A thermal management system, a thermal management control method and device applied to an electric drive vehicle

Abstract

A thermal management system (300) for an electric vehicle (500) includes: an electric drive thermal management circuit (310) including a first liquid pump (311); a cabin thermal management circuit (320) including a second liquid pump (321); a battery thermal management circuit (330) including a third liquid pump (331); and a control valve system (340) for isolating the electric drive thermal management circuit (310), the cabin thermal management circuit (320), and the battery thermal management circuit (330) from each other, and for controlling the cabin thermal management circuit (320) and / or the battery thermal management circuit. The circuit (330) is connected in series with the electric drive thermal management circuit (310) to form a coupling circuit; and the thermal management controller (350) is configured such that, in response to determining that the first liquid pump (311) has failed, the control valve system (340) connects at least one of the cabin thermal management circuit (320) or the battery thermal management circuit (330) in series with the electric drive thermal management circuit (310) to form a coupling circuit; the second liquid pump (321), the third liquid pump (331), the control valve system (340) or the thermal management controller (350) are each independently powered relative to the first liquid pump (311). This avoids the electric drive thermal management circuit (310) from failing due to the failure of the first liquid pump (311), improves the operational reliability of the thermal management system (300) of the electric drive vehicle (500), and thereby improves the power reliability of the electric drive vehicle (500).

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and in particular to a thermal management system for electric vehicles, an electric vehicle, a thermal management control method and device, an electronic device, a computer-readable storage medium, and a computer program product. Background Technology

[0002] Electric vehicles can broadly refer to vehicles that use electric motors as their primary or sole drive system. Common examples include pure electric vehicles, fuel cell vehicles, and hybrid vehicles capable of operating in electric drive mode. In related technologies, the thermal management system for electric vehicles mainly includes an electric drive thermal management system, a battery thermal management system, and a cabin thermal management system. For electric vehicles, the thermal management system is crucial for ensuring efficient and safe operation, acting as an "invisible guardian" of range, safety, and lifespan.

[0003] Improving the reliability of the thermal management system in electric vehicles, thereby enhancing their power reliability and ensuring driving safety, is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] This application provides a thermal management system, an electric vehicle, a thermal management control method and device, an electronic device, a computer-readable storage medium, and a computer program product for electric vehicles, to improve the operational reliability of the thermal management system of electric vehicles, thereby improving the power reliability of electric vehicles and providing safety assurance for driving.

[0005] According to one aspect of this application, a thermal management system for an electric vehicle is provided, comprising: an electric drive thermal management circuit including a first liquid pump; a cabin thermal management circuit including a second liquid pump; a battery thermal management circuit including a third liquid pump; a control valve system for isolating the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit from each other, and for connecting at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit; and a thermal management controller configured to: in response to determining that the first liquid pump has failed, control the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit; wherein any one of the second liquid pump, the third liquid pump, the control valve system, or the thermal management controller is independently powered from the first liquid pump.

[0006] According to the technical solution of this application embodiment, any one of the second liquid pump, the third liquid pump, the control valve system, or the thermal management controller is independently powered from the first liquid pump. Thus, when the first liquid pump fails due to power loss, other power supply lines can still guarantee power supply to the second liquid pump, the third liquid pump, the control valve system, and the thermal management controller. When the first liquid pump fails, for example, due to a malfunction or power loss, the thermal management controller can control the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit. This allows the liquid pumps in the cabin thermal management circuit and / or the battery thermal management circuit to continue providing power for the coolant circulation in the electric drive thermal management circuit, effectively preventing the electric drive thermal management circuit from failing due to the first liquid pump's malfunction. Therefore, the technical solution of this application embodiment can improve the operational reliability of the thermal management system of electric vehicles, thereby improving the power reliability of electric vehicles.

[0007] In some embodiments, the thermal management controller is configured to: in response to determining that the first liquid pump has failed and that the battery of the electric vehicle has a liquid cooling requirement, control the control valve system to connect the electric drive thermal management circuit and the cabin thermal management circuit in series to form a first coupling circuit, and to isolate the battery thermal management circuit from the first coupling circuit.

[0008] In these embodiments, when the first liquid pump fails and the battery requires liquid cooling, the second liquid pump can be used to continue to provide power for the coolant circulation of the electric drive thermal management circuit, thereby effectively preventing the electric drive thermal management circuit from failing due to the failure of the first liquid pump.

[0009] In some embodiments, the thermal management controller is configured to: in response to determining that the first liquid pump has failed and the battery of the electric vehicle has no liquid cooling requirement, control the control valve system to connect the electric drive thermal management circuit and the battery thermal management circuit in series to form a second coupling circuit, and to isolate the cabin thermal management circuit from the second coupling circuit.

[0010] In these embodiments, when the first liquid pump fails and the battery has no liquid cooling requirement, the third liquid pump can be used to continue to provide power for the coolant circulation of the electric drive thermal management circuit, thereby effectively preventing the electric drive thermal management circuit from failing due to the failure of the first liquid pump.

[0011] In some embodiments, the thermal management controller is configured to: in response to determining that the first liquid pump has failed and the battery of the electric vehicle has no liquid cooling requirement, control the control valve system to connect the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit in series to form a third coupling circuit.

[0012] In these embodiments, when the first liquid pump fails and the battery has no liquid cooling requirement, the second and third liquid pumps can continue to provide power for the coolant circulation of the electric drive thermal management circuit, thereby effectively preventing the electric drive thermal management circuit from failing due to the failure of the first liquid pump.

[0013] In some embodiments, the control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port, wherein the first and second valve ports are connected to the electric drive thermal management circuit, the third and fourth valve ports are connected to the cabin thermal management circuit, and the fifth and sixth valve ports are connected to the battery thermal management circuit.

[0014] The control valve system can be in multiple valve states by changing the connection state of its various valve ports. This not only isolates the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit from each other, but also connects at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit.

