Whole vehicle thermal management system and method for distributed electrically-driven vehicle

Abstract

The invention provides a whole vehicle thermal management system and method for a distributed electric drive vehicle, and relates to the technical field of whole vehicle thermal management. Comprising a first air bag liquid storage device, a front-end radiator, a first filter, a front-end evaporative condenser, a first liquid pump, a first three-way valve, a first four-way valve, a second three-way valve, a second air bag liquid storage device, a second filter, a second liquid pump, a first expansion valve, a passenger compartment evaporative condenser, a third four-way valve, a four-way reversing valve, an electric compressor, a liquid storage tank and a fourth four-way valve. A second expansion valve, a fourth three-way valve, a second heat exchanger, a second four-way valve, a first heat exchanger and a third three-way valve; the whole vehicle heat management system of the distributed electric drive vehicle comprises a motor cooling mode, an air conditioner refrigeration mode, a high-temperature battery refrigeration mode, a motor waste heat recovery mode and an air conditioner heating mode. The temperature of all parts can be precisely controlled, waste heat is efficiently recycled, energy is saved, operation is stable, and the safety and economical efficiency of thermal management of the whole vehicle are greatly improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and particularly to a distributed electric drive vehicle thermal management system and method. Background Technology

[0002] With the continuous development of electric drive vehicle technology, distributed electric drive vehicles, represented by hub and wheel-side motors, have become the core development direction for improving vehicle power performance and energy economy due to their flexible power layout, precise torque distribution and higher space utilization. Developing an efficient vehicle thermal management architecture adapted to this type of vehicle is an urgent need to promote its large-scale deployment.

[0003] The current distributed electric drive vehicles use conventional thermal management architecture and technical solutions, without being specifically optimized for their distributed layout characteristics, and without achieving a high degree of coupling between the cooling of the three electric systems and the heat pump air conditioning system, and without applying targeted cooling technologies such as pump-driven two-phase flow.

[0004] However, existing thermal management architectures have significant shortcomings. Distributed electric drive vehicles have compact components and high power density, limited heat dissipation space, and uneven heat coupling and distribution, making it difficult for existing solutions to coordinate effectively. At the same time, they cannot solve the problem of efficient heat dissipation under long-term high-power output and frequent emergency braking. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this invention is to provide a thermal management method for distributed electric drive vehicles, which can solve the obvious shortcomings of the existing thermal management architecture. Distributed electric drive vehicles have compact components, high power density, limited heat dissipation space, and uneven heat coupling and distribution, making it difficult for existing solutions to coordinate the overall situation. At the same time, it cannot solve the technical problem of efficient heat dissipation under long-term high power output and frequent emergency braking.

[0006] A first aspect of the present invention provides a distributed electric vehicle thermal management system, comprising: a first airbag reservoir 1, a front-end radiator 2, a first filter 3, a front-end evaporator-condenser 4, a first liquid pump 5, a first three-way valve 6, a first four-way valve 7, a second three-way valve 8, a second airbag reservoir 9, a second filter 10, a second liquid pump 11, a first expansion valve 12, a passenger compartment evaporator-condenser 13, a third four-way valve 14, a four-way reversing valve 15, an electric compressor 16, a reservoir 17, a fourth four-way valve 18, a second expansion valve 19, a fourth three-way valve 20, a second heat exchanger 21, a second four-way valve 22, a first heat exchanger 23, and a third three-way valve 24.

[0007] The distributed electric drive vehicle thermal management system includes: motor cooling mode, air conditioning cooling mode, high-temperature battery cooling mode, motor waste heat recovery mode, and air conditioning heating mode.

[0008] A second aspect of this invention provides a method for thermal management of a distributed electric drive vehicle, comprising: S1: Construct a model prediction control module, wherein the model prediction control module includes: a target calculation submodule, a model prediction submodule, a rolling optimization submodule, and a disturbance compensation submodule; S2: Input the target temperature of the heating element into the target calculation submodule to obtain the temperature reference trajectory; S3: Obtain the real-time temperature of the heating element; S4: Construct a thermal network model; S5: Input the real-time temperature into the thermal network model to obtain the predicted temperature; S6: Through the rolling optimization submodule and the disturbance compensation submodule, the real-time temperature reference trajectory, the predicted temperature, and the disturbance estimate are rolled and the disturbance is compensated to obtain the compensation control signal; S7: Input the compensation control signal to the distributed electric drive vehicle thermal management system, and adjust the temperature of the heating component through the distributed electric drive vehicle thermal management system.

[0009] A third aspect of the present invention provides a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the distributed electric drive vehicle thermal management method as described in the second aspect.

