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

Abstract

The invention discloses a driving system thermal management method, electronic equipment, a storage medium and a vehicle. The driving system thermal management method comprises the steps that the actual efficiency of a driving system in a current operation mode is obtained; the optimal efficiency of the driving system in the current temperature field is obtained, and the optimal efficiency is obtained according to the combination efficiency of multiple target components of the driving system in the current temperature field; and controlling the cooling flow of a cooling system of the driving system according to the optimal efficiency and the actual efficiency. The method can comprehensively consider the combination efficiency of a plurality of different target parts of the driving system in the current temperature field, and by adjusting the cooling flow of the cooling system, the temperature field is in the optimal efficiency interval, the influence of the temperature on the efficiency of the driving system is reduced, and the efficiency of the driving system is always in the optimal value.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a drive system thermal management method, a drive thermal management system, an electronic device, a computer-readable storage medium, a computer program product and a vehicle. Background Art

[0002] In the relevant technology, the hybrid electric assembly is the core component of the hybrid vehicle powertrain. In addition to realizing the basic function of driving the whole vehicle, it must also ensure that the performance indicators of the assembly meet the requirements of the whole vehicle. The motor is the core component of the hybrid assembly, and the cooling of the motor affects the assembly efficiency and the fuel consumption of the whole vehicle. At present, the vehicle drive system cannot make the temperature field in the optimal efficiency range. The temperature has a great impact on the efficiency of the drive system, and the drive system efficiency cannot reach the optimal value. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to propose a drive system thermal management method, which can comprehensively consider the combined efficiency of multiple target components of the drive system under the current temperature field, and adjust the cooling flow of the cooling system so that the drive system is in the optimal efficiency range under the temperature field, reduce the impact of temperature on the efficiency of the drive system, and make the efficiency of the drive system always at the optimal value.

[0004] The second objective of the present invention is to provide a drive thermal management system.

[0005] The third objective of the present invention is to provide an electronic device.

[0006] A fourth objective of the present invention is to provide a computer-readable storage medium.

[0007] A fifth object of the present invention is to provide a computer program product.

[0008] A sixth object of the present invention is to provide a vehicle.

[0009] In order to solve the above problems, an embodiment of the first aspect of the present invention provides a thermal management method for a drive system, comprising: obtaining the actual efficiency of the drive system under the current operating mode; obtaining the optimal efficiency of the drive system under the current temperature field, wherein the optimal efficiency is obtained based on the combined efficiency of multiple target components of the drive system under the current temperature field; and controlling the cooling flow of the cooling system of the drive system based on the optimal efficiency and the actual efficiency.

[0010] According to the thermal management method of the drive system of an embodiment of the present invention, when the drive system is working, the actual efficiency of the drive system is obtained in real time. At the same time, the combined efficiency of multiple target components of the drive system under the current temperature field is comprehensively considered to obtain the optimal efficiency under the current temperature field. The cooling flow of the cooling system is adjusted according to the optimal efficiency and the actual efficiency, so that the temperature field is in the optimal efficiency range, reducing the impact of temperature on the efficiency of the drive system, so that the efficiency of the drive system is always at the optimal value.

[0011] In some embodiments, the optimal efficiency is the maximum efficiency value among multiple combined efficiencies under the current temperature field; the target component includes a drive source and / or a gear train, and the combined efficiency is obtained based on the drive source efficiency corresponding to the target drive source temperature in the target temperature combination and / or the gear train efficiency corresponding to the target oil temperature in the target temperature combination.

[0012] In some embodiments, the target temperature combination is a combination of the target drive source temperature and / or the target oil temperature, wherein the target drive source temperature is determined based on the current detected temperature of the drive source, and the target oil temperature is determined based on the current oil detection temperature.

[0013] In some embodiments, the target drive source temperature includes a drive source temperature whose temperature difference with the current detected temperature of the drive source is less than a first temperature value, and the target oil temperature includes an oil temperature whose temperature difference with the current oil detected temperature is less than a second temperature value.

[0014] In some embodiments, the driving source efficiency corresponding to the target driving source temperature is determined by searching a driving source efficiency Map according to the target driving source temperature.

[0015] In some embodiments, the gear train efficiency corresponding to the target oil temperature is determined by searching a gear train efficiency map according to the target oil temperature.

[0016] In some embodiments, the actual efficiency is obtained based on the actual efficiency of the driving source and / or the actual efficiency of the gear system of the driving system; the actual efficiency of the driving source is determined based on the current detected temperature of the driving source under the current operating mode of the vehicle, and the actual efficiency of the gear system is determined based on the current oil detected temperature of the cooling system in the driving system.

[0017] In some embodiments, the actual efficiency of the driving source is determined by searching a driving source efficiency map according to the current detected temperature of the driving source.

[0018] In some embodiments, the actual efficiency of the gear train is determined by looking up a gear train efficiency map according to the current oil detection temperature.

[0019] In some embodiments, the cooling flow of the cooling system of the drive system is controlled according to the optimal efficiency and the actual efficiency, including: the current operating mode is the first operating mode, and the driving source includes a motor; when the actual efficiency is less than the optimal efficiency, the cooling flow of the first cooling pump is controlled until the actual efficiency is equal to or greater than the optimal efficiency, wherein the first cooling pump is used for cooling the motor; or, when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

[0020] In some embodiments, the driving source is a plurality of the motors, and the first cooling pump is used for cooling the plurality of the motors; when the actual efficiency is less than the optimal efficiency, the cooling flow of the first cooling pump is controlled until the actual efficiency is equal to or greater than the optimal efficiency, wherein the first cooling pump is used for cooling at least one of the motors; or, when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

[0021] In some embodiments, the cooling flow of the cooling system of the drive system is controlled according to the optimal efficiency and the actual efficiency, including: the current operating mode is the second operating mode, and the driving source includes a motor and a generator; when the actual efficiency is less than the optimal efficiency, the total cooling flow of the cooling system is controlled according to the cooling demand flow of the drive system and the cooling flow of the second cooling pump, and the second cooling pump is used for cooling the motor and the generator; when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

[0022] In some embodiments, the drive system thermal management method further includes: obtaining a cooling demand flow of the drive system and a cooling flow of the second cooling pump.

