Vehicle thermal management method and system and vehicle

Abstract

The invention provides a vehicle thermal management method and system and a vehicle, and relates to the technical field of vehicle control. Based on the information and the corresponding mapping relation, the passenger compartment refrigeration estimated demand power, the battery pack refrigeration estimated demand power and the cold energy output power of the cold storage unit are obtained; the passenger compartment refrigeration pre-estimated demand power, the battery pack refrigeration pre-estimated demand power and the cold energy output power of the cold storage unit are compared, so that the refrigeration modes of the passenger compartment and the battery pack are determined; wherein the refrigeration mode comprises refrigeration through a cold storage unit and / or refrigeration through a refrigeration unit. In this way, the refrigerating unit and / or the cold storage unit can be reasonably allocated to refrigerate the battery pack and the passenger compartment, the comfort degree of a driver and passengers during driving is met, energy consumption of the battery pack is reduced, and the endurance mileage of the vehicle is increased.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle thermal management method, system, and vehicle. Background Technology

[0002] Electric vehicles are called "green energy" or "environmentally friendly transportation" primarily because they are more sustainable than traditional gasoline-powered vehicles in terms of energy use, emissions control, and overall life-cycle environmental impact. Since electric vehicles do not burn chemical fuels while driving, they do not emit carbon dioxide, nitrogen oxides, carbon monoxide, or hydrocarbons, significantly reducing vehicle exhaust pollution in congested cities.

[0003] However, in related technologies, the energy density of a single battery pack in an electric vehicle is limited, resulting in a relatively limited energy storage capacity for the battery pack composed of individual battery cells. This bottleneck severely restricts the development of electric vehicles. Especially when the air conditioning is on or the battery pack is being cooled, these operations typically draw energy from the battery pack and consume a significant amount of energy. Therefore, the operation of the air conditioning and the cooling of the battery pack will, to some extent, affect the driving range and range of the electric vehicle. Thus, how to improve the driving range of the vehicle when the air conditioning is on and the battery pack is cooling is a problem that urgently needs to be solved for electric vehicles. Summary of the Invention

[0004] This invention provides a vehicle thermal management method, system, and vehicle to solve the technical problem of reduced vehicle range when the air conditioner is turned on and the battery pack is cooled.

[0005] This invention provides a vehicle thermal management method, comprising: Acquire environmental information and vehicle information, wherein the environmental information includes information about the interior of the passenger compartment and information about the external environment, and the vehicle information includes vehicle operating conditions, battery pack status information and cold storage unit information; Based on the aforementioned environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the passenger cabin, the estimated cooling power requirement of the passenger cabin is obtained. Based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power requirement of the battery pack, the estimated cooling power requirement of the battery pack is obtained. Based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold storage unit, the cold energy output power of the cold storage unit is obtained. The estimated cooling power requirements of the passenger compartment, the estimated cooling power requirements of the battery pack, and the cooling output power of the cold storage unit are compared, and the cooling methods of the passenger compartment and the battery pack are determined based on the comparison results. The cooling method includes cooling through a cold storage unit and / or cooling through a cooling unit.

[0006] In one embodiment of the present invention, comparing the estimated cooling power demand of the passenger compartment, the estimated cooling power demand of the battery pack, and the cooling output power of the cold storage unit, and determining the cooling method of the passenger compartment and the battery pack based on the comparison results, includes: The sum of the estimated cooling power demand of the crew cabin and the estimated cooling power demand of the battery pack is the total cooling power demand, and the minimum of the estimated cooling power demand of the crew cabin and the estimated cooling power demand of the battery pack is the minimum estimated power demand. If the total power required for cooling is less than or equal to the output power of the cold storage unit, then the cold storage unit will be used to cool the passenger compartment and the battery pack. If the total cooling demand is greater than the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than the minimum estimated demand power, then one of the battery pack and the passenger compartment will be cooled by the cold storage unit, and the other of the battery pack and the passenger compartment will be cooled by the cooling unit. If the cooling output power of the cold storage unit is less than or equal to the minimum estimated power requirement, then the refrigeration unit will cool the passenger compartment and / or the battery pack.

[0007] In one embodiment of the present invention, if the total cooling demand is greater than the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than the minimum estimated power demand, then one of the battery pack and the passenger compartment is cooled by the cold storage unit, and the other of the battery pack and the passenger compartment is cooled by the cooling unit, including: If the estimated cooling power requirement of the battery pack is greater than the estimated cooling power requirement of the passenger compartment, then the passenger compartment is cooled by the cold storage unit, and the battery pack is cooled by the cooling unit. If the estimated cooling power requirement of the battery pack is less than or equal to the estimated cooling power requirement of the passenger compartment, then the passenger compartment is cooled by the cooling unit and the battery pack is cooled by the storage unit.

[0008] In one embodiment of the present invention, after obtaining environmental information and vehicle information, and before obtaining the estimated cooling power requirement of the passenger compartment based on the environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the passenger compartment, the following steps are included: Based on the vehicle operating conditions and the battery pack status information, the cooling method of the passenger compartment and the battery pack is determined. The vehicle operating conditions include driving conditions and idling conditions. The battery pack status information includes the current battery pack status and the battery pack temperature. The current battery pack status is either charging or not charging. If the vehicle is in an idling state, the current battery pack is in a non-charging state, and the battery pack temperature is greater than or equal to a preset threshold, then the passenger compartment and the battery pack will be cooled by the cooling unit. If the vehicle is in an idling state, the current battery pack is in a non-charging state, and the battery pack temperature is less than a preset threshold, then the battery pack is cooled by the cold storage unit, and the passenger compartment is cooled by the cooling unit. If the current battery pack status is charging, the refrigeration unit cools the passenger compartment and / or the battery pack.

[0009] In one embodiment of the present invention, the passenger compartment interior information includes at least the passenger compartment interior temperature and the air conditioning set temperature, the external environment information includes at least the current external temperature, the battery pack status information includes at least the battery pack current and the battery pack internal resistance, and the cold storage unit information includes at least the current cold storage unit temperature.

[0010] In one embodiment of the present invention, the battery pack status information further includes the current battery pack status, battery pack temperature, and battery pack coolant temperature; Based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power demand of the battery pack, the estimated cooling power demand of the battery pack is obtained, further comprising: Based on the mapping relationship between the battery pack temperature, the current battery pack status, the vehicle operating condition, and the target temperature of the battery pack coolant, the target temperature of the battery pack coolant is obtained. Based on the battery pack coolant temperature, battery pack coolant target temperature, preset coolant density, preset coolant flow rate, and preset coolant specific heat capacity, the estimated power demand of the coolant is obtained, and based on the battery pack current and the battery pack internal resistance, the estimated heat generation power of the battery pack is obtained. Based on the estimated power demand of the coolant and the estimated heat generation power of the battery pack, the estimated cooling power demand of the battery pack is obtained.

[0011] In one embodiment of the present invention, the cold energy output power of the cold energy storage unit is obtained based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold energy storage unit, including: Based on the target temperature of the battery pack coolant and the set temperature of the air conditioner, the temperature of the cold storage unit after cooling is obtained, and the temperature of the cold storage unit after cooling is equal to the minimum value between the target temperature of the battery pack coolant and the set temperature of the air conditioner.

[0012] In one embodiment of the present invention, the cold energy output power of the cold energy storage unit is obtained based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold energy storage unit, and further includes: Based on the mapping relationship between the current temperature of the cold storage unit, the temperature of the cold storage unit after cold release, and the cold output power of the cold storage unit, the cold output power of the cold storage unit is obtained.

[0013] The present invention also provides a vehicle thermal management system, comprising: Information acquisition module, the information acquisition module is used to acquire environmental information and vehicle information; An analysis and processing module, which obtains the estimated cooling power requirement of the passenger cabin based on the environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the passenger cabin; The analysis and processing module obtains the estimated cooling power demand of the battery pack based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power demand of the battery pack. The analysis and processing module obtains the cold energy output power of the cold storage unit based on the environmental information and vehicle information, as well as the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold storage unit. The analysis and processing module compares the estimated cooling power demand of the passenger cabin, the estimated cooling power demand of the battery pack, and the cooling output power of the cold storage unit, and determines the cooling method of the passenger cabin and the battery pack based on the comparison results. An execution module controls the cold storage unit and / or the refrigeration unit to perform refrigeration according to the refrigeration method of the crew compartment and the battery pack.