[0010] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following: In this embodiment of the invention, a distributed electric drive vehicle thermal management system highly couples the pump-driven two-phase flow cooling system with the heat pump air conditioning system, significantly reducing the amount of coolant used on the cooling side and adapting to a compact component layout. A multi-way valve group enables precise diversion and flow distribution of coolant and refrigerant. Simultaneously, relying on pump-driven two-phase flow cooling technology, the distributed electric drive vehicle thermal management system significantly improves the system's response rate to high heat flux impacts, quickly absorbing the surge in heat generated by high-power operation of the motor and battery and emergency braking. Furthermore, dedicated independent closed-loop circuits for motor cooling and high-temperature battery cooling are set up, coupled with a front-end radiator and multiple heat exchangers for continuous and efficient heat exchange, ensuring heat dissipation efficiency under long-term heavy load and high-power conditions, and improving heat dissipation capacity. Attached Figure Description

[0011] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts. Obviously, the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0012] Figure 1 This is a schematic diagram of the structure of a distributed electric drive vehicle thermal management system provided in an embodiment of the present invention.

[0013] Figure 2 This is a motor cooling mode of a distributed electric drive vehicle thermal management system provided in an embodiment of the present invention.

[0014] Figure 3 This is an air conditioning cooling mode of a distributed electric drive vehicle thermal management system provided in an embodiment of the present invention.

[0015] Figure 4 This is an air conditioning heating mode of a distributed electric drive vehicle thermal management system provided in an embodiment of the present invention.

[0016] Figure 5 This invention provides a summer high-temperature battery cooling mode for a distributed electric drive vehicle thermal management system.

[0017] Figure 6 This invention provides a winter waste heat recovery mode for a distributed electric drive vehicle thermal management system.

[0018] Figure 7 This is a schematic flowchart of a distributed electric drive vehicle thermal management method provided in an embodiment of the present invention.

[0019] Explanation of reference numerals in the attached drawings: 1-First airbag reservoir; 2-Front-end radiator; 3-First filter; 4-Front-end evaporator / condenser; 5-First liquid pump; 6-First three-way valve; 7-First four-way valve; 8-Second three-way valve; 9-Second airbag reservoir; 10-Second filter; 11-Second liquid pump; 12-First expansion valve; 13-Crew compartment evaporator / condenser; 14-Third four-way valve; 15-Four-way reversing valve; 16-Electric compressor; 17-Reservoir tank; 18-Fourth four-way valve; 19-Second expansion valve; 20-Fourth three-way valve; 21-Second heat exchanger; 22-Second four-way valve; 23-First heat exchanger; 24-Third three-way valve. Detailed Implementation

[0020] To enable those skilled in the art to better understand the technical solutions in the embodiments of the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0021] The distributed electric drive vehicle thermal management method provided by the present invention will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0022] Reference manual attached Figure 1 The diagram shows a structural schematic of an ultrasonic transducer based on an acoustic path adaptive transducer provided in an embodiment of the present invention.

[0023] This invention provides a distributed electric vehicle thermal management system, comprising: a first airbag reservoir 1, a front-end radiator 2, a first filter 3, a front-end evaporator-condenser 4, a first liquid pump 5, a first three-way valve 6, a first four-way valve 7, a second three-way valve 8, a second airbag reservoir 9, a second filter 10, a second liquid pump 11, a first expansion valve 12, a passenger compartment evaporator-condenser 13, a third four-way valve 14, a four-way reversing valve 15, an electric compressor 16, a liquid storage tank 17, a fourth four-way valve 18, a second expansion valve 19, a fourth three-way valve 20, a second heat exchanger 21, a second four-way valve 22, a first heat exchanger 23, and a third three-way valve 24.

[0024] The distributed electric drive vehicle thermal management system includes: motor cooling mode, air conditioning cooling mode, high-temperature battery cooling mode, motor waste heat recovery mode, and air conditioning heating mode.

[0025] In this embodiment of the invention, the distributed electric drive vehicle thermal management system integrates multiple core components for heat exchange and fluid control, and plans five targeted operating modes to achieve full thermal management coverage of motor cooling, air conditioning heating and cooling, battery cooling, and motor waste heat recovery. It accurately adapts to the characteristics of multi-component thermal coupling and variable operating conditions of distributed electric drive vehicles. Through the coordinated control of various valves, pumps, and heat exchangers, it achieves flexible switching and coupled heat exchange of multiple loops, ensuring the safe thermal state of core components such as motors and batteries while also taking into account the thermal comfort of the passenger compartment. At the same time, the waste heat recovery mode effectively improves the energy utilization efficiency of the entire vehicle, greatly enhancing the functionality, adaptability, and energy efficiency of the thermal management system, and comprehensively meeting the thermal management needs of the vehicle under different operating conditions.

[0026] Reference manual attached Figure 2This illustrates a motor cooling mode of a distributed electric drive vehicle thermal management system provided by an embodiment of the present invention.

[0027] Reference manual attached Figure 3 This illustrates the air conditioning cooling mode of a distributed electric drive vehicle thermal management system provided by an embodiment of the present invention.

[0028] Reference manual attached Figure 4 This illustrates the air conditioning heating mode of a distributed electric drive vehicle thermal management system provided by an embodiment of the present invention.

[0029] Reference manual attached Figure 5 This illustrates a summer high-temperature battery cooling mode of a distributed electric drive vehicle thermal management system provided by an embodiment of the present invention.