[0023] In some embodiments, the total cooling flow of the cooling system is controlled according to the cooling demand flow and the mechanical pump cooling flow, including: when the cooling demand flow is less than or equal to the cooling flow of the second cooling pump, the total cooling flow of the cooling system is the cooling flow of the second cooling pump.

[0024] In some embodiments, the total cooling flow of the cooling system is controlled according to the cooling demand flow and the cooling flow of the second cooling pump, including: when the cooling demand flow is greater than the cooling flow of the second cooling pump, the total cooling flow is the cooling flow of the second cooling pump and the cooling flow of the first cooling pump, the cooling flow of the first cooling pump is adjusted by controlling the speed of the first cooling pump according to the flow difference between the cooling demand flow and the cooling flow of the second cooling pump, and the first cooling pump is used for cooling the motor.

[0025] The second aspect of the embodiment of the present invention proposes a driving thermal management system, which includes a driving system and a thermal management controller. The driving system includes multiple target components and a cooling system; the thermal management controller is connected to the driving system for executing the driving system thermal management method.

[0026] According to the driving thermal management system of an embodiment of the present invention, the driving system thermal management method of the above embodiment is executed through a thermal management controller, and the combined efficiency of multiple target components of the driving system under the current temperature field is comprehensively considered. By adjusting the cooling flow of the cooling system, the driving system is placed in the optimal efficiency range under the temperature field, reducing the impact of temperature on the efficiency of the driving system, so that the efficiency of the driving system is always at the optimal value.

[0027] In some embodiments, the target component includes a drive source and / or a gear train.

[0028] In some embodiments, the power source includes a motor and / or a generator.

[0029] In some embodiments, the cooling system includes: a first cooling pump and a second cooling pump, the first cooling pump is used for cooling the motor, and the second cooling pump is used for cooling the motor and the generator.

[0030] In some embodiments, the drive system further includes a transmission and a clutch, wherein the transmission is connected to the motor and the clutch is connected to the generator.

[0031] A third aspect of the present invention provides an electronic device, comprising: at least one processor; a memory communicatively connected to the at least one processor; the memory storing a computer program executable by the at least one processor, wherein the at least one processor implements the drive system thermal management method described in the above embodiment when executing the computer program.

[0032] According to the electronic device of the embodiment of the present invention, the corresponding drive system thermal management program can be stored in the memory. When the drive system thermal management method is implemented, the processor runs the program in the memory, comprehensively considers the drive source efficiency and gear system efficiency of the drive system under the current temperature field, and adjusts the cooling flow of the cooling system so that the temperature field is in the optimal efficiency range, reduces the impact of temperature on the drive system efficiency, and ensures that the efficiency of the drive system is always at the optimal value.

[0033] A fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed, implements the drive system thermal management method described in the above embodiment.

[0034] A fifth aspect of the present invention provides a computer program product, which includes a computer program stored on a computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer executes the drive system thermal management method.

[0035] A sixth aspect of the present invention provides a vehicle, the vehicle includes the electronic device described in the above embodiment; or, the vehicle includes a drive system and a controller, the controller is connected to the drive system, and is used to control the drive system according to the drive system thermal management method described in the above embodiment, or the vehicle includes the drive thermal management system of the above embodiment.

[0036] According to the vehicle of the embodiment of the present invention, the combined efficiency of multiple target components of the drive system under the current temperature field, such as the drive source efficiency and the gear system efficiency, can be comprehensively considered, and the cooling flow of the cooling system of the drive system can be adjusted through the controller so that the temperature field is in the optimal efficiency range, reducing the impact of temperature on the efficiency of the drive system, and ensuring that the efficiency of the drive system is always at the optimal value.

[0037] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a flow chart of a drive system thermal management method according to an embodiment of the present invention; Figure 2 is a flowchart of optimal control of a first operation mode according to an embodiment of the present invention; Figure 3 is a flowchart of optimal control of the second operation mode according to one embodiment of the present invention; Figure 4 is a block diagram of a thermal management system for a drive system according to an embodiment of the present invention; Figure 5 is a structural block diagram of an electronic device according to an embodiment of the present invention; Figure 6 is a structural block diagram of a vehicle according to an embodiment of the present invention; Figure 7 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0039] Reference numerals: Vehicle 200; Electronic device 100; drive system 210; controller 220; Processor 101 ; memory 102 ; motor 211 ; generator 212 ; transmission 213 ; clutch 214 ; engine 215 . DETAILED DESCRIPTION

[0040] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0041] In the prior art, the design is mainly optimized from the perspective of the drive system architecture, reducing the gearbox to save the space occupied by the hybrid drive system, improving the coordination efficiency of the engine and the motor, and optimizing the layout of the drive motor, generator and transmission system to solve the problem of low transmission efficiency in the vehicle's hybrid mode, or solving the problem of low driving efficiency in the motor-assisted drive mode from the perspective of control methods; the vehicle drive system does not take into account the drive source efficiency and gear system efficiency under different temperature fields, and is unable to reduce the impact of temperature on the drive system efficiency, so the drive system efficiency cannot reach the optimal value.

[0042] In order to solve the above problems, an embodiment of the first aspect of the present invention provides a thermal management method for a drive system, which can comprehensively consider the driving source efficiency and gear system efficiency of the drive system under the current temperature field, and adjust the cooling flow of the cooling system so that the temperature field is in the optimal efficiency range, thereby reducing the impact of temperature on the efficiency of the drive system and ensuring that the efficiency of the drive system is always at the optimal value.

