target vehicle, wherein the current thermal management parameters include current battery body temperature, current battery water inlet temperature, current engine coolant temperature, current ambient temperature, current charging mode and current passenger compartment air conditioning switch state;

[0048] a determination module, configured to obtain a current weight coefficient corresponding to the current thermal management parameter, and determine a current cooling mode of the power battery and the passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient;

[0049] A refrigeration module is used to cool the power battery and / or the passenger compartment of the target vehicle according to the current refrigeration mode.

[0050] The power source of the air conditioner of a hybrid vehicle is the engine and the power battery. Therefore, if you want to cool down the engine coolant temperature, you can adjust the cooling mode of the air conditioner and reduce the cooling capacity of the air conditioner to reduce the engine coolant temperature. The cooling energy of the air conditioner is used to cool the passenger compartment and the power battery of the target vehicle. Therefore, the cooling mode of the passenger compartment and the power battery can be adjusted according to the thermal management parameters of the vehicle to cool down the engine coolant temperature. The present application provides a method for thermal management control of a vehicle. The technical solution provided by the embodiment of the present application at least brings the following beneficial effects: based on the thermal management parameters of the target vehicle, the thermal management parameters are hierarchically graded and different weight coefficients are set accordingly. Then, based on the current thermal management parameters of the target vehicle, the corresponding current cooling mode is determined to cool the power battery and / or the passenger compartment. In this way, the cooling mode of the air conditioner can be adjusted accordingly based on the current thermal management parameters to balance the cooling capacity of the power battery and the passenger compartment. If necessary, the cooling comfort of the passenger compartment can be sacrificed to reduce the cooling demand to reduce the cooling capacity of the air conditioner, thereby reducing the energy supply of the engine that provides energy for the air conditioner. When the engine power supply is reduced, the engine coolant temperature will decrease, thus avoiding the possibility of the expansion pot bursting due to excessive engine coolant. In order to prevent the first-level fault of the expansion pot bursting due to excessive engine coolant in the scenario beyond the design operating conditions, the thermal management control strategy is optimized to prompt the user more intuitively, or to sacrifice some drivability and passenger compartment comfort to reduce the vehicle fault level.

[0051] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0053] Figure 1 A schematic diagram of the structure of a thermal management control system for a vehicle provided in an embodiment of the present application;

[0054] Figure 2 A flow chart of a method for thermal management control of a vehicle provided in an embodiment of the present application;

[0055] Figure 3 A flowchart of an example of a method for thermal management control of a vehicle provided in an embodiment of the present application;

[0056] Figure 4 A schematic structural diagram of a thermal management control device for a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0057] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0058] The vehicle thermal management control method provided in the embodiment of the present application can be applied to the vehicle thermal management control system. Figure 1 As shown, the thermal management control system of the vehicle includes a controller 101, a power battery 102 and a refrigeration device 103. The controller 101 is connected to the power battery 102 and the refrigeration device 103 respectively, and the power battery 102 is connected to the refrigeration device 103.

[0059] The controller 101 is used to obtain the current thermal management parameters of the target vehicle, wherein the current thermal management parameters include the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode, and the current passenger compartment air conditioning switch state. The current weight coefficient corresponding to the current thermal management parameter is obtained, and the current cooling mode of the power battery 102 and the passenger compartment of the target vehicle is determined according to the current thermal management parameter and the current weight coefficient. According to the current cooling mode, the power battery 102 and / or the passenger compartment of the target vehicle are cooled by the cooling device 103.

[0060] The power battery 102 is used to provide electrical power to the target vehicle to drive the target vehicle.

[0061] The refrigeration device 103 is used to receive instructions from the controller 101 to cool the power battery 102 or the passenger compartment.

[0062] The following will describe in detail a method for thermal management control of a vehicle provided by an embodiment of the present application in conjunction with a specific implementation manner. Figure 2 A flow chart of a method for thermal management control of a vehicle provided in an embodiment of the present application, such as Figure 2 As shown, the specific steps are as follows:

[0063] Step 201, obtaining current thermal management parameters of the target vehicle, wherein the current thermal management parameters include current battery body temperature, current battery water inlet temperature, current engine coolant temperature, current ambient temperature, current charging mode and current passenger compartment air conditioning switch status.

[0064] In practice, the function of the high-temperature cooling circuit of the thermal management system of a hybrid vehicle is to ensure that the engine coolant temperature is within a reasonable range. At present, the maximum cooling performance of the high-temperature circuit of the thermal management system of a hybrid vehicle is selected and verified according to certain design standards, which may not cover 100% of the scenarios. Some scenarios may cause the cooling performance of the high-temperature circuit of the thermal management system to be insufficient and the engine coolant temperature alarm to be triggered. When the engine coolant is too high, the expansion pot may burst. The power source of the air conditioner of a hybrid vehicle is the engine and the power battery. The more cooling capacity the air conditioner generates, the more energy the engine and the power battery need to supply to the air conditioner. The more energy the engine supplies, the higher the engine coolant temperature. Therefore, the engine coolant and air conditioning control can be linked. If you want to cool the engine coolant temperature, you can adjust the cooling mode of the air conditioner and reduce the cooling capacity of the air conditioner to reduce the engine coolant temperature. Therefore, when you want to reduce the engine coolant temperature of a hybrid vehicle, you can do so by reducing the cooling capacity generated by the air conditioner. At the same time, the cooling capacity of the air conditioner is used to cool the passenger compartment and power battery of the target vehicle. When the temperature of the power battery is high, it may cause damage to the power battery, thus affecting the pure electric mode or hybrid mode driving of the target vehicle. The cooling of the passenger compartment is the user's pursuit of comfort, so if you want to reduce the cooling capacity of the air conditioner, you need to balance the cooling capacity of the power battery and the passenger compartment. If necessary, you can sacrifice the cooling comfort of the passenger compartment to reduce the cooling demand, thereby reducing the engine coolant temperature.

[0065] The relevant temperatures of the power battery are the battery body temperature and the battery water inlet temperature. The battery body temperature is the temperature of the power battery body. The power battery has its own cooling requirements. After the temperature of the power battery body exceeds the preset normal operating temperature, the higher the temperature, the more cooling capacity is required. The power battery temperature is lowered by the water inlet temperature, so the cooling principle of the battery water inlet temperature is similar to the cooling principle of the power battery body temperature. Under different charging modes of the power battery, the battery body temperature of the power battery is also different. Therefore, when determining whether the power battery needs to be cooled, it is necessary to obtain the current battery body temperature, the current battery water inlet temperature and the current charging mode.

[0066] When judging whether the passenger compartment needs cooling capacity, it can be determined according to the ambient temperature. The higher the ambient temperature, the greater the demand for cooling capacity in the passenger compartment. When the passenger compartment air conditioner switch state is on, the passenger compartment is cooled; when the passenger compartment air conditioner switch state is on, the passenger compartment is not cooled. Therefore, when determining whether the passenger compartment needs cooling, it is necessary to obtain the current ambient temperature and the current passenger compartment air conditioner switch state.

[0067] Therefore, the current thermal management parameters of the target vehicle are first obtained, where the current thermal management parameters include the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode, and the current passenger compartment air conditioning switch state. Only then can the allocation of cooling capacity for the power battery and passenger compartment of the target vehicle be determined based on the current thermal management parameters.

[0068] Step 202, obtaining a current weight coefficient corresponding to the current thermal management parameter, and determining a current cooling mode of the power battery and the passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient.

