Vehicle control method and related equipment

Abstract

The invention provides a vehicle control method and related equipment, which can be applied to the field of vehicle processing. The method comprises the following steps: acquiring a currently acquired environment temperature; in response to the situation that the environment temperature exceeds a first temperature interval corresponding to a current first thermal management mode of the vehicle, a temperature hysteresis threshold value is obtained, and a critical temperature value of the first temperature interval is adjusted according to the temperature hysteresis threshold value to obtain a target threshold value; in response to the critical temperature value being the upper limit value of the first temperature interval and the environment temperature being greater than the target threshold value, or the critical temperature value being the lower limit value of the first temperature interval and the environment temperature being less than the target threshold value, determining a second temperature interval in which the environment temperature is located; and a second heat management mode is determined according to the second temperature interval, and a target component corresponding to the second heat management mode is controlled to operate. According to the invention, the frequency of switching the thermal management mode of the vehicle is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle processing, and in particular to a vehicle control method and related equipment. BACKGROUND

[0002] The power system of a new energy vehicle has temperature-sensitive properties. The endurance mileage of the vehicle under extreme weather conditions such as high temperature and severe cold will be reduced. Therefore, the passenger cabin and battery components in the vehicle need to be thermally managed so that the passenger cabin and battery components are maintained at an appropriate temperature.

[0003] In an example technology, the passenger cabin and battery in the vehicle are provided with multiple thermal management modes, such as heating mode, cooling mode, etc. The vehicle detects that the ambient temperature exceeds a critical value, and then switches the thermal management mode, so that the passenger cabin and battery components are at an appropriate temperature.

[0004] However, the temperature signals collected by the temperature collection components in the vehicle in a certain ambient temperature range will have frequent oscillations, so that the collected ambient temperature will jump back and forth between less than the critical value and greater than the critical value, resulting in frequent switching of the thermal management mode of the vehicle, and the frequency of switching the thermal management mode of the vehicle is too high. SUMMARY

[0005] The present application provides a vehicle control method and related equipment, which solves the problem of high frequency of switching the thermal management mode of the vehicle.

[0006] In a first aspect, the present application provides a vehicle control method, which comprises: obtaining a currently collected ambient temperature; in response to the ambient temperature exceeding a first temperature range corresponding to a first thermal management mode of the vehicle, obtaining a temperature hysteresis threshold value, and adjusting a critical temperature value of the first temperature range to obtain a target threshold value according to the temperature hysteresis threshold value; in response to the critical temperature value being an upper limit value of the first temperature range and the ambient temperature being greater than the target threshold value, or the critical temperature value being a lower limit value of the first temperature range and the ambient temperature being less than the target threshold value, determining a second temperature range in which the ambient temperature is located; determining a second thermal management mode according to the second temperature range, and controlling a target component corresponding to the second thermal management mode to operate, the target component including at least one of a battery and a passenger cabin in the vehicle.

[0007] In some embodiments, after the control of the target component corresponding to the second thermal management mode to operate, the method further comprises: obtaining a plurality of target temperature differences, each of the target temperature differences comprising a first water temperature difference, a battery pack temperature difference corresponding to the battery, and a second water temperature difference, the first water temperature difference being used to indicate a temperature difference between inlet water and return water of a motor in the vehicle, and the second water temperature difference being used to indicate a temperature difference between inlet water and return water of the passenger compartment; in response to any one of the target temperature differences being greater than a preset temperature difference, increasing a rotation frequency of a water pump in the vehicle.

[0008] In some embodiments, the increasing the rotation frequency of the water pump in the vehicle comprises: increasing the rotation frequency of the water pump every first preset time length until the rotation frequency of the water pump reaches a target rotation frequency, and a variation of the rotation frequency of the water pump in the first preset time length is less than a first preset variation.

[0009] In some embodiments, after the controlling the target component corresponding to the second thermal management mode to operate, the method further comprises: in response to the second thermal management mode indicating that the battery and the passenger compartment are both in a non-heating mode, controlling a motor in the vehicle to start a heat dissipation mode to dissipate heat generated by operation of the motor to the outside.

[0010] In some embodiments, after the controlling the target component corresponding to the second thermal management mode to operate, the method further comprises: in response to the second thermal management mode indicating that the target component is in a heating mode, controlling a motor in the vehicle to start a waste heat recovery mode to transfer heat generated by operation of the motor to the target component for heating.

[0011] In some embodiments, the controlling the motor in the vehicle to start the waste heat recovery mode comprises: obtaining a circulating water temperature corresponding to the motor; in response to the circulating water temperature being greater than the ambient temperature, controlling a first valve corresponding to the motor to open to enable the motor to start a motor source waste heat recovery mode; in response to the circulating water temperature being less than or equal to the ambient temperature, controlling a second valve corresponding to the motor to open to enable the motor to start an air source waste heat recovery mode.

[0012] In some embodiments, the determining the second thermal management mode according to the second temperature interval comprises: in response to the second temperature interval being a maximum temperature interval, obtaining a water temperature corresponding to the motor in the vehicle; in response to the water temperature being less than a preset temperature, determining an air cooling mode as the second thermal management mode; In response to the water temperature being greater than or equal to a preset temperature, the refrigerant cooling mode is determined as the second thermal management mode.

[0013] In some embodiments, after the control of the target component corresponding to the second thermal management mode, the method further comprises: obtaining the temperature and pressure of the refrigerant at each set component, each of the set components including the target component, an electric machine of the vehicle, and an air conditioning system in the vehicle; determining a target refrigerant superheat degree of the set component according to the temperature and pressure of the refrigerant at the set component; controlling the opening degree of the expansion valve corresponding to the set component according to the target refrigerant superheat degree of the set component, so that the refrigerant superheat degree of the set component is in a set superheat degree range.

[0014] In some embodiments, the control of the opening degree of the expansion valve corresponding to the set component comprises: adjusting the opening degree of the expansion valve of the set component every second set time length until the refrigerant superheat degree of the set component is in the set superheat degree range, wherein the change amount of the opening degree of the expansion valve within the second set time length is less than a second preset change amount.

[0015] In some embodiments, the obtaining of the temperature hysteresis threshold comprises: determining the temperature acquisition accuracy of the temperature sensor collecting the ambient temperature in the first temperature range; in response to the temperature acquisition accuracy being less than a preset accuracy, obtaining the temperature hysteresis threshold.

[0016] In a second aspect, the application provides a vehicle, comprising: a first obtaining module configured to obtain a currently collected ambient temperature; a second obtaining module configured to, in response to the ambient temperature being out of a first temperature range corresponding to a first thermal management mode of the vehicle, obtain a temperature hysteresis threshold and adjust a critical temperature value of the first temperature range to obtain a target threshold value according to the temperature hysteresis threshold; a first determining module configured to, in response to the critical temperature value being an upper limit value of the first temperature range and the ambient temperature being greater than the target threshold value, or the critical temperature value being a lower limit value of the first temperature range and the ambient temperature being less than the target threshold value, determine a second temperature range in which the ambient temperature is located; a second determining module configured to determine a second thermal management mode according to the second temperature range and control a target component corresponding to the second thermal management mode to operate, the target component including at least one of a battery in the vehicle and a passenger compartment.