[0014] The present invention also provides a vehicle employing the vehicle thermal management method described above.

[0015] The beneficial effects of this invention are as follows: The vehicle thermal management method, system, and vehicle proposed in this invention obtain environmental and vehicle information to determine the estimated power demand for passenger compartment cooling, the estimated power demand for battery pack cooling, and the output power of the cold storage unit. Based on the relationship between these three factors, the cooling unit and / or the cold storage unit can be rationally allocated to cool the battery pack and passenger compartment. While ensuring the comfort of passengers, this reduces the energy consumed by the passenger compartment cooling and battery pack cooling, thereby improving the vehicle's range and increasing its driving mileage to a certain extent. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] In the attached diagram: Figure 1 This is a schematic flowchart of a vehicle thermal management method provided in an embodiment of the present invention; Figure 2 A block diagram of a vehicle thermal management system provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure between a refrigeration unit, a cold storage unit, a battery pack, and a vehicle air conditioning unit according to an embodiment of the present invention. Figure 4 This is a schematic diagram of the structure between a cold storage unit, a battery pack, and a vehicle air conditioning unit according to an embodiment of the present invention.

[0018] Labeling Explanation: Cold Storage Unit 1, First Cold Storage Channel 101, Cold Storage Unit 102, First Cold Release Channel 103, Third Refrigerant Passage 2, Third Regulating Valve 3, Refrigeration Unit 4, Compressor 401, Condenser 402, Three-Way Valve 5, Inlet 501, First Outlet 502, Second Outlet 503, Evaporator 6, First Refrigerant Passage 7, First Regulating Valve 8, Cooling Unit 9, First Heat Exchange Channel 901, Second Heat Exchange Channel 902, Third Heat Exchange Channel 903, Warm Air Core 10, Blower 11, Second Regulating Valve 12, Second Refrigerant Passage 13, Energy Storage Element Cooling Circuit 14, Battery Pack 15, First Liquid Pump 16, Second Coolant Passage 17, First Coolant Passage 18, Second Liquid Pump 19. Detailed Implementation

[0019] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0020] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. The drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0021] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the invention.

[0022] Please see Figure 1 , Figure 1 The present invention provides a vehicle thermal management method, comprising: Step S110: Obtain environmental information and vehicle information.

[0023] In an exemplary embodiment, the environmental information includes information about the interior of the passenger compartment and information about the external environment, and the vehicle information includes vehicle operating conditions, battery pack status information, and cold storage unit information.

[0024] In an exemplary embodiment, the passenger compartment interior information includes at least the passenger compartment interior temperature and the air conditioning set temperature; the external environment information includes at least the current external temperature; the battery pack status information includes at least the battery pack current and the battery pack internal resistance; and the cold storage unit information includes at least the current cold storage unit temperature.

[0025] In one exemplary embodiment, battery pack status information is obtained through a BMS (Battery Management System).

[0026] In another exemplary embodiment, the battery pack current in the battery pack status information is obtained directly through an ammeter installed on the battery pack.

[0027] In another exemplary embodiment, the battery pack status information also includes the battery pack temperature, which is measured by a temperature sensor on the battery pack, and the battery pack internal resistance is obtained by a preset mapping relationship between the battery pack internal resistance and the battery pack temperature, or the battery pack internal resistance is a preset value.

[0028] In one exemplary embodiment, the air conditioning set temperature can be obtained through the vehicle's HVAC (Heating, Ventilation, and Air Conditioning) system.

[0029] In one exemplary embodiment, the temperature inside the passenger compartment is measured by an in-vehicle temperature sensor.

[0030] In an exemplary embodiment, external environmental information can be obtained through an external sensor installed on the vehicle. The sensor may be a temperature sensor. If the external environmental information also includes humidity, the humidity may be obtained through an external humidity sensor installed on the vehicle.

[0031] In another exemplary embodiment, external environmental information is obtained via a network connection.

[0032] In an exemplary embodiment, the temperature of the cold storage unit in the cold storage unit information is obtained through a TMS (Thermal Management System).

[0033] In another exemplary embodiment, the current temperature of the cold storage unit in the cold storage unit information is obtained in real time by a temperature sensor installed on the cold storage unit or after a preset time interval.

[0034] In one exemplary embodiment, vehicle operating conditions are obtained via OBD (On-Board Diagnostics).

[0035] Step S120: Based on the environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the crew cabin, the estimated cooling power requirement of the crew cabin is obtained.

[0036] In an exemplary embodiment, the estimated power requirement for cooling the crew cabin is obtained by the following formula:

[0037] in, Estimate the required power for cooling the passenger compartment. ; To transfer heat power into the passenger compartment through all the vehicle's glass, ; To transfer heat power into the passenger compartment through the vehicle body, ; The heat power transferred to the passenger compartment due to fresh air intake and leaks from doors and windows. ; The thermal load on the human body of the crew members in the passenger compartment. ; The heat power released by cooling water vapor into water during the cooling process of the air conditioning system in the passenger cabin. ; The methods for obtaining the above parameters will now be further explained: (1) Heat power transmitted to the passenger compartment through all the vehicle windows The temperature is affected by factors such as the characteristics of the vehicle's glass, glass area, outside ambient temperature, inside temperature, and intensity of sunlight. The heat transferred to the passenger compartment due to the temperature difference between the inside and outside of the vehicle is also taken into account. and the heat power transmitted through the glass by solar radiation. .

[0038] In an exemplary embodiment, the heat power transmitted to the passenger compartment through all the vehicle's glass is... The calculation formula is as follows:

[0039] in, To transfer heat power into the passenger compartment through all the vehicle's glass, ; The heat transfer to the passenger compartment due to the temperature difference between the inside and outside of the vehicle. ; This refers to the heat power transmitted through the glass by solar radiation. .

[0040]

[0041] in, The heat transfer to the passenger compartment due to the temperature difference between the inside and outside of the vehicle. ; This is the overall heat transfer coefficient of the car glass; this value is an empirical value. ; This refers to the total area of ​​the vehicle's glass. ; For the outside temperature, ; Temperature inside the crew cabin. .

[0042] In an exemplary embodiment, the overall heat transfer coefficient of the vehicle glass Values The overall heat transfer coefficient of car glass The value can be adjusted based on the actual heat transfer coefficient of the vehicle's glass.

[0043] In an exemplary embodiment, the total area of ​​the vehicle's glass is a preset value, which is related to the vehicle's model and design.

[0044] In one exemplary embodiment, the ambient temperature It is measured by the vehicle's exterior temperature sensor or obtained from online weather data.

[0045] In an exemplary embodiment, the temperature inside the crew cabin Measured by the vehicle's interior temperature sensor.

[0046]

[0047] in, This refers to the heat power transmitted through the glass by solar radiation. ; This refers to the total area of ​​the vehicle's glass. ; The intensity of direct sunlight, ; The intensity of solar scattering. ; is the solar direct projection rate, a dimensionless quantity; denoted as solar scattering transmittance, a dimensionless quantity.

[0048] In an exemplary embodiment, the intensity of direct sunlight and solar scattering intensity Obtain real-time weather station data via the internet.

[0049] In another exemplary embodiment, the intensity of direct sunlight. and solar scattering intensity The solar radiation intensity is obtained through solar radiation sensors, which are typically located at the front of the vehicle's dashboard near the windshield or on the roof, to accurately collect data on direct sunlight intensity. and solar scattering intensity .

[0050] In some other embodiments, the intensity of direct sunlight and solar scattering intensity Weather conditions are categorized as sunny, cloudy, and rainy, with different sun intensity levels corresponding to different weather conditions. and solar scattering intensity At this time, the intensity of direct sunlight and solar scattering intensity The weather type is a preset estimate and can be selected by the driver or passengers themselves, or obtained through analysis of images outside the vehicle.

[0051] In one exemplary embodiment, and The calculation formula above assumes all glass in a vehicle is made of the same material, and is related to the material of the vehicle's glass. However, in some vehicles, the materials of the glass in different locations may differ. For example, some windows may have sun-blocking properties to prevent direct sunlight from hitting passengers or to increase privacy and improve driving comfort. and With the windshield that does not block sunlight and The heat power transmitted through the glass by solar radiation is low. Therefore, if the glass materials in different locations on the vehicle are different, the glass in each location in the above formula needs to be calculated separately before being summed to obtain the total heat power transmitted through the glass by solar radiation. .