[0015] In some embodiments, the thermal management controller controls the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: controlling the second valve port to connect with the third valve port, the fourth valve port to connect with the first valve port, the fifth valve port to connect with the sixth valve port, the first valve port to not connect with the second valve port, and the third valve port to not connect with the fourth valve port, so that the electric drive thermal management circuit and the cabin thermal management circuit are connected in series to form a first coupling circuit, and isolating the battery thermal management circuit from the first coupling circuit; wherein, in the first coupling circuit, the first valve port is used as the liquid inlet of the electric drive thermal management circuit, the second valve port is used as the liquid outlet of the electric drive thermal management circuit, the third valve port is used as the liquid inlet of the cabin thermal management circuit, and the fourth valve port is used as the liquid outlet of the cabin thermal management circuit.

[0016] In these embodiments, the control valve system can connect the cabin thermal management circuit and the electric drive thermal management circuit in series in the above-mentioned valve state to form a first coupling circuit.

[0017] In some embodiments, the thermal management controller controls the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: controlling the second valve port to connect with the fifth valve port, the sixth valve port to connect with the first valve port, the third valve port to connect with the fourth valve port, the first valve port to not connect with the second valve port, and the fifth valve port to not connect with the sixth valve port, so that the electric drive thermal management circuit and the battery thermal management circuit are connected in series to form a second coupling circuit, and isolating the cabin thermal management circuit from the second coupling circuit; wherein, in the second coupling circuit, the first valve port is used as the liquid inlet of the electric drive thermal management circuit, the second valve port is used as the liquid outlet of the electric drive thermal management circuit, the fifth valve port is used as the liquid inlet of the battery thermal management circuit, and the sixth valve port is used as the liquid outlet of the battery thermal management circuit.

[0018] In these embodiments, the control valve system can connect the battery thermal management circuit and the electric drive thermal management circuit in series in the above-mentioned valve state to form a second coupling circuit.

[0019] In some embodiments, the thermal management controller controls the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including:

[0020] The control valve ports are configured to connect to the second and third valve ports, the fourth and fifth valve ports, and the sixth valve port, respectively; or the first and second valve ports are not connected, the third and fourth valve ports are not connected, and the fifth and sixth valve ports are not connected, so that the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit are connected in series to form a third coupling circuit; or

[0021] The second valve port is connected to the fifth valve port, the sixth valve port is connected to the third valve port, the fourth valve port is connected to the first valve port, the first valve port is not connected to the second valve port, the third valve port is not connected to the fourth valve port, and the fifth valve port is not connected to the sixth valve port, so that the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit are connected in series to form a third coupling circuit.

[0022] In the third coupling circuit, the first valve port is used as the inlet of the electric drive thermal management circuit, the second valve port is used as the outlet of the electric drive thermal management circuit, the third valve port is used as the inlet of the cabin thermal management circuit, the fourth valve port is used as the outlet of the cabin thermal management circuit, the fifth valve port is used as the inlet of the battery thermal management circuit, and the sixth valve port is used as the outlet of the battery thermal management circuit.

[0023] In these embodiments, the control valve system can connect the cabin thermal management circuit, the battery thermal management circuit, and the electric drive thermal management circuit in series in the above-mentioned valve state to form a third coupling circuit.

[0024] In some embodiments, the battery thermal management circuit further includes a three-way valve and a liquid cooling component for the battery of the electric drive vehicle. The three-way valve and the first liquid pump are independently powered. The first port of the three-way valve is connected to the outlet of the third liquid pump, the second port of the three-way valve is connected to the inlet of the liquid cooling component for the battery, and the third port of the three-way valve is connected to the inlet of the third liquid pump. When the first and second ports are open and the third port is closed, the outlet of the liquid cooling component for the battery is connected to the inlet of the third liquid pump. The thermal management controller is configured to: in response to determining that the electric drive thermal management circuit is not connected in series with the battery thermal management circuit, control the first and second ports to open and control the third port to close; and in response to determining that the electric drive thermal management circuit is connected in series with the battery thermal management circuit, control the first and third ports to open and control the second port to close.

[0025] In these embodiments, when the electric drive thermal management circuit and the battery thermal management circuit are connected in series to form a coupled circuit, or when the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit are connected in series to form a coupled circuit, the coolant in the coupled circuit does not pass through the battery's liquid cooling components. This avoids the coolant with a higher temperature in the coupled circuit from flowing through the battery's liquid cooling components, thereby minimizing the negative impact on battery heat dissipation.

[0026] In some embodiments, the thermal management controller is configured to, in response to determining that the first liquid pump is operational, control the control valve system to isolate the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit from each other. Thus, when the first liquid pump is operational, the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit can operate independently and efficiently.

[0027] In some embodiments, the electric drive thermal management circuit further includes a fourth liquid pump, which is connected in series or in parallel with the first liquid pump, and the fourth liquid pump and the first liquid pump are each powered independently; the thermal management controller is configured to control the fourth liquid pump to start working in response to determining that the first liquid pump has failed, wherein the priority of controlling the fourth liquid pump to start working is higher than the priority of controlling the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit.

[0028] In the event of a failure of the first liquid pump, the fourth liquid pump, which serves as a redundant backup, will be activated first. This ensures that the electric drive thermal management circuit, cabin thermal management circuit, and battery thermal management circuit remain isolated and operate independently. If the fourth liquid pump also fails or its flow rate is insufficient, the aforementioned control strategy of connecting at least one of the cabin thermal management circuit or battery thermal management circuit in series with the electric drive thermal management circuit to form a coupled circuit can be employed.

[0029] In some embodiments, the thermal management system further includes a first fan and a second fan, wherein the first fan and the second fan are each powered independently. This ensures that if one fan fails, the other can still be activated, thus guaranteeing the basic air-cooling requirements of the thermal management system.

[0030] In some embodiments, the first liquid pump operates at a preset speed in response to determining that the thermal management controller has failed. This ensures that the electric drive thermal management circuit remains in a basic functional state for a period of time, preventing failure due to the thermal management controller malfunction.

[0031] In some embodiments, the preset speed is the rated speed of the first liquid pump; or, the preset speed is the operating speed of the first liquid pump when the thermal management controller is determined to be malfunctioning. This ensures that the electric drive thermal management circuit is in its basic functional state.