[0017] Thirdly, this application provides an electronic device, including: a processor, and a memory and a communication interface communicatively connected to the processor; The communication interface is used to communicate with other communication devices; The memory is used to store computer-executed instructions; The processor is used to execute computer execution instructions stored in the memory to implement the vehicle control method as provided in the first aspect.

[0018] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the vehicle control method provided in the first aspect.

[0019] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle control method as provided in the first aspect.

[0020] The vehicle control method and related equipment provided in this application, when the ambient temperature collected by the vehicle exceeds the first temperature range corresponding to the current first thermal management mode, adjusts the temperature critical value of the first temperature range to obtain a target threshold based on a temperature hysteresis threshold. If the temperature critical value is the upper limit of the first temperature range and the ambient temperature is greater than the target threshold, or if the temperature critical value is the lower limit of the first temperature range and the ambient temperature is less than the target threshold, the current first thermal management mode is switched to the second thermal management mode corresponding to the second temperature range where the ambient temperature is located. In this application, by adjusting the temperature critical value for switching thermal management modes, the number of times the collected ambient temperatures jump at the critical value is reduced, thereby reducing the frequency of vehicle switching thermal management modes and reducing vehicle wear. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] Figure 1 This is a flowchart illustrating the steps of the vehicle control method provided in the embodiments of this application. Figure One ; Figure 2 This is a control diagram corresponding to the temperature hysteresis function of the vehicle in this application; Figure 3 This is a flowchart illustrating the steps of the vehicle control method provided in the embodiments of this application. Figure Two ; Figure 4 This is a flowchart illustrating the steps of the vehicle control method provided in the embodiments of this application. Figure Three ; Figure 5 A flowchart of a vehicle control method according to an embodiment of the present application Figure Four Figure 6 A flowchart of a vehicle control method according to an embodiment of the present application Figure 7 A flowchart of a vehicle control method according to an embodiment of the present application

[0023] The above-described drawings show certain embodiments of the present application, and, as such, are not to be taken as limiting the scope of the present application. Both the foregoing summary of the application and the following detailed description are exemplary and explanatory only. The application is defined only by the claims. DETAILED DESCRIPTION

[0024] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the scope of protection of the present application. In addition, although the disclosure in the present application is introduced according to one or more exemplary examples, it should be understood that each aspect of these disclosures can also constitute a complete embodiment by itself.

[0025] It should be noted that the brief description of the terms in the present application is only for the convenience of understanding the subsequently described embodiments, and is not intended to limit the embodiments of the present application. Unless otherwise specified, these terms should be understood according to their ordinary and general meanings.

[0026] In addition, the terms "include" and "have" and any variations thereof are intended to cover but not exclusively include, for example, a product or device that includes a list of components does not have to be limited to only those components clearly listed, but can include other components not clearly listed or inherent to such products or devices.

[0027] The term "module" used in the embodiments of the present application refers to any known or later developed hardware, software, firmware, artificial intelligence, fuzzy logic, or a combination of hardware or / and software code capable of performing a function associated with that element.

[0028] ​It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards, and provide corresponding operation portal for user to choose authorization or refusal.

[0029] The power system of the new energy vehicle has a temperature-sensitive property, and the endurance mileage will be reduced under extreme weather conditions such as high temperature and severe cold, so the passenger cabin and the battery and other components in the vehicle need to be heat managed to maintain the passenger cabin and the battery and other components at a suitable temperature.

[0030] In the example technology, the passenger cabin and the battery in the vehicle are provided with multiple heat management modes, such as heating mode, cooling mode, etc. The vehicle detects that the environmental temperature exceeds a critical value, and then switches the heat management mode, so that the passenger cabin and the battery and other components are at a suitable temperature.

[0031] The present inventors find that the temperature signals collected by the temperature collection component in the vehicle in a certain environmental temperature range will have frequent oscillations, so that the collected environmental temperature jumps back and forth below and above the critical value, causing the vehicle to frequently switch the heat management mode, and the frequency of the vehicle switching the heat management mode is too high.

[0032] The present inventors therefore think that by adjusting the temperature critical value for switching the heat management mode, the number of times that the collected environmental temperature jumps at the critical value is reduced, thereby reducing the frequency of the vehicle switching the heat management mode, and reducing the loss of the vehicle.

[0033] The technical solutions shown in the present application will be described in detail below through specific embodiments. It should be noted that the following embodiments can exist independently or be combined with each other, and for the same or similar content, the description will not be repeated in different embodiments.

[0034] Reference Figure 1 , Figure 1 Flowchart of the vehicle control method provided in the embodiments of the present application Figure One The vehicle control method comprises: Step S101, acquiring the currently collected environmental temperature.

[0035] In the embodiment, the execution subject is a vehicle, the vehicle is a new energy vehicle, and the vehicle has a battery, a passenger cabin, a motor, an air conditioning system and other components. The passenger cabin refers to a part in the vehicle where personnel ride. The vehicle is provided with multiple thermal management modes, and the vehicle heats the battery and the passenger cabin and other components through the multiple thermal management modes to ensure the cruising range of the vehicle.

[0036] The vehicle is provided with multiple thermal management modes for the battery, and each thermal management mode includes but is not limited to a cooling mode, a thermistor heating mode, a heat pump heating mode, a hybrid heating mode, a refrigeration mode and a balancing mode. The thermistor in the thermistor heating mode can be a PTC (Positive Temperature Coefficient) resistor. The hybrid heating mode refers to the operation of the thermistor and the heat pump together for hybrid heating. The balancing mode refers to a mode in which the battery side has circulating water and no need for refrigeration and heating.

[0037] The vehicle is provided with multiple thermal management modes for the passenger cabin, and each thermal management mode of the passenger cabin includes but is not limited to a cooling mode, a thermistor heating mode, a heat pump heating mode, a hybrid heating mode and an air conditioning mode. The air conditioning mode refers to the heating mode and the refrigeration mode of the air conditioner in the vehicle, and the air conditioning mode can be selected and controlled by personnel in the passenger cabin.

[0038] The passenger cabin and the battery have the same thermal management mode, so the passenger cabin and the battery are both defined as target devices, that is, the target device includes at least one of the battery and the passenger cabin.