[0030] Reference manual attached Figure 6 This illustrates a winter waste heat recovery mode of a distributed electric drive vehicle thermal management system provided by an embodiment of the present invention.

[0031] For different application scenarios, the thermal management system of distributed electric drive vehicles switches between different modes.

[0032] In this embodiment of the invention, through an integrated closed-loop design and a multi-way valve for precise flow distribution, four hub motors can be cooled independently and separately, ensuring uniform heat dissipation and smaller temperature differences for each motor. A filter effectively removes impurities from the circuit, preventing blockages in the pipes and inside the motors. A liquid pump provides stable circulation power, and the coolant, after absorbing heat, is rapidly cooled and recirculated through a front-end radiator. This significantly improves overall cooling efficiency and provides comprehensive protection for the cooling system and motor components, ensuring the hub motors remain at a safe operating temperature. The system boasts high integration, stable operation, and strong adaptability.

[0033] In one possible implementation, the outlet of the liquid storage tank 17, the electric compressor 16, the first port of the four-way reversing valve 15, the second port of the four-way reversing valve 15, the crew compartment evaporator condenser 13, the first port of the third four-way valve 14, the second port of the third four-way valve 14, the first expansion valve 12, the front-end evaporator condenser 4, the third port of the four-way reversing valve 15, the fourth port of the four-way reversing valve 15, the first port of the fourth four-way valve 18, the second port of the fourth four-way valve 18, and the inlet of the liquid storage tank 17 form a refrigeration circuit.

[0034] Specifically, in air conditioning cooling mode, the environmentally friendly refrigerant flows out from the liquid receiver 17, passes through the electric compressor 16, and flows into the passenger compartment evaporator-condenser 13 via the four-way reversing valve 15 to evaporate and cool the passenger compartment. It then enters the third four-way valve 14. After passing through the first expansion valve 12, it enters the front-end evaporator-condenser 4 for condensation, transferring heat from the passenger compartment to the outside environment. It then flows into the four-way reversing valve 15 and enters the fourth four-way valve 18. Finally, it returns to the liquid receiver 17 for a new cycle.

[0035] In this embodiment of the invention, a closed-loop design is used to achieve green refrigeration with the help of environmentally friendly refrigerant. A stable circulation power is provided by an electric compressor, and multiple four-way valves and expansion valves are used to precisely control the flow direction and throttling degree of the refrigerant. The evaporator-condenser in the passenger compartment can efficiently absorb heat in the compartment to achieve rapid refrigeration, while the front-end evaporator-condenser can efficiently release heat to the outside. The loop circulation is complete and smooth, with rapid refrigeration response and high heat exchange efficiency. At the same time, the system has high integration and stable operation, ensuring both refrigeration effect and environmental friendliness and reliability.

[0036] In one possible implementation, the outlet of the second airbag reservoir 9, the second filter 10, the second liquid pump 11, the battery pack, the first heat exchanger 23, and the outlet of the second airbag reservoir 9 form a cooling circuit on the cooling side.

[0037] The outlet of the liquid storage tank 17, the electric compressor 16, the first port of the four-way reversing valve 15, the second port of the four-way reversing valve 15, the evaporator-condenser 13 of the crew compartment, the first port of the third four-way valve 14, the second port of the third four-way valve 14, the first expansion valve 12, the front-end evaporator-condenser 4, the third port of the four-way reversing valve 15, the fourth port of the four-way reversing valve 15, the first port of the fourth four-way valve 18, the second port of the fourth four-way valve 18, and the inlet of the liquid storage tank 17 form a refrigeration circuit.

[0038] Specifically, in the high-temperature battery cooling mode, the two-phase coolant on the battery cooling side flows out from the second airbag reservoir 9, passes through the second filter 10 to filter impurities, and is driven by the second liquid pump 11. After cooling the battery pack, it exchanges heat with the cooling side through the first heat exchanger 23 for cooling, and then begins a new cycle. The environmentally friendly refrigerant on the cooling side flows out from the reservoir 17, is driven by the electric compressor 16, flows through the four-way reversing valve 15 into the passenger compartment evaporator condenser 13, then enters the third four-way valve 14, flows through the first heat exchanger 23 to cool the cooling side, then enters the fourth four-way valve 18, and then returns to the reservoir 17 for a new cycle.

[0039] In this embodiment of the invention, a dual independent closed-loop circuit design is adopted for the battery cooling side and the air conditioning cooling side. Indirect heat exchange is achieved through a first heat exchanger, effectively avoiding direct contact between the refrigerant and the battery pack, and significantly improving battery operating safety. The second filter can remove impurities from the cooling circuit. Dual liquid pumps and an electric compressor provide stable circulation power for the two circuits respectively. The two circuits operate in coordination without interfering with each other, which can efficiently remove the heat from the battery pack under high-temperature conditions, maintain the battery at a suitable operating temperature, and ensure the battery's performance and cycle life. At the same time, the system has high integration and stable and reliable operation.

[0040] In one possible implementation, the first ports of the first airbag reservoir 1, the first filter 3, the first liquid pump 5, the first three-way valve 6, and the first four-way valve 7 are connected in sequence.