[0052] (2) Heat power transferred into the passenger compartment through the vehicle body It is affected by the characteristics of the vehicle body, the body area, the outside temperature, the inside temperature, the intensity of sunlight outside the vehicle, and the vehicle speed.

[0053] In an exemplary embodiment, the heat power transmitted into the passenger compartment through the vehicle body... The calculation formula is as follows:

[0054] in, To transfer heat power into the passenger compartment through the vehicle body, ; The overall heat transfer coefficient of various parts of the vehicle body. ; The surface area of ​​the vehicle body that is in direct contact with the external environment and participates in heat exchange (excluding the window glass and chassis or internal heat insulation areas). This mainly includes metal body panels (doors, roof, hood, and trunk lid, etc.), non-metallic body panels (such as plastic fenders and bumpers, if their thermal conductivity is not negligible), and areas not covered by glass or heat insulation materials. ; This refers to the equivalent temperature of the entire vehicle body surface, the equivalent average temperature of the entire vehicle body's outer surface, which is affected by factors such as solar radiation, ambient temperature, and wind speed. ; Temperature inside the crew cabin. .

[0055] In an exemplary embodiment, the overall heat transfer coefficient of various parts of the vehicle body The default value is 4.8. The overall heat transfer coefficient of various parts of the vehicle body The value can be adjusted based on the overall heat transfer coefficient of the actual vehicle body material.

[0056] In an exemplary embodiment, the surface area of ​​the vehicle body that is in direct contact with the external environment and participates in heat exchange is... The surface area of ​​each panel is measured by the vehicle model and then summed up (excluding non-heat-transferring areas such as glass and air intake grille).

[0057] In another exemplary embodiment, the surface area of ​​the vehicle body that is in direct contact with the external environment and participates in heat exchange... The statistics are for reference to similar models.

[0058] In an exemplary embodiment, the equivalent temperature of the entire vehicle body surface The calculation formula is as follows:

[0059] in, This is the equivalent temperature of the entire vehicle body surface. ; For the outside temperature, ; This is the surface absorption coefficient, which is related to the color of the car body. It is a preset value determined based on the color of the car body, where 0 < 0. <1; The overall heat transfer coefficient of various parts of the vehicle body. ; The convective heat transfer coefficient of outdoor air. .

[0060] In an exemplary embodiment, the convective heat transfer coefficient of outdoor air The calculation formula is as follows:

[0061] in, The convective heat transfer coefficient of outdoor air. ; For the wind speed outside the car, .

[0062] In an exemplary embodiment, the convective heat transfer coefficient of outdoor air The outdoor air convective heat transfer coefficient is the preset value. It can be adapted to the specific region.

[0063] In one exemplary embodiment, the wind speed outside the vehicle can be measured using a wind speed measuring device installed outside the vehicle.

[0064] In another exemplary embodiment, the wind speed outside the vehicle can be indirectly estimated by the current vehicle speed and the relative wind speed. The vehicle speed signal can come from the wheel speed sensor or GPS (Global Positioning System), and the relative wind speed can come from the air intake air volume sensor of the air conditioning system.

[0065] (3) Heat power from fresh air and leaks through doors and windows into the passenger compartment It is affected by factors such as the number of passengers in the passenger compartment and air parameters inside and outside the vehicle.

[0066] In an exemplary embodiment, the heat power leaked into the passenger compartment from fresh air and doors and windows... The calculation formula is as follows:

[0067] in, The heat power transferred to the passenger compartment due to fresh air intake and leaks from doors and windows. ; This refers to the number of passengers and crew members in the crew cabin. air density, ; This refers to the enthalpy of outdoor air. ; This refers to the enthalpy value of indoor air. .

[0068] In an exemplary embodiment, air density This is a preset value, taken as 1.14. air density The value can also be adjusted based on the air density value of the area where the vehicle is actually used.

[0069] In one exemplary embodiment, the number of occupants in the passenger compartment is obtained via sensors on the vehicle seats.

[0070] In another exemplary embodiment, the number of passengers in the passenger compartment is obtained by image recognition from images captured by a camera inside the passenger compartment.

[0071] In an exemplary embodiment, the outdoor air enthalpy value and indoor air enthalpy All were obtained through the corresponding pressure-enthalpy difference diagram.

[0072] (4) Human body heat load of crew members in the passenger compartment It is affected by the number of passengers in the passenger cabin and their physical characteristics.

[0073] In an exemplary embodiment, the thermal load of the occupants in the passenger compartment The calculation formula is as follows:

[0074] in, The thermal load on the human body of the crew members in the passenger compartment. ; For the thermal load of the pilots in the crew compartment, ; This refers to the number of passengers and crew members in the crew cabin. This is the clustering coefficient; For the thermal load of passengers in the crew cabin, .

[0075] In one exemplary embodiment, the clustering coefficient This is a preset value, taken as 0.89. Clustering coefficient. The value can be adjusted according to the characteristics of the actual drivers and passengers.

[0076] In one exemplary embodiment, the environmental simulation test conditions specify that there is one driver and three passengers in the vehicle cabin. Referring to relevant data and considering different skin colors and races, the heat load of the driver in the passenger cabin is taken as the target. =170W, heat load of occupants in the passenger compartment =108W.

[0077] In an exemplary embodiment, the thermal load of occupants in the passenger compartment The system can identify passengers as adults or children by capturing images from cameras inside the passenger compartment, and then calculate and sum the results to obtain a more accurate thermal load for the passengers inside the passenger compartment. .

[0078] (5) The heat power released by the air conditioning system in the passenger cabin when cooling water vapor into water during the cooling process. It is affected by factors such as air parameters in the passenger cabin and air conditioning unit parameters.

[0079] In one exemplary embodiment, the humidity inside the vehicle can be obtained by a humidity sensor installed in the passenger compartment. Inside the passenger compartment, due to human respiration and heat dissipation, an increase in the number of people in the passenger compartment will simultaneously increase both sensible and latent heat loads. Therefore, all other things being equal, the more people in the vehicle, the greater the estimated power demand for cooling in the passenger compartment. Since high humidity in the passenger compartment increases the latent heat load, additional dehumidification cooling capacity is required. Thus, all other things being equal, higher humidity in the passenger compartment results in a greater estimated power demand for cooling in the passenger compartment, thereby correcting for the heat load on the occupants.

[0080] In an exemplary embodiment, the heat power released by the air conditioning system in the passenger compartment during the cooling process of water vapor being cooled into water... The calculation formula is as follows:

[0081] in, The heat power released by cooling water vapor into water during the cooling process of the air conditioning system in the passenger cabin. ; For the air volume of the air conditioning system blower, ; J represents the enthalpy difference between water vapor and the enthalpy difference after cooling into water. ; air density, .

[0082] In an exemplary embodiment, the air volume of the air conditioning system blower Air volume data can be directly fed back through a hot-wire anemometer or an ultrasonic flow meter installed in the air conditioning duct.

[0083] In another exemplary embodiment, the air volume of the air conditioning system blower The blower duty cycle or air volume setting can be read through the air volume calculation algorithm built into the vehicle's air conditioning control module and through the OBD (On-Board Diagnostics) interface.

[0084] In one exemplary embodiment, the enthalpy difference between water vapor and the enthalpy difference after cooling into water. It is obtained through the corresponding pressure-enthalpy difference.

[0085] In another exemplary embodiment, the information inside the passenger compartment also includes the air conditioning blowing mode, which includes a face blowing mode and a foot blowing mode. Since the power output of the blower is different in the two modes, the power output of the blower is higher in the face blowing mode than in the foot blowing mode. Therefore, a calibration coefficient can be set for different air conditioning blowing modes to correct the estimated cooling power demand of the passenger compartment, so as to obtain a more accurate estimated cooling power demand of the passenger compartment.

[0086] In another exemplary embodiment, the estimated cooling power requirement of the passenger compartment is obtained through the number of people in the vehicle, the set temperature of the air conditioning, the outside temperature, and the mapping relationship between the number of people in the vehicle, the set temperature of the air conditioning, the outside temperature and the estimated cooling power requirement of the passenger compartment. The above mapping relationship can be obtained through vehicle experimental data calibration and verification.