[0039] The vehicle collects the ambient temperature in the driving process, and the thermal management mode is run through the ambient temperature. The current thermal management mode of the vehicle is defined as the first thermal management mode. For example, when the ambient temperature is less than -5℃, the heat pump efficiency is low, and therefore the thermistor heating mode is adopted; when the ambient temperature is between -5℃ and 0℃, the hybrid heating mode is adopted; when the ambient temperature is between 0℃ and 12.5℃, the heat pump heating mode is adopted; when the ambient temperature is greater than 32.5℃ and the water temperature of the motor is greater than or equal to 10°, the battery is in the cooling mode; if the ambient temperature is greater than 32.5℃ and the water temperature of the motor is less than 10°, the water temperature in the water tank is low, and the air cooling can be performed, so the battery is in the air cooling mode; except for the above-mentioned temperature interval, the other temperature interval adopts the balance mode. It should be noted that the thermal management mode of the passenger compartment is affected by the thermal management mode of the battery. For example, when the ambient temperature is less than -5℃, the heat pump efficiency is low, and therefore the thermistor heating mode is adopted, that is, the thermistor is used for heating to increase the temperature of the battery and the passenger compartment, that is, the control logic of the same thermal management mode of the passenger compartment and the battery is the same, and the passenger compartment and the battery enter the same thermal management mode based on the ambient temperature; when the ambient temperature is greater than 32.5℃, the air conditioning mode in the passenger compartment is controlled by the user, and the cooling mode is performed to reduce the temperature of the battery, and the thermal management mode of the passenger compartment is not controlled. The vehicle obtains the ambient temperature collected by the temperature collection component, and obtains the first temperature interval corresponding to the first thermal management mode. For example, the first temperature interval is (-5, 0].

[0040] In step S102, in response to the ambient temperature exceeding the first temperature interval corresponding to the current first thermal management mode of the vehicle, a temperature hysteresis threshold value is obtained, and a target threshold value is obtained by adjusting the critical temperature value of the first temperature interval according to the temperature hysteresis threshold value.

[0041] When the ambient temperature exceeds the first temperature interval, the vehicle needs to switch the thermal management mode. In this embodiment, a temperature hysteresis threshold value is set in the vehicle, which is a small value, for example, the temperature hysteresis threshold value is 2℃. The vehicle further obtains the critical temperature value of the first temperature interval. For example, when the ambient temperature is greater than the upper limit value of the first temperature interval, the critical temperature value is the upper limit value of the first temperature interval; when the ambient temperature is less than the lower limit value of the first temperature interval, the critical temperature value is the lower limit value of the first temperature interval.

[0042] The vehicle determines the target threshold value based on the critical temperature value and the temperature hysteresis threshold value. For example, when the critical temperature value is the upper limit value of the first temperature interval, the target threshold value is obtained by superimposing the critical temperature value and the temperature hysteresis threshold value; when the critical temperature value is the lower limit value of the first temperature interval, the target threshold value is obtained by subtracting the temperature hysteresis threshold value from the critical temperature value. After obtaining the target threshold value, the vehicle compares the ambient temperature with the target threshold value.

[0043] In step S103, in response to the critical temperature value being the upper limit value of the first temperature interval and the ambient temperature being greater than the target threshold value, or the critical temperature value being the lower limit value of the first temperature interval and the ambient temperature being less than the target threshold value, the second temperature interval in which the ambient temperature is located is determined.

[0044] When the critical temperature value is the upper limit value of the first temperature interval, it is necessary to determine whether the ambient temperature is greater than the target threshold value. If the ambient temperature is greater than the target threshold value, the thermal management mode needs to be switched. When the ambient temperature is less than or equal to the target threshold value, the current thermal management mode is maintained.

[0045] When the critical temperature value is the lower limit value of the first temperature interval, it is necessary to determine whether the ambient temperature is less than the target threshold value. When the ambient temperature is less than the target threshold value, the thermal management mode needs to be switched. When the ambient temperature is greater than or equal to the target threshold value, the current thermal management mode is maintained.

[0046] When the thermal management mode needs to be switched, the vehicle determines the second temperature interval in which the ambient temperature is located. It should be noted that the interval length of the ambient temperature collected by the vehicle is small, so the decrease or increase of the ambient temperature will not be too large, and thus the second temperature interval is adjacent to the first temperature interval.

[0047] In step S104, the second thermal management mode is determined according to the second temperature interval, and the target component corresponding to the second thermal management mode is controlled to operate, the target component including at least one of a battery in the vehicle and a passenger cabin.

[0048] After determining the second temperature interval, the vehicle determines the second thermal management mode based on the second temperature interval.

[0049] In an example, the second temperature interval is associated with a thermal management mode, and the vehicle determines the thermal management mode associated with the second temperature interval as the second thermal management mode.

[0050] In another example, the second temperature interval is associated with multiple thermal management modes, for example, the second temperature interval is a maximum temperature interval, for example, [35, +∞). When the second temperature interval is the maximum temperature interval, the vehicle determines the water temperature corresponding to the motor, the water temperature of the motor refers to the temperature of the circulating water at the motor; when the water temperature is less than a preset temperature, the air cooling mode is determined as the second thermal management mode, the air cooling mode refers to: the fan in the vehicle is connected to the pipeline of the water tank, and when the fan operates, the output water of the water tank is blown into mist water droplets to perform air cooling on the battery; when the water temperature is greater than or equal to the preset temperature, the refrigerant cooling mode is determined as the second thermal management mode, the refrigerant cooling mode refers to: the condenser of the air conditioner in the vehicle is used to reduce the temperature at the battery.

[0051] After the vehicle determines the second thermal management mode, the vehicle controls the target component corresponding to the second thermal management mode to operate. For example, when the second thermal management mode is the cooling mode, the target component is the fan, that is, the fan is controlled to operate; when the second thermal management mode is the thermistor heating mode, the target component is the thermistor, that is, the thermistor is controlled to operate; when the second thermal management mode is the heat pump heating mode, the target component is the heat pump, that is, the heat pump is controlled to operate; when the second thermal management mode is the hybrid heating mode, the target components are the heat pump and the thermistor, that is, the heat pump and the thermistor are controlled to operate; when the second thermal management mode is the air cooling mode, the target component is the fan connected to the water tank, that is, the valve between the water tank and the fan is controlled to open, and the fan is controlled to operate; when the second thermal management mode is the refrigerant cooling mode, the target component is the compressor, that is, the compressor is controlled to operate in the refrigeration mode.

[0052] In the example technology, when one thermal management mode of the vehicle switches to the next thermal management mode, due to the accuracy of the temperature sensor, the temperature signal collected by the temperature sensor may frequently oscillate above and below the critical temperature value. Without the temperature hysteresis threshold, the vehicle will repeatedly switch between two thermal management modes, and the valves, compressors, and fans corresponding to the thermal management modes will be repeatedly started and stopped. In the embodiment, the temperature hysteresis function is provided, and the temperature hysteresis threshold is passed through to avoid repeated switching of the thermal management mode. For reference Figure 2 , Figure 2 is a schematic diagram of the temperature hysteresis function of the present application, wherein the arrow indicates that the switching of the thermal management mode needs to be performed, that is, the ambient temperature needs to be switched to the thermal management mode Figure 2 The temperature corresponding to the thermal management mode in has a difference.