[0043] Reference below Figure 1 A drive system thermal management method according to an embodiment of the first aspect of the present invention is described. Figure 1 As shown, the method at least includes steps S1 to S3.

[0044] Step S1, obtaining the actual efficiency of the drive system in the current operation mode.

[0045] Specifically, when the vehicle is driving, the vehicle drive system is responsible for converting the electrical energy stored in the battery pack into mechanical energy to drive the vehicle. The efficiency of the drive system is different in different operating modes. Therefore, after determining the operating mode, the actual efficiency of the drive system in the current operating mode is obtained. To ensure the accuracy of the actual efficiency obtained, it is necessary to ensure that the test equipment is accurate and select appropriate test methods for testing.

[0046] Step S2, obtaining the optimal efficiency of the drive system under the current temperature field.

[0047] The optimal efficiency is obtained according to the combined efficiency of multiple target components of the drive system under the current temperature field, and the multiple target components may include the same components or different components. For example, in some embodiments, the target components may be various drive sources of the drive system, such as motors, generators, etc., and may also include gear trains such as transmissions and clutches. For example, the combined efficiency includes an efficiency combination of the drive source efficiency and the gear train efficiency.

[0048] Specifically, temperature is one of the important factors affecting the efficiency of electric drive. The increase in temperature will lead to an increase in the coil resistance of the motor, an increase in dynamic friction, an increase in the magnetic resistance of the core, and a decrease in the cooling effect, all of which will reduce the efficiency of the electric drive. When obtaining the efficiency of the drive system, the influence of temperature must be considered. In order to obtain the optimal efficiency of the drive system under the current temperature field, it is first necessary to accurately monitor the changes in the temperature field. The current temperature can be obtained by arranging temperature sensors in the drive system. At the same time, the temperature field simulation technology can be used to predict and analyze the temperature distribution of the drive system.

[0049] The drive source efficiency usually refers to the efficiency of the motor (electric motor), which is the ratio of the motor to convert the input electrical energy into the output mechanical energy. The drive source efficiency value is affected by many factors, including the motor design, materials, operating temperature and control strategy. The gear train efficiency refers to the efficiency of the gear reduction device (transmission mechanism) in the drive system. The gear train efficiency value reflects the energy loss of the gear reduction device in the process of transmitting torque and speed.

[0050] When obtaining the optimal efficiency, the current drive source efficiency and gear system efficiency can be obtained by real-time monitoring of the working conditions of the motor and gear reduction device (such as temperature, speed, torque, etc.). By analyzing and processing the real-time monitored data, the optimal efficiency of the drive system under the current temperature field can be obtained.

[0051] Step S3, controlling the cooling flow of the cooling system of the drive system according to the optimal efficiency and the actual efficiency.

[0052] Specifically, controlling the cooling flow of the cooling system of the drive system according to the optimal efficiency and actual efficiency is a key measure to ensure the stable operation of the drive system under various working conditions and improve the efficiency. After obtaining the optimal efficiency based on the driving source efficiency and gear system efficiency of the drive system under the current temperature field, the actual efficiency and optimal efficiency of the drive system under the current operating mode are calculated and analyzed to obtain the cooling flow required for the drive system at the optimal efficiency, thereby controlling the cooling flow of the cooling system so that the actual efficiency of the drive system gradually approaches the optimal efficiency, ensuring that the drive system can maintain efficient and stable operation under various working conditions.

[0053] According to the thermal management method of the drive system of an embodiment of the present invention, when the drive system is working, the actual efficiency of the drive system is obtained in real time. At the same time, the combined efficiency of multiple target components of the drive system under the current temperature field is comprehensively considered, such as the combination of the drive source efficiency and the gear train efficiency, so as to obtain the optimal efficiency under the current temperature field. The cooling flow of the cooling system is adjusted according to the optimal efficiency and the actual efficiency, so that the temperature field is in the optimal efficiency range, the influence of temperature on the efficiency of the drive system is reduced, and the efficiency of the drive system is always at the optimal value.

[0054] In some embodiments, the optimal efficiency is the maximum efficiency value among multiple combined efficiencies under the current temperature field; the target component includes a drive source and / or a gear train. The combined efficiency is obtained according to the drive source efficiency corresponding to the target drive source temperature in the target temperature combination and / or the gear train efficiency corresponding to the target oil temperature in the target temperature combination.

[0055] Specifically, considering multiple combined efficiencies under the current temperature field, the maximum efficiency value among the multiple combined efficiencies is determined as the optimal efficiency. The target component of the drive system can be a drive source, the target component of the drive system can also be a gear train, or the target component of the drive system can also be a combination of a drive source and a gear train. Since the hybrid vehicle power system includes a drive system and an engine, the target temperature combination can be determined according to the currently detected temperature of the drive source (motor temperature and / or generator temperature) and the oil temperature, and the temperature combination is a combination of the drive source temperature and the oil temperature. For example, the motor temperature is 70 degrees and the oil temperature is 50 degrees; the target temperature combination can also be a motor temperature of 60 and an oil temperature of 40 degrees, or a motor temperature of 80 and an oil temperature of 60 degrees, or an oil temperature of 70 and a motor temperature of 60 degrees, or an oil temperature of 70 and a motor temperature of 60 degrees, or an oil temperature of 70 and a motor temperature of 50 degrees, etc. The efficiency is optimal when the motor temperature is around 70 degrees and the oil temperature is around 50 degrees. The target temperature combination is a combination of two temperatures near the currently detected drive source temperature and the oil temperature, but it should be noted that the motor temperature must be higher than the oil temperature because the motor is to be cooled by the oil temperature.

[0056] When the target component of the drive system is a combination of a drive source and a gear train, the combined efficiency is obtained according to the drive source efficiency corresponding to the drive source temperature and the gear train efficiency corresponding to the target oil temperature in the target temperature combination. Different temperature combinations correspond to different efficiency values. The maximum efficiency value is selected from multiple temperature combination efficiencies as the optimal efficiency.

