Thermal management system control method and device, electronic equipment and storage medium

Abstract

The invention provides a thermal management system control method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining parameters of a power battery; when the power battery and the passenger compartment have cooling requirements at the same time, the cooling grade of the power battery is obtained based on the parameters of the power battery; and the cooling priority and refrigerant distribution parameters of the passenger compartment relative to the power battery are determined based on the cooling grade of the power battery, and thermal management system control parameters are determined based on the refrigerant distribution parameters. When the power battery and the passenger compartment of the vehicle meet the cooling requirement at the same time, the cooling requirement of the power battery can be met, and the cooling requirement of the passenger compartment can be met.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle thermal management, in particular, to a thermal management system control method and device, an electronic device and a storage medium. BACKGROUND

[0002] At present, when the passenger cabin and the battery have cooling requirements at the same time, the existing thermal management system control mode cannot meet the cooling requirements of the power battery and the cooling requirements of the passenger cabin at the same time. SUMMARY

[0003] The purpose of the embodiments of the present application is to provide a thermal management system control method and device, an electronic device and a storage medium, so that when the power battery and the passenger cabin of the vehicle have cooling requirements at the same time, the cooling requirements of the power battery can be considered, and the cooling requirements of the passenger cabin can be met.

[0004] To this end, the first aspect of the present application discloses a thermal management system control method, which comprises the following steps:

[0005] obtaining parameters of a power battery;

[0006] when the power battery and the passenger cabin have cooling requirements at the same time, obtaining a cooling level of the power battery based on the parameters of the power battery;

[0007] determining a cooling priority of the passenger cabin relative to the power battery and a refrigerant distribution parameter based on the cooling level of the power battery, and determining a thermal management system control parameter based on the refrigerant distribution parameter.

[0008] Among them, the thermal management system control method of the present application can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time, and then determine whether the power battery cooling priority or the passenger cabin cooling priority according to the cooling level, so as to consider the cooling requirements of the power battery to ensure the safety of the power battery, and make the cooling requirements of the passenger cabin have priority to be met when the cooling level of the power battery is low, and improve the riding comfort of the user.

[0009] In an optional embodiment, the parameters of the power battery include the temperature of the power battery and the current charging power, cooling mode and charging mode of the power battery;

[0010] and the cooling level of the power battery is obtained based on the parameters of the power battery, comprising:

[0011] querying a temperature level table based on the temperature of the power battery and the cooling mode to determine the temperature level of the power battery;

[0012] query a power level table based on the current charging power of the power battery and the charging mode to determine a charging power level;

[0013] query a cooling level table based on the power battery temperature level and the charging power level to determine a cooling level of the power battery.

[0014] The optional embodiment can accurately determine the cooling level of the power battery based on the current charging power, cooling mode, charging mode and temperature of the power battery, improve the accuracy of determining the cooling level, and avoid the safety problem of the power battery or the reduction of the comfort of the passenger compartment caused by the excessive error of the cooling level.

[0015] In the optional embodiment, the cooling level of the power battery includes a first cooling level, the refrigerant distribution parameter includes a current temperature of the passenger compartment, an air conditioner set temperature, a current temperature of an evaporator and a lower limit of an electronic expansion valve opening degree, and the thermal management system control parameter includes a rotation speed of a compressor, an opening degree of the electronic expansion valve and an opening and closing state of a cut-off valve;

[0016] and the cooling priority of the passenger compartment relative to the power battery and the refrigerant distribution parameter are determined based on the cooling level of the power battery, and the thermal management system control parameter is determined based on the refrigerant distribution parameter, including:

[0017] when the cooling level of the power battery is the first cooling level, the cooling of the passenger compartment is prior to the cooling of the power battery;

[0018] the rotation speed of the compressor is determined based on the current temperature of the passenger compartment and the air conditioner set temperature;

[0019] the opening degree of the electronic expansion valve is determined based on the lower limit of the electronic expansion valve opening degree;

[0020] the opening and closing state of the cut-off valve is determined as an open state.

[0021] The optional embodiment can determine the rotation speed of the compressor according to the parameters that can reflect the cooling demand of the passenger compartment, i.e. the air conditioner set temperature and the current temperature of the passenger compartment, when the cooling level is the first cooling level, so that the rotation speed of the compressor can produce the cooling capacity that matches the cooling demand of the passenger compartment, thereby meeting the cooling demand of the passenger compartment. At the same time, by setting the opening degree of the electronic expansion valve as the lower limit of the electronic expansion valve opening degree, the opening degree of the electronic expansion valve can be prevented from being too large to cause the cooling capacity produced by the compressor to be delivered to the power battery, but the cooling capacity produced by the compressor is preferentially delivered to the passenger compartment. On the other hand, by setting the opening and closing state of the cut-off valve as an open state, the cooling capacity produced by the compressor can be ensured to be normally delivered to the passenger compartment.

[0022] In an optional implementation, determining the compressor speed based on the current temperature of the passenger compartment and the air conditioning set temperature includes:

[0023] The target air outlet temperature of the air conditioner is determined based on the current temperature of the passenger compartment and the set temperature of the air conditioner.

[0024] The target temperature of the evaporator is determined based on the target air outlet temperature of the air conditioner;

[0025] The compressor speed is determined based on the target temperature of the evaporator and the current temperature of the evaporator.

[0026] This optional implementation can be determined based on the target temperature of the evaporator and the current temperature of the evaporator, so that the cooling capacity generated by the compressor can be more accurately matched to the cooling needs of the passenger compartment.

[0027] In an optional implementation, the cooling level of the power battery includes a second cooling level, the refrigerant distribution parameters include the actual temperature of the battery cooling circuit inlet, the target temperature of the battery cooling circuit inlet, the target superheat of the intermediate heat exchanger outlet, and the lower limit threshold of the outlet air temperature, and the thermal management system control parameters include the compressor speed, the opening degree of the electronic expansion valve, and the opening and closing state of the shut-off valve.

[0028] And, the determination of the cooling priority and refrigerant allocation parameters of the passenger compartment relative to the power battery based on the cooling level of the power battery, and the determination of thermal management system control parameters based on the refrigerant allocation parameters, includes:

[0029] When the cooling level of the power battery is the second cooling level, the speed of the compressor is determined based on the actual temperature of the battery cooling circuit inlet and the target temperature of the battery cooling circuit inlet.

[0030] The opening degree of the electronic expansion valve is determined based on the actual temperature of the inlet of the battery cooling circuit and the target superheat at the outlet of the intermediate heat exchanger.

[0031] The opening and closing state of the shut-off valve is determined based on the lower limit threshold of the outlet air temperature.

[0032] The optional embodiment can determine the compressor speed to generate a refrigerating capacity matching the power battery cooling demand when the cooling level of the power battery is the second cooling level according to the parameters reflecting the power battery cooling demand, i.e. the actual battery inlet temperature and the target battery inlet temperature, so as to meet the power battery cooling demand. At the same time, the opening degree of the electronic expansion valve can be matched with the superheat demand by controlling the opening degree of the electronic expansion valve through the target superheat degree of the intermediate heat exchanger outlet, so as to avoid the target superheat degree from being unable to be reached due to the opening degree of the electronic expansion valve being too large or too small. On the other hand, the opening degree of the electronic expansion valve can be matched with the actual temperature of the water inlet of the battery cooling circuit by determining the opening degree of the electronic expansion valve according to the actual temperature of the water inlet of the battery cooling circuit, so as to improve the cooling effect of the power battery. On the other hand, the opening and closing state of the cut-off valve can be matched with the lower limit threshold of the air outlet temperature, so as to limit the refrigerating capacity delivered to the passenger compartment based on the lower limit threshold of the air outlet temperature, i.e. to deliver the refrigerating capacity according to the lower limit of the air outlet temperature, to improve the refrigerating capacity delivered to the power battery, so as to improve the cooling effect of the power battery.

[0033] In the optional embodiment, the cooling level of the power battery includes a third cooling level, the refrigerant distribution parameters include the actual temperature of the water inlet of the battery cooling circuit, the target temperature of the water inlet of the battery cooling circuit and the target superheat degree of the intermediate heat exchanger outlet, and the thermal management system control parameters include the speed of the compressor, the opening degree of the electronic expansion valve and the opening and closing state of the cut-off valve.

[0034] And the cooling priority of the passenger compartment relative to the power battery and the refrigerant distribution parameters are determined based on the cooling level of the power battery, and the thermal management system control parameters are determined based on the refrigerant distribution parameters, including:

[0035] The speed of the compressor is determined based on the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit;

[0036] The opening degree of the electronic expansion valve is determined based on the actual temperature of the water inlet of the battery cooling circuit and the target superheat degree of the intermediate heat exchanger outlet;

[0037] The opening and closing state of the cut-off valve is determined as a closed state.