[0041] The second and third ports of the first four-way valve 7 are connected to the first and second ports of the second four-way valve 22 after cooling the two front wheel hub motors, respectively.

[0042] The fourth port of the first four-way valve 7 is connected to the first port of the second three-way valve 8. The second and third ports of the second three-way valve 8 are connected to the first and second ports of the third three-way valve 24 after cooling the two rear wheel hub motors, respectively. The third port of the third three-way valve 24 is connected to the third port of the second four-way valve 22, and after cooling, it is connected to the fourth three-way valve 20.

[0043] The fourth port of the second four-way valve 22 is connected to the first port of the fourth three-way valve 20, and the third port of the fourth three-way valve 20 is connected to the second heat exchanger 21. After heating, it is connected to the third port of the first three-way valve 6.

[0044] Specifically, in the motor waste heat recovery mode, the motor operates in waste heat recovery mode. The two-phase coolant flows out from the first airbag reservoir 1, passes through the first filter 3 to filter impurities, and is driven by the first liquid pump 5. It flows through the first three-way valve 6 and is distributed in the first four-way valve 7. Two of the two paths cool the first two wheels of the motor and then merge into the second four-way valve 22. The other path is distributed through the second three-way valve 8 and then cools the last two wheels before merging into the third three-way valve 24 and then into the second four-way valve 22. After absorbing heat, the cooling medium flows through the fourth three-way valve 20 and then into the second heat exchanger 21. It heats the air conditioning side medium with waste heat and then enters the first three-way valve 6 for a new cycle.

[0045] In this embodiment of the invention, the motor waste heat recovery mode establishes a complete closed-loop waste heat recovery circuit. A multi-way valve enables precise distribution and uniform cooling of the coolant to the four-wheel hub motors. While efficiently controlling motor temperature and ensuring stable motor operation, a second heat exchanger transfers the waste heat generated by the motor operation to the air conditioning system, achieving secondary utilization of waste heat. This significantly reduces the additional energy consumption for vehicle heating and improves overall energy efficiency. Combined with a filter to remove impurities from the circuit and a liquid pump to provide stable circulation power, the circuit operates smoothly and reliably, extending the service life of the motor and piping components while achieving the dual benefits of temperature control and energy saving.

[0046] In one possible implementation, the outlet of the liquid storage tank 17, the electric compressor 16, the first port of the four-way reversing valve 15, the third port of the four-way reversing valve 15, the first expansion valve 12 of the front-end evaporator condenser 4, the second port of the third four-way valve 14, the first port of the third four-way valve 14, and the crew compartment evaporator condenser 13 heat the crew compartment.

[0047] Specifically, in the air conditioning heating mode, the environmentally friendly refrigerant flows out from the liquid storage tank 17, is driven by the electric compressor 16, flows into the front-end evaporator condenser 4 through the four-way reversing valve 15 for evaporation, flows through the first expansion valve 12, and then enters the third four-way valve 14 before entering the passenger compartment evaporator condenser 13 for condensation to heat the passenger compartment.

[0048] In this embodiment of the invention, relying on the heat pump cycle principle, the refrigerant flow direction is flexibly switched through a four-way reversing valve, reversing the refrigeration circuit to achieve heating. No additional independent heating element is required. It can absorb low-grade heat from the external environment and transfer it to the passenger compartment for release. The heating efficiency is far superior to traditional resistance heating, significantly reducing overall vehicle energy consumption. Utilizing an environmentally friendly closed-loop refrigerant cycle, it is green and pollution-free. The system has a compact structure and stable operation, rapidly increasing the cabin temperature while balancing energy efficiency and environmental friendliness, effectively optimizing the overall benefits of vehicle thermal management.

[0049] In one possible implementation, the distributed electric drive vehicle thermal management system follows a valve linkage principle when switching between different modes.

[0050] The valve linkage principles specifically include: valve conduction principle, subsystem independent linkage principle, shared component valve exclusive switching principle, state interlock to prevent malfunction principle, adaptive adjustment linkage principle, and mode switching valve start / stop sequence principle.

[0051] The valve activation principle is as follows: the circuit valves are activated in descending order of priority, based on the following priority order: battery safety heat dissipation, motor safety heat dissipation, dual needs of the passenger compartment, and motor waste heat recovery.

[0052] Specifically, the valves of the loops corresponding to high-priority demands are opened first, and if there is a path conflict between low-priority demands and high-priority loops, the corresponding valves are forced to close or operate at reduced capacity.

[0053] The principle of independent linkage of subsystems is as follows: when multiple modes are superimposed and there are no shared components in the loop, the valves of each subsystem operate independently according to the logic of a single mode.

[0054] For example, in the superimposed mode of motor cooling and conventional passenger compartment cooling, the motor side and air conditioning side circuits operate independently, and the front-end radiator 2 and the front-end evaporator-condenser 4 serve different needs respectively.

[0055] The exclusive switching principle for shared component valves is as follows: when multiple modes share the same core component, the valves in the shared path are exclusively switched on, meaning that only one priority loop is allowed to occupy the shared component at the same time.