[0069] In implementation, the current thermal management parameters of the target vehicle are obtained. According to the current thermal management parameters of the target vehicle, the current weight coefficient corresponding to the current thermal management parameters can be queried in the hierarchical level of the pre-stored thermal management parameters. Among them, the hierarchical level of the pre-stored thermal management parameters can be a corresponding relationship table of thermal management parameters, hierarchical levels and weight coefficients. In this way, the current weight coefficient of the current thermal management parameter is determined according to the current thermal management parameter. Then, according to the current weight coefficient of the current thermal management parameter, the current cooling mode corresponding to the current weight coefficient is queried in the pre-stored cooling mode of thermal management. Among them, the pre-stored cooling mode of thermal management is the corresponding relationship between the thermal management parameter, the weight coefficient and the cooling mode, and different cooling modes correspond to different weight coefficients of different thermal management parameters. It is also possible to compare the current weight coefficient of the current thermal management parameter with each weight coefficient in each different cooling mode one by one, and finally obtain the current cooling mode corresponding to the current thermal management parameter. Therefore, according to the current thermal management parameter and the current weight coefficient, the current cooling mode of the power battery and the passenger compartment of the target vehicle is determined.

[0070] Specifically, the specific process of executing step 202 is as follows:

[0071] Step 1: Determine a current weight coefficient of each current thermal management parameter according to the current thermal management parameter and the hierarchical level of the thermal management parameter.

[0072] In implementation, since the pre-stored hierarchical levels of thermal management parameters can be a correspondence table of thermal management parameters, hierarchical levels and weight coefficients, the current weight coefficient of the current thermal management parameter can be determined according to the current thermal management parameter and the pre-stored hierarchical levels of thermal management parameters.

[0073] Specifically, the process of executing step one is as follows:

[0074] Step 1) According to the battery body temperature, the battery water inlet temperature, the engine coolant temperature, the ambient temperature, the different charging modes corresponding to the charging mode, and the different air conditioning switch states corresponding to the passenger compartment air conditioning switch state, the thermal management parameters are stratified to obtain multiple stratification levels corresponding to the battery body temperature, the battery water inlet temperature, the engine coolant temperature, the ambient temperature, the charging mode and the passenger compartment air conditioning switch state.

[0075] In implementation, different components of the target vehicle have their own cooling requirements, and they have their own required cooling capacity for different temperatures. Therefore, the different temperatures of the battery body temperature, the battery water inlet temperature, and the engine coolant temperature can be stratified, and multiple stratification levels can be obtained for each parameter. The higher the ambient temperature, the greater the demand for cooling capacity, and the lower the ambient temperature, the smaller the demand for cooling capacity. Therefore, different temperatures of the ambient temperature can also be stratified to obtain multiple stratification levels. Different charging modes of the target vehicle require different cooling capacities, so the charging modes can be stratified according to different charging modes. When the switch state of the air conditioner in the passenger compartment of the target vehicle is different, the corresponding cooling capacity is also different, so it can be stratified according to the on and off state of the air conditioner. Among them, the number of stratification levels for different parameters is also different. Since the cooling requirements of different parameters are different, the cooling capacity required for different stratification levels is also different. Therefore, the subsequent steps can set different weight coefficients for different stratification levels.

[0076] Step 2), according to the multiple hierarchical levels corresponding to the battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status, determine the weight coefficient corresponding to each hierarchical level, wherein different hierarchical levels correspond to different weight coefficients, and the sum of the weight coefficients of each parameter of the thermal management parameter is equal.

[0077] In implementation, different parameters have different numbers of hierarchical levels, and different parameters have different cooling requirements. Therefore, the cooling capacity required for different hierarchical levels is also different. The weight coefficient represents the required cooling capacity. The larger the weight coefficient, the more cooling capacity is required, and the smaller the weight coefficient, the less cooling capacity is required. Therefore, the weight coefficient corresponding to each hierarchical level can be determined according to the multiple hierarchical levels corresponding to the battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status. Among them, different hierarchical levels correspond to different weight coefficients. The cooling requirements of each parameter in the thermal management parameters are equally important, so the sum of the weight coefficients of each parameter of the thermal management parameters is equal.

[0078] Step 3), according to the current hierarchical level of the current thermal management parameter, determine the current weight coefficient corresponding to the current thermal management parameter.

[0079] In implementation, in the hierarchical levels of the pre-stored thermal management parameters shown in Table 1 below, the current thermal management parameters can be hierarchized according to the acquired current thermal management parameters to determine the current hierarchical level of the current thermal management parameters. Different hierarchical levels correspond to different weight coefficients. After the current level of the current thermal management parameter is determined, the current weight coefficient corresponding to the current thermal management parameter is determined according to the current hierarchical level. In this way, the current hierarchical level corresponding to the current thermal management parameter is queried in the hierarchical levels of the pre-stored thermal management parameters, and the current weight coefficient corresponding to the current thermal management parameter is determined according to the current level.

[0080] Furthermore, the present application uses a multi-factor weighted hierarchical analysis method to determine the six thermal management parameters of battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch state, and obtains a weight coefficient K according to the influence ratio. In this way, the air conditioner can be more accurately controlled to perform cooling mode for thermal management, and the cooling capacity can be more reasonably allocated, while protecting key hardware such as power batteries and engines. According to the battery body temperature, battery water inlet temperature, engine coolant temperature and ambient temperature, the different temperature values ​​of the battery body temperature, battery water inlet temperature, engine coolant temperature and ambient temperature are graded to obtain a hierarchical level of multiple temperatures of each parameter. Different temperatures have different cooling requirements, so each hierarchical level corresponds to a different weight coefficient. The larger the value of the weight coefficient, the more cooling capacity is required. Different charging modes corresponding to the charging mode and different air conditioning switch states corresponding to the passenger compartment air conditioning switch state respectively stratify the thermal management parameters. Different charging modes and the on and off states of the passenger compartment air conditioning correspond to different cooling capacities, so the corresponding weight coefficients are also different. In this way, multiple hierarchical levels corresponding to the battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status are obtained. The target vehicle believes that the cooling requirements of each parameter in the thermal management parameter are equally important, so the sum of the weight coefficients of each parameter of the thermal management parameter is equal. At the same time, in order to facilitate the division of weight coefficients, the sum of the weight coefficients of each parameter is set to 10. In practical applications, it can also be other, for example, 100, etc., which is not limited here.

[0081] In some embodiments, the weight coefficient K is obtained according to the battery body temperature. It can be that stratification is performed according to the battery body temperature. When the battery body temperature is higher than the first battery body temperature, over-temperature damage is likely to occur, and the corresponding weight coefficient is higher than the weight coefficients of other layers; when the battery body temperature is lower than the second battery body temperature, the power battery is in a normal operating temperature range and does not need to be cooled, and the corresponding weight coefficient is 0; when the battery body temperature is between the first battery body temperature and the second battery body temperature, further stratification can be performed, and the weight coefficients of the corresponding layers decrease in size according to the order of temperature from high to low.

[0082] In some embodiments, similar to the battery body temperature principle, the weight coefficient K is obtained according to the battery water inlet temperature. When the battery water inlet temperature is higher than the first battery water inlet temperature, a large amount of cooling capacity is required to lower the temperature, so the weight coefficient is 6. When the battery water inlet temperature is lower than the second battery water inlet temperature, there is no need to cool, so the weight coefficient is 0. When the battery water inlet temperature is between the first battery water inlet temperature and the second battery water inlet temperature, less cooling capacity is required, and the corresponding weight coefficient is also less, so the weight coefficient is 4.