[0087] In an exemplary embodiment, the vehicle operating conditions include driving conditions and idling conditions, the battery pack status information includes the current battery pack status and battery pack temperature, the current battery pack status is charging or non-charging, after obtaining environmental information and vehicle information, before obtaining the estimated power demand for cooling of the passenger compartment based on the environmental information and the mapping relationship between the environmental information and the estimated power demand for cooling of the passenger compartment, the process includes step S210.

[0088] Step S210: Determine the cooling method for the passenger compartment and battery pack 15 based on the vehicle operating condition and battery pack status information; if the vehicle operating condition is idling, the current battery pack status is non-charging, and the battery pack temperature is greater than or equal to a preset threshold, then the passenger compartment and battery pack are cooled through the cooling unit 4; if the vehicle operating condition is idling, the current battery pack status is non-charging, and the battery pack temperature is less than a preset threshold, then the battery pack is cooled through the cold storage unit 1, and the passenger compartment is cooled through the cooling unit 4; if the battery pack status information is charging, then the passenger compartment and / or the battery pack are cooled through the cooling unit 4. If the passenger compartment does not need cooling at this time, only the battery pack can be cooled.

[0089] Because the cooling level of the battery pack 15 varies under different vehicle operating conditions and temperatures, the required cooling level for the same temperature battery pack 15 differs depending on the vehicle's operating conditions. For example, when the vehicle is idling and not charging, the battery pack 15 generates minimal heat, and the vehicle's temperature does not change significantly over a period of time. Therefore, the cooling level of the battery pack 15 is lower at this time than when the vehicle is driving or the battery pack is charging. Using the cold storage unit 1 to cool the battery pack 15 can meet the required cooling level.

[0090] In one exemplary embodiment, when the battery pack is currently in a charging state, if the electricity price is lower than a preset price, the cooling unit is activated to generate cooling energy, which is then stored in the cold storage unit 1. When the battery pack is currently in a charging state, if the electricity price is higher than or equal to the preset price, only the battery pack 15 is charged. This can significantly reduce electricity costs when using electric vehicles, thereby improving consumer satisfaction and experience.

[0091] In another exemplary embodiment, the vehicle is equipped with an automatic cold storage switch, allowing the user to choose whether to store cold energy when the electricity price is lower than a preset price, store cold energy immediately, or turn off cold storage. If the user chooses to store cold energy when the price is lower than the preset price, the refrigeration unit 4 converts electrical energy into cooling energy and stores the cooling energy in the cold storage unit 1 when the vehicle is charging and the electricity price is lower than the preset price. If the user manually chooses to store cold energy immediately, the refrigeration unit 4 directly stores cold energy in the cold storage unit 1 without needing to determine the current electricity price when the vehicle is charging. If the user chooses to turn off cold storage, only the battery pack 15 is charged when the vehicle is charging. This allows the user to adjust the cold storage method of the cold storage unit 1 according to their preferences.

[0092] In an exemplary embodiment, the refrigeration unit 4 includes a condenser 402 and a compressor 401. When the refrigeration unit 4 cools the battery pack 15 or the passenger compartment, if the cooling capacity generated by the refrigeration unit 4 is still greater than the total cooling output power required by the battery pack and the passenger compartment even when the compressor 401 is at its lowest speed, the excess cooling capacity is stored in the cold storage unit 1. This avoids wasting excess cooling capacity and improves the economy and energy efficiency of the vehicle during use. The compressor 401 is used to transfer heat from inside the vehicle to outside by compressing the refrigerant circulation. The condenser 402 is used to condense the high-temperature, high-pressure refrigerant gas into a medium-temperature, high-pressure liquid, releasing heat to the outside. The compressor 401 and the condenser 402 operate under the power supply of the battery pack 15.

[0093] Step S130: Based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power demand of the battery pack, obtain the estimated cooling power demand of the battery pack.

[0094] In an exemplary embodiment, the battery pack status information further includes the current battery pack status, battery pack temperature, and battery pack coolant temperature; based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power demand of the battery pack, the estimated cooling power demand of the battery pack is obtained, and the method further includes steps S310, S320, and S330.

[0095] Step S310: Based on the battery pack temperature, current battery pack status, vehicle operating conditions, and the mapping relationship between battery pack temperature, current battery pack status, vehicle operating conditions, and target battery pack coolant temperature, obtain the target battery pack coolant temperature.

[0096] In an exemplary embodiment, the cold energy in the cold storage unit 1 is carried to the heat exchanger via a heat release medium, where it exchanges heat with the battery pack coolant. The battery pack coolant then transports the cold energy to the battery pack 15 to cool it. Determining the target temperature of the battery pack coolant based on different vehicle operating conditions better meets the actual usage needs of the vehicle and avoids excessive energy waste during vehicle use.

[0097] Step S320: Based on the battery pack coolant temperature, battery pack coolant target temperature, preset coolant density, preset coolant flow rate and preset coolant specific heat capacity, obtain the estimated power demand of the coolant; based on the battery pack current and battery pack internal resistance, obtain the estimated heat generation power of the battery pack.

[0098] In one exemplary embodiment, the estimated power demand for battery pack cooling includes the estimated power demand for coolant. Estimated heat generation of the battery pack Estimated power demand for coolant The calculation formula is as follows:

[0099] in, To estimate the power demand for the coolant, ; To preset the specific heat capacity of the coolant, ; To preset the coolant flow rate, ; Battery pack coolant temperature ; The target temperature for the battery pack coolant. .

[0100] In another exemplary embodiment, the estimated power demand of the coolant can be obtained through a preset mapping relationship between the battery pack coolant temperature, the target temperature of the battery pack coolant, and the estimated power demand of the coolant. This mapping relationship is obtained through vehicle experimental data calibration and verification.

[0101] In one exemplary embodiment, the battery pack estimates the heat generation power. The calculation formula is as follows:

[0102] in, Estimate the heat generation power of the battery pack. ; This refers to the battery pack current. ; This refers to the internal resistance of the battery pack. .

[0103] In another exemplary embodiment, the battery pack status information includes the current temperature of the battery pack, and the estimated heat generation power of the battery pack is obtained through a preset mapping relationship between the current temperature of the battery pack, the current of the battery pack and the estimated heat generation power of the battery pack. The above mapping relationship is obtained through vehicle experimental data calibration and verification.

[0104] Step S330: Based on the estimated power demand of the coolant and the estimated heat generation power of the battery pack, obtain the estimated cooling power demand of the battery pack.

[0105] In one exemplary embodiment, the formula for calculating the estimated power demand for battery pack cooling is as follows:

[0106] Where Q represents the estimated power requirement for battery pack cooling. ; To estimate the power demand for the coolant, ; Estimate the heat generation power of the battery pack. .

[0107] In another exemplary embodiment, the estimated cooling power demand of the battery pack includes only the estimated heat generation power of the battery pack. At this time, the battery pack coolant passes through the cold storage unit and exchanges heat directly with the cold storage unit, bringing the stored cold energy to the battery pack to cool it. At this time, by adjusting the flow rate of the battery pack coolant, the output power of the cold storage unit to the battery pack can be adjusted.

[0108] In another exemplary embodiment, the battery pack status information includes the current temperature of the battery pack, and the estimated power demand for cooling of the battery pack is obtained through a preset mapping relationship between the current temperature of the battery pack, the current of the battery pack, and the estimated power demand for cooling of the battery pack. The mapping relationship is obtained through vehicle experimental data calibration and verification.

[0109] Step S140: Based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold storage unit, the cold energy output power of the cold storage unit is obtained.

[0110] In an exemplary embodiment, the cold energy output power of the cold energy storage unit is obtained based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold energy storage unit, including step S410.

[0111] Step S410: Based on the target temperature of the battery pack coolant and the air conditioning set temperature, obtain the temperature of the cold storage unit after cold release. The temperature of the cold storage unit after cold release is equal to the minimum value between the target temperature of the battery pack coolant and the air conditioning set temperature. When the target temperature of the battery pack coolant is equal to the set temperature of the air conditioning, that is, when both the target temperature of the battery pack coolant and the set temperature of the air conditioning are at their minimum values, then the target temperature of the battery pack coolant can be either the target temperature of the battery pack coolant or the set temperature of the air conditioning.

[0112] For example, when the air conditioner is set to 25°C and the target temperature of the battery pack coolant is 27°C, if the temperature of the cold storage unit after releasing cold is equal to 25°C, the cold storage unit can cool the passenger compartment, cool the battery pack, or cool both the passenger compartment and the battery pack simultaneously, without any insufficient cooling output power of the cold storage unit.