[0056] For example, the fourth three-way valve 20 is a shared valve on the motor cooling side, which can be connected to the front-end radiator or the second heat exchanger 21. When the heat dissipation demand of a single motor conflicts with the demand for waste heat recovery in winter, the higher priority demand is given priority, and the passage of the front-end radiator 2 is opened.

[0057] The principle of state interlock to prevent malfunctions is as follows: valve linkage is set with logical interlocks to avoid path conflicts.

[0058] For example, if the first three-way valve 6 cannot simultaneously connect to any path other than "first liquid pump, first four-way valve" and "second heat exchanger, first liquid pump", the system will trigger an alarm and lock the valve if a conflict command occurs, retaining only the high-priority path.

[0059] The adaptive adjustment and linkage principle is as follows: adjust the parameters of proportional control valves and sensors according to the real-time dynamic heat load.

[0060] For example, when the cooling demand of a single passenger compartment conflicts with the heat dissipation demand of a single motor, the opening of the first expansion valve will automatically decrease to reduce the refrigerant flow and prioritize the heat dissipation of the motor.

[0061] The specific principle for valve start / stop sequence during mode switching is as follows: when switching modes, the valves follow the action sequence of closing first and then opening.

[0062] Specifically, the triggering conditions and logical priorities for each operating mode are clearly defined. The motor cooling mode is triggered when the motor temperature exceeds the set value, fulfilling a basic heat dissipation requirement and thus having high priority. The passenger cabin cooling mode is triggered when the passenger cabin temperature exceeds the set value, meeting passenger cabin comfort requirements and thus having relatively high priority. The high-temperature battery cooling mode is triggered when the battery temperature exceeds the set value, addressing coupled heat dissipation under high heat loads and thus having the highest priority. The motor waste heat recovery mode is triggered when the ambient temperature is below the set value, the motor temperature is above the set value, and the passenger cabin temperature is below the set value, reducing heat pump energy consumption and thus having relatively high priority. The passenger cabin heating mode is triggered when both the ambient temperature and the passenger cabin temperature are below the set value, achieving heat pump supplementary heating and thus having medium priority.

[0063] In this embodiment of the invention, a systematic and refined vehicle thermal management valve control system is constructed. Priority conduction ensures the safe heat dissipation of core components such as batteries and motors. Multiple principles work together to achieve no path conflict or valve malfunction when multiple modes are superimposed. Adaptive adjustment can accurately match real-time heat load changes. Standardized start-stop sequence ensures smooth mode switching, greatly improving system operation stability, control accuracy and energy utilization efficiency, and comprehensively ensuring the safe, efficient and orderly operation of the thermal management system.

[0064] Reference manual attached Figure 7 The diagram shows a flowchart of a distributed electric drive vehicle thermal management method provided by an embodiment of the present invention.

[0065] S1: Construct a model prediction and control module, which includes: a target calculation submodule, a model prediction submodule, a rolling optimization submodule, and a disturbance compensation submodule.

[0066] In this embodiment of the invention, four core sub-modules—target calculation, model prediction, rolling optimization, and disturbance compensation—are integrated to make the MPC module fully functional and logically closed-loop. It comprehensively covers the entire process of temperature trajectory generation, system state prediction, control strategy optimization, and external disturbance cancellation. It can accurately adapt to complex scenarios such as high thermal flux coupling and variable operating conditions in distributed electric drive vehicle thermal management systems, effectively avoiding control delays or deviations caused by functional fragmentation, and laying a solid foundation for efficient connection and precise temperature control in subsequent steps.

[0067] S2: Input the target temperature of the heating component into the target calculation submodule to obtain the temperature reference trajectory.

[0068] In this embodiment of the invention, the target temperature of the heating component is taken as the core input, and a clear temperature reference trajectory is generated through the target calculation submodule. This provides a unified and accurate tracking benchmark for subsequent model prediction and rolling optimization, avoiding the control strategy from having no direction. At the same time, it adapts to the dual requirements of safe operation of components and efficient heat dissipation of the system, ensuring that subsequent temperature control actions always revolve around the core objective, and improving the pertinence and reliability of the control strategy.

[0069] S3: Obtain the real-time temperature of the heating element.

[0070] In this embodiment of the invention, the actual temperature of the heating component is collected in real time, and the dynamic thermal state of the component is accurately captured. This provides real input data for subsequent model prediction, avoids prediction deviations caused by relying on historical data, and can respond promptly to temperature fluctuations under sudden changes in operating conditions. This ensures that the control strategy fits the actual operating scenario, provides a reliable basis for disturbance compensation and rolling optimization, and improves the timeliness and accuracy of closed-loop control.

[0071] S4: Construct a thermal network model.

[0072] In one possible implementation, S4 specifically involves establishing steady-state and transient thermal balance equations using thermoelectric analogy and lumped parameter methods.