[0057] In some embodiments, the target temperature combination is a combination of a target drive source temperature and / or a target oil temperature, wherein the target drive source temperature is determined based on a current detected temperature of the drive source, and the target oil temperature is determined based on a current detected oil temperature.

[0058] Specifically, the target component can be a driving source, the target component can also be a gear train, or the target component can also be a combination of a driving source and a gear train. Accordingly, the target temperature combination can be a target driving source temperature, or a target temperature combination can be a combination of oil temperatures, or a target temperature combination can be a combination of a target driving source temperature and a target oil temperature; a target temperature combination is selected from multiple temperature combinations, and the selected target temperature combination is the temperature combination closest to the maximum efficiency value among multiple combination efficiencies; a sensor is used to monitor the current temperature of the driving source in real time, and the target driving source temperature is determined based on the monitored current temperature. Similarly, a sensor is used to monitor the current temperature of the oil in real time, and the target oil temperature is determined based on the monitored current temperature.

[0059] In some embodiments, the target drive source temperature includes a drive source temperature whose temperature difference from the current detected temperature of the drive source is less than a first temperature value, and the target oil temperature includes an oil temperature whose temperature difference from the current oil detected temperature is less than a second temperature value.

[0060] Specifically, assuming that the motor temperature is around 70 degrees and the oil temperature is around 50 degrees, the drive system is at optimal efficiency. Therefore, the target drive source temperature and the target oil temperature in the target temperature combination should not deviate too much from the corresponding temperature values. The temperature difference of the current detected temperature of the drive source is less than the drive source temperature of the first temperature value. The first temperature value can be understood as the temperature value that deviates from the target drive source temperature. The temperature difference of the current oil detection temperature is less than the oil temperature of the second temperature value. The second temperature value can be understood as the temperature value that deviates from the target oil temperature. For example, the first temperature value and the second temperature value can be 5 degrees, or 10 degrees, so that the target drive source temperature is around 70 degrees and the target oil temperature is around 50 degrees.

[0061] In some embodiments, the driving source efficiency corresponding to the target driving source temperature is determined by searching a driving source efficiency Map according to the target driving source temperature.

[0062] Specifically, the drive source efficiency map is an efficiency distribution diagram of the drive source at a given speed and torque, which is used to intuitively display the efficiency performance of the drive source under different conditions. The drive source efficiency map is similar to a geographical contour map, which shows the efficiency of the drive source under different operating temperatures and load conditions. The drive source efficiency map is drawn based on experimental data or simulation results. When determining the drive source efficiency corresponding to the target drive source temperature, a sensor is used to monitor the current temperature of the drive source in real time. After that, in the drive source efficiency map of the drive source operable temperature domain, the area or point corresponding to the target drive source temperature is found, and the efficiency value corresponding to the location is read.

[0063] In some embodiments, the gear train efficiency corresponding to the target oil temperature is determined by searching a gear train efficiency map according to the target oil temperature.

[0064] Specifically, when determining the gear train efficiency corresponding to the target oil temperature, use a sensor to monitor the oil temperature in real time, find the area or point corresponding to the target oil temperature in the gear train efficiency map in the gear train's operating temperature domain, and find the position corresponding to the target oil temperature in the map, and then read the gear train efficiency value corresponding to that position.

[0065] In some embodiments, the actual efficiency is obtained based on the actual efficiency of the driving source of the driving system and / or the actual efficiency of the gear train; the actual efficiency of the driving source is determined based on the current detected temperature of the driving source under the current operating mode of the vehicle, and the actual efficiency of the gear train is determined based on the current oil detected temperature of the cooling system in the driving system.

[0066] Specifically, the actual efficiency is the overall performance of the drive system under the current operating state, which reflects the efficiency of the system's energy conversion and transmission. The actual efficiency can be obtained based on the actual efficiency of the drive source and / or the actual efficiency of the gear system of the drive system. If the drive system only includes the drive source, the actual efficiency is equal to the actual efficiency of the drive source. If the drive system only includes the gear system, the actual efficiency is equal to the actual efficiency of the gear system. If the drive system includes the drive source and the gear system, the actual efficiency is obtained based on the actual efficiency of the drive source and the actual efficiency of the gear system. For multiple efficiencies on the same power transmission path, the calculated efficiency can be the product of multiple efficiencies, actual efficiency = actual efficiency of the drive source * actual efficiency of the gear system. However, the efficiency belonging to different power transmission paths cannot be simply calculated by multiplication. The current operating mode of the vehicle refers to the current driving state of the vehicle. Different operating modes will produce different load and temperature requirements for the drive source. The current temperature of the drive source is monitored in real time using a sensor, and the actual efficiency of the drive source is determined based on the current operating mode and the current detection temperature; the current temperature of the oil in the cooling system is monitored in real time using a sensor, and the actual efficiency of the gear system is determined based on the current oil detection temperature.

[0067] In some embodiments, the actual efficiency of the driving source is determined by searching a driving source efficiency map according to the current detected temperature of the driving source.

[0068] Specifically, the current detected temperature is the actual working temperature of the driving source monitored in real time by the sensor. The working efficiency of the driving source is closely related to its working temperature. Within an appropriate temperature range, the driving source can maintain a high efficiency; at too high or too low a temperature, the driving source may decline; according to the currently detected driving source temperature, the corresponding area or point is found in the driving source efficiency map, and the position corresponding to the current temperature is found in the driving source efficiency map, and the efficiency value corresponding to the position can be read. This efficiency value represents the actual driving source efficiency under the current temperature conditions.

[0069] In some embodiments, the actual efficiency of the gear train is determined by looking up a gear train efficiency map according to the current detected oil temperature.