[0113] In an exemplary embodiment, the cold energy output power of the cold energy storage unit is obtained based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold energy storage unit, and the method further includes step S510.

[0114] Step S510: Based on the mapping relationship between the current temperature of the cold storage unit, the temperature of the cold storage unit after cold release, and the cold output power of the cold storage unit, obtain the cold output power of the cold storage unit.

[0115] The temperature of the cold storage unit after cold release is equal to the minimum value between the target temperature of the battery pack coolant and the set temperature of the air conditioner. When calculating the estimated power demand for cooling of the battery pack, the estimated power demand for the coolant is obtained based on the battery pack coolant temperature, the target temperature of the battery pack coolant, the preset coolant density, the preset coolant flow rate, and the preset coolant specific heat capacity. Since the set temperature of the air conditioner is known, when calculating the output power of the cold storage unit, the minimum value between the target temperature of the battery pack coolant and the set temperature of the air conditioner is taken as the temperature of the cold storage unit after cold release.

[0116] In an exemplary embodiment, the mapping relationship between the current temperature of the cold storage unit, the temperature of the cold storage unit after cold release, and the output power of the cold storage unit is obtained by vehicle experimental data calibration and verification.

[0117] Step S150: Compare the estimated cooling power demand of the passenger compartment, the estimated cooling power demand of the battery pack, and the cooling output power of the cold storage unit. Based on the comparison results, determine the cooling method for the passenger compartment and the battery pack. The cooling method includes cooling through the cold storage unit 1 and / or cooling through the cooling unit 4.

[0118] In an exemplary embodiment, the estimated cooling power demand of the passenger compartment, the estimated cooling power demand of the battery pack, and the cooling output power of the cold storage unit are compared, and the cooling mode of the passenger compartment and the battery pack is determined based on the comparison results, including step S610.

[0119] Step S610: The sum of the estimated cooling power demand of the passenger cabin and the estimated cooling power demand of the battery pack is the total cooling power demand. The smaller of the estimated cooling power demand of the passenger cabin and the estimated cooling power demand of the battery pack is the minimum estimated power demand. If the total cooling power demand is less than or equal to the cooling output power of the cold storage unit, the passenger cabin and the battery pack are cooled through the cold storage unit 1. If the total cooling power demand is greater than the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than the minimum estimated power demand, one of the battery pack and the passenger cabin is cooled through the cold storage unit 1, and the other of the battery pack and the passenger cabin is cooled through the cooling unit 4. If the cooling output power of the cold storage unit is less than or equal to the minimum estimated power demand, the passenger cabin and / or the battery pack are cooled through the cooling unit 4.

[0120] When the cooling output power of the cold storage unit exceeds the total cooling demand, only the cold storage unit 1 is used to cool the passenger compartment and battery pack 15. This prevents the cooling unit 4 from consuming energy from the battery pack 15 during cooling, thus avoiding a reduction in the vehicle's range and driving distance. Conversely, when the total cooling demand is less than or equal to the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than or equal to the minimum estimated power demand, using the cold storage unit 1 to cool the passenger compartment or the battery pack 15 reduces the energy consumption within the battery pack 15 to some extent, increasing the vehicle's driving range and improving its overall driving capability.

[0121] In an exemplary embodiment, if the total cooling demand power is greater than the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than the minimum estimated demand power, then one of the battery pack and the passenger compartment is cooled by the cold storage unit, and the other of the battery pack and the passenger compartment is cooled by the cooling unit 4, including step S710.

[0122] Step S710: If the estimated cooling power demand of the battery pack is greater than the estimated cooling power demand of the passenger compartment, the passenger compartment is cooled through the cold storage unit and the battery pack is cooled through the cooling unit 4; if the estimated cooling power demand of the battery pack is less than or equal to the estimated cooling power demand of the passenger compartment, the passenger compartment is cooled through the cooling unit 4 and the battery pack is cooled through the cold storage unit.

[0123] By comparing the estimated cooling power demand of the battery pack and the estimated cooling power demand of the passenger compartment, the cold storage unit 1 cools the battery pack 15 or the passenger compartment with the smaller estimated cooling power demand, so as to meet the cooling demand of the passenger compartment or the battery pack 15 with the smaller estimated cooling power demand, avoid the situation of insufficient cooling capacity of the cold storage unit during cooling, and ensure the reliability and stability of the cold storage unit during use.

[0124] In another exemplary embodiment, the estimated cooling power demand of the battery pack and the estimated cooling power demand of the passenger compartment are compared with the cooling output power of the cold storage unit, respectively. If the estimated cooling power demand of the battery pack is greater than or equal to the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than or equal to the estimated cooling power demand of the passenger compartment, then the passenger compartment is cooled by the cold storage unit, and the battery pack is cooled by the cooling unit. If the estimated cooling power demand of the battery pack is less than the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is less than the estimated cooling power demand of the passenger compartment, then the battery pack is cooled by the cold storage unit, and the passenger compartment is cooled by the cooling unit. If both the estimated cooling power demand of the battery pack and the cooling power demand of the passenger compartment are less than the cooling output power of the cold storage unit, and the sum of the estimated cooling power demand of the battery pack and the cooling power demand of the passenger compartment is less than the cooling output power of the cold storage unit... The cold energy output power is used to cool the battery pack 15 and the passenger compartment through the cold storage unit 1. If the estimated cooling power demand of the battery pack and the estimated cooling power demand of the passenger compartment are both less than the cold energy output power of the cold storage unit, and the sum of the estimated cooling power demand of the battery pack and the estimated cooling power demand of the passenger compartment is greater than the cold energy output power of the cold storage unit, the battery pack 15 is cooled through the cold storage unit 1, and the passenger compartment is cooled through the refrigeration unit, or the passenger compartment is cooled through the cold storage unit 1, and the battery pack 15 is cooled through the refrigeration unit. If the estimated cooling power demand of the battery pack and the cooling power demand of the passenger compartment are both greater than or equal to the cold energy output power of the cold storage unit, the battery pack 15 and the passenger compartment are cooled through the refrigeration unit.

[0125] In summary, by acquiring environmental and vehicle information, the estimated power demand for passenger compartment cooling, the estimated power demand for battery pack cooling, and the output power of the cold storage unit can be obtained. Based on the relationship between these three factors, the cooling unit 4 and / or the cold storage unit 1 can be rationally allocated to cool the battery pack 15 and the passenger compartment. This not only ensures the comfort of passengers but also reduces the energy consumed by the passenger compartment cooling and battery pack cooling, thereby improving the vehicle's range and increasing its driving distance to a certain extent.

[0126] like Figure 2 As shown, the present invention also provides a vehicle thermal management system, comprising: Information acquisition module 210 is used to acquire environmental information and vehicle information.

[0127] The analysis and processing module 220 obtains the estimated cooling power requirement of the passenger compartment based on the environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the passenger compartment; it also obtains the estimated cooling power requirement of the battery pack based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power requirement of the battery pack; and it obtains the cooling output power of the cold storage unit based on the environmental information, vehicle information, and the mapping relationship between the environmental information, vehicle information, and the cooling output power of the cold storage unit. The analysis and processing module 220 compares the estimated cooling power requirement of the passenger compartment, the cooling power requirement of the battery pack, and the cooling output power of the cold storage unit, and determines the cooling method for the passenger compartment and the battery pack based on the comparison results.

[0128] The execution module 230 controls the cold storage unit and / or the refrigeration unit to perform refrigeration according to the refrigeration method of the crew compartment and the battery pack.

[0129] After acquiring environmental and vehicle information through the information acquisition module 210, the analysis and processing module 220 integrates the above information to obtain the estimated cooling power demand of the passenger compartment, the estimated cooling power demand of the battery pack, and the cooling output power of the cold storage unit. After comparing the magnitudes of the estimated cooling power demand of the passenger compartment, the estimated cooling power demand of the battery pack, and the cooling output power of the cold storage unit, the analysis and processing module 220 determines the cooling method of the passenger compartment and the battery pack based on the comparison results, and the execution module 230 controls the cold storage unit and / or the cooling unit to perform cooling.