[0083] In some embodiments, the weight coefficient K is obtained according to the engine coolant temperature. It can be that the engine coolant temperature is layered, and the weight coefficients corresponding to each layer decrease in order from high to low temperature. When the engine coolant temperature is lower than the first engine coolant temperature, the engine is in a normal operating temperature range and does not need to be cooled, so the weight coefficient is 0. When the engine coolant temperature is higher than the second engine coolant temperature, it is easy to cause the engine coolant temperature to be too high and then cause the expansion pot to burst, so a large amount of cooling capacity is urgently needed for cooling, and the engine needs to be shut down and the air conditioning in the passenger compartment is cut off to prevent the engine from continuing to generate heat, so the weight coefficient is 6. When the engine coolant temperature is between the first engine coolant temperature and the second engine coolant temperature, less cooling capacity is required, so the weight coefficient is 4.

[0084] In some embodiments, the weight coefficient K is obtained according to the ambient temperature. It can be that the ambient temperature is layered, and the weight coefficients of each level are decreased according to the order of temperature from high to low. When the ambient temperature is lower than the first ambient temperature, it is a comfortable temperature for the human body, and no cooling capacity is required at this time, so the weight coefficient is 0. When the ambient temperature is higher than the second ambient temperature, it is a temperature that the human body cannot tolerate, and cooling capacity is urgently needed for cooling, so the weight coefficient is 5. When the ambient temperature is between the first ambient temperature and the second ambient temperature, further stratification can be performed. According to the order of temperature from high to low, the demand for air conditioning cooling capacity decreases, and the corresponding weight coefficients of each level decrease.

[0085] Different charging modes generate different amounts of heat and require different amounts of cooling. In some embodiments, different charging modes correspond to different weight coefficients. For example, when the target vehicle is not in charging mode, no heat is generated due to charging, and the weight coefficient is 0. When the target vehicle is in charging mode, more heat is generated and cooling is required. At this time, it can be further determined whether the charging mode is a slow charging mode or a fast charging mode, and different weight coefficients are assigned to the fast charging mode and the slow charging mode. Alternatively, the fast charging mode and the slow charging mode can be ignored and the weight coefficients can be uniformly set. The sum of the weight coefficient at this time and the weight coefficient when the target vehicle is not in charging mode should be the sum of the preset weight coefficients.

[0086] The cooling capacity corresponding to the on state and the off state of the passenger compartment air conditioner is different. In some embodiments, different switch states of the passenger compartment air conditioners correspond to different weight coefficients. It can be that when the switch state of the passenger compartment air conditioner is off, the weight coefficient is 0; when the switch state of the passenger compartment air conditioner is on, a certain weight coefficient is set, and the sum of this weight coefficient and the weight coefficient when the switch state of the passenger compartment air conditioner is off should be the sum of the preset weight coefficients.

[0087] In some embodiments, the specific hierarchical levels and weight coefficients of each thermal management parameter are shown in Table 1. The above embodiment is graded by the assignment method. According to the performance of the thermal management parameters, the hierarchical levels shown in the following table are formulated, and then the impact weights are assigned to each hierarchical level to obtain the weight coefficient K of each thermal management parameter.

[0088] Table 1

[0089]

[0090]

[0091] In some other embodiments, when executing step 1, the current weight coefficient of the current thermal management parameter can also be determined by the ratio method. According to the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameter, the current weight coefficient of each current thermal management parameter is determined. The specific process is as follows:

[0092] Step 1, obtain the current actual temperature value of each parameter of the battery body temperature, the battery water inlet temperature, the engine coolant temperature, and the ambient temperature, and determine the current weight coefficient corresponding to the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, and the current ambient temperature by the ratio of the current actual temperature value of each parameter to the preset critical temperature value.

[0093] In implementation, the ratio method is the ratio of the actual temperature value to the preset critical parameter, so that the current weight coefficient of the thermal management parameter can be determined according to the actual temperature value of the current thermal management parameter and the preset critical parameter. Since the ratio method is the ratio between the temperatures, the current weight coefficients of the battery body temperature, battery water inlet temperature, engine coolant temperature and ambient temperature parameters can be determined by the ratio method. The current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, and the current ambient temperature are obtained, and the current actual temperature value of each parameter is determined to be the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, and the current ambient temperature. The current weight coefficient corresponding to the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, and the current ambient temperature is determined by the ratio of the current actual temperature value of each parameter to the preset critical parameter. Among them, the preset critical parameter of each parameter is the preset critical temperature value of the technician, and the preset critical temperature value can be the temperature boundary value of the highest stratification level. For example, the current weight coefficient of the current battery body temperature can be the ratio of the current battery body temperature to the highest stratification level temperature boundary value of 52°C. The current weight coefficient of the current battery water inlet temperature can be the ratio of the current battery water inlet temperature to the highest stratification level temperature boundary value of 28°C. The current weight coefficient of the current engine coolant temperature may be a ratio of the current engine coolant temperature to the highest stratification level temperature boundary value of 125° C. The current weight coefficient of the current ambient temperature may be a ratio of the current ambient temperature to the highest stratification level temperature boundary value of 38° C.

[0094] Step 2: stratify the charging modes and the air-conditioning switch states of the passenger compartment according to the charging modes corresponding to the charging modes and the air-conditioning switch states of the passenger compartment corresponding to the air-conditioning switch states, and obtain multiple stratification levels corresponding to the charging modes and the air-conditioning switch states of the passenger compartment.

[0095] In implementation, since the ratio method determines the current weight coefficient by the ratio of the actual temperature value to the maximum temperature value, and the charging mode and the passenger compartment air conditioning switch state do not have temperature values, the current weight coefficients of the current charging mode and the current passenger compartment air conditioning switch state are determined by the process of step 1 above. According to the various charging modes corresponding to the charging mode and the air conditioning switch state corresponding to the passenger compartment air conditioning switch state, the charging mode and the passenger compartment air conditioning switch state are layered to obtain multiple layering levels corresponding to the charging mode and the passenger compartment air conditioning switch state.

[0096] Step 3, determine the weight coefficients corresponding to the multiple hierarchical levels corresponding to the charging mode and the passenger compartment air conditioning switch status, where different hierarchical levels correspond to different weight coefficients, and the sum of the weight coefficients of the charging mode is equal to the sum of the weight coefficients of the passenger compartment air conditioning switch status.

[0097] In implementation, multiple hierarchical levels corresponding to the charging mode and the passenger compartment air conditioning switch status are determined, and the weight coefficients corresponding to each hierarchical level are determined, wherein different hierarchical levels correspond to different weight coefficients, and the sum of the weight coefficients of the charging mode is equal to the sum of the weight coefficients of the passenger compartment air conditioning switch status.

[0098] Step 4: Determine the current weight coefficients corresponding to the current charging mode and the current passenger compartment air conditioning switch state, respectively, according to the current hierarchical levels of the current charging mode and the current passenger compartment air conditioning switch state, respectively.

[0099] In implementation, current weight coefficients corresponding to the current charging mode and the current passenger compartment air conditioning switch state are determined according to the current hierarchical levels of the charging mode and the passenger compartment air conditioning switch state.

[0100] Step 2. After determining the current weight coefficients of the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, and the current ambient temperature through the ratio method or the assignment method, and the current weight coefficients of the current charging mode and the current passenger compartment air-conditioning switch state through the assignment method, determine the current cooling mode for the power battery and passenger compartment of the target vehicle according to the current weight coefficients corresponding to the current thermal management parameters and the pre-stored cooling mode.