[0073] Specifically, the thermal model is built upon a thermal network model, with the core principles of thermoelectric analogy and the lumped parameter method. It discretizes the continuous thermal system into a finite number of nodes and uses circuit analysis methods to solve the heat transfer problem. Among these, temperature difference... Corresponding voltage difference heat flow Corresponding current thermal resistance Corresponding resistor R heat capacity Corresponding capacitor C heat source Corresponding current source The core of the analogy is that heat flow is directly proportional to temperature difference and inversely proportional to thermal resistance, corresponding to Ohm's law.

[0074] in, Indicates heat flow. Indicates temperature difference. Indicates voltage difference. Indicates resistance R thermal resistance, Represents current. R Indicates resistance.

[0075] Thermal resistance is a core parameter of a heat network, and the calculation methods for thermal resistance differ depending on the heat transfer method.

[0076] The transfer of heat through the interior of a solid is called thermal resistance, and the specific formula for calculating thermal resistance is as follows: in, Indicates steady-state thermal resistance. L Indicates the length of the heat conduction path. Indicates the thermal conductivity of a material. A This represents the cross-sectional area for heat conduction.

[0077] The transfer of heat between a solid surface and a fluid is called convective thermal resistance, and the specific formula for calculating thermal resistance is as follows: in, Indicates the thermal resistance of convective heat transfer. h This represents the convective heat transfer coefficient.

[0078] Radiation thermal resistance has little impact on the thermal model of this system, so it is not considered.

[0079] Heat capacity characterizes the amount of heat required for a 1K temperature change at a node, and the specific formula is: in, Indicates heat capacity, m Indicates the mass of an object. c It represents the specific heat capacity of a substance.

[0080] Solving the thermal network model relies on the thermal analogy of Kirchhoff's laws, and is divided into steady-state thermal equilibrium. Equations and transient heat balance equations. In steady state, the sum of the input heat fluxes at a node equals the sum of the output heat fluxes. For any node... i The specific formula is as follows: in, Represents a node i temperature, Represents nodes i Adjacent nodes j temperature, The summation symbol is used to represent the summation symbol. Represents a node i With nodes j Total interfacial thermal resistance between them Represents a node i The heat production rate of the internal heat source n This indicates the total number of nodes.

[0081] In the transient state, the net input heat flux of a node is equal to the heat storage rate of its heat capacity, as shown in the following formula: in, Represents a node i heat capacity, node iThe rate of change of temperature over time.

[0082] Specifically, by solving the equations of each node in the thermal model at any given time, the temperature changes in the future prediction time domain can be predicted.

[0083] The core of rolling optimization is to minimize temperature tracking deviation, control magnitude, and rate of change within a finite prediction time domain. After disturbance compensation, the objective function and state prediction need to incorporate disturbance estimates to improve optimization accuracy. The specific formula for the objective function is: in, express k The value of the objective function at each time step. k express k time, i Indicates time-domain index, Indicates the prediction time domain, Indicates control of the time domain. express k Time prediction k + i Output temperature at any time express k + i Temperature reference trajectory at any time This represents the temperature tracking weighting matrix. This represents the square of the weighted L2 norm. express k Optimized in real time k + i Control the amount at all times. R To control the magnitude weighting matrix, express k Rate of change of control quantity at time S This is a weighted matrix for the rate of change of the control quantity.

[0084] Introducing disturbance estimates Revise the prediction equation to ensure that the predicted value of the objective function closely matches the actual value: in, express k The total disturbance estimate at time 10:00. A Represents the state matrix of the thermal network. B Represents the input matrix, C Indicates the output matrix. x The state vector represents the current running state. Indicates the first k The first time predicted The system state vector at any given time. Indicates the control quantity. Indicates the firstk The first time to optimize Control the amount at all times.

[0085] In this embodiment of the invention, a thermal network model is constructed based on thermoelectric analogy and lumped parameter method, combined with the inherent physical parameters of the system. This model can accurately characterize the heat transfer law, discretize the complex continuous thermal system into a solvable node model, provide reliable mathematical support for subsequent model prediction sub-modules, adapt to the high heat flux and multi-component coupling thermal characteristics of distributed electric drive vehicles, avoid predictions from deviating from the physical essence, and greatly improve the accuracy of temperature prediction and the feasibility of control strategies.

[0086] S5: Input the real-time temperature into the thermal network model to obtain the predicted temperature.

[0087] In this embodiment of the invention, the real-time temperature that truly reflects the thermal state of the component is combined with a thermal network model that characterizes the heat transfer law. This not only injects the model with real input under dynamic operating conditions, but also infers future temperature changes based on the physical nature of the model, accurately outputting the predicted temperature. This provides a core decision basis for subsequent rolling optimization, and at the same time, it can capture the temperature evolution trend in a timely manner, avoiding the disconnect between the prediction and the actual operating conditions, and greatly improving the foresight and adaptability of the control strategy.

[0088] S6: Through the rolling optimization submodule and the disturbance compensation submodule, the real-time temperature reference trajectory, predicted temperature and disturbance estimate are rolled and the disturbance is compensated to obtain the compensation control signal.