[0038] The optional embodiment can determine the compressor rotation speed to generate a refrigerating capacity matching the power battery cooling demand when the cooling level is the third cooling level according to the parameter reflecting the power battery cooling demand, i.e., the actual battery inlet temperature and the target battery inlet temperature, so as to meet the power battery cooling demand. Meanwhile, the opening degree of the electronic expansion valve can be matched with the superheat demand by controlling the opening degree of the electronic expansion valve through the target superheat degree at the outlet of the intermediate heat exchanger, so as to avoid the target superheat degree from being unable to be reached due to the opening degree of the electronic expansion valve being too large or too small. On the other hand, the opening degree of the electronic expansion valve can be matched with the actual temperature at the water inlet of the battery cooling circuit by determining the opening degree of the electronic expansion valve according to the actual temperature at the water inlet of the battery cooling circuit, so as to improve the cooling effect of the power battery. On the other hand, the refrigerating capacity can be completely blocked from being delivered to the passenger compartment by determining the opening and closing state of the cut-off valve as the closed state, so as to maximize the cooling demand of the power battery and maximize the cooling effect of the power battery.

[0039] In an optional embodiment, the method further comprises:

[0040] obtaining a vibration noise parameter of the compressor;

[0041] determining a rotation speed limit value of the compressor based on the vibration noise parameter of the compressor;

[0042] adjusting the rotation speed of the compressor based on the rotation speed limit value of the compressor, so that the rotation speed of the compressor is less than or equal to the rotation speed limit value of the compressor.

[0043] The optional embodiment can limit the rotation speed of the compressor according to the vibration noise parameter of the compressor, so as to avoid excessive operation noise and vibration when the rotation speed of the compressor is higher than the rotation speed limit value, thereby avoiding the operation noise and vibration to reduce the ride comfort of the user while maximizing the refrigerating capacity generated by the compressor as much as possible.

[0044] In an optional embodiment, the method further comprises:

[0045] obtaining an actual air outlet temperature of the air conditioner, a state of the compressor and a target valve opening rate, wherein the target valve opening rate is determined based on a system stability parameter;

[0046] when the temperature difference between the actual air outlet temperature of the air conditioner and the target air outlet temperature of the air conditioner is less than or equal to a first preset temperature difference threshold, it is determined that the cooling demand of the passenger compartment is met;

[0047] when the cooling demand of the passenger compartment is met, the rotation speed of the compressor is less than the rotation speed limit value of the compressor, and the state of the compressor is not in the limiting state, the opening degree of the electronic expansion valve is adjusted based on the target valve opening rate.

[0048] In the optional embodiment, when the refrigeration demand of the passenger cabin is met, the rotation speed of the compressor is less than the rotation speed limit value of the compressor, and the state of the compressor is not in the limit state, the opening degree of the electronic expansion valve is adjusted based on the target opening valve rate. In this way, on the one hand, since the refrigeration demand of the passenger cabin is met, the refrigeration amount can be gradually delivered to the power battery to cool the power battery by adjusting the opening degree of the electronic expansion valve, so as to avoid the refrigeration amount being limited to only cooling the passenger cabin when the refrigeration demand of the passenger cabin is met. On the other hand, the adjustment mode of the opening degree of the electronic expansion valve adopts the target opening valve rate adjustment, which can avoid the opening degree of the electronic expansion valve changing too much instantaneously, thereby avoiding the opening degree of the electronic expansion valve changing too much instantaneously and impacting the thermal management system, and finally improving the stability of the thermal management system.

[0049] In the optional embodiment, the method further includes:

[0050] When the temperature difference between the actual temperature of the battery cooling circuit inlet and the target temperature of the battery cooling circuit inlet is less than or equal to the second preset temperature difference threshold, an adjustment rate is determined based on the temperature difference between the actual temperature of the battery cooling circuit inlet and the target temperature of the battery cooling circuit inlet, and the lower limit threshold of the outlet air temperature is adjusted based on the adjustment rate.

[0051] The optional embodiment can adjust the lower limit threshold of the outlet air temperature when the temperature difference between the actual temperature of the battery cooling circuit inlet and the target temperature of the battery cooling circuit inlet is less than or equal to the second preset temperature difference threshold, i.e., when the refrigeration demand of the power battery is met, to adjust the limitation of the refrigeration amount delivered to the passenger cabin. At the same time, the adjustment of the lower limit threshold of the outlet air temperature is related to the temperature difference between the actual temperature of the battery cooling circuit inlet and the target temperature of the battery cooling circuit inlet, so that the limitation of the refrigeration amount delivered to the passenger cabin is more accurate.

[0052] The second aspect of the present application provides a thermal management system control device, which comprises:

[0053] The acquisition module is configured to acquire parameters of the power battery.

[0054] The first determination module is configured to, when the power battery and the passenger cabin have cooling demands at the same time, obtain a cooling level of the power battery based on the parameters of the power battery.

[0055] The second determination module is configured to determine a cooling priority of the passenger cabin relative to the power battery and a refrigerant distribution parameter based on the cooling level of the power battery, and determine a thermal management system control parameter based on the refrigerant distribution parameter.

[0056] The thermal management system control device of the application can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time, and then determine whether the power battery cooling or the passenger cabin cooling is prior according to the cooling level, so as to take into account the cooling requirement of the power battery to ensure the safety of the power battery, and make the cooling requirement of the passenger cabin be met preferentially when the cooling level of the power battery is low, thereby improving the riding comfort of the user.

[0057] The third aspect of the application provides an electronic device, comprising:

[0058] a processor; and

[0059] a memory configured to store machine-readable instructions, which, when executed by the processor, perform the thermal management system control method of the first aspect of the application.

[0060] The electronic device of the application can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time by executing the thermal management system control method, and then determine whether the power battery cooling or the passenger cabin cooling is prior according to the cooling level, so as to take into account the cooling requirement of the power battery to ensure the safety of the power battery, and make the cooling requirement of the passenger cabin be met preferentially when the cooling level of the power battery is low, thereby improving the riding comfort of the user.

[0061] The fourth aspect of the application provides a storage medium, which stores a computer program, and the computer program is executed by a processor to perform the thermal management system control method of the first aspect of the application.

[0062] The storage medium of the application can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time by executing the thermal management system control method, and then determine whether the power battery cooling or the passenger cabin cooling is prior according to the cooling level, so as to take into account the cooling requirement of the power battery to ensure the safety of the power battery, and make the cooling requirement of the passenger cabin be met preferentially when the cooling level of the power battery is low, thereby improving the riding comfort of the user. BRIEF DESCRIPTION OF DRAWINGS

[0063] In order to more clearly illustrate the technical solutions of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiments of the application. It should be understood that the following drawings only show some embodiments of the application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor.

[0064] Figure 1is a flowchart of a heat management system control method provided by an embodiment of the present application.

[0065] Figure 2 is a structural diagram of a heat management system control device provided by an embodiment of the present application.

[0066] Figure 3 is a structural diagram of an electronic device provided by an embodiment of the present application.

[0067] Figure 4 is a schematic diagram of an electric vehicle heat management system provided by an embodiment of the present application. DETAILED DESCRIPTION

[0068] The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.

[0069] At present, when the passenger cabin and the battery have cooling requirements at the same time, the existing heat management system control method cannot meet the cooling requirements of the power battery and the cooling requirements of the passenger cabin at the same time.

[0070] In view of the defects of the prior art, the present application provides a heat management system control method, device, electronic device and storage medium, which can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time, and then determine whether the power battery cooling or the passenger cabin cooling is given priority according to the cooling level, so as to not only take into account the cooling requirements of the power battery to ensure the safety of the power battery, but also make the cooling requirements of the passenger cabin be given priority when the cooling level of the power battery is low, thereby improving the riding comfort of the user.

[0071] Please refer to Figure 1 , Figure 1 is a flowchart of a heat management system control method provided by an embodiment of the present application. As shown in Figure 1 , the method of the present application includes the following steps:

[0072] 101, obtaining parameters of the power battery;

[0073] 102, when the power battery and the passenger cabin have cooling requirements at the same time, obtaining the cooling level of the power battery based on the parameters of the power battery;

[0074] 103, determining the cooling priority of the passenger cabin relative to the power battery and the refrigerant distribution parameter based on the cooling level of the power battery, and determining the heat management system control parameter based on the refrigerant distribution parameter.