[0070] Specifically, the current oil detection temperature refers to the actual temperature of the oil monitored in real time by a sensor. Based on the currently detected oil temperature, the corresponding area or point is found in the gear train efficiency map. Once the position corresponding to the current oil temperature is found in the gear train efficiency map, the efficiency value corresponding to the position can be read. This efficiency value represents the actual gear train efficiency under the current oil temperature conditions.

[0071] In some embodiments, the current operating mode is a first operating mode, in which the driving source includes a motor; when the actual efficiency is less than the optimal efficiency, the cooling flow of the first cooling pump is controlled until the actual efficiency is equal to or greater than the optimal efficiency, wherein the first cooling pump is used to cool the motor; or, when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

[0072] Specifically, the power system of a hybrid vehicle includes a drive system and an engine, and the power transmission path is as follows: engine-drive system-wheel end; the first operating mode is the EV (Electric Vehicle) mode. When the current operating mode is the first operating mode, the engine and the generator do not work, and only the motor works. Therefore, the drive source efficiency is only the efficiency of the motor, and the energy transmission path is: motor-transmission (secondary reduction)-half-axle-wheel end; in a hybrid vehicle, for multiple efficiencies on the same power transmission path, the calculated efficiency can be the product of multiple efficiencies (for example, motor efficiency and gear system efficiency in EV mode), but the efficiencies belonging to different power transmission paths cannot simply be calculated by multiplication.

[0073] In the first operating mode, the motor is working, and the engine and generator are not working. In an embodiment, the first cooling pump may include but is not limited to an electronic oil pump. In this first operating mode, the actual efficiency is calculated in real time, and at the same time, the optimal efficiency value is obtained. If the actual efficiency is lower than the optimal efficiency, the speed of the electronic oil pump in the cooling system is adjusted. The purpose of adjusting the speed of the electronic oil pump is to change the flow rate of the oil and the temperature of the motor to improve the actual efficiency. The controller will continue to adjust the speed of the electronic oil pump until the actual efficiency reaches or exceeds the optimal efficiency; if it is detected that the actual efficiency has reached or exceeded the optimal efficiency, the current state of the cooling system is kept unchanged, and the speed of the electronic oil pump is kept at a stable level. The speed of the electronic oil pump in the cooling system needs to be able to respond quickly to changes in the actual efficiency and adjust the speed in time.

[0074] In some embodiments, the driving source is a plurality of motors, and a first cooling pump is used for cooling the plurality of motors; when the actual efficiency is less than the optimal efficiency, the cooling flow of the first cooling pump is controlled until the actual efficiency is equal to or greater than the optimal efficiency, wherein the first cooling pump is used for cooling at least one of the motors; or, when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

[0075] Specifically, the driving source can be multiple motors, and the first cooling pump cools at least one motor. In the first operating mode, the actual efficiency is calculated in real time, and the optimal efficiency value is obtained. If the actual efficiency is lower than the optimal efficiency, the speed of the cooling pump in the cooling system is adjusted. The purpose of adjusting the speed of the cooling pump is to change the flow rate of the oil and the temperature of the motor to improve the actual efficiency. The controller will continue to adjust the speed of the cooling pump until the actual efficiency reaches or exceeds the optimal efficiency. If it is detected that the actual efficiency has reached or exceeded the optimal efficiency, the current state of the cooling system is kept unchanged, and the speed of the cooling pump is maintained at a stable level to ensure that the first cooling pump cools multiple motors.

[0076] Reference below Figure 2 The control steps of the driving system in the first operation mode are described by way of example, and the specific contents are as follows: Step S4, first operating mode.

[0077] Step S5: The motor temperature sensor detects the motor temperature A.

[0078] Step S6: the oil temperature sensor monitors the oil temperature B.

[0079] Step S7, retrieve the full temperature range motor efficiency Map.

[0080] Step S8, retrieve the full temperature range gear train efficiency Map.

[0081] Step S9, calculating the system efficiency C.

[0082] Step S10, calculating the optimal efficiency D of the system.

[0083] Step S11, determine the relationship between C and D, if C<D, execute step S12, if C≥D, execute step S13.

[0084] Step S12, adjusting the speed of the electronic oil pump to change the cooling flow rate.

[0085] Step S13: The assembly operates in the optimal efficiency temperature field.

[0086] Step S14, end.

[0087] For example, Figure 2As shown, the control logic of optimal control of the drive system efficiency in the first operating mode is: the motor temperature sensor detects the motor temperature A / the oil temperature sensor detects the oil temperature B, retrieves the motor efficiency Map of the full temperature domain / retrieves the gear train efficiency Map of the full temperature domain, and calculates the drive system efficiency C; retrieves the motor efficiency Map of the full temperature domain / retrieves the gear train efficiency Map of the full temperature domain, calculates the optimal efficiency D of the drive system, and determines the relationship between C and D. If C<D, adjust the speed of the electronic oil pump, change the cooling flow, and then return to detect the motor temperature A and the oil temperature B, recalculate the system efficiency C, and determine the relationship with D. It iterates in this way until C≥D, and the assembly operates in the optimal efficiency temperature field.

[0088] In some embodiments, the current operating mode is the second operating mode. In the second operating mode, the driving source includes a motor and a generator, and the driving source efficiency includes the efficiency of the motor and the efficiency of the generator; the second operating mode includes the participation of multiple power sources, for example, the motor works, the engine and the generator work in series; or, the motor and the engine work in parallel, and the generator works at the right time.

[0089] Specifically, when the current operation mode is the second operation mode, the driving source includes a motor and a generator, and the generator and the motor work together; for example, the energy transmission path can be: engine working-driving the generator to rotate and generate electricity-battery+motor, motor working-transmission (secondary reduction)-semi-axle-wheel end. Alternatively, the energy transmission path can be: clutch engagement, engine working-clutch engagement-gear set-wheel end; motor working-transmission (secondary reduction)-semi-axle-wheel end.