[0089] In this embodiment of the invention, relying on the coordinated linkage of the rolling optimization and disturbance compensation submodules, the multi-dimensional core inputs of temperature reference trajectory, predicted temperature and disturbance estimate are integrated. By optimizing and balancing temperature tracking accuracy and control action stability, it can also offset external disturbances such as environmental changes and power fluctuations, outputting accurate and reliable compensation control signals, avoiding control deviations and system shocks, adapting to the characteristics of high heat flux and variable operating conditions of distributed electric drive vehicles, providing a scientific basis for subsequent actuator actions, and greatly enhancing the robustness and practical adaptability of closed-loop control.

[0090] S7: Input the compensation control signal to the distributed electric drive vehicle thermal management system, and adjust the temperature of the heat-generating components through the distributed electric drive vehicle thermal management system.

[0091] In this embodiment of the invention, as the core execution link for the implementation of the model predictive control strategy, the control signal and the vehicle thermal management system are precisely connected. The compensated optimal control command is transformed into actual physical temperature control action. Relying on the multi-loop adjustment capability of the distributed electric drive vehicle thermal management system, it is precisely applied to the heat-generating components and achieves effective temperature regulation. This not only ensures the actual implementation effect of the control strategy, but also makes the temperature control action conform to the multi-component coupling characteristics of the vehicle thermal management system. At the same time, it inherits the previous optimization results, opens the subsequent feedback link, consolidates the execution foundation of closed-loop control, and ensures that the temperature of the heat-generating components stably approaches the reference trajectory.

[0092] In one possible implementation, after S7, the following is also included: S8: Feedback the adjusted temperature of the heating component to the model predictive control module as the input to the model predictive submodule at the next sampling time to achieve closed-loop control.

[0093] In this embodiment of the invention, as the core feedback loop of closed-loop control, the actual adjusted temperature of the heating component is fed back to the model predictive control module, providing a real operating condition input for the model prediction at the next sampling moment. This continuously corrects the deviation of the control strategy, avoids error accumulation, and realizes dynamic iterative optimization of the control loop. This ensures that model prediction and rolling optimization always fit the actual operating state of the vehicle's thermal management, adapting to the characteristics of distributed electric drive vehicles with variable operating conditions and complex heat flow. This significantly improves the continuity, accuracy, and robustness of the temperature control of the entire thermal management system, solidifies the cyclic foundation of closed-loop control, and ensures that the temperature of the heating component always stably tracks the reference trajectory.

[0094] This invention provides a readable storage medium comprising: storing a program or instructions on the readable storage medium, wherein when the program or instructions are executed by a processor, the program or instructions implement the steps of the above-described distributed electric drive vehicle thermal management method and achieve the same technical effect. To avoid repetition, this invention will not elaborate further.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the embodiments of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the protection scope of the present invention.

Claims

1. A distributed electric drive vehicle thermal management system, characterized in that, include: First airbag reservoir (1), front-end radiator (2), first filter (3), front-end evaporator-condenser (4), first liquid pump (5), first three-way valve (6), first four-way valve (7), second three-way valve (8), second airbag reservoir (9), second filter (10), second liquid pump (11), first expansion valve (12), crew compartment evaporator-condenser (13), third four-way valve (14), four-way reversing valve (15), electric compressor (16), liquid tank (17), fourth four-way valve (18), second expansion valve (19), fourth three-way valve (20), second heat exchanger (21), second four-way valve (22), first heat exchanger (23), and third three-way valve (24); The distributed electric drive vehicle thermal management system includes: motor cooling mode, air conditioning cooling mode, high-temperature battery cooling mode, motor waste heat recovery mode, and air conditioning heating mode.

2. The distributed electric drive vehicle thermal management system according to claim 1, characterized in that, The first airbag reservoir 1, the first filter 3, the first liquid pump 5, the first port of the first three-way valve 6, the second port of the first three-way valve 6, and the first port of the first four-way valve 7 are connected in sequence. The second and third ports of the first four-way valve 7 are connected to the first and second ports of the second four-way valve 22 after cooling the two front wheel hub motors, respectively. The fourth port of the first four-way valve 7 is connected to the first port of the second three-way valve 8. The second and third ports of the second three-way valve 8 are connected to the first and second ports of the third three-way valve 24 after cooling the two rear wheel hub motors, respectively. The third port of the third three-way valve 24 is connected to the third port of the second four-way valve 22. The fourth port of the second four-way valve 22 is connected to the first port of the fourth three-way valve 20, the second port of the fourth three-way valve 20 is connected to the front-end radiator 2, and the front-end radiator 2 is connected to the first filter 3.

3. The distributed electric drive vehicle thermal management system according to claim 1, characterized in that, The outlet of the liquid storage tank 17, the electric compressor 16, the first port of the four-way reversing valve 15, the second port of the four-way reversing valve 15, the evaporator-condenser 13 of the crew compartment, the first port of the third four-way valve 14, the second port of the third four-way valve 14, the first expansion valve 12, the front-end evaporator-condenser 4, the third port of the four-way reversing valve 15, the fourth port of the four-way reversing valve 15, the first port of the fourth four-way valve 18, the second port of the fourth four-way valve 18, and the inlet of the liquid storage tank 17 form a refrigeration circuit.