[0075] The technical effects of the present application are as follows: Firstly, the existing thermal management system control method always satisfies the power battery first when the power battery and the passenger compartment have cooling requirements at the same time. Even if the power battery has cooling requirements, but the cooling of the power battery is not urgent, the cooling requirements of the power battery are still satisfied first. Therefore, the existing technology adopts a fixed priority cooling method, that is, the power battery is cooled first. As a result, when the power battery and the passenger compartment have cooling requirements at the same time, but the cooling of the power battery is not urgent, the cooling requirements of the passenger compartment cannot be met. The specific scenario is as follows: In the initial stage of starting the power battery, the power battery needs to be cooled although it has started to work. However, in this initial stage, the cooling requirements of the power battery are not urgent, and the temperature of the power battery is low. Even if the power battery is cooled first, it is limited by the low-temperature protection of the power battery, and can only maintain the temperature of the power battery around the starting temperature. The cooling effect cannot be reflected. On the other hand, if the power battery is cooled first in this initial stage, the cooling requirements of the passenger compartment cannot be met, thereby reducing the comfort of the user. For example, when the vehicle starts after being exposed to high temperature, the temperature of the passenger compartment is very high. At this time, if the power battery is cooled first, the temperature of the passenger compartment cannot be reduced in a short time, thereby affecting the comfort of the user.

[0076] In comparison, the thermal management system control method of the embodiment of the present application can, when the power battery and the passenger cabin have cooling requirements at the same time, obtain the real cooling level of the power battery based on the parameters of the power battery according to steps 101 and 102, so as to further distinguish the real cooling level of the power battery when the power battery has a cooling requirement, and distinguish the emergency degree of the cooling requirement of the power battery through the real cooling level of the power battery. Further, on the basis of steps 101 and 102, when judging the cooling priority of the power battery and the passenger cabin, the cooling priority can be determined according to the emergency degree of the cooling requirement of the power battery through step 103, instead of using the fixed power battery cooling priority mode. According to the emergency degree of the cooling requirement of the power battery to determine the cooling priority, when the emergency degree of the cooling requirement of the power battery is high, the power battery is cooled preferentially to ensure the safety of the power battery. When the emergency degree of the cooling requirement of the power battery is low, the passenger cabin is cooled preferentially to ensure the refrigeration effect of the passenger cabin and improve the riding comfort of the user. For example, when the vehicle starts after being exposed to high temperature, the temperature of the passenger cabin is very high. At this time, the emergency degree of the cooling requirement of the power battery is low, the passenger cabin is cooled preferentially, and then the temperature of the passenger cabin can be quickly reduced to improve the riding comfort of the user. In this way, by determining the real cooling level of the power battery, and then determining whether the power battery cooling priority or the passenger cabin cooling priority according to the cooling level, the cooling requirement of the power battery can be considered to ensure the safety of the power battery, and the cooling requirement of the passenger cabin can be preferentially met when the cooling level of the power battery is low to improve the riding comfort of the user.

[0077] In the embodiment of the present application, the parameters of the power battery in step 101 refer to parameters related to the thermal management process of the power battery, wherein the thermal management of the power battery includes but is not limited to the thermal management of the power battery during driving and the thermal management process of the power battery when charging in a stopped state.

[0078] In the embodiment of the present application, the parameters of the power battery in step 101 can be obtained in multiple ways, for example, the parameters of the power battery can be obtained from the control terminal of the vehicle machine, or in some special cases, the data can be read by devices other than the vehicle machine, which is not limited in the embodiment of the present application.

[0079] In this embodiment of the application, for step 102, the cooling level of the power battery refers to a parameter reflecting the urgency of cooling of the power battery. In this embodiment of the application, the cooling level of the power battery can be divided into a first cooling level, a second cooling level, and a third cooling level. The urgency of cooling corresponding to the first cooling level, the second cooling level, and the third cooling level increases sequentially. That is, the urgency of cooling represented by the third cooling level is higher than that represented by the second cooling level, and the urgency of cooling represented by the second cooling level is higher than that represented by the first cooling level.

[0080] In this embodiment of the application, one implementation of obtaining the cooling level of the power battery based on the parameters of the power battery in step 102 can be as follows: comparing the parameters of the power battery with the numerical range corresponding to each cooling level, and then determining the cooling level of the power battery according to the numerical range in which the values ​​of the power battery parameters fall. It should be noted that the implementation of obtaining the cooling level of the power battery based on the parameters of the power battery is not limited to this method, and can also be other methods mentioned below in this application. Please refer to the following text.

[0081] In this embodiment, regarding step 102, whether the power battery and the passenger compartment simultaneously have cooling requirements can be determined based on the control signal from the vehicle control terminal. For example, the vehicle control terminal outputs a signal indicating that both the power battery and the passenger compartment have cooling requirements. When the value of this signal is 1, it can be determined that both the power battery and the passenger compartment have cooling requirements simultaneously. Furthermore, the vehicle control terminal can output a signal with a value of 1 based on sensors targeting the power battery and sensors targeting the passenger compartment. For example, when it detects that a user has entered the passenger compartment and triggers the air conditioning to turn on, and at the same time detects that the charging interface of the power battery is activated, it outputs a signal with a value of 1 to indicate that both the power battery and the passenger compartment have cooling requirements simultaneously.

[0082] In this embodiment of the application, for step 103, the cooling priority of the passenger compartment relative to the power battery includes two cases: cooling of the power battery takes priority over the passenger compartment, and cooling of the passenger compartment takes priority over the power battery.

[0083] In this embodiment of the application, for step 103, the refrigerant allocation parameters refer to the input parameters required for allocating the refrigerant in the vehicle thermal management system, while the thermal management system control parameters are the parameters that specifically control the various components in the vehicle thermal management system.

[0084] In the embodiments of the present application, for step 103, determining the cooling priority of the passenger cabin relative to the power battery and the refrigerant distribution parameter based on the cooling level of the power battery can refer to determining the cooling priority of the passenger cabin relative to the power battery first, and then determining the refrigerant distribution parameter according to the cooling priority of the passenger cabin relative to the power battery, or can refer to directly determining the refrigerant distribution parameter according to the cooling level of the power battery, wherein since the cooling level of the power battery can determine the cooling priority of the passenger cabin relative to the power battery once determined, the cooling level of the power battery can directly determine the refrigerant distribution parameter.

[0085] Further, in some sub-scenarios, the judgment of the cooling level of the power battery is not accurate enough, and then the cooling priority is determined based on the inaccurate cooling level of the power battery, thereby affecting the safety of the power battery and the comfort of the passenger cabin. For example, when the power battery is charging at high power, the temperature of the power battery will rise sharply in a short time, at which time the cooling level of the power battery should be determined as the third level, but if the cooling level of the power battery is determined as the first level, the power battery cannot be satisfied in time. Therefore, for this sub-scenario, the cooling level of the power battery needs to be determined by comprehensively considering parameters related to the cooling urgency of the power battery, so as to avoid the inaccuracy of the cooling level of the power battery in the process of refrigerant distribution according to the cooling level of the power battery, thereby reducing the safety of the battery and the comfort of the passenger cabin.

[0086] For this sub-scenario, as an optional implementation, the parameters of the power battery include the temperature of the power battery and the current charging power, cooling mode, charging mode and other parameters related to the cooling urgency of the power battery, and then the cooling level of the power battery can be determined by comprehensively considering the temperature, current charging power, cooling mode, charging mode and other parameters related to the cooling urgency of the power battery, thereby improving the accuracy of the cooling level of the power battery, so as to avoid the inaccuracy of the cooling level of the power battery in the process of refrigerant distribution according to the cooling level of the power battery, thereby reducing the safety of the battery and the comfort of the passenger cabin.

[0087] Further, one embodiment of the step of obtaining the cooling level of the power battery based on the parameters of the power battery is:

[0088] querying the temperature level table based on the temperature of the power battery and the cooling mode to determine the temperature level of the power battery;

[0089] querying the power level table based on the current charging power and the charging mode of the power battery to determine the charging power level;

[0090] querying the cooling level table based on the temperature level and the charging power level of the power battery to determine the cooling level of the power battery.

[0091] In the optional embodiment described above, the temperature grade table includes two pieces of data, one being temperature and the other being temperature grade, wherein the specific division of temperature and temperature grade can refer to Table 1 and Table 2.