[0053] Further, the vehicle stores the temperature acquisition accuracy of the temperature acquisition component in each temperature interval. If the temperature acquisition accuracy is high, the ambient temperature obtained by the vehicle will not jump up and down at the critical value. If the temperature acquisition accuracy is low, the ambient temperature obtained by the vehicle will jump up and down at the critical value, and the temperature hysteresis function needs to be started. The temperature acquisition accuracy of the temperature interval is a test value. In this regard, the vehicle determines the temperature acquisition accuracy of the temperature sensor for collecting the ambient temperature in the first temperature interval. When the temperature acquisition accuracy is less than the preset accuracy, the temperature hysteresis function needs to be started, and the vehicle obtains the temperature hysteresis threshold.

[0054] For example, continuing to refer to Figure 2 , the temperature hysteresis threshold is 2℃. When the ambient temperature rises from -6℃ to -4℃, the vehicle will still maintain the PTC heating mode at -6℃. Only when the ambient temperature rises to greater than -4℃, for example, the ambient temperature is -3℃, the vehicle will switch from the PTC heating mode to the hybrid heating mode. That is, when the temperature is greater than or equal to the sum of the mode switching temperature and the temperature hysteresis threshold, the vehicle will switch from the PTC heating mode to the hybrid heating mode. Similarly, when the ambient temperature decreases from -4℃ to -6℃, the thermal management mode will still maintain the hybrid heating mode at -4℃. Only when the ambient temperature decreases to less than -6℃, for example, the ambient temperature is -7℃, the vehicle will switch from the hybrid heating mode to the PTC heating mode.

[0055] In the embodiment, when the ambient temperature collected by the vehicle exceeds the first temperature interval corresponding to the current first thermal management mode, the vehicle adjusts the temperature critical value of the first temperature interval based on the temperature hysteresis threshold to obtain a target threshold. If the temperature critical value is the upper limit value of the first temperature interval and the ambient temperature is greater than the target threshold, or the temperature critical value is the lower limit value of the first temperature interval and the ambient temperature is less than the target threshold, the current first thermal management mode is switched to the second thermal management mode corresponding to the second temperature interval where the ambient temperature is located. In the embodiment, by adjusting the temperature critical value for switching the thermal management mode, the number of times that each collected ambient temperature jumps at the critical value is reduced, thereby reducing the frequency of switching the thermal management mode of the vehicle and reducing the loss of the vehicle.

[0056] Referring to Figure 3 , Figure 3 is a flowchart of the vehicle control method of the present application Figure Two , based on Figure 1 the embodiment shown, after step S104, further comprising: Step S301, obtaining a plurality of target temperature differences, each target temperature difference including a first water temperature difference, a battery pack temperature difference corresponding to a battery, and a second water temperature difference. The first water temperature difference is used to indicate the temperature difference between the inlet water and the return water of the motor in the vehicle, and the second water temperature difference is used to indicate the temperature difference between the inlet water and the return water of the passenger compartment.

[0057] In the embodiment, after the vehicle is in the operation thermal management mode or switches the thermal management mode, the water temperature difference appears among the components in the vehicle, such as the motor, the passenger cabin and the battery. If the water temperature difference is large, the circulating water needs to be cooled to these components faster. To this end, after switching to the second thermal management mode, the vehicle obtains a plurality of target temperature differences, each target temperature difference including a first water temperature difference, a battery pack temperature difference corresponding to the battery, and a second water temperature difference. The first water temperature difference is used to indicate the temperature difference between the inlet water and the return water of the motor in the vehicle, and the second water temperature difference is used to indicate the temperature difference between the inlet water and the return water of the passenger cabin.

[0058] The battery pack temperature difference refers to the temperature difference between different batteries or modules inside the battery pack. This temperature difference is caused by the inconsistent temperature of each single battery or module during the operation of the battery. The battery pack temperature difference reflects the uniformity of the temperature distribution inside the battery pack. The inlet and return water temperature difference of the passenger cabin refers to the difference between the circulating water in the heating system when the circulating water returns to the heat source equipment from the return circuit.

[0059] After obtaining each target temperature difference, the device determines whether each target temperature difference is greater than the corresponding preset temperature difference.

[0060] In response to any target temperature difference being greater than the preset temperature difference, the rotating frequency of the water pump in the vehicle is increased.

[0061] When any target temperature difference is greater than the preset temperature difference, the rotating frequency of the water pump in the vehicle is increased, thereby reducing the temperature difference.

[0062] It should be noted that the motor, the passenger cabin and the battery can share a water pump, i.e. the circulating water pipeline for cooling the temperature of the motor, the passenger cabin and the battery. In addition, the circulating water pipelines at the motor, the passenger cabin and the battery are each provided with a water pump. When the target temperature difference of any component in the motor, the passenger cabin and the battery is greater than the preset temperature difference, the water pump corresponding to the component with the target temperature greater than the preset temperature is increased in rotating frequency.

[0063] Further, in the process of increasing the rotating frequency of the water pump, the change amount of the rotating frequency needs to be controlled to avoid the rotating frequency of the water pump changing too much, which affects the service life of the water pump. For example, the rotating frequency of the water pump is increased every first set time length until the rotating frequency of the water pump reaches a target rotating frequency. The target rotating frequency can be the rotating frequency corresponding to the next gear of the water pump, and the rotating frequency of the next gear is greater than the rotating frequency of the current gear. The change amount of the rotating frequency of the water pump within the first set time length is less than a first preset change amount. For example, the first set time length is 10 milliseconds, and the change amount of the rotating frequency of the water pump every 10 milliseconds is less than 1 r / s.

[0064] In the embodiment, when the target temperature difference between the battery, the passenger cabin and the battery is greater than the preset temperature difference, the rotation frequency of the water pump is increased to avoid the temperature difference between the battery, the passenger cabin and the battery being too large, so that the temperature of the battery, the passenger cabin and the battery is not too high.

[0065] In an embodiment, the vehicle controls the motor after running or switching the thermal management mode. The vehicle sets the motor to the heat dissipation mode. The vehicle determines whether the target component is in the heating mode after running the second thermal management mode. The heating mode is, for example, a thermistor heating mode, a heat pump heating mode, or a hybrid heating mode. When the second thermal management mode indicates that the battery and the passenger cabin are both in the non-heating mode, i.e., the second thermal management mode of the battery and the passenger cabin is not the thermistor heating mode, the heat pump heating mode, or the hybrid heating mode, it can be determined that the second thermal management mode of the battery and the passenger cabin is in the non-heating mode. In this case, the temperature corresponding to the battery and the passenger cabin is high, and the vehicle controls the motor to start the heat dissipation mode to dissipate the heat generated by the operation of the motor to the outside.

[0066] In the embodiment, when the second thermal management mode indicates that the battery and the passenger cabin are both in the non-heating mode, the motor in the vehicle is controlled to start the heat dissipation mode to dissipate the heat generated by the operation of the motor to the outside.