4. The distributed electric drive vehicle thermal management system according to claim 1, characterized in that, The outlet of the second airbag reservoir 9, the second filter 10, the second liquid pump 11, the battery pack, the first heat exchanger 23, and the outlet of the second airbag reservoir 9 form a cooling circuit on the refrigeration side. The outlet of the liquid storage tank 17, the electric compressor 16, the first port of the four-way reversing valve 15, the second port of the four-way reversing valve 15, the evaporator-condenser 13 of the crew compartment, the first port of the third four-way valve 14, the second port of the third four-way valve 14, the first expansion valve 12, the front-end evaporator-condenser 4, the third port of the four-way reversing valve 15, the fourth port of the four-way reversing valve 15, the first port of the fourth four-way valve 18, the second port of the fourth four-way valve 18, and the inlet of the liquid storage tank 17 form a refrigeration circuit.

5. The distributed electric drive vehicle thermal management system according to claim 1, characterized in that, The first ports of the first airbag reservoir 1, the first filter 3, the first liquid pump 5, the first three-way valve 6, and the first four-way valve 7 are connected in sequence. The second and third ports of the first four-way valve 7 are connected to the first and second ports of the second four-way valve 22 after cooling the two front wheel hub motors, respectively. The fourth port of the first four-way valve 7 is connected to the first port of the second three-way valve 8. The second and third ports of the second three-way valve 8 are connected to the first and second ports of the third three-way valve 24 after cooling the two rear wheel hub motors, respectively. The third port of the third three-way valve 24 is connected to the third port of the second four-way valve 22, and after cooling, it is connected to the fourth three-way valve 20. The fourth port of the second four-way valve 22 is connected to the first port of the fourth three-way valve 20, and the third port of the fourth three-way valve 20 is connected to the second heat exchanger 21. After heating, it is connected to the third port of the first three-way valve 6.

6. The distributed electric drive vehicle thermal management system according to claim 1, characterized in that, The outlet of the liquid storage tank 17, the electric compressor 16, the first port of the four-way reversing valve 15, the third port of the four-way reversing valve 15, the first expansion valve 12 of the front-end evaporator condenser 4, the second port of the third four-way valve 14, the first port of the third four-way valve 14, and the evaporator condenser 13 of the crew compartment heat the crew compartment.

7. The distributed electric drive vehicle thermal management system according to claim 1, characterized in that, The distributed electric drive vehicle thermal management system follows the valve linkage principle when switching between different modes; The valve linkage principles specifically include: valve conduction principle, subsystem independent linkage principle, shared component valve exclusive switching principle, state interlocking to prevent malfunction principle, adaptive adjustment linkage principle, and mode switching valve start / stop sequence principle. The valve conduction principle is as follows: the circuit valves are conducted in order of priority from high to low, namely, battery safety heat dissipation, motor safety heat dissipation, dual needs of the passenger compartment, and motor waste heat recovery. The principle of independent linkage of subsystems is as follows: when multiple modes are superimposed and there are no shared components in the loop, the valves of each subsystem operate independently according to the logic of a single mode. The exclusive switching principle of the shared component valve is as follows: when multiple modes share the same core component, the valves of the shared path are exclusively opened, that is, only one priority loop is allowed to occupy the shared component at the same time. The specific principle of state interlocking to prevent malfunction is as follows: valve linkage is set with logical interlocks to avoid path conflicts; The adaptive adjustment and linkage principle is specifically as follows: adjust the parameters of proportional control valves and sensors according to the real-time dynamic heat load. The specific principle for the valve start / stop sequence during mode switching is as follows: when switching modes, the valves follow the action sequence of closing first and then opening.

8. A method for thermal management of a distributed electric drive vehicle, characterized in that, Applied to the distributed electric drive vehicle thermal management system according to any one of claims 1 to 7; the method includes: S1: Construct a model prediction control module, wherein the model prediction control module includes: a target calculation submodule, a model prediction submodule, a rolling optimization submodule, and a disturbance compensation submodule; S2: Input the target temperature of the heating element into the target calculation submodule to obtain the temperature reference trajectory; S3: Obtain the real-time temperature of the heating element; S4: Construct a thermal network model; S5: Input the real-time temperature into the thermal network model to obtain the predicted temperature; S6: Through the rolling optimization submodule and the disturbance compensation submodule, the real-time temperature reference trajectory, the predicted temperature, and the disturbance estimate are rolled and the disturbance is compensated to obtain the compensation control signal; S7: Input the compensation control signal to the distributed electric drive vehicle thermal management system, and adjust the temperature of the heating component through the distributed electric drive vehicle thermal management system.

9. The distributed electric drive vehicle thermal management method according to claim 7, characterized in that, Specifically, S4 involves establishing steady-state and transient thermal balance equations using thermoelectric analogy and lumped parameter methods.

10. The distributed electric drive vehicle thermal management method according to claim 7, characterized in that, Following S7, it also includes: S8: Feedback the adjusted temperature of the heating component to the model prediction control module as the input to the model prediction submodule at the next sampling time to realize closed-loop control cycle.

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