[0092] Table 1

[0093]

[0094] As shown in Table 1, when the temperature of the power battery is 37 degrees Celsius, the temperature grade is 1, and when the temperature of the power battery is 40 degrees Celsius, the temperature grade is 2. It should be noted that the temperature of the power battery can be the highest temperature of the power battery, wherein the highest temperature of the power battery refers to the temperature of the module with the highest temperature in the power battery at the current time. Accordingly, temperature sensors are provided at multiple positions of the power battery, and then the highest temperature of the power battery is determined according to the comparison of the temperatures of the multiple temperature sensors. On the other hand, as for the entry temperature and the exit temperature in Table 1, they respectively refer to the highest temperature when the power battery enters the charging stage and the highest temperature when the power battery exits the charging stage, and Table 1 further distinguishes the temperature grade comparison threshold corresponding to the power battery entering the charging stage and the power battery exiting the charging stage.

[0095] It should be noted that the cooling mode includes a conventional cooling mode and a charging cooling mode, and then the temperature grade table of the conventional cooling mode and the charging cooling mode can be further distinguished, so as to further improve the accuracy of the determination of the cooling grade of the power battery.

[0096] Among them, the temperature and temperature grade in the conventional cooling mode are as shown in Table 1, and the temperature and temperature grade in the charging cooling mode are as shown in Table 2.

[0097] Table 2

[0098]

[0099]

[0100] In the optional embodiment described above, the charging mode can include a direct current charging mode and an alternating current charging mode, wherein the power grade table corresponding to the direct current charging mode is as shown in Table 3, and the power grade table corresponding to the alternating current charging mode is as shown in Table 3.

[0101] Table 3

[0102]

[0103] Table 4

[0104]

[0105] The battery charging power in Table 3 and Table 4 includes the entering power and the exiting power, and further distinguishes the comparison threshold of the battery charging power level corresponding to the entering charging stage of the power battery and the exiting charging stage of the power battery.

[0106] In the optional embodiment described above, the cooling level table can be shown in Table 5.

[0107] Table 5

[0108]

[0109]

[0110] As shown in Table 5, when the battery temperature level is 0 and the battery charging power level is 3, the cooling level of the power battery is 1, that is, the cooling level of the power battery is the first cooling level. When the battery temperature level is 1 and the battery charging power level is 2, the cooling level of the power battery is 2, that is, the cooling level of the power battery is the second cooling level. When the battery temperature level is 2 and the battery charging power level is 3, the cooling level of the power battery is 3, that is, the cooling level of the power battery is the third cooling level.

[0111] In some sub-scenarios, the passenger cabin cooling is prioritized, and the rotation speed of the compressor is determined according to the cooling demand of the power battery, so that the cooling capacity generated by the compressor cannot meet the cooling demand of the passenger cabin. For example, in the vehicle starting stage, the cooling demand of the passenger cabin is higher than the cooling demand of the power battery. At this time, if the rotation speed of the compressor is controlled according to the cooling demand of the power battery, the cooling capacity generated by the compressor will be insufficient to cool the passenger cabin, that is, the cooling demand of the passenger cabin cannot be met, thereby reducing the comfort of the user.

[0112] For the above sub-scenarios, one embodiment of the step of determining the cooling priority of the passenger cabin relative to the power battery and the refrigerant distribution parameter based on the cooling level of the power battery, and determining the thermal management system control parameter based on the refrigerant distribution parameter is as follows:

[0113] When the cooling level of the power battery is the first cooling level, the cooling of the passenger cabin is prioritized over the power battery.

[0114] The rotation speed of the compressor is determined based on the current temperature of the passenger cabin and the air conditioning set temperature, wherein the cooling level of the power battery includes the first cooling level, the refrigerant distribution parameter includes the current temperature of the passenger cabin and the air conditioning set temperature, and the thermal management system control parameter includes the rotation speed of the compressor.

[0115] Further, in order to prioritize cooling the passenger compartment when the cooling level of the power battery is the first cooling level, it is necessary to deliver most of the cooling capacity to the passenger compartment and limit the delivery of cooling capacity to the power battery. Therefore, the cooling priority of the passenger compartment relative to the power battery and the refrigerant distribution parameter are determined based on the cooling level of the power battery, and the heat management system control parameter is determined based on the refrigerant distribution parameter, and the method further comprises:

[0116] determining the opening degree of the electronic expansion valve based on the electronic expansion valve opening degree lower limit when the cooling level of the power battery is the first cooling level;

[0117] determining the opening state of the shut-off valve to be an open state, wherein the refrigerant distribution parameter further comprises the electronic expansion valve opening degree lower limit, and the heat management system control parameter further comprises the opening degree of the electronic expansion valve and the opening state of the shut-off valve.

[0118] Based on this, the optional embodiment can determine the rotation speed of the compressor according to the parameters that can reflect the cooling demand of the passenger compartment, i.e., the air conditioner set temperature and the current temperature of the passenger compartment, when the cooling level is the first cooling level, so that the rotation speed of the compressor can generate a cooling capacity that matches the cooling demand of the passenger compartment, thereby meeting the cooling demand of the passenger compartment. At the same time, by setting the opening degree of the electronic expansion valve to the electronic expansion valve opening degree lower limit, it can be avoided that the opening degree of the electronic expansion valve is too large to cause the cooling capacity generated by the compressor to be delivered to the power battery, but the cooling capacity generated by the compressor is preferentially delivered to the passenger compartment. On the other hand, by setting the opening state of the shut-off valve to the open state, it can be ensured that the cooling capacity generated by the compressor is normally delivered to the passenger compartment.

[0119] In the above embodiment, the current temperature of the passenger compartment refers to the temperature of the vehicle seating area, for example, when the temperature of the vehicle seating area is 40 degrees Celsius, the current temperature of the passenger compartment is 40 degrees Celsius. It should be noted that the temperature of the vehicle seating area can include the temperature of the front seat area in the vehicle, and can also include the temperature of the rear seat area in the vehicle.

[0120] In the above embodiment, the air conditioner set temperature refers to the desired temperature of the vehicle interior environment set by the user through the air conditioner button, for example, the user expects the temperature in the vehicle to drop to 23 degrees Celsius and adjusts the temperature value of the air conditioner panel to the position of 23 degrees Celsius. Therefore, the air conditioner set temperature is 23 degrees Celsius.

[0121] In the above embodiment, one implementation of determining the rotation speed of the compressor based on the current temperature of the passenger cabin and the air conditioning set temperature can be that the current temperature of the passenger cabin and the air conditioning set temperature are taken as inputs of a proportional integral control algorithm to obtain the rotation speed of the compressor, wherein the proportional integral control algorithm can be used for rotation speed control of the compressor, and the greater the difference between the current temperature of the passenger cabin and the air conditioning set temperature, the greater the rotation speed of the compressor can be, so that the compressor can be controlled to operate at a higher rotation speed when the difference between the current temperature of the passenger cabin and the air conditioning set temperature is large, so that the cooling demand of the passenger cabin is met faster by the compressor operating at a higher rotation speed.

[0122] In the above embodiment, the electronic expansion valve refers to a valve used in the power battery cooling circuit, wherein the greater the opening of the electronic expansion valve in the stroke range of the electronic expansion valve, the more cold energy delivered to the power battery cooling circuit.

[0123] In the above embodiment, the lower limit of the electronic expansion valve opening refers to the minimum opening of the electronic expansion valve. It should be noted that when the cooling level of the power battery is the first level, although the cooling demand of the passenger cabin is prioritized, it does not mean that all the cold energy is delivered to the passenger cabin, but rather that most of the cold energy is delivered to the passenger cabin, and a small amount of cold energy is allocated to the power battery with the minimum limit value.

[0124] In the above embodiment, the value of the lower limit of the electronic expansion valve opening can be 40, which is not limited by the embodiments of the present application. In some sub-scenarios, since there is heat loss when the cold energy is delivered, directly setting the rotation speed of the compressor based on the current temperature of the passenger cabin and the air conditioning set temperature can cause the cold energy generated by the compressor operating at the rotation speed to deviate from the cooling demand of the passenger cabin.

[0125] For the above sub-scenarios, one implementation of determining the rotation speed of the compressor based on the current temperature of the passenger cabin and the air conditioning set temperature is:

[0126] determining an air conditioning target outlet air temperature based on the current temperature of the passenger cabin and the air conditioning set temperature;

[0127] determining an evaporator target temperature based on the air conditioning target outlet air temperature;

[0128] determining the rotation speed of the compressor based on the evaporator target temperature and the current temperature of the evaporator to obtain the rotation speed of the compressor.

[0129] The optional implementation can be determined based on the evaporator target temperature and the current temperature of the evaporator, so that the refrigeration capacity generated by the compressor can more accurately match the cooling demand of the passenger cabin.