[0101] In implementation, after the current weight coefficients of the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, and the current ambient temperature are determined by the ratio method or the assignment method, and the current weight coefficients of the current charging mode and the current passenger compartment air conditioning switch state are determined by the assignment method, since the pre-stored thermal management cooling mode is the correspondence between the thermal management parameter, the weight coefficient, and the cooling mode, different cooling modes correspond to different weight coefficients of different thermal management parameters. Therefore, the current cooling mode for the power battery and passenger compartment of the target vehicle can be determined according to the current weight coefficient corresponding to the current thermal management parameter and the pre-stored thermal management cooling mode.

[0102] The steps for executing step two are: comparing the current weight coefficient corresponding to the current thermal management parameter with the weight coefficients of each cooling mode in the pre-stored cooling mode, and determining the cooling mode corresponding to the current weight coefficient as the current cooling mode for the power battery and passenger compartment of the target vehicle.

[0103] In implementation, as shown in Table 2 below, the correspondence between the cooling mode and the weight coefficient of the thermal management parameter is stored in the pre-stored cooling mode of the thermal management. Different cooling modes correspond to different weight coefficients of the thermal management parameters. Compare the current weight coefficient corresponding to the current thermal management parameter with the weight coefficient of each cooling mode in the pre-stored cooling mode to determine the current weight coefficient of the current weight coefficient. The cooling mode corresponding to the current weight coefficient is the current cooling mode required for the current thermal management parameter. Then, the cooling mode corresponding to the weight coefficient can be determined as the current cooling mode for the power battery and the passenger compartment of the target vehicle. In this way, the current cooling mode required is determined according to the current weight coefficient of the current thermal management parameter and the pre-stored cooling mode.

[0104] Specifically, the execution step compares the current weight coefficient corresponding to the current thermal management parameter with the weight coefficients of each cooling mode in the pre-stored cooling mode, and determines the cooling mode corresponding to the current weight coefficient as the current cooling mode for the power battery and the passenger compartment of the target vehicle as follows:

[0105] Mode 1: When the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air-conditioning switch state is the first preset passenger compartment air-conditioning switch state coefficient, the target vehicle is controlled not to cool the power battery and passenger compartment of the target vehicle.

[0106] In some embodiments, as shown in Table 2, when the current weight coefficient of the current battery body temperature is 0, the current weight coefficient of the current battery water inlet temperature is 0, the current weight coefficient of the current engine coolant temperature is 4 or 6, the current weight coefficient of the current ambient temperature is 0, the current weight coefficient of the current charging mode is 0, and the current weight coefficient of the current passenger compartment air conditioning switch state is 0, it indicates that the current battery body temperature and the current battery water inlet temperature related to the temperature of the power battery of the target vehicle are low. At the same time, the current ambient temperature is low, the current charging mode is not charging, and the current passenger compartment air conditioning switch state is not turned on, and the temperature of the passenger compartment is also low at this time. Therefore, there is no need to cool the power battery or the passenger compartment. Therefore, the non-cooling mode is entered, in which the power battery or the passenger compartment is not cooled.

[0107] Mode two, when the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air-conditioning switch state is the second preset passenger compartment air-conditioning switch state coefficient, the passenger compartment of the target vehicle is cooled.

[0108] In some embodiments, as shown in Table 2, when the current weight coefficient of the current battery body temperature is 0, the current weight coefficient of the current battery water inlet temperature is 0, the current weight coefficient of the current engine coolant temperature is 0, the current weight coefficient of the current ambient temperature is 2, 3 or 5, the current weight coefficient of the current charging mode is 0, and the current weight coefficient of the current passenger compartment air conditioning switch state is 10, it means that the current battery body temperature and the current battery water inlet temperature related to the temperature of the power battery of the target vehicle are low. Although the current charging mode is not charging, the current ambient temperature is high, and the current passenger compartment air conditioning switch state is on, and the temperature affecting the passenger compartment is also high at this time. Therefore, the passenger compartment cooling mode is entered. In this cooling mode, there is no need to cool the power battery, only the passenger compartment needs to be cooled.

[0109] Mode three, when the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the second preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air-conditioning switch state is the second preset passenger compartment air-conditioning switch state coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery.

[0110] In some embodiments, as shown in Table 2, when the current weight coefficient of the current battery body temperature is 0 or 1, the current weight coefficient of the current battery water inlet temperature is 4, the current weight coefficient of the current engine coolant temperature is 0, the current weight coefficient of the current ambient temperature is 2, 3 or 5, the current weight coefficient of the current charging mode is 0, and the current weight coefficient of the current passenger compartment air conditioning switch state is 10, it means that the current battery body temperature of the target vehicle is high, and the current battery water inlet temperature is also high, resulting in the need for cooling and cooling of the power battery. Although the current charging mode is not charging, the current ambient temperature is high, and the passenger compartment air conditioning is turned on, which affects the temperature of the passenger compartment at this time. At this time, the priority of the passenger compartment is higher than the priority of the power battery. Therefore, the power battery and the passenger compartment are cooled at the same time, and the passenger compartment cooling mode is prioritized. In this cooling mode, the power battery and the passenger compartment are cooled at the same time, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery.

[0111] Mode four, when the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air-conditioning switch state is the second preset passenger compartment air-conditioning switch state coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment.

[0112] In some embodiments, as shown in Table 2, when the current weight coefficient of the current battery body temperature is 4 or 5, the current weight coefficient of the current battery water inlet temperature is 6, the current weight coefficient of the current engine coolant temperature is 0, the current weight coefficient of the current ambient temperature is 2, 3 or 5, the current weight coefficient of the current charging mode is 10, and the current weight coefficient of the current passenger compartment air conditioning switch state is 10, it means that the current battery body temperature of the target vehicle is very high, and the current battery water inlet temperature is also very high, resulting in the need for cooling and cooling of the power battery. At the same time, the current charging mode is slow charging or fast charging, the current ambient temperature is high, and the passenger compartment air conditioning is turned on, which affects the temperature of the passenger compartment at this time. The power battery is to ensure the normal driving of the target vehicle, and the passenger compartment is to ensure the comfort of the user. When both require more cooling capacity, the cooling of the power battery is given priority. Therefore, the power battery and the passenger compartment are cooled at the same time, and the power battery cooling mode is given priority. In this cooling mode, the power battery and the passenger compartment are cooled at the same time, and the cooling capacity of the power battery is greater than that of the passenger compartment.

[0113] Mode five, when the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air-conditioning switch state is the first preset passenger compartment air-conditioning switch state coefficient, the power battery of the target vehicle is cooled.

[0114] In some embodiments, as shown in Table 2, when the current weight coefficient of the current battery body temperature is 4 or 5, the current weight coefficient of the current battery water inlet temperature is 6, the current weight coefficient of the current engine coolant temperature is 0, 4 or 6, the current weight coefficient of the current ambient temperature is 0, 2, 3 or 5, the current weight coefficient of the current charging mode is 0 or 10, and the current weight coefficient of the current passenger compartment air conditioning switch state is 0, it means that the current battery body temperature of the target vehicle is very high, and the current battery water inlet temperature is also very high, resulting in the need for cooling of the power battery. Although the current charging mode is slow charging or fast charging, and the current ambient temperature is high, the passenger compartment air conditioning is not turned on. Therefore, the power battery cooling mode is entered. In this cooling mode, only the power battery needs to be cooled, and there is no need to cool the passenger compartment.