[0090] In some embodiments, the cooling flow of a cooling system of a drive system is controlled according to the optimal efficiency and the actual efficiency, including: in a second operating mode, the drive source may include a motor and a generator; when the actual efficiency is less than the optimal efficiency, the total cooling flow of the cooling system is controlled according to the cooling demand flow of the drive system and the cooling flow of the second cooling pump, the second cooling pump is used for cooling the motor and the generator, and when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

[0091] Specifically, in the second operating mode, the driving source may include a motor and a generator, and the second cooling pump may include but is not limited to a mechanical pump, which is used for cooling and driving the motor and the generator; the actual efficiency is calculated in real time, and at the same time, the optimal efficiency value is obtained, and the actual efficiency is compared with the optimal efficiency value; when the actual efficiency is less than the optimal efficiency, the cooling demand flow required for the drive system is calculated according to the deviation between the actual efficiency and the optimal efficiency, and the cooling flow of the mechanical pump is determined by taking into account the cooling demand of the mechanical pump itself and its cooling demand for the drive system, and the total cooling flow of the cooling system is adjusted according to the cooling demand flow and the cooling flow of the mechanical pump to ensure that the drive system can operate under the state of optimal efficiency; when the actual efficiency is equal to or greater than the optimal efficiency, there is no need to further adjust the state of the cooling system, and the current cooling flow is maintained to ensure stable operation of the system.

[0092] In some embodiments, the drive system thermal management method also includes obtaining the cooling demand flow of the drive system and the cooling flow of the second cooling pump of the cooling system, and then the total cooling flow of the cooling system can be controlled based on the cooling demand flow and the cooling flow of the second cooling pump of the drive system as described above.

[0093] In some embodiments, the total cooling flow of the cooling system is controlled according to the cooling demand flow and the cooling flow of the second cooling pump, including: when the cooling demand flow is less than or equal to the cooling flow of the second cooling pump, the total cooling flow of the cooling system is the cooling flow of the second cooling pump.

[0094] Specifically, the cooling demand flow is determined based on the current working state of the drive system (including the motor and the generator). The second cooling pump, such as a mechanical pump, is a component in the cooling system for providing coolant circulation. The cooling flow is controlled by the mechanical pump. When the cooling demand flow is less than or equal to the mechanical pump cooling flow, the mechanical pump is fully capable of meeting the cooling needs of the drive system. Therefore, the total cooling flow of the cooling system will be set to the cooling flow of the mechanical pump.

[0095] In some embodiments, the total cooling flow of the cooling system is controlled according to the cooling demand flow and the cooling flow of the second cooling pump, including: when the cooling demand flow is greater than the cooling flow of the second cooling pump, the total cooling flow is the cooling flow of the second cooling pump and the cooling flow of the first cooling pump of the cooling system, and the cooling flow of the first cooling pump is adjusted by controlling the speed of the first cooling pump according to the flow difference between the cooling demand flow and the cooling flow of the second cooling pump.

[0096] For example, specifically, under working conditions, the cooling demand of the drive system may exceed the maximum cooling flow that the mechanical pump can provide, so the first cooling pump is introduced. When the cooling flow of the second cooling pump is insufficient to meet the demand, the first cooling pump can be activated and used to provide additional coolant flow. The speed of the first cooling pump is controlled according to the flow difference between the cooling demand flow and the cooling flow of the second cooling pump. The additional cooling flow is obtained by calculation, and then the speed of the first cooling pump is adjusted according to the calculation result to provide the required additional coolant flow. The total cooling flow of the cooling system is the sum of the cooling flow of the second cooling pump and the cooling flow of the first cooling pump. The second cooling pump and the first cooling pump work together to meet the cooling demand of the drive system.

[0097] Reference below Figure 3 The control steps of the driving system in the second operation mode are described by way of example, and the specific contents are as follows: Step S15, second operation mode.

[0098] Step S16, calculating the mechanical pump cooling flow G according to the engine speed and pressure.

[0099] Step S17: the motor temperature sensor detects the motor A.

[0100] Step S18: The engine temperature sensor detects the engine temperature B.

[0101] Step S19, the oil temperature sensor monitors the oil temperature C.

[0102] Step S20, retrieve the full temperature range driving / generating motor efficiency Map.

[0103] Step S21, retrieve the full temperature range gear train efficiency Map.

[0104] Step S22, calculating the system efficiency D.

[0105] Step S23, calculating the optimal efficiency E of the system.

[0106] Step S24, determine the relationship between D and E, if D<E, execute step S25, if D≥E, execute step S26.

[0107] Step S25, calculating the cooling demand flow rate F.

[0108] Step S26: The assembly operates in the optimal efficiency temperature field.

[0109] Step S27, determine the relationship between flow rate H and D, H=FG, if H≤D, execute step S28, if H>D, execute step S29.

[0110] Step S28, output according to the flow rate of the mechanical pump.

[0111] Step S29, based on the flow output of the mechanical pump and according to the flow H requirement, adjust the speed of the electronic oil pump.

[0112] Step S30, end.

[0113] For example, Figure 3 As shown, the optimal control logic of the drive system efficiency in the second operation mode is as follows: the motor temperature sensor detects the motor temperature A / the generator temperature sensor detects the generator temperature B / the oil temperature sensor detects the oil temperature C, retrieves the full temperature domain motor efficiency Map / retrieves the full temperature domain gear system efficiency Map, and calculates the drive system efficiency D; retrieves the full temperature domain motor efficiency Map / retrieves the full temperature domain gear system efficiency Map, and calculates the drive system optimal efficiency E. Determine the relationship between D and E. If D < E, calculate the cooling demand flow F, calculate the mechanical pump cooling flow G according to the engine speed and pressure, calculate and determine the H value, H = FG: If H ≤ 0, return to detect A / B / C according to the mechanical pump flow output, recalculate D, and determine the relationship between D and E, and repeat this cycle; If H > 0, based on the mechanical pump flow output, adjust the speed of the electronic oil pump according to the flow H demand, and return to detect A / B / C again, recalculate D, and determine the relationship between D and E, and repeat this cycle; When D ≥ E, the assembly works in the optimal efficiency temperature field.