[0032] In some embodiments, the thermal management system includes a first power supply line and a second power supply line, wherein a first liquid pump is powered by the first power supply line, and a second liquid pump, a third liquid pump, a control valve system, and a thermal management controller are powered by the second power supply line. Thus, when the first liquid pump fails due to power loss, the other power supply lines can still ensure power supply to the second liquid pump, the third liquid pump, the control valve system, and the thermal management controller.

[0033] In some embodiments, the control valve system is a multi-way valve; or, the control valve system is a valve assembly including multiple directional valves. The control valve system can be flexibly selected according to actual needs.

[0034] According to one aspect of the embodiments of this application, an electric drive vehicle is provided, which includes the thermal management system of the foregoing embodiments. Because the thermal management system has high operational reliability, the power reliability of the electric drive vehicle can be correspondingly improved.

[0035] According to one aspect of the embodiments of this application, a thermal management control method for an electric vehicle is provided. The electric vehicle includes an electric drive thermal management circuit, a cabin thermal management circuit, a battery thermal management circuit, and a control valve system. The electric drive thermal management circuit includes a first hydraulic pump, the cabin thermal management circuit includes a second hydraulic pump, and the battery thermal management circuit includes a third hydraulic pump. The thermal management control method includes:

[0036] Obtain the operating status of the first liquid pump;

[0037] In response to determining that the first liquid pump has failed, the control valve system connects at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupled circuit.

[0038] Among them, any one of the second liquid pump, the third liquid pump, the control valve system, or the thermal management controller is powered independently of the first liquid pump.

[0039] In some embodiments, in response to determining that the first liquid pump has failed, controlling the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit includes:

[0040] In response to the determination that the first liquid pump has failed and that the battery of the electric vehicle has a liquid cooling requirement, the control valve system connects the electric drive thermal management circuit and the cabin thermal management circuit in series to form a first coupling circuit, and isolates the battery thermal management circuit from the first coupling circuit.

[0041] In some embodiments, the control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port, wherein the first valve port and the second valve port are connected to the electric drive thermal management circuit, the third valve port and the fourth valve port are connected to the cabin thermal management circuit, and the fifth valve port and the sixth valve port are connected to the battery thermal management circuit.

[0042] The control valve system connects the electric drive thermal management circuit and the cabin thermal management circuit in series to form a first coupling circuit, and isolates the battery thermal management circuit from the first coupling circuit, including:

[0043] The second valve port is connected to the third valve port, the fourth valve port is connected to the first valve port, the fifth valve port is connected to the sixth valve port, the first valve port is not connected to the second valve port, and the third valve port is not connected to the fourth valve port, so that the electric drive thermal management circuit and the cabin thermal management circuit are connected in series to form a first coupling circuit, and the battery thermal management circuit is isolated from the first coupling circuit.

[0044] In the first coupling circuit, the first valve port is used as the inlet of the electric drive thermal management circuit, the second valve port is used as the outlet of the electric drive thermal management circuit, the third valve port is used as the inlet of the cabin thermal management circuit, and the fourth valve port is used as the outlet of the cabin thermal management circuit.

[0045] In some embodiments, in response to determining that the first liquid pump has failed, controlling the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit includes:

[0046] In response to the determination that the first liquid pump has failed and that the battery of the electric vehicle has no liquid cooling requirement, the control valve system connects the electric drive thermal management circuit and the battery thermal management circuit in series to form a second coupling circuit, and isolates the cabin thermal management circuit from the second coupling circuit.

[0047] In some embodiments, the control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port, wherein the first valve port and the second valve port are connected to the electric drive thermal management circuit, the third valve port and the fourth valve port are connected to the cabin thermal management circuit, and the fifth valve port and the sixth valve port are connected to the battery thermal management circuit.

[0048] The control valve system connects the electric drive thermal management circuit and the battery thermal management circuit in series to form a second coupling circuit, and isolates the cabin thermal management circuit from the second coupling circuit, including:

[0049] The second valve port is connected to the fifth valve port, the sixth valve port is connected to the first valve port, the third valve port is connected to the fourth valve port, the first valve port is not connected to the second valve port, and the fifth valve port is not connected to the sixth valve port, so that the electric drive thermal management circuit and the battery thermal management circuit are connected in series to form a second coupling circuit, and the cabin thermal management circuit is isolated from the second coupling circuit.

[0050] In the second coupling circuit, the first valve port is used as the liquid inlet of the electric drive thermal management circuit, the second valve port is used as the liquid outlet of the electric drive thermal management circuit, the fifth valve port is used as the liquid inlet of the battery thermal management circuit, and the sixth valve port is used as the liquid outlet of the battery thermal management circuit.

[0051] In some embodiments, in response to determining that the first liquid pump has failed, controlling the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit includes:

[0052] In response to the determination that the first liquid pump has failed and that the electric vehicle's battery has no liquid cooling requirement, the control valve system connects the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit in series to form a third coupling circuit.

[0053] In some embodiments, the control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port, wherein the first valve port and the second valve port are connected to the electric drive thermal management circuit, the third valve port and the fourth valve port are connected to the cabin thermal management circuit, and the fifth valve port and the sixth valve port are connected to the battery thermal management circuit.

[0054] The control valve system connects the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit in series to form a third coupling circuit, including:

[0055] The control valve ports are configured to connect to the second and third valve ports, the fourth and fifth valve ports, and the sixth valve port, respectively; or the first and second valve ports are not connected, the third and fourth valve ports are not connected, and the fifth and sixth valve ports are not connected, so that the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit are connected in series to form a third coupling circuit; or

[0056] The second valve port is connected to the fifth valve port, the sixth valve port is connected to the third valve port, the fourth valve port is connected to the first valve port, the first valve port is not connected to the second valve port, the third valve port is not connected to the fourth valve port, and the fifth valve port is not connected to the sixth valve port, so that the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit are connected in series to form a third coupling circuit.

[0057] In the third coupling circuit, the first valve port is used as the inlet of the electric drive thermal management circuit, the second valve port is used as the outlet of the electric drive thermal management circuit, the third valve port is used as the inlet of the cabin thermal management circuit, the fourth valve port is used as the outlet of the cabin thermal management circuit, the fifth valve port is used as the inlet of the battery thermal management circuit, and the sixth valve port is used as the outlet of the battery thermal management circuit.