[0115] Furthermore, Table 2 shows the corresponding relationship between the cooling mode and the weight coefficient range of the thermal management parameter. In order to avoid the failure caused by the engine coolant temperature being too high, resulting in the expansion tank bursting or the power battery temperature being too high, the possibility of failure of the target vehicle can be reduced by sacrificing some drivability and passenger compartment real-time performance.

[0116] Furthermore, the relationship between the battery body temperature and the battery water inlet temperature is: because the heat of the battery body is taken away by the battery water inlet temperature to cool down, when the battery body temperature is low, the battery water inlet temperature will not be too high. When the current battery body temperature weight coefficient is 0, the current battery water inlet temperature weight coefficient is 0 or 4; when the current battery body temperature weight coefficient is 1, the current battery water inlet temperature weight coefficient is 4. The relationship between the ambient temperature and the passenger compartment air conditioning on state is: the air conditioning on state is determined according to the user's operation. When the ambient temperature is low, the passenger compartment air conditioning is turned off; when the ambient temperature is high, the passenger compartment air conditioning has two situations: on or off. Therefore, when the current ambient temperature weight coefficient is 0, the current passenger compartment air conditioning switch state weight coefficient must be 0; when the current ambient temperature coefficient is 2, 3 or 5, the current passenger compartment air conditioning switch state weight coefficient may be 0 or 10. The relationship between the charging mode weight coefficient and the engine coolant temperature weight coefficient is: when charging, the current charging mode weight coefficient is 10, the vehicle is stationary, and the engine will not start, so the current engine coolant temperature weight coefficient should be 0. Therefore, Table 2 contains the corresponding weight coefficients for all cooling modes of the power battery and the passenger compartment.

[0117] Table 2

[0118]

[0119]

[0120] Step 203: Cool the power battery and / or the passenger compartment of the target vehicle according to the current cooling mode.

[0121] In implementation, the power battery and / or the passenger compartment of the target vehicle is cooled according to the current cooling mode corresponding to the current thermal management parameters.

[0122] Specifically, the specific process of executing step 203 is as follows:

[0123] Mode 1: When the current cooling mode is no cooling, the refrigeration equipment of the target vehicle is controlled not to cool the power battery and the passenger compartment of the target vehicle.

[0124] In implementation, when the current cooling mode corresponding to the current thermal management parameters is no cooling, there is no need to cool the target vehicle, and the refrigeration equipment of the target vehicle is controlled not to cool the power battery and the passenger compartment of the target vehicle.

[0125] Mode 2: When the current cooling mode is passenger compartment cooling, the refrigeration equipment is controlled to cool the passenger compartment of the target vehicle.

[0126] During implementation, when the current cooling mode corresponding to the current thermal management parameters is passenger compartment cooling, it means that the power battery temperature and the engine coolant temperature are low, and there is no need to cool the power battery. The refrigeration equipment is controlled to cool the passenger compartment of the target vehicle.

[0127] Mode three, when the current cooling mode is to cool the power battery and the passenger compartment at the same time, and the cooling of the passenger compartment is given priority, the refrigeration equipment is controlled to cool the power battery and the passenger compartment of the target vehicle at the same time, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery.

[0128] In practice, when the current cooling mode corresponding to the current thermal management parameters is to cool the power battery and the passenger compartment at the same time, and the passenger compartment is cooled first, it means that the power battery temperature and the engine coolant temperature are high, but not very high, and the ambient temperature of the passenger compartment is also high. Therefore, it is necessary to cool the power battery and the passenger compartment at the same time, with the passenger compartment cooling as the priority. In other words, the power battery and the passenger compartment are cooled at the same time, but the cooling capacity of the passenger compartment is greater than that of the power battery.

[0129] Mode four, when the current cooling mode is to cool the power battery and the passenger compartment at the same time, and the power battery is cooled first, the refrigeration equipment is controlled to cool the power battery and the passenger compartment of the target vehicle at the same time, and the cooling capacity of the power battery is greater than that of the passenger compartment.

[0130] In practice, when the current cooling mode corresponding to the current thermal management parameters is to cool the power battery and the passenger compartment at the same time, and the power battery is cooled first, it means that the power battery temperature and the engine coolant temperature are very high, and the ambient temperature of the passenger compartment is also high, but not very high. Therefore, it is necessary to cool the power battery and the passenger compartment at the same time, with the power battery cooling as the priority. In other words, the power battery and the passenger compartment are cooled at the same time, but the cooling capacity of the power battery is greater than that of the passenger compartment.

[0131] Mode five: when the current cooling mode is power battery cooling, the refrigeration equipment is controlled to cool the power battery of the target vehicle.

[0132] In implementation, when the current cooling mode corresponding to the current thermal management parameters is power battery cooling, it means that the current power battery temperature is high and the ambient temperature of the passenger compartment is at a comfortable temperature for humans. In this case, the power battery needs to be cooled, but the passenger compartment does not need to be cooled. Therefore, when the current cooling mode is power battery cooling, the refrigeration equipment is controlled to cool the power battery of the target vehicle.

[0133] like Figure 3As shown, during the pure electric mode driving process of the target vehicle, it is also determined whether the target vehicle needs to reduce the output power or stop based on the temperature of the motor module to prevent the temperature of the motor module from being too high and causing an accident to the target vehicle. The specific process is as follows:

[0134] Step a: obtaining the motor temperature of the target vehicle during driving of the target vehicle in a pure electric mode or a hybrid mode.

[0135] In implementation, during the driving process of the target vehicle in pure electric mode or hybrid mode, the motor temperature of the target vehicle is detected, and in the subsequent steps, the detected motor temperature is used to determine whether the target vehicle meets the normal driving requirements of the pure electric mode. Pure electric mode driving refers to a mode in which the engine of the target vehicle does not participate in the operation of the target vehicle. When the target vehicle is in hybrid mode, it is necessary to make a judgment based on both the pure electric mode and the fuel mode.

[0136] Furthermore, when it is detected that the motor temperature of the target vehicle is less than the first preset motor temperature threshold, it means that the current motor temperature meets the temperature range of normal motor operation and will not hinder the normal driving of the target vehicle. Therefore, the target vehicle can be controlled to drive in pure electric mode, that is, Figure 3 The vehicle in the normal operation. Among them, the first preset motor temperature threshold can be 140°C, which can be set according to actual conditions and is not limited here.

[0137] Step b, when it is detected that the motor temperature is greater than or equal to the first preset motor temperature threshold and less than the second preset motor temperature threshold, the output power of the motor module is limited according to the preset proportional coefficient, and the current speed of the target vehicle is limited to less than the preset speed threshold, until the current state of charge SOC of the power battery of the target vehicle is zero, and the target vehicle is controlled to stop running.

[0138] In implementation, the motor temperature of the detected target vehicle is compared with the first preset motor temperature threshold and the second preset motor temperature threshold, respectively. When it is detected that the motor temperature is greater than or equal to the first preset motor temperature threshold and less than the second preset motor temperature threshold, it means that the motor temperature is high at this time, and the output power of the motor module needs to be limited to reduce the output power of the motor module. Therefore, the output power of the motor module can be limited according to the preset proportional coefficient, and the current speed of the target vehicle can be limited to less than the preset speed threshold. The turtle speed light can also be controlled to light up to prompt the driver to drive at a low speed. Until the current state of charge SOC of the power battery of the target vehicle is zero, the vehicle has no power to continue driving, and the target vehicle is controlled to stop running. Among them, the first preset motor temperature threshold can be 140°C, the second preset motor temperature threshold can be 150°C, and the preset proportional coefficient can be 50%, so that the output power of the motor module can be limited to 50% of the normal output power, and the preset speed threshold can be 15km / h.