[0067] Referring to Figure 4 , Figure 4 Flowchart of the vehicle control method of the present application Figure Three , based on Figure 1 or Figure 3 embodiments shown in the step S104, further comprising: Step S401, in response to the second thermal management mode indicating that the target component is in the heating mode, controlling the motor in the vehicle to start the waste heat recovery mode to transfer the heat generated by the operation of the motor to the target component for heating.

[0068] In an exemplary technology, the battery, the passenger cabin and the air conditioner in the new energy vehicle are independent of each other. Although the control algorithm of this thermal management mode is relatively simple, it is difficult to cope with complex environments. In different seasons, different environments and different temperature requirements, since the components of the vehicle are independent of each other, there is no heat exchange, which easily causes the mismatch between the refrigeration and heating capacity, resulting in waste of capacity, thereby reducing the range, and even possibly leading to thermal safety problems, and reducing the comfort of the passenger cabin.

[0069] In the embodiment, when the second thermal management mode indicates that the target component is in the heating mode, i.e., at least one of the battery and the passenger cabin is in heating, the motor is controlled to start the waste heat recovery mode to transfer the heat generated by the motor to the target component for heating. For example, when the motor operates in the waste heat recovery mode, the heat generated by the motor is transferred from the refrigerant flow path and the water flow path to the battery or the passenger cabin, thereby reducing energy loss.

[0070] Further, the waste heat recovery mode includes a motor source waste heat recovery mode and an air source waste heat recovery mode. The vehicle obtains the circulating water temperature corresponding to the motor, i.e., the temperature of the circulating water on the motor side, and compares the circulating water temperature with the ambient temperature. When the circulating water temperature is greater than the ambient temperature, the first valve corresponding to the motor is controlled to open, so that the motor starts the motor source waste heat recovery mode. When the first valve is opened, the heat conduction member between the motor and the refrigerant pipeline is in communication, or the heat conduction member between the motor and the water flow path is in communication, so that the heat on the motor is transferred to the refrigerant management or the water flow path through the heat conduction member. When the circulating water temperature is less than or equal to the ambient temperature, the second valve corresponding to the motor is controlled to start, so that the motor starts the air source waste heat recovery mode. When the second valve is started, the heat conduction member between the motor and the refrigerant pipeline is disconnected, and the heat conduction member between the motor and the water flow path is disconnected, so that the heat generated by the motor is conducted to the refrigerant pipeline and the water flow path through the air.

[0071] In the embodiment, when the battery and the passenger cabin are in the heating mode, the motor is controlled to start the waste heat recovery mode, so that the heat of the motor is transferred to the battery and the passenger cabin, and the loss of heat is reduced.

[0072] Referring to Figure 5 , Figure 5 The flowchart of the vehicle control method Figure Four , based on any of the embodiments shown in Figures 1 to 4 , after step S104, further comprising: Step S501, obtaining the temperature and pressure of the refrigerant at each set component, each set component including the target component, the motor of the vehicle, and the air conditioning system in the vehicle.

[0073] In the embodiment, after the vehicle operates the thermal management mode, the refrigerant superheat degree of each component needs to be controlled to ensure that the refrigerant is fully evaporated into a gaseous state in the evaporator, avoid liquid accumulation in the compressor, thereby causing liquid hammer phenomenon and damaging the compressor, and also prevent the refrigerant from being excessively evaporated to cause excessive pressure in the compressor, thereby reducing the working efficiency or even damaging the compressor.

[0074] To this end, the vehicle obtains the temperature and pressure of the refrigerant at each set component, and the temperature and pressure of the refrigerant are detected by sensors at the set components. Each set component includes the target component, the motor, and the air conditioning system.

[0075] Step S502, according to the temperature and pressure of the refrigerant at the setting component, determine the target refrigerant superheat degree of the setting component.

[0076] The vehicle obtains the temperature and pressure of the refrigerant at the setting component, and determines the target refrigerant superheat degree of the setting component. Exemplarily, wherein, P is the actual pressure of the refrigerant, S is the superheat degree of the refrigerant, T is the actual temperature of the refrigerant at this moment, Tsat is the saturation temperature of the refrigerant, which is a known value.

[0077] Step S503, according to the target refrigerant superheat degree corresponding to the setting component, control the opening degree of the expansion valve corresponding to the setting component, so that the refrigerant superheat degree of the setting component is in the set superheat degree interval.

[0078] After the vehicle obtains the target refrigerant superheat degree corresponding to each setting component, the opening degree of the expansion valve corresponding to the setting component is controlled, so that the refrigerant superheat degree of the setting component is in the set superheat degree interval.

[0079] Exemplarily, the set superheat degree interval is an interval expanded by a set value, for example, 5℃, that is, it is required to keep the refrigerant superheat degree of the setting component at about 5℃. When the target refrigerant superheat degree is higher than the set value, the opening degree of the expansion valve of the setting component corresponding to the target refrigerant superheat degree needs to be reduced; when the target refrigerant superheat degree is lower than the set value, the opening degree of the expansion valve of the setting component corresponding to the target refrigerant superheat degree needs to be increased.

[0080] Further, in the control process of the opening degree, the change amount of the opening degree of the expansion valve needs to be controlled to prevent the change amount of the opening degree of the expansion valve from being too large to affect the service life of the expansion valve. Specifically, the device adjusts the opening degree of the expansion valve of the setting component every second set time interval until the refrigerant superheat degree of the setting component is in the set superheat degree interval, and the change amount of the opening degree of the expansion valve within the second set time interval is less than a second preset change amount. For example, the second set time interval is 10 milliseconds, and the change amount of the opening degree of the expansion valve within 10 milliseconds is less than 0.1%.

[0081] In this embodiment, by controlling the superheat degree of the refrigerant in the vehicle, it is ensured that the refrigerant is fully evaporated into a gaseous state in the evaporator, avoiding the occurrence of liquid in the compressor, which may cause liquid strike phenomenon and damage the compressor, and also preventing the refrigerant from being excessively evaporated to cause excessive pressure in the compressor, thereby reducing the working efficiency or even damaging the compressor In an embodiment, the vehicle further involves the control of defrosting mode. The defrosting mode includes defrosting, winter non-defrosting, summer non-defrosting and off. The defrosting function is to heat the condenser to warm the heat exchanger, so as to achieve the effect of defrosting. In winter, the heat exchanger surface does not frost, so the defrosting function is turned off. In summer, no frost will be formed, so the vehicle does not need to be defrosted.

[0082] For example, after the compressor of the vehicle is running, the vehicle obtains the surface temperature of the external heat exchanger and the ambient temperature. If the surface temperature is lower than a set threshold, the surface temperature is lower than the ambient temperature, and the difference between the surface temperature and the ambient temperature is lower than a first preset threshold, the vehicle starts the defrosting mode. Preferably, if the surface temperature is lower than the set threshold, the surface temperature is lower than the ambient temperature, and the duration of the state that the difference between the surface temperature and the ambient temperature is lower than the preset threshold reaches a set duration, the vehicle starts the defrosting mode until the surface temperature is greater than the ambient temperature and the difference between the surface temperature and the ambient temperature is greater than a second preset threshold, and exits the defrosting mode. For example, when the surface temperature of the heat exchanger is less than 0℃, the surface temperature is lower than the ambient temperature by 5℃, the compressor is in a running state, and the above conditions are maintained for 40 minutes, the defrosting mode is started. When the surface temperature of the heat exchanger is higher than the ambient temperature by 6℃, the defrosting mode is exited.