[0130] like Figure 3 and Figure 4As shown, in an exemplary embodiment, the vehicle thermal management system further includes a refrigerant circuit and a coolant circuit. A refrigeration unit 4 is disposed on the refrigerant circuit. The refrigerant circuit passes through a cooling unit 9 and a first in-cabin heat exchanger of an air conditioning unit. The cooling unit 9 and the first in-cabin heat exchanger of the air conditioning unit are connected in parallel. The cooling unit 9 is used to cool the battery pack 15. The outlet of the refrigeration unit 4 is connected to the inlet of the first in-cabin heat exchanger and the refrigerant inlet of the cooling unit 9. The outlet of the first in-cabin heat exchanger and the refrigerant outlet of the cooling unit 9 are both connected to the inlet of the refrigeration unit 4. A cold storage unit 1 is disposed on the coolant circuit. The coolant circuit passes through a second in-cabin heat exchanger of the air conditioning unit and the cooling unit 9. The cooling unit 9 and the second in-cabin heat exchanger of the air conditioning unit are connected in parallel. The coolant outlet of the cold storage unit 1 and the inlet of the second in-cabin heat exchanger are connected to the coolant inlet of the cooling unit 9. The outlet of the second in-cabin heat exchanger and the coolant outlet of the cooling unit 9 are both connected to the coolant inlet of the cold storage unit 1. The refrigerant circuit and coolant circuit described above have simple structures. The cold storage unit 1 can cool the passenger compartment and / or the battery pack respectively. At the same time, the refrigeration unit 4 can also cool the passenger compartment and / or the battery pack respectively, so that the vehicle thermal management system can more rationally allocate the cooling method for the passenger compartment and the battery pack 15.

[0131] In this embodiment, the cold storage unit 1 includes a first cold storage channel 101, a cold storage unit 102, and a first cold release channel 103. The cold storage unit 102 is elongated. The first cold storage channel 101, the cold storage unit 102, and the first cold release channel 103 extend in the same direction and are arranged side by side, so that the first cold storage channel 101 and the first cold release channel 103 can exchange heat with the cold storage unit 102 respectively. The first cold storage channel 101 is located on the refrigerant circuit. The refrigerant circuit carries the cold energy into the first cold storage channel 101 and stores the cold energy in the cold storage unit 102. The first cold release channel 103 is located on the coolant circuit. The cold energy stored in the cold storage unit 102 enters the coolant circuit through the first cold release channel 103 and is carried to the air conditioning unit and / or the cooling unit 9 through the coolant circuit.

[0132] In an exemplary embodiment, the refrigerant circuit includes a first refrigerant passage 7, a second refrigerant passage 13, and a third refrigerant passage 2. The outlet of the refrigeration unit 4 is connected to the refrigerant inlet of the cold storage unit 1 via the third refrigerant passage 2. A third regulating valve 3 is provided on the third refrigerant passage 2 to regulate the flow rate of refrigerant entering the cold storage unit 1 from the refrigeration unit 4. The outlet of the refrigeration unit 4 is connected to the refrigerant inlet of the cooling unit 9 via the second refrigerant passage 13. A second regulating valve 12 is provided on the second refrigerant passage 13 to regulate the flow rate of refrigerant entering the cooling unit 9 from the refrigeration unit 4. The outlet of the refrigeration unit 4 is connected to the inlet of the first in-cabin heat exchanger via the first refrigerant passage 7. A first regulating valve 8 is provided on the first refrigerant passage 7 to regulate the flow rate of refrigerant entering the first in-cabin heat exchanger from the refrigeration unit 4. This allows for convenient control of the on / off connection and / or flow rate between the refrigeration unit 4 and the cold storage unit 1, the air conditioning unit, and the cooling unit 9, respectively, to adjust the current operating mode of the refrigeration unit 4. For example, if only the third regulating valve 3 is opened and the second regulating valve 12 and the first regulating valve 8 are closed, the refrigeration unit 4 can store all the cooling capacity generated by the refrigeration unit 4 into the cold storage unit 1; if only the first regulating valve 8 is opened and the third regulating valve 3 and the second regulating valve 12 are closed, the refrigeration unit 4 can cool only the passenger compartment; if only the second regulating valve 12 is opened and the third regulating valve 3 and the first regulating valve 8 are closed, the refrigeration unit 4 can cool only the battery pack 15; if the refrigeration unit 4 cools both the battery pack 15 and the passenger compartment at the same time, then the first regulating valve 8 and the second regulating valve 12 are opened simultaneously, and the third regulating valve 3 is closed.

[0133] In an exemplary embodiment, when the second regulating valve 12 and the first regulating valve 8 are opened simultaneously, the refrigerant condensed in the condenser 402 enters the evaporator 6 and the cooling unit 9 respectively, and evaporates and absorbs heat at the evaporator 6 and the cooling unit 9 respectively, thereby cooling the battery pack 15 and the passenger compartment respectively. If the compressor 401 of the refrigeration unit 4 is already at its minimum speed, and the cooling capacity produced by the refrigeration unit 4 is still greater than the cooling capacity required by the passenger compartment and / or the battery pack, the third regulating valve 3 can be opened to store the excess cooling capacity produced by the refrigeration unit 4 in the cold storage unit 1 for subsequent use, thereby saving the energy consumption of the entire vehicle and avoiding the waste of energy in the battery pack 15. When the battery pack 15 is being charged, the third regulating valve 3 can also be opened, and the refrigeration unit 4 consumes external electrical energy to produce cooling capacity, which is then stored in the cold storage unit 1 for subsequent use, increasing the total cooling capacity of the entire vehicle.

[0134] In an exemplary embodiment, the aforementioned automatic cold storage switch is a third regulating valve 3. When the vehicle is in a charging state and during a low-price period, the automatic cold storage switch (i.e., the third regulating valve 3) is automatically opened, and the refrigeration unit 4 converts electrical energy into cooling energy and stores the cooling energy in the cold storage unit 1 for later use. When the vehicle is in a charging state and is not in a low-price period, the automatic cold storage switch (i.e., the third regulating valve 3) is automatically closed.

[0135] In an exemplary embodiment, the air conditioning unit further includes a blower 11 corresponding to the first cabin heat exchanger and the second cabin heat exchanger. The blower 11 drives the air in the passenger compartment to flow through the first cabin heat exchanger and the second cabin heat exchanger to accelerate the heat exchange between the air in the passenger compartment and the first cabin heat exchanger and / or the second cabin heat exchanger.

[0136] The outlet of the heat exchanger in the second compartment and the coolant inlet of the cold storage unit 1 are connected by a first coolant passage 18, and the coolant outlet of the cooling unit 9 and the coolant inlet of the cold storage unit 1 are connected by a second coolant passage 17. The first coolant passage 18 and the second coolant passage 17 have a common section. One end of the common section is connected to the coolant inlet of the cold storage unit 1, and the other end of the common section is connected to the outlet of the heat exchanger in the second compartment and the coolant outlet of the cooling unit 9, respectively. A second liquid pump 19 is installed on the common section. The circulation of the coolant circuit of the thermal management system can be realized by the second hydraulic pump. Moreover, setting the second liquid pump 19 on the common section can reduce the number of liquid pumps, which has good economic benefits.

[0137] In one exemplary embodiment, a three-way valve 5 is also provided on the coolant circuit. The inlet 501 of the three-way valve 5 is connected to the coolant outlet of the cold storage unit 1, the first outlet 502 of the three-way valve 5 is connected to the inlet of the second cabin heat exchanger, and the second outlet 503 of the three-way valve 5 is connected to the coolant inlet of the cooling unit 9. By providing the three-way valve 5 on the coolant circuit, the on / off state between the refrigeration unit and the first coolant passage 18 and the second coolant passage 17 can be flexibly adjusted, thereby controlling the cold storage unit 1 to cool the passenger compartment and / or the battery pack 15.

[0138] In this embodiment, if the cold storage unit 1 cools the passenger compartment, the inlet 501 of the three-way valve 5 is connected to the first outlet 502; if the cold storage unit 1 cools the battery pack 15, the inlet 501 of the three-way valve 5 is connected to the second outlet 503; if the cold storage unit 1 cools both the passenger compartment and the battery pack 15, the inlet 501 of the three-way valve 5 is connected to both the first outlet 502 and the second outlet 503.