[0130] In the above embodiment, the evaporator target temperature refers to the temperature required by the evaporator of the air conditioning system to meet the cooling demand of the passenger cabin.

[0131] In the above embodiments, the evaporator current temperature refers to the temperature of the evaporator at the current time, which can be detected by a temperature sensor arranged around the evaporator.

[0132] In the above embodiments, based on the evaporator target temperature and the evaporator current temperature, the rotational speed of the compressor is determined to obtain an embodiment of the rotational speed of the compressor, which can be:

[0133] The evaporator target temperature and the evaporator current temperature are taken as inputs of a proportional integral control algorithm to determine the rotational speed of the compressor based on the proportional integral control algorithm, wherein the greater the difference between the evaporator target temperature and the evaporator current temperature, the greater the rotational speed of the compressor, and further, when the temperature difference between the evaporator target temperature and the evaporator current temperature is large, the cooling demand of the passenger compartment is met faster by a larger rotational speed.

[0134] In some sub-scenarios, the power battery cooling is prioritized, however, the rotational speed of the compressor is determined according to the cooling demand of the passenger compartment, and further, the cooling capacity generated by the compressor cannot meet the cooling demand of the power battery. For example, when charging the power battery at high power, the cooling demand of the power battery is higher than the cooling demand of the passenger compartment, at this time, if the rotational speed of the compressor is controlled according to the cooling demand of the passenger compartment, the cooling capacity generated by the compressor will be insufficient to cool the power battery, and further, it may cause the power battery to overheat and cause safety problems.

[0135] For this sub-scenario, the steps of determining the cooling priority of the passenger compartment relative to the power battery and the refrigerant distribution parameter based on the cooling level of the power battery, and determining the thermal management system control parameter based on the refrigerant distribution parameter, one embodiment is:

[0136] When the cooling level of the power battery is the second cooling level, the power battery cooling is prioritized over the passenger compartment;

[0137] Based on the battery cooling circuit inlet actual temperature and the battery cooling circuit inlet target temperature, the rotational speed of the compressor is determined, wherein the cooling level of the power battery includes the second cooling level, the refrigerant distribution parameter includes the battery cooling circuit inlet actual temperature and the battery cooling circuit inlet target temperature, and the thermal management system control parameter includes the rotational speed of the compressor.

[0138] Further, in order to make the power battery be cooled preferentially, the cooling priority of the passenger compartment relative to the power battery and the refrigerant distribution parameter are determined based on the cooling level of the power battery, and the thermal management system control parameter is determined based on the refrigerant distribution parameter, further comprising:

[0139] determining the opening degree of the electronic expansion valve based on the actual temperature of the water inlet of the battery cooling circuit and the target superheat degree of the outlet of the intermediate heat exchanger when the cooling level of the power battery is the second cooling level;

[0140] determining the opening and closing state of the cut-off valve based on the lower threshold of the outlet air temperature, wherein the refrigerant distribution parameter further comprises the target superheat degree of the outlet of the intermediate heat exchanger and the lower threshold of the outlet air temperature, and the thermal management system control parameter further comprises the opening degree of the electronic expansion valve and the opening and closing state of the cut-off valve.

[0141] The optional embodiment can determine the compressor speed to generate a refrigerating capacity matching the cooling demand of the power battery according to the parameters reflecting the cooling demand of the power battery, i.e. the actual battery inlet temperature and the target battery inlet temperature, when the cooling level of the power battery is the second cooling level, so as to meet the cooling demand of the power battery. At the same time, the opening degree of the electronic expansion valve can be controlled by the target superheat degree of the outlet of the intermediate heat exchanger, so that the opening degree of the electronic expansion valve matches the superheat demand, avoiding the situation that the target superheat degree cannot be reached due to the too large or too small opening degree of the electronic expansion valve. On the other hand, the opening degree of the electronic expansion valve can be determined according to the actual temperature of the water inlet of the battery cooling circuit, so that the opening degree of the electronic expansion valve matches the actual temperature of the water inlet of the battery cooling circuit, improving the cooling effect of the power battery. In another aspect, the opening and closing state of the cut-off valve can be matched with the lower threshold of the outlet air temperature, so that the refrigerating capacity delivered to the passenger compartment is limited based on the lower threshold of the outlet air temperature, i.e. the refrigerating capacity is delivered according to the lower threshold of the outlet air temperature, improving the refrigerating capacity delivered to the power battery, thereby improving the cooling effect of the power battery.

[0142] In the above embodiment, the actual temperature of the water inlet of the battery cooling circuit can be the temperature of the water inlet of the water circulation cooling circuit, which can be detected by a temperature sensor arranged at the water inlet of the water circulation cooling circuit. Correspondingly, the target temperature of the water inlet of the battery cooling circuit refers to the required water inlet temperature to meet the cooling demand of the power battery. For example, when the required water inlet temperature to meet the cooling demand of the power battery is 3 degrees Celsius, the target temperature of the water inlet of the battery cooling circuit is 3 degrees Celsius.

[0143] In the above embodiment, one embodiment for determining the speed of the compressor based on the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit is that:

[0144] The actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit are taken as inputs of a proportional integral control algorithm to determine the speed of the compressor based on the proportional integral control algorithm, wherein the greater the difference between the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit, the greater the speed of the compressor, so that the cooling demand of the power battery can be met more quickly by a faster compressor speed when the temperature difference is large.

[0145] In the above embodiment, one implementation of determining the open state of the cut-off valve based on the lower threshold of the outlet air temperature is that:

[0146] Limiting the target outlet air temperature based on the lower threshold of the outlet air temperature to trigger that the cooling demand of the passenger compartment is met, and closing the cut-off valve when the cooling demand of the passenger compartment is met.

[0147] In the above embodiment, the value of the target superheat degree of the outlet of the intermediate heat exchanger can be 5K, K referring to Kelvin unit.

[0148] In the above embodiment, one implementation of determining the opening degree of the electronic expansion valve based on the actual temperature of the water inlet of the battery cooling circuit and the target superheat degree of the outlet of the intermediate heat exchanger is that:

[0149] First, setting the initial value of the opening degree of the electronic expansion valve according to the actual temperature of the water inlet of the battery cooling circuit, and then, dynamically adjusting the opening degree of the electronic expansion valve according to the target superheat degree of the outlet of the intermediate heat exchanger, wherein the algorithm adopted for dynamically adjusting the opening degree of the electronic expansion valve according to the target superheat degree of the outlet of the intermediate heat exchanger is proportional integral control algorithm.

[0150] In the above embodiment, based on Table 6, the initial value of the opening degree of the electronic expansion valve can be set according to the actual temperature of the water inlet of the battery cooling circuit, wherein Table 6 shows the initial value of the opening degree of the electronic expansion valve corresponding to the actual temperature of the water inlet of the battery cooling circuit.

[0151] Table 6

[0152]

[0153] As shown in Table 6, when the actual temperature of the water inlet of the battery cooling circuit is 30, the initial value of the opening degree of the electronic expansion valve can be 150.

[0154] In some sub-scenarios, the cooling level of the power battery is very high, i.e. the power battery urgently needs to be cooled, and if the power battery cannot be cooled, the temperature of the power battery will quickly overheat and cause a safety accident.

[0155] For this sub-scenario, one implementation of determining the cooling priority of the passenger compartment relative to the power battery and the refrigerant distribution parameter based on the cooling level of the power battery, and determining the control parameter of the thermal management system based on the refrigerant distribution parameter is that:

[0156] Determining the rotation speed of the compressor based on the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit;

[0157] Determining the opening degree of the electronic expansion valve based on the actual temperature of the water inlet of the battery cooling circuit and the target superheat degree of the outlet of the intermediate heat exchanger;

[0158] The open-close state of the shut-off valve is determined as a closed state, wherein the cooling level of the power battery comprises a third cooling level, the refrigerant distribution parameter comprises a battery cooling circuit inlet actual temperature, a battery cooling circuit inlet target temperature and an intermediate heat exchanger outlet target superheat, and the thermal management system control parameter comprises a rotation speed of the compressor, an opening degree of the electronic expansion valve and the open-close state of the shut-off valve.