[0139] Step c: when it is detected that the motor temperature is greater than or equal to a second preset motor temperature threshold, the target vehicle is controlled to stop running.

[0140] During implementation, the detected motor temperature of the target vehicle is compared with the second preset motor temperature threshold. When the motor temperature is detected to be greater than or equal to the second preset motor temperature threshold, it means that the motor temperature is too high. In order to prevent the target vehicle from having an accident, it is necessary to stop the vehicle immediately. Therefore, the target vehicle is controlled to stop running.

[0141] like Figure 3 As shown, during the fuel mode driving process of the target vehicle, it is also determined whether it can continue to drive or whether it needs to switch to pure electric mode based on the engine coolant temperature. The specific process is as follows:

[0142] Step d, during the driving process of the target vehicle in the fuel mode or the hybrid mode, when it is detected that the engine coolant temperature is greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold, the air conditioner of the passenger compartment is controlled to be turned off.

[0143] In implementation, during the driving process of the target vehicle in the fuel mode or hybrid mode, after detecting the engine coolant temperature of the target vehicle, the engine coolant temperature is compared with the first preset engine temperature threshold and the second preset engine temperature threshold. When the engine coolant temperature is detected to be greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold, it means that the engine coolant temperature is high. The fuel mode refers to a mode in which the motor module does not participate in the operation of the target vehicle. In order to avoid failure of the target vehicle, it is necessary to control the water temperature warning light to light up, control the dashboard to display a prompt that the engine coolant temperature is too high, to prompt the user, and control the air conditioning of the passenger compartment to turn off. Among them, when the engine coolant temperature is greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold, it meets the above-mentioned non-refrigeration or power battery cooling mode, and it is necessary to control the air conditioning of the passenger compartment to turn off. Among them, the air conditioning can be turned off by stopping the compressor, and the passenger compartment refrigeration can also be cut off by closing the stop valve. In this way, the normal operation of the power battery is guaranteed, the comfort of the passenger compartment is reduced, the load of the engine is reduced, and the heat generated by the engine is reduced. Among them, the second preset engine temperature threshold can be 125°C, which can be set according to actual conditions and is not limited here.

[0144] Furthermore, during the driving process of the target vehicle in the fuel mode or the hybrid mode, when it is detected that the engine coolant temperature is less than a first preset engine temperature threshold, the target vehicle is controlled to maintain fuel driving.

[0145] In implementation, during the fuel mode driving of the target vehicle, the engine coolant temperature of the target vehicle is detected. When the engine coolant temperature is detected to be less than the first preset engine temperature threshold, it means that the engine coolant temperature is low and will not affect the fuel driving of the target vehicle. Therefore, the target vehicle can be controlled to continue fuel driving, that is, Figure 3 The vehicle in the process operates normally. The first preset engine temperature threshold may be 115°C.

[0146] Step e, when it is detected that the engine coolant temperature is greater than or equal to the second preset engine temperature threshold, and the duration reaches the preset duration threshold, the engine of the target vehicle is controlled to stop running, and the electronic water pump and the electronic fan are controlled to operate at maximum power, and the target vehicle is controlled to drive in pure electric mode.

[0147] In implementation, after detecting the engine coolant temperature of the target vehicle, the engine coolant temperature is compared with the second preset engine temperature threshold. When the engine coolant temperature is detected to be greater than or equal to the second preset engine temperature threshold, and the duration reaches the preset duration threshold, it means that the engine coolant temperature is very high, which will affect the normal driving of the target vehicle in the fuel mode. Therefore, it is also necessary to control the water temperature warning light to light up, and control the dashboard to display the prompt that the engine coolant temperature is too high to prompt the user. Then, the engine of the target vehicle is controlled to stop running, and the electronic water pump and the electronic fan are controlled to operate at maximum power. The electronic water pump is set in the engine water circuit, which can be set at the engine water inlet or at the water outlet. The electronic fan is set behind the front grille of the vehicle, and can take away the heat by blowing after power is turned on. In this way, the electronic water pump and the electronic fan are used to dissipate heat from the engine to ensure that the engine coolant temperature is within a reasonable range. And control the target vehicle to drive in pure electric mode. Among them, the preset duration threshold can be 10 seconds. The target vehicle controls the engine to stop running, and controls the motor module to start running, so that the target vehicle enters pure electric mode.

[0148] Step f, during pure electric mode driving, if the engine coolant temperature is less than a third preset engine temperature threshold, start the engine of the target vehicle and control the target vehicle to exit the pure electric mode, wherein the third preset engine temperature threshold is less than the first preset engine temperature threshold.

[0149] In implementation, during pure electric mode driving, the engine coolant temperature of the engine continues to be detected, and the detected engine coolant temperature is compared with the third preset engine temperature threshold. If the engine coolant temperature is less than the third preset engine temperature threshold, it means that the engine coolant temperature is low enough to continue driving in fuel mode, so the engine of the target vehicle can be started, and the target vehicle can be controlled to exit the pure electric mode, thereby controlling the target vehicle to drive in fuel mode. Among them, the third preset engine temperature threshold is less than the first preset engine temperature threshold. The third preset engine temperature threshold can be 105°C, which can be set according to actual conditions and is not limited here.

[0150] Step g, during pure electric mode driving, if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold, determine whether the current SOC of the power battery of the target vehicle is less than the preset state of charge; if the current SOC is less than the preset state of charge, limit the speed of the target vehicle to less than the preset speed until the current state of charge SOC of the power battery of the target vehicle is zero, and then control the target vehicle to stop running.

[0151] In implementation, during pure electric mode driving, if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold, the state of charge SOC of the power battery is also detected, and the detected current SOC of the power battery is compared with the preset state of charge to determine whether the current SOC of the power battery of the target vehicle is less than the preset state of charge. If the current SOC is less than the preset state of charge, it means that the current power of the power battery is low or insufficient for the target vehicle to travel for a long time. Then, the speed of the target vehicle is limited to less than the preset speed, and the turtle speed light is controlled to light up until the current state of charge SOC of the power battery of the target vehicle is zero, and the target vehicle is controlled to stop running. Among them, the preset state of charge can be 10%, and the preset speed can be km / h.

[0152] An embodiment of the present application provides a method for thermal management control of a vehicle, which hierarchically and grades the thermal management parameters based on the thermal management parameters of the target vehicle, and sets different weight coefficients accordingly. Then, the corresponding cooling mode is matched according to the weight, so that the corresponding cooling mode is determined based on the current thermal management parameters of the target vehicle, and the target vehicle is cooled. This avoids the possibility of a failure of the expansion pot bursting when the engine coolant is too high. In order to prevent the occurrence of a first-level failure of the expansion pot bursting due to excessive engine coolant in a scenario beyond the design operating conditions, the thermal management control strategy is optimized to prompt the user more intuitively, or the vehicle fault level is reduced by sacrificing some drivability and passenger compartment comfort.

[0153] It should be understood that although Figures 2 to 3The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, Figures 2 to 3 At least part of the steps may include multiple steps or multiple stages. These steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed in turn or alternately with other steps or at least part of the steps or stages in other steps.

[0154] It can be understood that the same / similar parts between the various embodiments of the above method in this specification can refer to each other, and each embodiment focuses on the differences from other embodiments. For related points, please refer to the description of other method embodiments.