[0083] In an embodiment, the vehicle includes a uniformity control module, a component thermal management demand module, a superheat conversion module, a bottom valve control module and a temperature and superheat module.

[0084] The uniformity control module reads the motor inlet and outlet water temperature difference, the battery pack temperature difference and the passenger compartment inlet and outlet water temperature difference, and adjusts the rotation frequency of the water pump according to the three parameters. The vehicle collects temperature signals through sensors and determines the thermal management mode, enables the corresponding water pump, and inputs the temperature difference into the PID (proportional, integral, derivative) control module. By adjusting the rotation frequency of the water pump, the heat flow speed between each component of the vehicle is accelerated or slowed down, and temperature uniformity control is achieved. When adjusting the rotation frequency of the water pump, the uniformity module limits the change speed of the rotation frequency, which can change at most 1 r / s every 10 ms, so as to avoid sudden change of the rotation frequency of the water pump and affect the service life of the water pump.

[0085] The component thermal management demand module includes four main structures: battery mode judgment, motor mode judgment, passenger compartment mode judgment and defrosting mode judgment.

[0086] Each thermal management mode of the battery mode includes cooling, PTC heating and heat pump heating, hybrid heating, air cooling and balancing mode.

[0087] The thermal management modes of the motor mode include heat recovery mode and heat dissipation mode, and the heat recovery can be divided into motor source heat recovery and air source heat recovery according to the size relationship between the motor side circulating water temperature and the ambient temperature.

[0088] The thermal management modes of the passenger compartment include cooling, PTC heating, heat pump heating, hybrid heating and off. The air conditioning mode of the passenger compartment is controlled by the driver or passenger, and in the heating mode, the judgment logic of the thermal management mode of the passenger compartment is similar to that of the battery, but is affected by the battery thermal management mode.

[0089] The defrosting mode includes defrosting, winter non-defrosting, summer non-defrosting and off. The defrosting function is achieved by turning on the condenser to warm the heat exchanger, and the defrosting function is turned off when there is no frost on the surface of the heat exchanger in winter, and there is no frost in summer.

[0090] In the component thermal management demand module, a temperature hysteresis function is provided to avoid frequent changes in thermal management mode caused by oscillation of temperature acquisition signals.

[0091] The function of the superheat conversion module is to measure the temperature and pressure of the refrigerant to calculate the superheat of the refrigerant.

[0092] The bottom valve control module comprehensively judges the thermal management demands of various components to adjust various refrigerant on-off valves and water side switching valves.

[0093] The temperature and superheat control module includes temperature control and superheat control. The temperature control part adjusts the start-stop of the compressor, the fan speed and the operating power of the PTC by reading the temperature information of each component of the vehicle, so that the temperature of each component is in the appropriate range.

[0094] The superheat control part indirectly controls the refrigerant superheat to remain in the superheat interval by controlling the opening degree of the expansion valve.

[0095] In addition to the above-mentioned five modules, the vehicle also has input and output parts.

[0096] The input part collects hard-wired signals and performs pre-processing. The input part includes motor inlet and return water temperature difference, battery pack temperature difference, passenger compartment inlet and return water temperature difference, battery temperature, motor temperature, passenger mode selection, passenger set temperature, vehicle exterior heat exchanger temperature, battery refrigerant temperature and pressure information, motor refrigerant temperature and pressure information, passenger compartment refrigerant temperature and pressure information, and vehicle exterior refrigerant temperature and pressure information.

[0097] The output part controls each component according to the component enable signal and the control signal, including the start-stop of the water pump, the opening and closing of the refrigerant valve, the switching of the water side valve, the start-stop and speed of the compressor, the fan speed, the power of the PTC and the opening degree of the expansion valve. The following gives a brief embodiment of the vehicle control method of the application.

[0098] In winter, the air temperature is low. According to the scheme provided by the algorithm, the defrosting mode is judged before the new energy vehicle runs. If the heat exchanger is frosted, the condenser will be started to heat the heat exchanger to achieve the purpose of defrosting. At the same time, the battery temperature will be judged by the battery mode. If the battery temperature is less than the heating threshold, the battery heating function will be started. In the running of the new energy vehicle, the motor mode will be started. Because the passenger compartment needs to maintain a temperature higher than that in winter, the motor will collect the excess heat, and through the uniformity control module, the speed of each water pump will be adjusted to transport the excess heat generated by the motor to the passenger compartment to maintain a higher temperature. If the passenger compartment temperature cannot be maintained after the heat recovery, the passenger compartment heating function will be started. For battery and passenger compartment heating, the heat pump is preferred because the energy utilization efficiency of the heat pump is higher, but in the case of extremely low temperature, the refrigerant in the heat pump may be frozen, at which time the PTC heating must be used. If the temperature of the whole vehicle is in the appropriate range, the motor mode will start the heat dissipation function to dissipate the excess heat generated by the motor to the outside. The heat recovery and heat dissipation are realized by controlling the flow direction of heat through the bottom valve control module. If the motor, battery pack or passenger compartment pipeline has a large temperature difference between the inlet and return water, the uniformity control module will speed up the water pump to remove the heat of these components faster.

[0099] The application provides a vehicle thermal management method, which realizes comprehensive control of the temperatures of components such as the battery, motor, passenger compartment, heat exchanger and condenser of a new energy vehicle, and improves the energy utilization rate. Compared with the past thermal management mode in which each component is independent of each other, the integrated vehicle thermal management mode saves more battery energy and prolongs the cruising range.

[0100] The application can be divided into four parts in the order of sequence: 1. input part; 2. uniformity control + component thermal management demand + overheat degree conversion; 3. bottom valve control + temperature and overheat degree control; 4. output part. In the second and third parts, each module is parallel in the process and there is no obvious sequence, for example, in the second part, there is no obvious sequence among the uniformity control module, the component thermal management demand module and the overheat degree conversion module.

[0101] Specifically, in the input part, the sensor signal and passenger mode selection will be pre-processed, the resistance signal of the sensor will be converted into a temperature signal and a pressure signal, and the temperature difference and other information will be calculated.

[0102] In the second part of the application, the component thermal management demand module comprehensively determines the optimal thermal management mode of each component according to the temperature signal transmitted by the input part and the passenger cabin mode selection, so that each component is kept within the optimal temperature range and the energy loss of the whole vehicle is minimized. In each mode determination submodule in the component thermal management demand module, a temperature hysteresis function is included to avoid unnecessary energy loss caused by frequent switching of the thermal management mode. The uniformity control module controls the start-stop state and rotation frequency of each water pump in the thermal management system by adjusting the water pump according to the temperature difference information and the thermal management demand of each component, so as to control the temperature difference of each component within a reasonable range, realize waste heat recovery and whole vehicle temperature uniformity control, and at the same time, reduce the energy consumption of the water pump as much as possible.