[0159] The optional embodiment can determine the rotation speed of the compressor to generate a refrigerating capacity matching the cooling demand of the power battery according to the parameter reflecting the cooling demand of the power battery, i.e., the actual battery inlet temperature and the target battery inlet temperature, when the cooling level is the third cooling level, so as to meet the cooling demand of the power battery. At the same time, the opening degree of the electronic expansion valve can be matched with the superheat demand by controlling the opening degree of the electronic expansion valve according to the intermediate heat exchanger outlet target superheat, so as to avoid the target superheat being unable to be reached due to the opening degree of the electronic expansion valve being too large or too small. On the other hand, the opening degree of the electronic expansion valve can be matched with the battery cooling circuit inlet actual temperature by determining the opening degree of the electronic expansion valve according to the battery cooling circuit inlet actual temperature, so as to improve the cooling effect of the power battery. On the other hand, by determining the open-close state of the shut-off valve as a closed state, the refrigerating capacity can be completely blocked from being delivered to the passenger compartment, and the cooling demand of the power battery can be met to the maximum extent, so as to maximize the cooling effect of the power battery.

[0160] In some sub-scenarios, when the rotation speed of the compressor is increased to meet the cooling demands of the passenger compartment and the power battery, the rotation speed of the compressor can be too high to generate obvious vibration and noise, thereby affecting the ride comfort of the user.

[0161] Therefore, in the optional embodiment, the method of the embodiment of the application further comprises the following steps:

[0162] An vibration noise parameter of the compressor is acquired;

[0163] A rotation speed limit value of the compressor is determined based on the vibration noise parameter of the compressor;

[0164] The rotation speed of the compressor is adjusted based on the rotation speed limit value of the compressor, so that the rotation speed of the compressor is less than or equal to the rotation speed limit value of the compressor.

[0165] The optional embodiment can limit the rotation speed of the compressor according to the vibration noise parameter of the compressor, so as to avoid the rotation speed of the compressor being too high to generate excessive operation noise and vibration when the rotation speed of the compressor is higher than the rotation speed limit value, thereby avoiding the operation noise and vibration reducing the ride comfort of the user while the compressor generates more refrigerating capacity as much as possible.

[0166] In the above embodiment, the vibration noise parameter of the compressor can be pre-stored in the car machine control terminal, wherein the vibration noise parameter of the compressor can be obtained by NVH test. The NVH test refers to Noise (noise), Vibration (vibration) and Harshness (sound vibration roughness) test.

[0167] In the above embodiment, one specific way of determining the speed limit value of the compressor based on the vibration noise parameter of the compressor can be: querying the speed limit value corresponding table with the vibration noise parameter of the compressor as the query parameter, so as to obtain the speed limit value of the compressor, wherein the speed limit value of the compressor can be 5000 revolutions per minute.

[0168] In some sub-scenarios, when the cooling demand of the passenger compartment is met, the cooling capacity generated by the compressor is always delivered to the passenger compartment due to the inability to identify whether the cooling demand of the passenger compartment is met, thereby causing waste of cooling capacity.

[0169] Therefore, in the optional embodiment, the method of the application further includes the following steps:

[0170] obtaining the actual air outlet temperature of the air conditioner, the state of the compressor and the target opening valve rate, wherein the target opening valve rate is determined based on the system stability parameter;

[0171] when the temperature difference between the actual air outlet temperature of the air conditioner and the target air outlet temperature of the air conditioner is less than or equal to the first preset temperature difference threshold, it is determined that the cooling demand of the passenger compartment is met;

[0172] when the cooling demand of the passenger compartment is met, adjusting the opening degree of the electronic expansion valve based on the target opening valve rate.

[0173] Further, in some scenarios, the compressor is in a limited state, so even if the cooling demand of the passenger compartment has been met, due to the limited state of the compressor, if the opening degree of the electronic expansion valve is increased, it will cause the temperature of the passenger compartment to change suddenly, and the temperature of the passenger compartment cannot be maintained in a state that meets the cooling demand, i.e. the compressor does not have extra capacity to deliver cooling capacity to the power battery.

[0174] For this scenario, in order to avoid adjusting the opening degree of the electronic expansion valve when the compressor does not have extra capacity to deliver cooling capacity to the power battery, resulting in the inability to maintain the cooling demand of the passenger compartment, before adjusting the opening degree of the electronic expansion valve based on the target opening valve rate, the following steps are further included:

[0175] determining whether the state of the compressor is in a limited state, if the state of the compressor is not in a limited state, the adjustment of the opening degree of the electronic expansion valve based on the target opening valve rate can be triggered, if the state of the compressor is in a limited state, the adjustment of the opening degree of the electronic expansion valve based on the target opening valve rate is not triggered.

[0176] The limiting state of the compressor includes that the compressor is in a high-low pressure protection state, a pressure ratio protection state, a wind volume limitation state, a vehicle speed limitation state, or an exhaust temperature protection state.

[0177] Further, in some scenarios, the cooling demand of the passenger cabin has been met, but the compressor is operating at the highest speed to meet the cooling demand of the passenger cabin, at this time, the compressor has no extra capacity to deliver cold energy to the power battery, and if the opening degree of the electronic expansion valve is enlarged, the cooling demand of the passenger cabin cannot be maintained.

[0178] For this scenario, before adjusting the opening degree of the electronic expansion valve based on the target opening valve speed, the following steps are further included:

[0179] It is determined whether the speed of the compressor is less than the speed limit value of the compressor, if the speed of the compressor is less than the speed limit value of the compressor, adjusting the opening degree of the electronic expansion valve based on the target opening valve speed is triggered, and if the speed of the compressor is equal to the speed limit value of the compressor, adjusting the opening degree of the electronic expansion valve based on the target opening valve speed is not triggered.

[0180] In the above embodiment, the speed limit value of the compressor is regarded as the highest speed of the compressor.

[0181] Based on this, it is known that in the above embodiment, when the cooling demand of the passenger cabin is met, and the speed of the compressor is less than the speed limit value of the compressor, and the state of the compressor is not in the limiting state, the opening degree of the electronic expansion valve is adjusted based on the target opening valve speed, so that on the one hand, since the cooling demand of the passenger cabin has been met, the cooling capacity can be gradually delivered to the power battery by adjusting the opening degree of the electronic expansion valve, so as to cool the power battery, thereby avoiding the situation that the cooling demand of the passenger cabin has been met, but the cooling capacity is limited to cooling the passenger cabin, thereby avoiding the waste of cooling capacity.

[0182] In addition, the adjustment mode of the opening degree of the electronic expansion valve adopts the target opening valve speed adjustment, which can avoid the instantaneous change of the opening degree of the electronic expansion valve being too large, thereby avoiding the impact on the thermal management system caused by the instantaneous change of the opening degree of the electronic expansion valve being too large, and finally improving the stability of the thermal management system.

[0183] In some sub-scenarios, the cooling demand of the power battery is met, and if the delivery of cooling capacity to the passenger cabin is always limited, the excess cooling capacity cannot be used for cooling the passenger cabin.

[0184] Therefore, the method of the embodiment of the present application further includes the following steps:

[0185] When the temperature difference between the actual temperature of the battery cooling circuit water inlet and the target temperature of the battery cooling circuit water inlet is less than or equal to the second preset temperature difference threshold, the adjustment rate is determined based on the temperature difference between the actual temperature of the battery cooling circuit water inlet and the target temperature of the battery cooling circuit water inlet, and the lower limit threshold of the outlet air temperature is adjusted based on the adjustment rate.

[0186] The optional implementation can adjust the lower limit threshold of the outlet air temperature when the temperature difference between the actual temperature of the battery cooling circuit water inlet and the target temperature of the battery cooling circuit water inlet is less than or equal to the second preset temperature difference threshold, that is, when the refrigeration demand of the power battery is met, so as to adjust the limitation of the refrigeration amount delivered to the passenger compartment. At the same time, the adjustment of the lower limit threshold of the outlet air temperature is related to the temperature difference between the actual temperature of the battery cooling circuit water inlet and the target temperature of the battery cooling circuit water inlet, so that the limitation of the refrigeration amount delivered to the passenger compartment is more accurate.

[0187] In the above implementation, the temperature difference between the actual temperature of the battery cooling circuit water inlet and the target temperature of the battery cooling circuit water inlet being less than or equal to the second preset temperature difference threshold can mean that the temperature difference between the actual temperature of the battery cooling circuit water inlet and the target temperature of the battery cooling circuit water inlet is less than or equal to 2 degrees Celsius.

[0188] In the above implementation, the implementation of determining the adjustment rate based on the temperature difference between the actual temperature of the battery cooling circuit water inlet and the target temperature of the battery cooling circuit water inlet is that the adjustment rate is queried according to Table 7.

[0189] Table 7

[0190] Temperature difference 2 0 -2 -4 Adjustment rate (°C / s) 1 -0.5 -1 -2

[0191] As shown in Table 7, when the temperature difference is 0, the adjustment rate is -0.5℃ / s.