[0155] The present application also provides a thermal management control device for a vehicle, such as Figure 4 As shown, the device comprises:

[0156] The first acquisition module 401 is used to acquire the current thermal management parameters of the target vehicle, wherein the current thermal management parameters include the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode and the current passenger compartment air conditioning switch state;

[0157] A determination module 402 is used to obtain a current weight coefficient corresponding to the current thermal management parameter, and determine a current cooling mode of the power battery and the passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient;

[0158] The cooling module 403 is used to cool the power battery and / or the passenger compartment of the target vehicle according to the current cooling mode.

[0159] As an optional implementation manner, the determining module 402 is specifically configured to:

[0160] Determining a current weight coefficient of each current thermal management parameter according to the current thermal management parameter and the hierarchical level of the thermal management parameter; or,

[0161] According to the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameters, a current weight coefficient of each of the current thermal management parameters is determined.

[0162] As an optional implementation manner, the determining module 402 is specifically configured to:

[0163] The thermal management parameters include battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status;

[0164] The battery body temperature, the battery water inlet temperature, the engine coolant temperature and the ambient temperature are respectively stratified according to the values, and a plurality of stratification levels corresponding to the battery body temperature, the battery water inlet temperature, the engine coolant temperature and the ambient temperature are obtained;

[0165] The charging mode includes different charging modes, and different charging modes correspond to different hierarchical levels;

[0166] The passenger compartment air conditioning switch state includes different switch states, and different switch states correspond to different hierarchical levels;

[0167] Determine a weight coefficient corresponding to each hierarchical level, wherein different hierarchical levels of each thermal management parameter correspond to different weight coefficients, and the sum of the weight coefficients of each hierarchical level of each thermal management parameter is equal;

[0168] According to the hierarchical levels of the thermal management parameters, the current hierarchical level of the current thermal management parameter is determined, and according to the weight coefficients corresponding to each hierarchical level, the current weight coefficient corresponding to the current thermal management parameter is determined.

[0169] As an optional implementation manner, the determining module 402 is specifically configured to:

[0170] The thermal management parameters include battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status;

[0171] The current weight coefficient corresponding to the current battery body temperature is the ratio of the current battery body temperature to the preset critical battery body temperature;

[0172] The current weight coefficient corresponding to the current battery water inlet temperature is the ratio of the current battery water inlet temperature to the preset critical battery water inlet temperature;

[0173] The current weight coefficient corresponding to the current engine coolant temperature is the ratio of the current engine coolant temperature to the preset critical engine coolant temperature;

[0174] The current weight coefficient corresponding to the current ambient temperature is the ratio of the current ambient temperature to the preset critical ambient temperature;

[0175] The charging mode includes different charging modes, and different charging modes correspond to different hierarchical levels;

[0176] The passenger compartment air conditioning switch state includes different switch states, and different switch states correspond to different hierarchical levels;

[0177] Determining weight coefficients corresponding to the various hierarchical levels of the charging mode and the passenger compartment air conditioner switch state, wherein different hierarchical levels of the charging mode and the passenger compartment air conditioner switch state correspond to different weight coefficients, and the sum of the weight coefficients of the charging mode is equal to the sum of the weight coefficients of the passenger compartment air conditioner switch state;

[0178] According to the current hierarchical level of the current charging mode and the current passenger compartment air conditioner switch state, current weight coefficients corresponding to the current charging mode and the current passenger compartment air conditioner switch state are determined.

[0179] As an optional implementation manner, the determining module 402 is specifically configured to:

[0180] The current weight coefficient corresponding to the current thermal management parameter is compared with the weight coefficients of each cooling mode in the pre-stored cooling mode, and the cooling mode corresponding to the current weight coefficient is determined as the current cooling mode for the power battery and the passenger compartment of the target vehicle.

[0181] As an optional implementation manner, the determining module 402 is specifically configured to:

[0182] When the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the target vehicle is controlled not to cool the power battery and passenger compartment of the target vehicle;

[0183] Cooling the passenger compartment of the target vehicle when the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the second preset passenger compartment air conditioning switch state coefficient.

[0184] When the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the second preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the second preset passenger compartment air conditioning switch state coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery;

[0185] When the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioner switch state is the second preset passenger compartment air conditioner switch state coefficient, the power battery and the passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment;

[0186] When the conditions are met that the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the power battery of the target vehicle is cooled.

[0187] As an optional implementation, the device further includes:

[0188] A second acquisition module is used to acquire the motor temperature of the target vehicle during the driving process of the target vehicle in the pure electric mode or the hybrid mode;

[0189] a limiting module, configured to limit the output power of the motor module according to a preset proportional coefficient when it is detected that the motor temperature is greater than or equal to a first preset motor temperature threshold and less than a second preset motor temperature threshold, and to limit the current speed of the target vehicle to less than a preset speed threshold, until the current state of charge SOC of the power battery of the target vehicle is zero, and then control the target vehicle to stop running;

[0190] The first control module is used to control the target vehicle to stop running when it is detected that the motor temperature is greater than or equal to the second preset motor temperature threshold.

[0191] As an optional implementation, the device further includes:

[0192] a second control module, configured to control turning off the air conditioner of the passenger compartment when detecting that the engine coolant temperature is greater than or equal to the first preset engine temperature threshold and less than a second preset engine temperature threshold during driving of the target vehicle in the fuel mode or the hybrid mode;

[0193] The third control module is used to control the engine of the target vehicle to stop running, and control the electronic water pump and the electronic fan to operate at maximum power, and control the target vehicle to drive in pure electric mode when it is detected that the engine coolant temperature is greater than or equal to the second preset engine temperature threshold and the duration reaches the preset duration threshold.

[0194] As an optional implementation manner, after controlling the target vehicle to drive in a pure electric mode, the device further includes:

[0195] a fourth control module, configured to start the engine of the target vehicle and control the target vehicle to exit the pure electric mode if the engine coolant temperature is less than a third preset engine temperature threshold during pure electric mode driving, wherein the third preset engine temperature threshold is less than the first preset engine temperature threshold;

[0196] The fifth control module is used to determine whether the current SOC of the power battery of the target vehicle is less than a preset state of charge if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold during pure electric mode driving; if the current SOC is less than the preset state of charge, limit the speed of the target vehicle to less than the preset speed until the current state of charge SOC of the power battery of the target vehicle is zero, and then control the target vehicle to stop running.

[0197] An embodiment of the present application provides a device for thermal management control of a vehicle. Based on the thermal management parameters of a target vehicle, the thermal management parameters are hierarchically graded and different weight coefficients are set accordingly. Then, the corresponding cooling mode is matched according to the weight, so that the corresponding cooling mode is determined based on the current thermal management parameters of the target vehicle to cool the target vehicle. This avoids the possibility of a failure of the expansion pot bursting when the engine coolant is too high. In order to prevent the occurrence of a first-level failure of the expansion pot bursting due to excessive engine coolant in a scenario beyond the design operating conditions, the thermal management control strategy is optimized to prompt the user more intuitively, or the vehicle fault level is reduced by sacrificing some drivability and passenger compartment comfort.

[0198] The specific definition of the thermal management control device for a vehicle can be found in the definition of the thermal management control method for a vehicle above, and will not be repeated here. Each module in the thermal management control device for a vehicle can be implemented in whole or in part by software, hardware, or a combination thereof. Each of the above modules can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute operations corresponding to each of the above modules.