[0139] In this embodiment, the three-way valve 5 is a proportional three-way valve. The proportional three-way valve can adjust the opening ratio between its two outlets, thereby adjusting the ratio of the coolant with cooling capacity from the cold storage unit 1 entering the first coolant passage 18 and the second coolant passage 17 according to the cooling capacity requirements of the passenger compartment and the battery pack 15.

[0140] In this embodiment, the thermal management system also includes an energy storage element cooling circuit 14. The energy storage element cooling circuit 14 passes through the battery pack 15 and the cooling unit 9. The coolant circuit and the refrigerant circuit exchange heat with the energy storage element cooling circuit 14 through the cooling unit 9, which simplifies the layout of the cooling pipelines on the battery pack 15 and has better economic efficiency. At the same time, when the energy storage element cooling circuit 14 is under maintenance, the impact on the coolant circuit and the refrigerant circuit is small.

[0141] The energy storage element cooling circuit 14 is equipped with a first liquid pump 16, which can realize the circulation of the energy storage element cooling circuit 14 of the thermal management system.

[0142] In this embodiment, the cooling unit 9 includes a first heat exchange channel 901, a second heat exchange channel 902, and a third heat exchange channel 903. The first heat exchange channel 901, the second heat exchange channel 902, and the third heat exchange channel 903 extend in the same direction and are arranged side-by-side. The first heat exchange channel 901 is located on the refrigerant circuit, the second heat exchange channel 902 is located on the energy storage element cooling circuit 14, and the third heat exchange channel 903 is located on the coolant circuit. Thus, the first heat exchange channel 901 can exchange heat with the second heat exchange channel 902, and the third heat exchange channel 903 can exchange heat with the second heat exchange channel 902 to cool the battery pack 15.

[0143] The outlet of the heat exchanger in the second compartment and the coolant inlet of the cold storage unit 1 are connected by a first coolant passage 18, and the coolant outlet of the cooling unit 9 and the coolant inlet of the cold storage unit 1 are connected by a second coolant passage 17. The first coolant passage 18 and the second coolant passage 17 have a common section. One end of the common section is connected to the coolant inlet of the cold storage unit 1, and the other end of the common section is connected to the outlet of the heat exchanger in the second compartment and the coolant outlet of the cooling unit 9, respectively. A second liquid pump 19 is installed on the common section. The circulation of the coolant circuit of the thermal management system can be realized through the second liquid pump 19. The second liquid pump 19 can reduce the number of liquid pumps by setting the second liquid pump 19 on the common section, which has good economic benefits.

[0144] In this embodiment, a blower 11 is provided corresponding to the first and second cabin heat exchangers. The blower 11 pushes the air in the passenger compartment through the first and second cabin heat exchangers to accelerate heat exchange between the air in the passenger compartment and the first and / or second cabin heat exchangers. The air conditioning unit includes an evaporator 6 and a heater core 10. The first cabin heat exchanger is the evaporator 6, and the second cabin heat exchanger is the heater core 10. This allows the use of existing components in the air conditioning unit, reducing the cost of deploying the vehicle's thermal management system.

[0145] When the cold storage unit 1 simultaneously cools the passenger compartment and the battery pack 15, the cooling unit 4 does not need to be activated. The first regulating valve 8, the second regulating valve 12, and the third regulating valve 3 are all closed. The inlet 501 of the three-way valve 5 is connected to the first outlet 502 and the second outlet 503, respectively. At the same time, the blower 11, the first liquid pump 16, and the second liquid pump 19 are turned on. In the coolant circuit, the cold energy of the cold storage unit 1 flows to the third heat exchange channel 903 through the first heat exchange medium, exchanges heat through the third heat exchange channel 903 and the second heat exchange channel 902, and carries the cold energy to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15. The cold energy of the cold storage unit 1 is carried to the heater core 10 through the first heat exchange medium, and the blower 11 transfers the cold energy of the heater core 10 to the passenger compartment.

[0146] When the refrigeration unit 4 simultaneously cools the passenger compartment and the battery pack 15, the refrigeration unit 4 is activated, the first regulating valve 8, the second regulating valve 12, and the third regulating valve 3 are opened, and the blower 11 and the second liquid pump 19 are turned on. In the refrigerant circuit, the second heat exchange medium passes sequentially through the compressor 401, condenser 402, first regulating valve 8, and evaporator 6, and the blower 11 transfers the cooling capacity at the evaporator 6 to the passenger compartment. At the same time, the second heat exchange medium also passes sequentially through the compressor 401, condenser 402, second regulating valve 12, and first heat exchange channel 901, and then exchanges heat through the first heat exchange channel 901 and the second heat exchange channel 902. The cooling capacity is carried to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15.

[0147] When the refrigeration unit cools the passenger compartment and the cold storage unit 1 cools the battery pack 15, the refrigeration unit 4 is activated, the blower 11, the first liquid pump 16, and the second liquid pump 19 are turned on, the first regulating valve 8 is opened, and the second regulating valve 12 and the third regulating valve 3 are closed. In the coolant circuit, the inlet 501 of the three-way valve 5 is only connected to the second outlet 503. The cold energy of the cold storage unit 1 flows to the third heat exchange channel 903 through the first heat exchange medium, and exchanges heat through the third heat exchange channel 903 and the second heat exchange channel 902. The cold energy is carried to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15. In the refrigerant circuit, the second heat exchange medium passes through the compressor 401, condenser 402, first regulating valve 8, and evaporator 6 in sequence, and then the blower 11 transfers the cold energy at the evaporator 6 to the passenger compartment.

[0148] When the passenger compartment is cooled by the cold storage unit 1 and the battery pack 15 is cooled by the cooling unit, the cooling unit 4 is started, the blower 11, the first liquid pump 16 and the second liquid pump 19 are turned on, the inlet 501 and the first outlet 502 of the three-way valve 5 are connected, the first regulating valve 8 and the third regulating valve 3 are closed, and the second regulating valve 12 is opened. In the coolant circuit, the cold energy of the cold storage unit 1 flows to the heater core 10 through the first heat exchange medium, and the cold energy at the heater core 10 is transferred to the passenger compartment by the blower 11; in the refrigerant circuit, the second heat exchange medium passes through the compressor 401, the condenser 402, the second regulating valve 12 and the first heat exchange channel 901 in sequence, and then exchanges heat through the first heat exchange channel 901 and the second heat exchange channel 902. The cold energy is carried to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15.

[0149] When the cold storage unit 1 simultaneously cools the passenger compartment and the battery pack 15, the cooling unit 4 does not need to be activated. The first regulating valve 8, the second regulating valve 12, and the third regulating valve 3 are all closed. The inlet 501 of the three-way valve 5 is connected to the first outlet 502 and the second outlet 503, respectively. At the same time, the blower 11, the first liquid pump 16, and the second liquid pump 19 are turned on. In the coolant circuit, the cold energy of the cold storage unit 1 flows to the third heat exchange channel 903 through the first heat exchange medium, exchanges heat through the third heat exchange channel 903 and the second heat exchange channel 902, and carries the cold energy to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15. The cold energy of the cold storage unit 1 is carried to the heater core 10 through the first heat exchange medium, and the blower 11 transfers the cold energy of the heater core 10 to the passenger compartment.

[0150] When the refrigeration unit 4 simultaneously cools the passenger compartment and the battery pack 15, the refrigeration unit 4 is activated, the first regulating valve 8 and the second regulating valve 12 are opened, and the blower 11 and the first liquid pump 16 are turned on. In the refrigerant circuit, the second heat exchange medium passes sequentially through the compressor 401, condenser 402, first regulating valve 8 and evaporator 6, and the blower 11 transfers the cooling capacity at the evaporator 6 to the passenger compartment. At the same time, the second heat exchange medium also passes sequentially through the compressor 401, condenser 402, second regulating valve 12 and first heat exchange channel 901, and then exchanges heat through the first heat exchange channel 901 and the second heat exchange channel 902. The cooling capacity is carried to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15.

[0151] When the refrigeration unit cools the passenger compartment and the cold storage unit 1 cools the battery pack 15, the refrigeration unit 4 is activated, the blower 11, the first liquid pump 16, and the second liquid pump 19 are turned on, the first regulating valve 8 is opened, and the second regulating valve 12 and the third regulating valve 3 are closed. In the coolant circuit, the inlet 501 of the three-way valve 5 is only connected to the second outlet 503. The cold energy of the cold storage unit 1 flows to the third heat exchange channel 903 through the first heat exchange medium, and exchanges heat through the third heat exchange channel 903 and the second heat exchange channel 902. The cold energy is carried to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15. In the refrigerant circuit, the second heat exchange medium passes through the compressor 401, condenser 402, first regulating valve 8, and evaporator 6 in sequence, and then the blower 11 transfers the cold energy at the evaporator 6 to the passenger compartment.