[0192] In addition, please refer to Figure 2 , Figure 2 is a structural schematic diagram of a heat management system control device provided by an embodiment of the present application. As Figure 2 shown, the heat management system control device includes the following functional modules:

[0193] The acquisition module 201 is configured to acquire parameters of the power battery.

[0194] The first determination module 202 is configured to obtain a cooling level of the power battery based on the parameters of the power battery when the power battery and the passenger compartment have cooling demands at the same time.

[0195] The second determination module 203 is configured to determine a cooling priority of the passenger compartment relative to the power battery and a refrigerant distribution parameter based on the cooling level of the power battery, and determine a heat management system control parameter based on the refrigerant distribution parameter.

[0196] The thermal management system control device provided in the embodiments of the present application can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time, and then can determine whether the power battery cooling or the passenger cabin cooling is prior according to the cooling level, so as to take into account the cooling requirement of the power battery to ensure the safety of the power battery, and make the cooling requirement of the passenger cabin be met preferentially when the cooling level of the power battery is low, thereby improving the riding comfort of the user.

[0197] Please refer to Figure 3 , Figure 3 is a structural schematic diagram of an electronic device provided in the embodiments of the present application. As shown in Figure 3 , the electronic device comprises:

[0198] a processor 301; and

[0199] a memory 302 configured to store machine-readable instructions, the instructions being executed by the processor 301 to perform the thermal management system control method of the embodiments of the present application.

[0200] The electronic device provided in the embodiments of the present application can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time by executing the thermal management system control method, and then can determine whether the power battery cooling or the passenger cabin cooling is prior according to the cooling level, so as to take into account the cooling requirement of the power battery to ensure the safety of the power battery, and make the cooling requirement of the passenger cabin be met preferentially when the cooling level of the power battery is low, thereby improving the riding comfort of the user.

[0201] The embodiments of the present application also provide a storage medium, which stores a computer program, and the computer program is executed by a processor to perform the thermal management system control method of the embodiments of the present application.

[0202] The storage medium provided in the embodiments of the present application can determine the real cooling level of the power battery when the power battery and the passenger cabin have cooling requirements at the same time by executing the thermal management system control method, and then can determine whether the power battery cooling or the passenger cabin cooling is prior according to the cooling level, so as to take into account the cooling requirement of the power battery to ensure the safety of the power battery, and make the cooling requirement of the passenger cabin be met preferentially when the cooling level of the power battery is low, thereby improving the riding comfort of the user.

[0203] As an example, in summer, the outdoor temperature is 30℃, the solar radiation is 1000W, and the user is charging at a fast charging pile and resting in the car. At this time, because of the hot weather, the user needs to start the air conditioner when resting in the car, and the battery needs to be cooled during fast charging, which is a typical scenario of simultaneous cooling requirements of the passenger cabin and the battery. The following is the specific implementation process of the passenger cabin and battery dual-steam flow dynamic allocation control algorithm:

[0204] First stage:

[0205] At the beginning of the battery charging, the heat generation is small. Assuming that the battery temperature is 32℃ at this time, the charging power is 40KW, and the battery inlet water temperature is also 32℃, which is the same as the battery temperature. At this time, the battery cooling level is the first cooling level, and the air conditioner is given priority.

[0206] Further, assuming that the user sets the temperature of the air conditioner in the vehicle to 23℃, and the current temperature in the vehicle is 38℃ (the sunlight causes the temperature in the vehicle to be 30℃ higher than the ambient temperature), according to the heat load calculation, the target air outlet temperature is 3℃ (in order to rapidly reduce the temperature in the vehicle, the target air outlet temperature is very low at the beginning of the air conditioner being turned on), and the target temperature of the evaporator is 1℃. Assuming that the current temperature of the evaporator is 20℃ at this time, the current temperature of the evaporator minus the target temperature of the evaporator is 19℃, according to the proportional integral control algorithm, the greater the difference, the greater the compressor speed. Assuming that the current compressor speed is 6000 revolutions, the compressor NVH limited speed is 5000 due to the consideration of noise under the idle working condition, and the final compressor output speed is 5000.

[0207] Further, assuming that the actual air outlet temperature of the air conditioner is 21℃, the difference between the actual air outlet temperature of the air conditioner and the target air outlet temperature is 20℃, which does not meet the condition of ≤2℃ and the compressor is at the highest speed, at this time, the EXV is opened by 40 steps.

[0208] Further, the battery cooling level is the first cooling level, the air conditioner is given priority, and the stop valve V is opened.

[0209] Second stage, i.e. after 10 min:

[0210] Assuming that the battery temperature is 35℃ at this time, the charging power is still 40KW, and the battery inlet water temperature is 34℃. At this time, the battery cooling level is still the first cooling level, and the air conditioner is given priority

[0211] Further, due to the opening of the air conditioner, the temperature in the vehicle is reduced to 25℃, at this time, according to the heat load calculation, the target air outlet temperature is 8℃, and the target temperature of the evaporator is 5℃. The temperature in the passenger compartment gradually tends to be stable, from transient to steady state. Assuming that the actual evaporator temperature reaches 4℃, the actual air outlet temperature of the air conditioner is 7℃, and the compressor is controlled according to the proportional integral control, and the steady state speed is reduced to 4500 revolutions.

[0212] Further, since the actual air outlet temperature of the air conditioner minus the target air outlet temperature is ≤2℃ and the current compressor speed is not the highest speed (5000 revolutions), the passenger compartment refrigeration demand determination is satisfied, the battery cooling electronic expansion valve is slowly increased at a valve opening rate of 1 step / s, and the proportional integral control is performed according to the difference between the actual inlet water temperature of the battery and the target water temperature for dynamic adjustment.

[0213] Further, since the battery cooling level is the first cooling level, the air conditioner is prioritized, and the stop valve is opened.

[0214] The third stage, i.e., after 20 minutes:

[0215] Assuming that the charging power is 100 KW at this time, the battery heat continues to accumulate due to the increase in the charging power, the maximum temperature of the battery is 37°C, the water temperature at the battery inlet is 27°C, and the battery cooling level becomes the second cooling level.

[0216] Further, the compressor calculates the compressor speed according to the proportional integral based on the difference between the actual water temperature at the battery inlet 37°C and the target water temperature 20°C. Assuming that the calculated speed is 6000, the final speed is output as 5000 according to the NVH requirement.

[0217] Further, the electronic expansion valve determines the initial opening degree as 220 steps according to the water temperature at the battery inlet, and then performs proportional integral dynamic adjustment with the superheat degree of the refrigerant outlet of the intermediate heat exchanger as the target, which is 5K.

[0218] Further, since the battery cooling level is the second cooling level, the battery is prioritized, and the target air outlet temperature of the air conditioner is adjusted from the previous 8°C to 10°C. When the actual air outlet temperature is lower than the target air outlet temperature, the control stop valve is closed.

[0219] The fourth stage, i.e., after 30 minutes:

[0220] Assuming that the charging power is 120 KW at this time, the battery heat continues to accumulate due to the continuous increase in the charging power, the maximum temperature of the battery is 42°C, the water temperature at the battery inlet is 27°C, and the battery cooling level becomes the third cooling level.

[0221] The compressor calculates the compressor speed according to the proportional integral based on the difference between the actual water temperature at the battery 42°C and the target water temperature at the battery inlet 15°C. Assuming that the calculated speed is 6000, the final speed is output as 5000 according to the NVH requirement.

[0222] Further, the electronic expansion valve performs proportional integral dynamic adjustment according to the superheat degree of the refrigerant outlet of the intermediate heat exchanger, which is 5K.

[0223] Further, since the battery cooling level is the third cooling level, the stop valve is closed.

[0224] The fifth stage, i.e., after 40 minutes:

[0225] Assuming that the battery charging enters the trickle stage at this time, the power decreases to 25 KW, the maximum water temperature of the battery is 36°C, and the battery cooling level changes from the third cooling level to the second cooling level,

[0226] Further, the compressor calculates the compressor speed according to proportional integral according to the difference between the actual battery inlet water temperature 18℃ and the target water temperature 20℃. It is assumed that the calculated speed is 4000 revolutions.

[0227] Further, the electronic expansion valve determines the initial opening degree as 150 steps according to the battery inlet water temperature, and then performs proportional integral dynamic adjustment according to the superheat degree 5K of the refrigerant outlet of the intermediate heat exchanger.

[0228] Further, the battery cooling level is the second cooling level, the battery is preferentially cooled, and since the temperature difference between the actual inlet water temperature of the battery and the target water temperature is ≤2℃ and the compressor is not at the highest speed, the target air outlet temperature of the air conditioner is lowered by 1℃ / S from the previous 10℃ to the target air outlet temperature calculated according to the heat load. When the air outlet temperature is lower than the target air outlet temperature, the stop valve is closed.