[0103] In the third part of the application, the underlying valve control module transmits an enable signal to the corresponding valve according to the thermal management mode determined by the component thermal management demand module. The temperature and overheating degree control module sends an enable signal to the fan, PTC and expansion valve according to the thermal management mode and overheating degree, and adjusts the rotation frequency of the fan, the power of the PTC and the opening degree of the expansion valve through the controller to control the temperature of each component to reach the set value.

[0104] In the output part, the actual control of each physical component is performed according to the enable and control signals transmitted by the uniformity module, the underlying valve control module and the temperature and overheating degree module.

[0105] The energy saving effect of the application is mainly realized in the second part and the third part, that is, in the comprehensive judgment logic of the whole vehicle thermal management mode and the control of each component. Compared with the existing whole vehicle thermal management method, the application realizes the cooperative judgment of the thermal management mode of each component, and sets a temperature hysteresis function in the thermal management mode judgment logic of each component to avoid unnecessary energy loss caused by frequent changes of the thermal management mode, and further improves the energy saving effect.

[0106] Based on the content described in the above embodiments, the application also provides a vehicle, which refers to Figure 6 , Figure 6 The above vehicle 600 includes: The first acquisition module 610 is configured to acquire the current collected ambient temperature. The second acquisition module 620 is configured to acquire a temperature hysteresis threshold value in response to the ambient temperature exceeding a first temperature interval corresponding to a first thermal management mode of the vehicle, and adjust a critical temperature value of the first temperature interval to obtain a target threshold value according to the temperature hysteresis threshold value. The first determination module 630 is configured to determine a second temperature interval in which the ambient temperature is located, in response to that the critical temperature value is an upper limit value of the first temperature interval and the ambient temperature is greater than the target threshold value, or that the critical temperature value is a lower limit value of the first temperature interval and the ambient temperature is less than the target threshold value. The second determination module 640 is configured to determine a second thermal management mode according to the second temperature interval, and control a target component corresponding to the second thermal management mode to operate, the target component including at least one of a battery in the vehicle and a passenger cabin.

[0107] In some embodiments, the vehicle 600 is specifically configured to: obtain a plurality of target temperature differences, each target temperature difference including a first water temperature difference, a battery pack temperature difference corresponding to the battery, and a second water temperature difference, the first water temperature difference being used to indicate a temperature difference between inlet water and return water of the motor in the vehicle, and the second water temperature difference being used to indicate a temperature difference between inlet water and return water of the passenger cabin; in response to any one target temperature difference being greater than a preset temperature difference, increase a rotation frequency of a water pump in the vehicle.

[0108] In some embodiments, the vehicle 600 is specifically configured to: increase the rotation frequency of the water pump every interval of a first preset time length until the rotation frequency of the water pump reaches a target rotation frequency, and a change amount of the rotation frequency of the water pump within the first preset time length is less than a first preset change amount.

[0109] In some embodiments, the vehicle 600 is specifically configured to: in response to the second thermal management mode indicating that the battery and the passenger cabin are both in a non-heating mode, control the motor in the vehicle to start a heat dissipation mode to dissipate heat generated by the operation of the motor to the outside.

[0110] In some embodiments, the vehicle 600 is specifically configured to: in response to the second thermal management mode indicating that the target component is in a heating mode, control the motor in the vehicle to start a waste heat recovery mode to transfer heat generated by the operation of the motor to the target component for heating.

[0111] In some embodiments, the vehicle 600 is specifically configured to: obtain a circulating water temperature corresponding to the motor; in response to the circulating water temperature being greater than the ambient temperature, control a first valve corresponding to the motor to open, so that the motor starts a motor source waste heat recovery mode; in response to the circulating water temperature being less than or equal to the ambient temperature, control a second valve corresponding to the motor to open, so that the motor starts an air source waste heat recovery mode.

[0112] In some embodiments, the vehicle 600 is specifically configured to: In response to the second temperature interval being the maximum temperature interval, the water temperature corresponding to the motor in the vehicle is acquired; In response to the water temperature being less than the preset temperature, the air cooling mode is determined as the second thermal management mode; In response to the water temperature being greater than or equal to the preset temperature, the refrigerant refrigeration mode is determined as the second thermal management mode.

[0113] In some embodiments, the vehicle 600 is specifically configured to: The temperature and pressure of the refrigerant at each set component, including the target component, the motor of the vehicle, and the air conditioning system in the vehicle, are acquired; According to the temperature and pressure of the refrigerant at the set component, the target refrigerant superheat degree of the set component is determined; According to the target refrigerant superheat degree corresponding to the set component, the opening degree of the expansion valve corresponding to the set component is controlled, so that the refrigerant superheat degree of the set component is in the set superheat degree interval.

[0114] In some embodiments, the vehicle 600 is specifically configured to: The opening degree of the expansion valve of the set component is adjusted every second set time interval until the refrigerant superheat degree of the set component is in the set superheat degree interval, wherein the change amount of the opening degree of the expansion valve within the second set time interval is less than the second preset change amount.

[0115] In some embodiments, the vehicle 600 is specifically configured to: The temperature acquisition accuracy of the temperature sensor collecting the ambient temperature in the first temperature interval is determined; In response to the temperature acquisition accuracy being less than the preset accuracy, the temperature hysteresis threshold is acquired.

[0116] It should be noted that each step in the vehicle control method performed by the vehicle is specifically referred to the above embodiments, which will not be repeated here.

[0117] Further, based on the content described in the above embodiments, the present embodiment also provides an electronic device, which includes at least one processor, and a communication interface and a memory connected in communication with the processor; wherein the communication interface is used for communication with other communication devices, and the memory stores computer execution instructions; the above at least one processor executes the computer execution instructions stored in the memory to realize each step in the vehicle control method as described in the above embodiments.

[0118] In order to better understand the embodiments of the present application, refer to Figure 7 , Figure 7 A hardware structure schematic diagram of an electronic device provided by the embodiments of the present application.

[0119] As Figure 7As shown, the electronic device 700 of the embodiment includes a processor 701 and a memory 702, a communication interface 704; wherein: The memory 702 is configured to store computer-executable instructions. The communication interface 704 is configured to communicate with other communication devices. The processor 701 is configured to execute the computer-executable instructions stored in the memory, so as to implement each step in the query optimization method described in the above embodiments.

[0120] Optionally, the memory 702 can be independent or integrated with the processor 701.

[0121] When the memory 702 is independent, the device further includes a bus 703 configured to connect the memory 702, the communication interface 704 and the processor 701.

[0122] The embodiment of the application provides a computer-readable storage medium, and the computer-readable storage medium stores computer-executable instructions. When the processor executes the computer-executable instructions, each step in the vehicle control method described in the above embodiments is implemented.