[0199] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0200] It should also be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for display, data for analysis, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0201] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0202] The technical features of the above embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0203] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A method for thermal management control of a vehicle, characterized in that: The method comprises: Acquire current thermal management parameters of the target vehicle, wherein the current thermal management parameters include current battery body temperature, current battery water inlet temperature, current engine coolant temperature, current ambient temperature, current charging mode, and current passenger compartment air conditioning switch state; Acquiring a current weight coefficient corresponding to the current thermal management parameter, and determining a current cooling mode of a power battery and a passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient; According to the current cooling mode, the power battery and / or the passenger compartment of the target vehicle are cooled.

2. The method according to claim 1, characterized in that The obtaining of the current weight coefficient corresponding to the current thermal management parameter includes: Determining a current weight coefficient of each current thermal management parameter according to the current thermal management parameter and the hierarchical level of the thermal management parameter; or, According to the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameters, a current weight coefficient of each of the current thermal management parameters is determined.

3. The method according to claim 2, characterized in that The step of determining a current weight coefficient of each current thermal management parameter according to the current thermal management parameter and the hierarchical level of the thermal management parameter comprises: The thermal management parameters include battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status; The battery body temperature, the battery water inlet temperature, the engine coolant temperature and the ambient temperature are respectively stratified according to the values, and a plurality of stratification levels corresponding to the battery body temperature, the battery water inlet temperature, the engine coolant temperature and the ambient temperature are obtained; The charging mode includes different charging modes, and different charging modes correspond to different hierarchical levels; The passenger compartment air conditioning switch state includes different switch states, and different switch states correspond to different hierarchical levels; Determine a weight coefficient corresponding to each hierarchical level, wherein different hierarchical levels of each thermal management parameter correspond to different weight coefficients, and the sum of the weight coefficients of each hierarchical level of each thermal management parameter is equal; According to the hierarchical levels of the thermal management parameters, the current hierarchical level of the current thermal management parameter is determined, and according to the weight coefficients corresponding to each hierarchical level, the current weight coefficient corresponding to the current thermal management parameter is determined.

4. The method according to claim 2, characterized in that: Determining the current weight coefficient of each current thermal management parameter according to the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameter includes: The thermal management parameters include battery body temperature, battery water inlet temperature, engine coolant temperature, ambient temperature, charging mode and passenger compartment air conditioning switch status; The current weight coefficient corresponding to the current battery body temperature is the ratio of the current battery body temperature to the preset critical battery body temperature; The current weight coefficient corresponding to the current battery water inlet temperature is the ratio of the current battery water inlet temperature to the preset critical battery water inlet temperature; The current weight coefficient corresponding to the current engine coolant temperature is the ratio of the current engine coolant temperature to the preset critical engine coolant temperature; The current weight coefficient corresponding to the current ambient temperature is the ratio of the current ambient temperature to the preset critical ambient temperature; The charging mode includes different charging modes, and different charging modes correspond to different hierarchical levels; The passenger compartment air conditioning switch state includes different switch states, and different switch states correspond to different hierarchical levels; Determining weight coefficients corresponding to the various hierarchical levels of the charging mode and the passenger compartment air conditioner switch state, wherein different hierarchical levels of the charging mode and the passenger compartment air conditioner switch state correspond to different weight coefficients, and the sum of the weight coefficients of the charging mode is equal to the sum of the weight coefficients of the passenger compartment air conditioner switch state; According to the current hierarchical level of the current charging mode and the current passenger compartment air conditioner switch state, current weight coefficients corresponding to the current charging mode and the current passenger compartment air conditioner switch state are determined.

5. The method according to any one of claims 1 to 4, characterized in that The current cooling mode of the power battery and the passenger compartment of the target vehicle is determined according to the current thermal management parameter and the current weight coefficient. include, The current weight coefficient corresponding to the current thermal management parameter is compared with the weight coefficients of each cooling mode in the pre-stored cooling mode, and the cooling mode corresponding to the current weight coefficient is determined as the current cooling mode for the power battery and the passenger compartment of the target vehicle.

6. The method according to claim 5, characterized in that The step of comparing the current weight coefficient corresponding to the current thermal management parameter with the weight coefficients of each cooling mode in the pre-stored cooling modes, and determining the cooling mode corresponding to the current weight coefficient as the current cooling mode for the power battery and the passenger compartment of the target vehicle, includes: When the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the target vehicle is controlled not to cool the power battery and passenger compartment of the target vehicle; Cooling the passenger compartment of the target vehicle when the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the first preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the second preset passenger compartment air conditioning switch state coefficient. When the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the second preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the second preset passenger compartment air conditioning switch state coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery; When the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioner switch state is the second preset passenger compartment air conditioner switch state coefficient, the power battery and the passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment; When the conditions are met that the current weight coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weight coefficient of the current battery water inlet temperature is the third preset battery water inlet temperature coefficient, the current weight coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weight coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weight coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient, and the current weight coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the power battery of the target vehicle is cooled.

7. The method according to claim 1, characterized in that The method further comprises: During driving of the target vehicle in a pure electric mode or a hybrid mode, obtaining a motor temperature of the target vehicle; When it is detected that the motor temperature is greater than or equal to a first preset motor temperature threshold and less than a second preset motor temperature threshold, the output power of the motor module is limited according to a preset proportional coefficient, and the current speed of the target vehicle is limited to less than the preset speed threshold, until the current state of charge SOC of the power battery of the target vehicle is zero, the target vehicle is controlled to stop running; When it is detected that the motor temperature is greater than or equal to the second preset motor temperature threshold, the target vehicle is controlled to stop running.

8. The method according to claim 1, characterized in that The method further comprises: During the driving process of the target vehicle in the fuel mode or the hybrid mode, when it is detected that the engine coolant temperature is greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold, controlling to turn off the air conditioner of the passenger compartment; When it is detected that the engine coolant temperature is greater than or equal to the second preset engine temperature threshold and the duration reaches the preset duration threshold, the engine of the target vehicle is controlled to stop running, and the electronic water pump and the electronic fan are controlled to operate at maximum power, and the target vehicle is controlled to drive in pure electric mode.

9. The method according to claim 8, characterized in that After controlling the target vehicle to drive in a pure electric mode, the method further includes: During pure electric mode driving, if the engine coolant temperature is less than a third preset engine temperature threshold, starting the engine of the target vehicle and controlling the target vehicle to exit the pure electric mode, wherein the third preset engine temperature threshold is less than the first preset engine temperature threshold; During pure electric mode driving, if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold, it is determined whether the current SOC of the power battery of the target vehicle is less than the preset state of charge. If the current SOC is less than the preset state of charge, the speed of the target vehicle is limited to less than the preset speed until the current state of charge SOC of the power battery of the target vehicle is zero, and the target vehicle is controlled to stop running.

10. A thermal management control device for a vehicle, characterized in that: The device comprises: An acquisition module, used to acquire current thermal management parameters of the target vehicle, wherein the current thermal management parameters include current battery body temperature, current battery water inlet temperature, current engine coolant temperature, current ambient temperature, current charging mode and current passenger compartment air conditioning switch state; a determination module, configured to obtain a current weight coefficient corresponding to the current thermal management parameter, and determine a current cooling mode of the power battery and the passenger compartment of the target vehicle according to the current thermal management parameter and the current weight coefficient; A refrigeration module is used to cool the power battery and / or the passenger compartment of the target vehicle according to the current refrigeration mode.

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