[0114] Based on the drive system thermal management method of the above embodiment, a second embodiment of the present invention provides a drive system thermal management system. The drive system thermal management system includes a drive system and a thermal management controller.

[0115] like Figure 4 As shown, the drive system 210 includes: a plurality of target components and a cooling system (not shown in the figure). The thermal management controller is connected to the drive system 210 and is used to control the cooling system according to the thermal management method of the drive system in the above embodiment. The specific control process can refer to the thermal management method of the drive system in the above embodiment.

[0116] According to the driving thermal management system of an embodiment of the present invention, the driving system thermal management method of the above embodiment is executed through a thermal management controller, and the combined efficiency of multiple target components of the driving system under the current temperature field is comprehensively considered. By adjusting the cooling flow of the cooling system, the driving system is placed in the optimal efficiency range under the temperature field, reducing the impact of temperature on the efficiency of the driving system, so that the efficiency of the driving system is always at the optimal value.

[0117] In some embodiments, the target component includes a drive source and / or a gear train.

[0118] Specifically, the target component in the drive system may be a drive source, the target component in the drive system may be a gear train, or the target component in the drive system may be a combination of a drive source and a gear train.

[0119] In some embodiments, Figure 4 As shown, the driving source includes a motor 211 and a generator 212 .

[0120] In some embodiments, the cooling system includes: a first cooling pump and a second cooling pump Specifically, the cooling system includes a first cooling pump and a second cooling pump, the first cooling pump is used for cooling the motor, and the second cooling pump is used for cooling the motor and the generator. For example, the first cooling pump may be an electronic oil pump, and the second cooling pump may be a mechanical pump.

[0121] In some embodiments, Figure 4 As shown, the drive system 210 further includes a transmission 213 and a clutch 214 . The transmission 213 is connected to the motor 211 , and the clutch 214 is connected to the generator 212 .

[0122] Specifically, in the first operation mode, the motor 211 works, and the engine 215 and the generator 212 do not work. In the second operation mode, the motor 211 works, and the engine 215 and the generator 212 work in series; or, the motor 211 and the engine 215 work in parallel, and the generator 212 works at an appropriate time.

[0123] A third aspect of the present invention provides an electronic device, such as Figure 5 As shown, the electronic device 100 includes: at least one processor 101 and a memory 102 .

[0124] Among them, at least one processor 101 is communicatively connected with the memory 102, and the memory 102 stores a computer program that can be executed by the at least one processor 101. When the at least one processor 101 executes the computer program, the thermal management method of the drive system is implemented.

[0125] According to the electronic device of the embodiment of the present invention, the corresponding drive system thermal management program can be stored in the memory. When the drive system thermal management method is implemented, the processor runs the program in the memory, comprehensively considers the drive source efficiency and gear system efficiency of the drive system under the current temperature field, and adjusts the cooling flow of the cooling system so that the temperature field is in the optimal efficiency range, reduces the impact of temperature on the drive system efficiency, and ensures that the efficiency of the drive system is always at the optimal value.

[0126] A fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements a drive system thermal management method when executed.

[0127] A fifth aspect of the present invention provides a computer program product, which includes a computer program stored on a computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer executes the drive system thermal management method of the above embodiment.

[0128] A sixth aspect of the present invention provides a vehicle, such as Figure 6 As shown, the vehicle 200 includes: an electronic device 100; or Figure 7 As shown, the vehicle 200 includes: a driving system 210 and a controller 220. The controller 220 is connected to the driving system 210, and the controller 220 is used to control the driving system 210 according to the driving system thermal management method.

[0129] Alternatively, in some embodiments, the vehicle includes the drive system thermal management system of the above embodiments.

[0130] According to the vehicle of the embodiment of the present invention, the driving source efficiency and gear system efficiency of the driving system under the current temperature field can be comprehensively considered, and the cooling flow of the cooling system of the driving system can be adjusted through the controller so that the temperature field is in the optimal efficiency range, reducing the impact of temperature on the efficiency of the driving system, and making the efficiency of the driving system always at the optimal value.

[0131] For example, the vehicle of the embodiment of the present invention includes a drive system that integrates a motor and a generator, a transmission, a clutch, a hydraulic cooling system and an integrated power domain controller. The thermal management system of the drive system uses a control logic to ensure that the efficiency of the drive system is always at the optimal value. Temperature has an impact on the efficiency of the drive system, and the impact on the motor and the gear system is different, which is reflected in the different temperature high-efficiency zones of the motor and the gear system. The optimal control logic for assembly efficiency proposed in the present invention comprehensively considers the efficiency of the motor and the gear system under the temperature field, calculates the optimal efficiency of the drive system, and then adjusts the cooling system to make the temperature field in the optimal efficiency range, thereby improving the assembly efficiency.

[0132] In the description of this specification, any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code including one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present invention includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present invention belong.

[0133] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0134] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0135] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0136] In addition, each functional unit in each embodiment of the present invention may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0137] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present invention. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

[0138] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, substrates, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0139] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A drive system thermal management method, characterized in that: include: Obtain the actual efficiency of the drive system in the current operating mode; Obtaining the optimal efficiency of the drive system under the current temperature field, wherein the optimal efficiency is obtained according to the combined efficiency of multiple target components of the drive system under the current temperature field; A cooling flow rate of a cooling system of the drive system is controlled according to the optimal efficiency and the actual efficiency.

2. The drive system thermal management method according to claim 1, characterized in that: The optimal efficiency is the maximum efficiency value among the multiple combined efficiencies under the current temperature field; The target component includes a drive source and / or a gear train; The combined efficiency is obtained according to the driving source efficiency corresponding to the target driving source temperature in the target temperature combination and / or the gear train efficiency corresponding to the target oil temperature in the target temperature combination.