[0123] The embodiment of the application provides a computer program product, and the computer program product includes a computer program. When the computer program is executed by the processor, each step in the vehicle control method described in the above embodiments is implemented.

[0124] In several embodiments provided in the application, it should be understood that the disclosed devices and methods can be implemented in other manners. For example, the above-described device embodiments are merely illustrative. For example, the division of the modules is merely a logical function division. There can be another division manner for actual implementation. For example, a plurality of modules or features can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, devices or modules, and can be electrical, mechanical or in other forms.

[0125] The modules illustrated as separate components can or can not be physically separate, and the components illustrated as modules can or can not be physical units, i.e., can be located in one place, or can be distributed on a plurality of network units. According to actual needs, some or all of the modules can be selected to achieve the purpose of the embodiment.

[0126] In addition, each functional module in each embodiment of the present application can be integrated in one processing unit, or each module can be physically present alone, or two or more modules can be integrated in one unit. The above-mentioned modules can be realized in the form of hardware or in the form of hardware plus software function modules.

[0127] The integrated modules realized in the form of software function modules can be stored in a computer-readable storage medium. The software function modules are stored in a storage medium, and include instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to execute part of the steps of the method of each embodiment of the present application.

[0128] It should be understood that the above-mentioned processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor, or the processor can also be any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as hardware processor execution, or executed by a combination of hardware and software modules in the processor.

[0129] The memory can include a high-speed memory, and can also include a non-volatile storage, for example, at least one disk memory, and can also be a U disk, a mobile hard disk, a read-only memory, a magnetic disk or an optical disk, etc.

[0130] The bus can be an industry standard architecture (ISA) bus, a peripheral component (PCI) bus, or an extended industry standard architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0131] The above-mentioned storage medium can be realized by any type of volatile or non-volatile storage device or their combination, such as static random access memory, electrically erasable programmable read-only memory, erasable programmable read-only memory, programmable read-only memory, read-only memory, magnetic storage, flash memory, magnetic disk or optical disk. The storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0132] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle control method, characterized in that, include: Obtain the current ambient temperature; In response to the ambient temperature exceeding the first temperature range corresponding to the vehicle's current first thermal management mode, a temperature hysteresis threshold is obtained, and the critical temperature value of the first temperature range is adjusted according to the temperature hysteresis threshold to obtain a target threshold. In response to the critical temperature value being the upper limit of the first temperature range and the ambient temperature being greater than the target threshold, or the critical temperature value being the lower limit of the first temperature range and the ambient temperature being less than the target threshold, a second temperature range in which the ambient temperature is located is determined. A second thermal management mode is determined based on the second temperature range, and the operation of the target component corresponding to the second thermal management mode is controlled. The target device includes at least one of the battery in the vehicle and the passenger compartment.

2. The method according to claim 1, characterized in that, After controlling the target component corresponding to the second thermal management mode to operate, the method further includes: Multiple target temperature differences are obtained, each of which includes a first water temperature difference, a battery pack temperature difference corresponding to the battery, and a second water temperature difference. The first water temperature difference is used to indicate the temperature difference between the water entering and exiting the motor in the vehicle, and the second water temperature difference is used to indicate the temperature difference between the water entering and exiting the passenger compartment. In response to any of the target temperature differences being greater than a preset temperature difference, the rotation frequency of the water pump in the vehicle is increased.

3. The method according to claim 2, characterized in that, Increasing the rotation frequency of the water pump in the vehicle includes: At each first set time interval, the rotation frequency of the water pump is increased until the rotation frequency of the water pump reaches the target rotation frequency, and the change in the rotation frequency of the water pump within the first set time interval is less than a first preset change.

4. The method according to claim 1, characterized in that, After controlling the target component corresponding to the second thermal management mode to operate, the method further includes: In response to the second thermal management mode indicating that both the battery and the passenger compartment are in a non-heating mode, the motor in the vehicle is controlled to start a heat dissipation mode to dissipate the heat generated by the motor operation to the outside.

5. The method according to claim 1, characterized in that, After controlling the target component corresponding to the second thermal management mode to operate, the method further includes: In response to the second thermal management mode indicating that the target component is in heating mode, the motor in the vehicle is controlled to start waste heat recovery mode to transfer the heat generated by the motor to the target component for heating.

6. The method according to claim 5, characterized in that, The control of the motor in the vehicle to start the waste heat recovery mode includes: Obtain the circulating water temperature corresponding to the motor; In response to the circulating water temperature being greater than the ambient temperature, the first valve corresponding to the motor is opened to enable the motor to activate the motor source waste heat recovery mode. In response to the circulating water temperature being less than or equal to the ambient temperature, the second valve corresponding to the motor is controlled to open, so that the motor can start the air source waste heat recovery mode.

7. The method according to claim 1, characterized in that, The step of determining the second thermal management mode based on the second temperature range includes: In response to the second temperature range being the maximum temperature range, the water temperature corresponding to the motor in the vehicle is obtained; In response to the water temperature being lower than the preset temperature, the air-cooling mode is determined as the second thermal management mode; In response to the water temperature being greater than or equal to a preset temperature, the refrigerant cooling mode is determined to be the second thermal management mode.

8. The method according to claim 1, characterized in that, After controlling the target component corresponding to the second thermal management mode to operate, the method further includes: The temperature and pressure of the refrigerant at each set component are obtained, and each set component includes the target component, the vehicle's motor, and the vehicle's air conditioning system; The target refrigerant superheat of the set component is determined based on the temperature and pressure of the refrigerant at the set component. Based on the target refrigerant superheat corresponding to the set component, the opening of the expansion valve of the set component is adjusted at second set time intervals until the refrigerant superheat of the set component is within the set superheat range, wherein the change in the opening of the expansion valve within the second set time interval is less than a second preset change.

9. A vehicle, characterized in that, include: The first acquisition module is used to acquire the current ambient temperature. The second acquisition module is used to acquire a temperature hysteresis threshold in response to the ambient temperature exceeding the first temperature range corresponding to the current first thermal management mode of the vehicle, and to adjust the critical temperature value of the first temperature range according to the temperature hysteresis threshold to obtain a target threshold. The first determining module is configured to determine the second temperature range in which the ambient temperature is located in response to the critical temperature value being the upper limit of the first temperature range and the ambient temperature being greater than the target threshold, or the critical temperature value being the lower limit of the first temperature range and the ambient temperature being less than the target threshold. The second determining module is used to determine a second thermal management mode based on the second temperature range and control the operation of the target component corresponding to the second thermal management mode. The target device includes at least one of the battery in the vehicle and the passenger compartment.

10. An electronic device, characterized in that, include: A processor, and a memory and a communication interface communicatively connected to the processor; The communication interface is used to communicate with other communication devices; The memory is used to store computer-executed instructions; The processor is used to execute computer execution instructions stored in the memory to implement the vehicle control method as described in any one of claims 1-8.

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