[0229] The sixth stage, i.e. after 50 minutes:

[0230] At this time, the battery is fully charged, the maximum temperature of the battery is 35℃, and there is no request for battery cooling. The battery cooling electronic expansion valve is closed, and the compressor is calculated according to the set temperature, heat load, and target air outlet temperature of the air conditioner; the stop valve is opened.

[0231] In addition, the embodiment of the present application also provides an electric vehicle thermal management system for executing the above method, wherein the electric vehicle thermal management system comprises a passenger compartment refrigeration circuit and a battery cooling water circuit, the two circuits are connected in parallel, and three cooling modes of passenger compartment refrigeration, power battery refrigeration, and passenger compartment battery refrigeration are realized. Figure 4 , Figure 4 is a schematic diagram of an electric vehicle thermal management system provided by the embodiment of the present application. As shown in Figure 4 , the electric vehicle thermal management system comprises: an air conditioner electric compressor a1, a condenser a2, a refrigerant high-pressure pressure sensor a3, a battery cooling electronic expansion valve a4 (EXV), an intermediate heat exchanger a5, which can be a plate heat exchanger Chiller, a refrigerant low-pressure pressure temperature sensor a6, a stop valve a7 (Evap SOV), a passenger compartment thermal expansion valve a8, an evaporator a9, which can be provided with an evaporating temperature sensor.

[0232] When the passenger cabin and the battery have cooling requirements at the same time, dual steam flow dynamic distribution control is entered. To ensure the performance and safety risk of the battery, the battery cooling request is divided into three levels according to priority, including a first level of air conditioning priority, a second level of battery priority, and a third level of battery alone. In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of units is only a logical function division, and actual implementation can have another division manner. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some communication interfaces, devices or units, and can be electrical, mechanical or other forms.

[0233] In addition, the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0234] Furthermore, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0235] It should be noted that if the functions are realized in the form of software function modules and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of software products. The computer software product is stored in a storage medium, including a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various program code storage media.

[0236] In this document, relational terms such as first and second and the like can be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.

[0237] The above merely provides an example of the present application, but does not serve to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A thermal management system control method, characterized by, The method comprises: obtaining parameters of the power battery; when the power battery and the passenger cabin have cooling requirements at the same time, obtaining a cooling level of the power battery based on the parameters of the power battery; determining a cooling priority of the passenger cabin relative to the power battery and a refrigerant distribution parameter based on the cooling level of the power battery, and determining a thermal management system control parameter based on the refrigerant distribution parameter.

2. The method of claim 1, wherein, The parameters of the power battery include the temperature of the power battery and the current charging power, cooling mode and charging mode of the power battery; and the obtaining of the cooling level of the power battery based on the parameters of the power battery comprises: querying a temperature level table based on the temperature of the power battery and the cooling mode to determine a power battery temperature level; querying a power level table based on the current charging power of the power battery and the charging mode to determine a charging power level; querying a cooling level table based on the power battery temperature level and the charging power level to determine the cooling level of the power battery.

3. The method of claim 1, wherein, The cooling level of the power battery includes a first cooling level, the refrigerant distribution parameter includes the current temperature of the passenger cabin, the air conditioning set temperature, the current temperature of the evaporator and the lower limit of the opening degree of the electronic expansion valve, and the thermal management system control parameter includes the rotation speed of the compressor, the opening degree of the electronic expansion valve and the opening and closing state of the shut-off valve; and the determining of the cooling priority of the passenger cabin relative to the power battery and the refrigerant distribution parameter based on the cooling level of the power battery, and the determining of the thermal management system control parameter based on the refrigerant distribution parameter comprises: when the cooling level of the power battery is the first cooling level, the cooling of the passenger cabin is prior to the cooling of the power battery; determining the rotation speed of the compressor based on the current temperature of the passenger cabin and the air conditioning set temperature; determining the opening degree of the electronic expansion valve based on the lower limit of the opening degree of the electronic expansion valve; determining the opening and closing state of the shut-off valve as an open state.

4. The method of claim 3, wherein, The determining of the rotation speed of the compressor based on the current temperature of the passenger cabin and the air conditioning set temperature comprises: determining an air conditioning target air outlet temperature based on the current temperature of the passenger cabin and the air conditioning set temperature; determining an evaporator target temperature based on the air conditioning target air outlet temperature; determining the rotation speed of the compressor based on the evaporator target temperature and the current temperature of the evaporator to obtain the rotation speed of the compressor.

5. The method of claim 1, wherein, The cooling level of the power battery includes a second cooling level, the refrigerant distribution parameter includes the actual temperature of the battery cooling circuit inlet, the target temperature of the battery cooling circuit inlet, the target superheat degree of the intermediate heat exchanger outlet and the lower threshold of the air outlet temperature, and the thermal management system control parameter includes the rotation speed of the compressor, the opening degree of the electronic expansion valve and the opening and closing state of the shut-off valve; and the determining of the cooling priority of the passenger cabin relative to the power battery and the refrigerant distribution parameter based on the cooling level of the power battery, and the determining of the thermal management system control parameter based on the refrigerant distribution parameter comprises: determining the rotation speed of the compressor based on the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit; determining the opening degree of the electronic expansion valve based on the actual temperature of the water inlet of the battery cooling circuit and the target superheat degree of the outlet of the intermediate heat exchanger; determining the opening and closing state of the stop valve based on the lower threshold of the air outlet temperature.

6. The method of claim 1, wherein, the cooling level of the power battery includes a third cooling level, the refrigerant distribution parameters include the actual temperature of the water inlet of the battery cooling circuit, the target temperature of the water inlet of the battery cooling circuit and the target superheat degree of the outlet of the intermediate heat exchanger, and the thermal management system control parameters include the rotation speed of the compressor, the opening degree of the electronic expansion valve and the opening and closing state of the stop valve; and the determining the cooling priority of the passenger cabin relative to the power battery and the refrigerant distribution parameters based on the cooling level of the power battery, and determining the thermal management system control parameters based on the refrigerant distribution parameters, includes: determining the rotation speed of the compressor based on the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit; determining the opening degree of the electronic expansion valve based on the actual temperature of the water inlet of the battery cooling circuit and the target superheat degree of the outlet of the intermediate heat exchanger; determining the opening and closing state of the stop valve as a closed state.

7. The method according to any one of claims 3 to 6, wherein, The method further includes: obtaining the vibration noise parameter of the compressor; determining the rotation speed limit value of the compressor based on the vibration noise parameter of the compressor; adjusting the rotation speed of the compressor based on the rotation speed limit value of the compressor, so that the rotation speed of the compressor is less than or equal to the rotation speed limit value of the compressor.

8. The method of claim 7, wherein, The method further includes: obtaining the actual air outlet temperature of the air conditioner, the state of the compressor and the target opening valve rate, wherein the target opening valve rate is determined based on the system stability parameter; when the temperature difference between the actual air outlet temperature of the air conditioner and the target air outlet temperature of the air conditioner is less than or equal to a first preset temperature difference threshold, it is determined that the cooling demand of the passenger cabin is met; when the cooling demand of the passenger cabin is met, the rotation speed of the compressor is less than the rotation speed limit value of the compressor, and the state of the compressor is not in a limited state, adjusting the opening degree of the electronic expansion valve based on the target opening valve rate.

9. The method of claim 5, wherein, The method further includes: when the temperature difference between the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit is less than or equal to a second preset temperature difference threshold, determining an adjustment rate based on the temperature difference between the actual temperature of the water inlet of the battery cooling circuit and the target temperature of the water inlet of the battery cooling circuit, and adjusting the lower threshold of the air outlet temperature based on the adjustment rate.

10. A thermal management system control device, characterized by, The device includes: an obtaining module for obtaining parameters of a power battery; a first determining module for determining the cooling level of the power battery based on the parameters of the power battery when the power battery and the passenger cabin have cooling demands at the same time; a second determining module for determining the cooling priority of the passenger cabin relative to the power battery and the refrigerant distribution parameters based on the cooling level of the power battery, and determining the thermal management system control parameters based on the refrigerant distribution parameters.

11. An electronic device, comprising: Comprising: a processor; and a memory configured to store machine-readable instructions that, when executed by the processor, perform the method of controlling a thermal management system as claimed in any one of claims 1-9. The storage medium stores a computer program that, when executed by a processor, performs the method of controlling a thermal management system as claimed in any one of claims 1-9.

12. A storage medium, characterized by ​

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