[0058] According to one aspect of the embodiments of this application, a thermal management control device for an electric vehicle is provided. The electric vehicle includes an electric drive thermal management circuit, a cabin thermal management circuit, a battery thermal management circuit, and a control valve system. The electric drive thermal management circuit includes a first hydraulic pump, the cabin thermal management circuit includes a second hydraulic pump, and the battery thermal management circuit includes a third hydraulic pump. The thermal management control device includes:

[0059] The acquisition unit is configured to acquire the operating status of the first liquid pump;

[0060] The control unit is configured to, in response to determining that the first liquid pump has failed, control the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupled circuit.

[0061] Among them, any one of the second liquid pump, the third liquid pump, the control valve system, or the thermal management controller is powered independently of the first liquid pump.

[0062] According to the thermal management control method or apparatus of the above embodiments, when the first liquid pump of the electric drive thermal management circuit fails, the control valve system can connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit. In this way, the liquid pumps in the cabin thermal management circuit and / or the battery thermal management circuit can continue to provide power for the coolant circulation of the electric drive thermal management circuit. Thus, the failure of the electric drive thermal management circuit due to the failure of the first liquid pump can be effectively avoided, improving the working reliability of the thermal management system of the electric drive vehicle, and thereby improving the power reliability of the electric drive vehicle.

[0063] According to one aspect of the embodiments of this application, an electronic device is provided, comprising at least one processor and a memory communicatively connected to the at least one processor, wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the thermal management control method of the foregoing aspect embodiments. This electronic device can be used as a thermal management controller in the foregoing embodiments.

[0064] According to one aspect of the present application, a computer-readable storage medium storing computer instructions configured to cause a computer to perform the thermal management control method of the foregoing aspect embodiments is provided.

[0065] According to one aspect of the embodiments of this application, a computer program product is provided, including a computer program that, when executed by a processor, implements the thermal management control method of the foregoing aspect embodiments. Attached Figure Description

[0066] Figure 1 A schematic diagram of a thermal management system for an electric vehicle according to some embodiments of this application is shown;

[0067] Figure 2 A schematic diagram of the power supply method of a thermal management system according to some embodiments of this application is shown;

[0068] Figure 3 A schematic diagram of a thermal management system according to some embodiments of this application in one operating state is shown;

[0069] Figure 4 A schematic diagram of a thermal management system according to some embodiments of this application in one operating state is shown;

[0070] Figure 5 A schematic diagram of a thermal management system according to some embodiments of this application in one operating state is shown;

[0071] Figure 6 A schematic diagram of a thermal management system according to some embodiments of this application in one operating state is shown;

[0072] Figure 7 A schematic diagram of a thermal management system for an electric vehicle according to some embodiments of this application is shown;

[0073] Figure 8 A schematic diagram of an electric vehicle according to some embodiments of this application is shown;

[0074] Figure 9 A schematic flowchart of a thermal management control method for an electric vehicle according to some embodiments of this application is shown;

[0075] Figure 10 A schematic diagram of a thermal management control device for an electric vehicle according to some embodiments of this application is shown;

[0076] Figure 11 A schematic diagram of an electronic device according to some embodiments of this application is shown.

[0077] Figure label:

[0078] 500 - Electric drive vehicle; 300 - Thermal management system; 310 - Electric drive thermal management circuit; 311 - First liquid pump; 312 - Radiator;

[0079] 313 - Front drive motor control unit; 314 - Rear drive motor control unit; 315 - Fourth liquid pump; 320 - Cabin thermal management circuit;

[0080] 321-Second liquid pump; 322-Condenser; 323-Heat exchanger; 330-Battery thermal management circuit; 331-Third liquid pump; 332-Three-way valve;

[0081] 21-First valve port; 22-Second valve port; 23-Third valve port; 333-Battery; 340-Control valve system; 341-First valve port;

[0082] 342 - Second valve port; 343 - Third valve port; 344 - Fourth valve port; 345 - Fifth valve port; 346 - Sixth valve port; 350 - Thermal management controller;

[0083] 41-First coupling circuit; 42-Second coupling circuit; 43-Third coupling circuit; 361-First fan; 362-Second fan;

[0084] 110 - First power supply line; 120 - Second power supply line; 11 - DC-DC converter; 12 - First battery; 13 - Second battery;

[0085] 900 - Thermal management control method; S901, S902 - Steps; 1000 - Thermal management control device; 1010 - Acquisition unit; 1020 - Control unit;

[0086] 1100 - Electronic device; 1110 - Processor; 1120 - Memory. Detailed Implementation

[0087] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this application. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0088] The terminology used in the following embodiments is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions “a,” “an,” “the,” “the,” “the,” and “this” are intended to also include expressions such as “one or more” unless the context clearly indicates otherwise.

[0089] References to “an embodiment” or “a specific embodiment” as used in this specification mean that one or more embodiments of this application include a particular feature, structure, or characteristic described in connection with that embodiment. The terms “comprising,” “including,” “having,” and variations thereof mean “including, but not limited to,” unless otherwise specifically emphasized.

[0090] Autonomous vehicles rely on the collaborative efforts of artificial intelligence, computer vision, radar, monitoring devices, and global positioning systems to achieve driving without the need for human intervention, representing one of the main development directions for future intelligent transportation. Autonomous driving technology can be categorized into five levels: Level 1 (assisted driving), Level 2 (partial automation), Level 3 (conditional automation), Level 4 (high automation), and Level 5 (fully automated driving). Generally, the higher the level of automation a vehicle supports, the more types and numbers of sensors it requires, and the more stringent the reliability requirements for the hardware.

[0091] Some autonomous vehicles, such as Level 3 autonomous vehicles, face higher requirements for the availability of vehicle power in single-point failure scenarios. For example, under single-point failure conditions and at a speed not lower than a certain threshold, the vehicle power should at least be sufficient to allow the vehicle to pull over. A single point of failure (SPOF) refers to a design flaw in a system where the failure of a critical component would render the entire system inoperable. Vehicle power availability can be understood as the ability of the vehicle's powertrain to continuously and stably output the required power to meet driving needs under different operating conditions.