[0152] When the passenger compartment is cooled by the cold storage unit 1 and the battery pack 15 is cooled by the cooling unit, the cooling unit 4 is started, the blower 11, the first liquid pump 16 and the second liquid pump 19 are turned on, the inlet 501 and the first outlet 502 of the three-way valve 5 are connected, the first regulating valve 8 and the third regulating valve 3 are closed, and the second regulating valve 12 is opened. In the coolant circuit, the cold energy of the cold storage unit 1 flows to the heater core 10 through the first heat exchange medium, and the cold energy at the heater core 10 is transferred to the passenger compartment by the blower 11; in the refrigerant circuit, the second heat exchange medium passes through the compressor 401, the condenser 402, the second regulating valve 12 and the first heat exchange channel 901 in sequence, and then exchanges heat through the first heat exchange channel 901 and the second heat exchange channel 902. The cold energy is carried to the battery pack 15 through the energy storage element cooling circuit 14 to cool the battery pack 15.

[0153] The present invention also protects a vehicle employing the vehicle thermal management method described above.

[0154] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A vehicle thermal management method, characterized in that, include: Acquire environmental information and vehicle information, wherein the environmental information includes information about the interior of the passenger compartment and information about the external environment, and the vehicle information includes vehicle operating conditions, battery pack status information and cold storage unit information; Based on the aforementioned environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the passenger cabin, the estimated cooling power requirement of the passenger cabin is obtained. Based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power requirement of the battery pack, the estimated cooling power requirement of the battery pack is obtained. Based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold storage unit, the cold energy output power of the cold storage unit is obtained. The estimated cooling power requirements of the passenger compartment, the estimated cooling power requirements of the battery pack, and the cooling output power of the cold storage unit are compared, and the cooling methods of the passenger compartment and the battery pack are determined based on the comparison results. The cooling method includes cooling through a cold storage unit and / or cooling through a cooling unit.

2. The vehicle thermal management method according to claim 1, characterized in that, The estimated cooling power requirements of the passenger compartment, the estimated cooling power requirements of the battery pack, and the cooling output power of the cold storage unit are compared. Based on the comparison results, the cooling methods for the passenger compartment and the battery pack are determined, including: The sum of the estimated cooling power demand of the crew cabin and the estimated cooling power demand of the battery pack is the total cooling power demand, and the minimum of the estimated cooling power demand of the crew cabin and the estimated cooling power demand of the battery pack is the minimum estimated power demand. If the total power required for cooling is less than or equal to the output power of the cold storage unit, then the cold storage unit will be used to cool the passenger compartment and the battery pack. If the total cooling demand is greater than the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than the minimum estimated demand power, then one of the battery pack and the passenger compartment will be cooled by the cold storage unit, and the other of the battery pack and the passenger compartment will be cooled by the cooling unit. If the cooling output power of the cold storage unit is less than or equal to the minimum estimated power requirement, then the refrigeration unit will cool the passenger compartment and / or the battery pack.

3. The vehicle thermal management method according to claim 2, characterized in that, If the total cooling demand is greater than the cooling output power of the cold storage unit, and the cooling output power of the cold storage unit is greater than the minimum estimated cooling demand, then one of the battery pack and the passenger compartment will be cooled by the cold storage unit, and the other of the battery pack and the passenger compartment will be cooled by the cooling unit, including: If the estimated cooling power requirement of the battery pack is greater than the estimated cooling power requirement of the passenger compartment, then the passenger compartment is cooled by the cold storage unit, and the battery pack is cooled by the cooling unit. If the estimated cooling power requirement of the battery pack is less than or equal to the estimated cooling power requirement of the passenger compartment, then the passenger compartment is cooled by the cooling unit and the battery pack is cooled by the storage unit.

4. The vehicle thermal management method according to claim 1, characterized in that, After acquiring environmental and vehicle information, and based on the environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the passenger compartment, the process before obtaining the estimated cooling power requirement of the passenger compartment includes: Based on the vehicle operating conditions and the battery pack status information, the cooling method of the passenger compartment and the battery pack is determined. The vehicle operating conditions include driving conditions and idling conditions. The battery pack status information includes the current battery pack status and the battery pack temperature. The current battery pack status is either charging or not charging. If the vehicle is in an idling state, the current battery pack is in a non-charging state, and the battery pack temperature is greater than or equal to a preset threshold, then the passenger compartment and the battery pack will be cooled by the cooling unit. If the vehicle is in an idling state, the current battery pack is in a non-charging state, and the battery pack temperature is less than a preset threshold, then the battery pack is cooled by the cold storage unit, and the passenger compartment is cooled by the cooling unit. If the current battery pack status is charging, the refrigeration unit cools the passenger compartment and / or the battery pack.

5. The vehicle thermal management method according to claim 1, characterized in that, The information about the interior of the passenger compartment includes at least the temperature inside the passenger compartment and the set temperature of the air conditioning. The information about the external environment includes at least the current outside temperature. The information about the battery pack status includes at least the battery pack current and the battery pack internal resistance. The information about the cold storage unit includes at least the current temperature of the cold storage unit.

6. The vehicle thermal management method according to claim 5, characterized in that, The battery pack status information also includes the current battery pack status, battery pack temperature, and battery pack coolant temperature; Based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power demand of the battery pack, the estimated cooling power demand of the battery pack is obtained, further comprising: Based on the mapping relationship between the battery pack temperature, the current battery pack status, the vehicle operating condition, and the target temperature of the battery pack coolant, the target temperature of the battery pack coolant is obtained. Based on the battery pack coolant temperature, battery pack coolant target temperature, preset coolant density, preset coolant flow rate, and preset coolant specific heat capacity, the estimated power demand of the coolant is obtained, and based on the battery pack current and the battery pack internal resistance, the estimated heat generation power of the battery pack is obtained. Based on the estimated power demand of the coolant and the estimated heat generation power of the battery pack, the estimated cooling power demand of the battery pack is obtained.

7. The vehicle thermal management method according to claim 6, characterized in that, Based on the environmental information and vehicle information, and the mapping relationship between the environmental information and vehicle information and the cold storage unit's output power, the cold storage unit's output power is obtained, including: Based on the target temperature of the battery pack coolant and the set temperature of the air conditioner, the temperature of the cold storage unit after cooling is obtained, and the temperature of the cold storage unit after cooling is equal to the minimum value between the target temperature of the battery pack coolant and the set temperature of the air conditioner.

8. The vehicle thermal management method according to claim 7, characterized in that, Based on the aforementioned environmental and vehicle information, and the mapping relationship between the environmental and vehicle information and the cold storage unit's output power, the cold storage unit's output power is obtained, further comprising: Based on the mapping relationship between the current temperature of the cold storage unit, the temperature of the cold storage unit after cold release, and the cold output power of the cold storage unit, the cold output power of the cold storage unit is obtained.

9. A vehicle thermal management system, characterized in that, include: Information acquisition module, the information acquisition module is used to acquire environmental information and vehicle information; An analysis and processing module, which obtains the estimated cooling power requirement of the passenger cabin based on the environmental information and the mapping relationship between the environmental information and the estimated cooling power requirement of the passenger cabin; The analysis and processing module obtains the estimated cooling power demand of the battery pack based on the vehicle information and the mapping relationship between the vehicle information and the estimated cooling power demand of the battery pack. The analysis and processing module obtains the cold energy output power of the cold storage unit based on the environmental information and vehicle information, as well as the mapping relationship between the environmental information and vehicle information and the cold energy output power of the cold storage unit. The analysis and processing module compares the estimated cooling power demand of the passenger cabin, the estimated cooling power demand of the battery pack, and the cooling output power of the cold storage unit, and determines the cooling method of the passenger cabin and the battery pack based on the comparison results. An execution module controls the cold storage unit and / or the refrigeration unit to perform refrigeration according to the refrigeration method of the crew compartment and the battery pack.

10. A vehicle, characterized in that, The vehicle thermal management method as described in any one of claims 1-8 is adopted.

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