3. The drive system thermal management method according to claim 2, characterized in that: The target temperature combination is a combination of the target drive source temperature and / or the target oil temperature; The target drive source temperature is determined according to the current detected temperature of the drive source, and the target oil temperature is determined according to the current detected oil temperature.

4. The drive system thermal management method according to claim 3, characterized in that: The target drive source temperature includes a drive source temperature having a temperature difference from a current detected temperature of the drive source less than a first temperature value, and the target oil temperature includes an oil temperature having a temperature difference from the current detected oil temperature less than a second temperature value.

5. The drive system thermal management method according to claim 2, characterized in that: The driving source efficiency corresponding to the target driving source temperature is determined by searching a driving source efficiency Map according to the target driving source temperature.

6. The drive system thermal management method according to claim 2, characterized in that: The gear train efficiency corresponding to the target oil temperature is determined by searching a gear train efficiency Map according to the target oil temperature.

7. The drive system thermal management method according to claim 2, characterized in that: The actual efficiency is obtained according to the actual efficiency of the driving source of the driving system and / or the actual efficiency of the gear train; The actual efficiency of the driving source is determined according to the current detected temperature of the driving source in the current operation mode of the vehicle, and the actual efficiency of the gear train is determined according to the current detected oil temperature of the cooling system in the driving system.

8. The drive system thermal management method according to claim 7, characterized in that: The actual efficiency of the driving source is determined by searching a driving source efficiency map according to the current detected temperature of the driving source.

9. The drive system thermal management method according to claim 7, characterized in that: The actual efficiency of the gear train is determined by searching a gear train efficiency map according to the current oil detection temperature.

10. The drive system thermal management method according to any one of claims 2 to 9, characterized in that: Controlling the cooling flow of the cooling system of the drive system according to the optimal efficiency and the actual efficiency includes: When the current operation mode is the first operation mode, the driving source includes a motor; When the actual efficiency is less than the optimal efficiency, controlling the cooling flow rate of the first cooling pump until the actual efficiency is equal to or greater than the optimal efficiency, wherein the first cooling pump is used for cooling the motor; Alternatively, when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

11. The drive system thermal management method according to claim 10, characterized in that: The driving source is a plurality of the motors, and the first cooling pump is used for cooling the plurality of the motors; When the actual efficiency is less than the optimal efficiency, controlling the cooling flow rate of the first cooling pump until the actual efficiency is equal to or greater than the optimal efficiency, wherein the first cooling pump is used for cooling at least one of the motors; Alternatively, when the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

12. The drive system thermal management method according to any one of claims 2 to 9, characterized in that: Controlling the cooling flow of the cooling system of the drive system according to the optimal efficiency and the actual efficiency includes: When the current operation mode is the second operation mode, the driving source includes a motor and a generator; When the actual efficiency is less than the optimal efficiency, controlling the total cooling flow of the cooling system according to the cooling demand flow of the drive system and the cooling flow of a second cooling pump, the second cooling pump being used for cooling the motor and the generator; When the actual efficiency is equal to or greater than the optimal efficiency, the current state of the cooling system is maintained.

13. The drive system thermal management method according to claim 12, characterized in that: The drive system thermal management method further includes: A cooling demand flow of the drive system and a cooling flow of the second cooling pump are obtained.

14. The drive system thermal management method according to claim 12, characterized in that: Controlling the total cooling flow of the cooling system according to the cooling demand flow and the mechanical pump cooling flow includes: When the required cooling flow is less than or equal to the cooling flow of the second cooling pump, the total cooling flow of the cooling system is the cooling flow of the second cooling pump.

15. The drive system thermal management method according to claim 12, characterized in that: Controlling the total cooling flow of the cooling system according to the cooling demand flow and the cooling flow of the second cooling pump comprises: When the cooling demand flow is greater than the cooling flow of the second cooling pump, the total cooling flow is the cooling flow of the second cooling pump and the cooling flow of the first cooling pump. The cooling flow of the first cooling pump is adjusted by controlling the speed of the first cooling pump according to the flow difference between the cooling demand flow and the cooling flow of the second cooling pump. The first cooling pump is used for cooling the motor.

16. A drive thermal management system, characterized in that: include: a drive system comprising a plurality of target components and a cooling system; A thermal management controller, the thermal management controller is connected to the drive system and is used to execute the drive system thermal management method according to any one of claims 1-15.

17. The drive thermal management system according to claim 16, characterized in that: The target component includes a drive source and / or a gear train.

18. The drive thermal management system according to claim 17, characterized in that: The driving source includes a motor and / or a generator.

19. The drive thermal management system according to claim 18, characterized in that: The cooling system comprises: A first cooling pump and a second cooling pump, wherein the first cooling pump is used for cooling the motor, and the second cooling pump is used for cooling the motor and the generator.

20. The drive thermal management system according to claim 18, characterized in that: The drive system further includes a transmission and a clutch, wherein the transmission is connected to the motor and the clutch is connected to the generator.

21. An electronic device, characterized in that: include: at least one processor; a memory communicatively coupled to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, and when the at least one processor executes the computer program, the drive system thermal management method according to any one of claims 1 to 15 is implemented.

22. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed, the drive system thermal management method according to any one of claims 1 to 15 is implemented.

23. A computer program product, characterized in that The computer program product comprises a computer program stored on a computer-readable storage medium, wherein the computer program comprises program instructions, and when the program instructions are executed by a computer, the computer is caused to execute the drive system thermal management method according to any one of claims 1 to 15.

24. A vehicle, characterized in that: The vehicle comprises the electronic device of claim 21; Alternatively, the vehicle comprises a drive system and a controller, wherein the controller is connected to the drive system and is used to control the drive system according to the drive system thermal management method according to any one of claims 1 to 15; Alternatively, the vehicle includes the drive thermal management system according to any one of claims 16-20.

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