[0092] In related technologies, the thermal management system of electric vehicles mainly includes the electric drive thermal management system, the battery thermal management system, and the cabin thermal management system. When a critical component of the electric drive thermal management system, such as the hydraulic pump, fails due to a malfunction or power loss, the electric drive thermal management system also faces failure, which means that the vehicle will lose power in a short period of time.

[0093] For example, in a constant-speed cruise mode, a failure of the electric drive thermal management system in some autonomous vehicles may result in the vehicle only being able to maintain power output for about 10 seconds. Conversely, in a rapid acceleration mode, a failure of the electric drive thermal management system may result in the vehicle only being able to maintain power output for 1 to 2 seconds. Clearly, this fails to meet the power availability requirements of the vehicle under single-point-of-failure conditions.

[0094] In view of this, embodiments of this application provide a thermal management system, an electric vehicle, a thermal management control method and device, an electronic device, a computer-readable storage medium, and a computer program product for use in electric vehicles, so as to improve the operational reliability of the thermal management system of electric vehicles, thereby improving the power reliability of electric vehicles and providing safety assurance for driving.

[0095] In this application embodiment, an electric vehicle can be understood as a vehicle whose primary or sole driving method is an electric motor. It may include, but is not limited to, pure electric vehicles, fuel cell vehicles, or hybrid vehicles capable of operating in electric drive mode. It can be an autonomous vehicle or a non-autonomous vehicle. The type of electric vehicle may include, but is not limited to, sedans, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs), sports cars, vans, or buses.

[0096] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0097] like Figure 1 The diagram illustrates a thermal management system 300 for an electric vehicle according to some embodiments of this application. The thermal management system 300 may include an electric drive thermal management circuit 310, a cabin thermal management circuit 320, a battery thermal management circuit 330, a control valve system 340, and a thermal management controller 350. The electric drive thermal management circuit 310 includes a first hydraulic pump 311, the cabin thermal management circuit 320 includes a second hydraulic pump 321, and the battery thermal management circuit 330 includes a third hydraulic pump 331.

[0098] In the embodiments of this application, the electric drive thermal management circuit 310, the cabin thermal management circuit 320 and the battery thermal management circuit 330 are all circuits for circulating coolant. The specific composition of the coolant is not limited, and may include, but is not limited to, a mixture of water and ethylene glycol, or a mixture of water and glycol.

[0099] like Figure 2The diagram illustrates the power supply method of a thermal management system 300 according to some embodiments of this application. It can be seen that in the embodiments of this application, the second liquid pump 321, the third liquid pump 331, the control valve system 340, and the thermal management controller 350 are all powered independently of the first liquid pump 311.

[0100] like Figure 1 , Figure 3 , Figure 4 and Figure 5 As shown, schematic diagrams of the thermal management system 300 under different operating states according to some embodiments of this application are illustrated. It can be seen that in the embodiments of this application, the control valve system 340 can be used to: isolate the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 from each other, as shown in the diagram. Figure 1 As shown; and, at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 is connected in series with the electric drive thermal management circuit 310 to form a coupling circuit. Exemplarily, the coupling circuit can be... Figure 3 The first coupling loop 41 in Figure 4 The second coupling loop 42, or Figure 5 The third coupling loop 43 in the middle.

[0101] In the thermal management system 300, the thermal management controller 350 can be configured to, in response to determining that the first liquid pump 311 has failed, control the control valve system 340 to connect at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupled circuit.

[0102] like Figure 1 As shown, when the electric drive thermal management circuit 310, the cabin thermal management circuit 320 and the battery thermal management circuit 330 are isolated from each other, the coolant flowing in each circuit is also isolated from each other. That is to say, the coolant will not flow from one circuit to another.

[0103] like Figure 3 As shown, taking the cabin thermal management circuit 320 and the electric drive thermal management circuit 310 connected in series to form a first coupling circuit 41 as an example, it can be understood that, through the selective connection design of the control valve system 340, the originally isolated cabin thermal management circuit 320 and the electric drive thermal management circuit 310 are coupled into a large circuit. Thus, coolant can flow from the electric drive thermal management circuit 310 to the cabin thermal management circuit 320 through the control valve system 340, and then back to the electric drive thermal management circuit 310 through the control valve system 340, in a continuous cycle. Similarly, as... Figure 4 As shown, the battery thermal management circuit 330 and the electric drive thermal management circuit 310 are connected in series to form a second coupling circuit 42, which can also be understood in this way.

[0104] like Figure 5 As shown, when the cabin thermal management circuit 320, battery thermal management circuit 330 and electric drive thermal management circuit 310 are connected in series to form a third coupling circuit 43, based on the selective connection design of the control valve system 340, coolant can flow from the electric drive thermal management circuit 310 to the cabin thermal management circuit 320 through the control valve system 340, then to the battery thermal management circuit 330 through the control valve system 340, and then to the electric drive thermal management circuit 310 through the control valve system 340, and so on.

[0105] like Figure 6 As shown, this illustrates the coupling configuration of the third coupling loop 43 in other embodiments of this application. It can be seen that, based on the selective connectivity design of the control valve system 340, coolant can flow from the electric drive thermal management loop 310 through the control valve system 340 to the battery thermal management loop 330, then through the control valve system 340 to the cabin thermal management loop 320, and then through the control valve system 340 back to the electric drive thermal management loop 310, in a continuous cycle.

[0106] According to the technical solution of the embodiments of this application, any one of the second liquid pump 321, the third liquid pump 331, the control valve system 340, or the thermal management controller 350 is independently powered from the first liquid pump 311. In this way, when the first liquid pump 311 fails due to power loss, other power supply lines can still ensure power supply to the second liquid pump 321, the third liquid pump 331, the control valve system 340, and the thermal management controller 350. When the first liquid pump 311 fails, for example, due to a malfunction or power loss, the thermal management controller 350 can control the control valve system 340 to connect at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupling circuit. This allows the liquid pumps in the cabin thermal management circuit 320 and / or the battery thermal management circuit 330 to continue powering the coolant circulation in the electric drive thermal management circuit 310, effectively preventing the electric drive thermal management circuit 310 from failing due to the first liquid pump 311. Therefore, the technical solution of this application embodiment can improve the operational reliability of the thermal management system 300 of the electric drive vehicle, thereby improving the power reliability of the electric drive vehicle.

[0107] In some embodiments of this application, reference is made to Figure 1 As shown, the thermal management controller 350 can be configured to, in response to determining that the first liquid pump 311 is operating effectively, control the control valve system 340 to isolate the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 from each other. In this way, the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 can operate independently and efficiently.

[0108] In this embodiment, the specific types of the first liquid pump 311, the second liquid pump 321, and the third liquid pump 331 are not limited, and may include, but are not limited to, centrifugal electric pumps, plunger electric pumps, or gear electric pumps. Among these types of liquid pumps, centrifugal electric pumps utilize the centrifugal force generated by the high-speed rotation of the impeller to accelerate the fluid, converting velocity energy into pressure energy in the volute to drive liquid circulation. They have advantages such as stepless speed regulation, high efficiency, compact structure, wide flow range, low noise, and strong controllability, making them the current mainstream and preferred type.

[0109] like Figure 2 As shown, in some embodiments of this application, the thermal management system 300 may include a first power supply line 110 and a second power supply line 120. The first liquid pump 311 may be powered by the first power supply line 110, while the second liquid pump 321, the third liquid pump 331, the control valve system 340, and the thermal management controller 350 are powered by the second power supply line 120. The power supply for the first power supply line 110 may include a direct current to direct current (DCDC) converter 11 of the electric vehicle and a first battery 12. The power supply for the second power supply line 120 may include the direct current to direct current converter 11 of the electric vehicle and a second battery 13. The supply voltage of the first power supply line 110 and the second power supply line 120 is not limited; for example, it may be 12 volts or 48 volts.

[0110] In this application embodiment, the electric vehicle can be a front-wheel drive vehicle, a rear-wheel drive vehicle, or a four-wheel drive vehicle; this application embodiment does not specifically limit this. The electric motor of a front-wheel drive vehicle is typically located on the front axle to drive the front wheels. The electric motor of a rear-wheel drive vehicle is typically located on the rear axle to drive the rear wheels. A four-wheel drive vehicle uses two or more electric motors to drive all four wheels; for example, one electric motor is located on the front axle to drive the front wheels, and one electric motor is located on the rear axle to drive the rear wheels. Generally, compared to front-wheel drive and rear-wheel drive vehicles, four-wheel drive vehicles have better traction and stability, superior handling and cornering performance, stronger acceleration performance, and better adaptability to off-road and harsh road conditions.

[0111] Electric vehicles typically include a motor control unit (MCU), which is one of the core "brains" of the vehicle, responsible for the precise, efficient, and safe control of the electric motor's operation. The high-power electronic components inside the MCU generate a large amount of concentrated heat during operation. If not effectively cooled, this can lead to overheating, performance degradation, reduced efficiency, and even damage to the entire system, affecting vehicle safety and reliability. Therefore, the MCU usually includes liquid-cooled heat dissipation components, such as liquid cooling plates, to cool its high-power electronic components. In this embodiment, the main function of the electric drive thermal management circuit is to cool the MCU.

[0112] In some embodiments of this application, the electric vehicle can be a four-wheel drive vehicle, which includes a front-drive motor control unit and a rear-drive motor control unit, each with its own independent power supply. For example, Figure 2 As shown, the front drive motor control unit 313 can be powered by the first power supply line 110, and the rear drive motor control unit 314 can be powered by the second power supply line 120, thus preventing simultaneous power supply failures. For this four-wheel drive vehicle, as... Figure 1 As shown, the electric drive thermal management circuit 310 may include liquid cooling components for the front drive motor control unit 313 and the rear drive motor control unit 314 connected in parallel. These components are connected in series with the first liquid pump 311. The liquid cooling components are not shown in the figure. When the electric drive thermal management circuit 310 is in operation, the coolant, driven by the first liquid pump 311, flows through the liquid cooling components of the front drive motor control unit 313 and the rear drive motor control unit 314, thereby absorbing the heat generated by the high-power electronic devices of both the front drive motor control unit 313 and the rear drive motor control unit 314.

[0113] Continue to refer to Figure 1 As shown, the electric drive thermal management circuit 310 may include a radiator 312, whose main function is to dissipate heat and cool the coolant flowing in the electric drive thermal management circuit 310. In some embodiments, the radiator 312 may be a low-temperature radiator with an operating temperature range of approximately 50°C to 65°C. When the electric drive thermal management circuit 310 is in operation, the coolant may flow in a clockwise direction as shown in the figure, sequentially through the radiator 312, the liquid cooling components of the parallel front drive motor control unit 313 and the liquid cooling components of the rear drive motor control unit 314, and the first liquid pump 311.

[0114] In this embodiment of the application, for example, with reference to the clockwise flow direction of the coolant in the electric thermal management circuit 310, the first liquid pump 311 may be located, but is not limited to, between the two liquid cooling heat dissipation components and the control valve system 340. For example, it may also be located between the radiator 312 and the two liquid cooling heat dissipation components, or between the control valve system 340 and the radiator 312, as long as it can drive the coolant to flow in the designed flow direction.

[0115] In some embodiments not illustrated in the accompanying drawings, the electric vehicle can be a front-wheel drive vehicle, and its motor control unit can be referred to as a front-wheel drive motor control unit. For this front-wheel drive vehicle, the electric drive thermal management circuit may include a liquid-cooled heat dissipation component of the front-wheel drive motor control unit connected in series with a first liquid pump. When the electric drive thermal management circuit is working, the coolant can flow through the liquid-cooled heat dissipation component under the drive of the first liquid pump, thereby absorbing the heat generated by the high-power electronic devices of the front-wheel drive motor control unit.

[0116] In some embodiments not illustrated in the accompanying drawings, the electric vehicle can be a rear-wheel drive vehicle, and its motor control unit can be referred to as a rear-wheel drive motor control unit. For this rear-wheel drive vehicle, the electric drive thermal management circuit may include a liquid-cooled heat dissipation component of the rear-wheel drive motor control unit connected in series with a first liquid pump. When the electric drive thermal management circuit is working, the coolant can flow through the liquid-cooled heat dissipation component under the drive of the first liquid pump, thereby absorbing the heat generated by the high-power electronic devices of the rear-wheel drive motor control unit.

[0117] like Figure 1 As shown, the cabin thermal management circuit 320 may include a condenser 322 and a heat exchanger 323 (HEX) connected in series with the second liquid pump 321.

[0118] Heat exchanger 323 can transfer heat between different fluid circuits without changing the phase state of the medium. For example, heat exchanger 323 can transfer heat between the cabin thermal management circuit 320 and the compressor refrigerant circulation circuit of the electric vehicle. Heat exchanger 323 absorbs heat from the compressor refrigerant circulation circuit, causing the temperature of the coolant flowing through it to rise. Under the action of the second liquid pump 321, the heated coolant enters the condenser 322 for cooling, and the cycle continues.

[0119] In this embodiment of the application, by way of example, with reference to the clockwise flow direction of the coolant in the cabin thermal management circuit 320, the location of the second liquid pump 321 in the cabin thermal management circuit 320 may be, but is not limited to, located between the heat exchanger 323 and the control valve system 340. For example, it may also be located between the condenser 322 and the heat exchanger 323, or between the control valve system 340 and the condenser 322, as long as it can drive the coolant to flow in the designed flow direction.

[0120] The battery system of an electric vehicle can include a battery and a battery management system (BMS). Since the battery releases heat during charging and discharging, it is typically equipped with liquid cooling components, such as liquid cooling plates. The main function of the battery management system is to intelligently manage and maintain the battery, for example, by monitoring the battery's operating status and temperature, preventing overcharging and overheating, thereby extending the battery's lifespan.

[0121] For electric vehicles, battery cooling can be managed by the battery management system based on the battery's temperature state. For example, when the battery temperature is below a preset temperature threshold, such as in cold winters, the battery can dissipate heat without relying on the coolant in the battery thermal management circuit 330, but instead through natural convection and chassis heat conduction. In this case, the battery can be considered to have no liquid cooling requirement, and the battery thermal management circuit 330 can be in a non-operating state or in a state connected in series with the electric drive thermal management circuit 310. In this embodiment, a battery having a liquid cooling requirement can be understood as having an active cooling requirement; a battery having no liquid cooling requirement can be understood as having no active cooling requirement, and maintaining a suitable operating temperature state is sufficient through natural convection and chassis heat conduction.

[0122] like Figure 1 As shown, the battery thermal management circuit 330, in addition to the third liquid pump 331, also includes a three-way valve 332 and a liquid cooling heat dissipation component for the battery 333, which is omitted from the figure. In this embodiment, the three-way valve 332 and the first liquid pump 311 are each powered independently. For example, as shown... Figure 2 As shown, the first liquid pump 311 is powered by the first power supply line 110, and the three-way valve 332 is powered by the second power supply line 120. The first valve port 21 of the three-way valve 332 is connected to the outlet of the third liquid pump 331, the second valve port 22 of the three-way valve 332 is connected to the inlet of the liquid cooling component of the battery 333, and the third valve port 23 of the three-way valve 332 is connected to the inlet of the third liquid pump 331. When the first valve port 21 and the second valve port 22 are open and the third valve port 23 is closed, the outlet of the liquid cooling component of the battery 333 is connected to the inlet of the third liquid pump 331.

[0123] In these embodiments, the thermal management controller 350 may be configured to: in response to determining that the electric drive thermal management circuit 310 is not connected in series with the battery thermal management circuit 330, control the first valve port 21 and the second valve port 22 to open, and control the third valve port 23 to close, as can be referred to Figure 1As shown; and, in response to determining that the electric drive thermal management circuit 310 and the battery thermal management circuit 330 are connected in series, the first valve port 21 and the third valve port 23 are controlled to open, and the second valve port 22 is controlled to close. This state can be referred to Figure 4 As shown.

[0124] As can be seen, in these embodiments, when the electric drive thermal management circuit 310 and the battery thermal management circuit 330 are connected in series to form a coupled circuit, or when the electric drive thermal management circuit 310, the cabin thermal management circuit 320 and the battery thermal management circuit 330 are connected in series to form a coupled circuit, the coolant in the coupled circuit does not pass through the liquid cooling heat dissipation component of the battery 333. In this way, the coolant with a higher temperature in the coupled circuit can be prevented from flowing through the liquid cooling heat dissipation component of the battery 333, thereby minimizing the negative impact on battery heat dissipation.

[0125] In this embodiment, the battery management system and the first liquid pump 311 are each powered independently. For example, they can be powered by the aforementioned second power supply line 120. The battery management system... Figure 2 (Not shown in the image). The thermal management controller 350 can communicate with each liquid pump and battery management system via a controller area network (CAN) bus, thereby obtaining operating status information of each liquid pump and battery system. For example, the thermal management controller 350 can determine whether each liquid pump is in an effective operating state and whether the battery requires liquid cooling.

[0126] like Figure 1 As shown, in some embodiments of this application, the control valve system 340 may include a first valve port 341, a second valve port 342, a third valve port 343, a fourth valve port 344, a fifth valve port 345, and a sixth valve port 346. The first valve port 341 and the second valve port 342 are connected to the electric drive thermal management circuit 310, the third valve port 343 and the fourth valve port 344 are connected to the cabin thermal management circuit 320, and the fifth valve port 345 and the sixth valve port 346 are connected to the battery thermal management circuit 330. The specific location and arrangement of the valve ports of the control valve system 340 are not limited; for example, in… Figure 1 Although the first valve port 341, the second valve port 342, the third valve port 343, the fourth valve port 344, the fifth valve port 345 and the sixth valve port 346 are shown to be arranged in a clockwise direction, they can be arranged in various ways in actual applications. For example, the second valve port 342 does not necessarily have to be adjacent to the third valve port 343 and the first valve port 341.

[0127] In the embodiments of this application, the number of valve ports of the control valve system 340 may be equal to or greater than six. For example, in some embodiments not shown in the accompanying drawings, the number of valve ports of the control valve system 340 may be eight, ten, or more. Other valve ports besides the above six valve ports can be used to connect to other circuits. The embodiments of this application do not specifically limit this.

[0128] The control valve system 340 can be in multiple valve states by changing the connection state of its various valve ports, thereby not only isolating the electric drive thermal management circuit 310, the cabin thermal management circuit 320 and the battery thermal management circuit 330 from each other, but also connecting at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupling circuit.

[0129] In this embodiment, the control valve system 340 can be a multi-port valve with multiple valve ports, such as a multi-port valve with at least six valve ports. The valve core inside the multi-port valve is designed with a flow channel topology. By adjusting the state of the valve core, the communication state between the flow channel topology and each valve port can be adjusted, so that the multi-port valve can be in the above-mentioned multiple valve states.

[0130] In other embodiments of this application, the control valve system 340 may be a valve group including multiple directional valves. The multiple directional valves may include at least one of three-way valves, two-way valves, or four-way valves, and the multiple directional valves may be connected by pipelines to form a structure similar in function to the multi-way valve described above.

[0131] As can be seen, in this embodiment, the control valve system 340 can be selected flexibly and in various ways, and can be selected according to actual needs.

[0132] Reference Figure 1 As shown, in one valve state, the control valve system 340 has the first valve port 341 and the second valve port 342 connected, the third valve port 343 and the fourth valve port 344 connected, and the fifth valve port 345 and the sixth valve port 346 connected. Conversely, the second valve port 342 and the third valve port 343 are not connected, the fourth valve port 344 and the fifth valve port 345 are not connected, and the sixth valve port 346 and the first valve port 341 are not connected. In this configuration, the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 can be isolated from each other and operate independently.

[0133] Reference Figure 3As shown, in one valve state, the control valve system 340 has the second valve port 342 connected to the third valve port 343, the fourth valve port 344 connected to the first valve port 341, and the fifth valve port 345 connected to the sixth valve port 346. The first valve port 341 is not connected to the second valve port 342, and the third valve port 343 is not connected to the fourth valve port 344. In this case, the electric drive thermal management circuit 310 and the cabin thermal management circuit 320 are connected in series to form a first coupling circuit 41. The battery thermal management circuit 330 is isolated from this first coupling circuit 41, thus the battery thermal management circuit 330 operates independently of the first coupling circuit 41. In the first coupling circuit 41, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the third valve port 343 is used as the liquid inlet of the cabin thermal management circuit 320, and the fourth valve port 344 is used as the liquid outlet of the cabin thermal management circuit 320.

[0134] Reference Figure 4 As shown, in one valve state, the control valve system 340 has the second valve port 342 connected to the fifth valve port 345, the sixth valve port 346 connected to the first valve port 341, and the third valve port 343 connected to the fourth valve port 344. The first valve port 341 is not connected to the second valve port 342, and the fifth valve port 345 is not connected to the sixth valve port 346. In this case, the electric drive thermal management circuit 310 and the battery thermal management circuit 330 are connected in series to form a second coupling circuit 42. The cabin thermal management circuit 320 is isolated from the second coupling circuit 42, thus the cabin thermal management circuit 320 operates independently relative to the second coupling circuit 42. In the second coupling circuit 42, the first valve port 341 serves as the inlet of the electric drive thermal management circuit 310, the second valve port 342 serves as the outlet of the electric drive thermal management circuit 310, the fifth valve port 345 serves as the inlet of the battery thermal management circuit 330, and the sixth valve port 346 serves as the outlet of the battery thermal management circuit 330.

[0135] Reference Figure 5As shown, in one possible valve state, the control valve system 340 has the second valve port 342 connected to the third valve port 343, the fourth valve port 344 connected to the fifth valve port 345, and the sixth valve port 346 connected to the first valve port 341. Conversely, the first valve port 341 is not connected to the second valve port 342, the third valve port 343 is not connected to the fourth valve port 344, and the fifth valve port 345 is not connected to the sixth valve port 346. In this case, the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 are connected in series to form a third coupling circuit 43. In the third coupling circuit 43, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the third valve port 343 is used as the liquid inlet of the cabin thermal management circuit 320, the fourth valve port 344 is used as the liquid outlet of the cabin thermal management circuit 320, the fifth valve port 345 is used as the liquid inlet of the battery thermal management circuit 330, and the sixth valve port 346 is used as the liquid outlet of the battery thermal management circuit 330.

[0136] Reference Figure 6 As shown, in one possible valve state, the control valve system 340 has the second valve port 342 connected to the fifth valve port 345, the sixth valve port 346 connected to the third valve port 343, and the fourth valve port 344 connected to the first valve port 341. Conversely, the first valve port 341 is not connected to the second valve port 342, the third valve port 343 is not connected to the fourth valve port 344, and the fifth valve port 345 is not connected to the sixth valve port 346. In this case, the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 are connected in series to form a third coupling circuit 43. In the third coupling circuit 43, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the third valve port 343 is used as the liquid inlet of the cabin thermal management circuit 320, the fourth valve port 344 is used as the liquid outlet of the cabin thermal management circuit 320, the fifth valve port 345 is used as the liquid inlet of the battery thermal management circuit 330, and the sixth valve port 346 is used as the liquid outlet of the battery thermal management circuit 330.

[0137] refer to Figure 3 As shown, in some embodiments of this application, the thermal management controller 350 may be configured to: in response to determining that the first liquid pump 311 has failed and the battery has a liquid cooling requirement, control the control valve system 340 to connect the electric drive thermal management circuit 310 and the cabin thermal management circuit 320 in series to form a first coupling circuit 41, and to isolate the battery thermal management circuit 330 from the first coupling circuit 41.

[0138] According to this embodiment, when the first liquid pump 311 fails, for example, due to a malfunction or power loss, the cabin thermal management circuit 320 and the electric drive thermal management circuit 310 can be connected in series to form a first coupling circuit 41. In this way, the second liquid pump 321 of the cabin thermal management circuit 320 can be used to provide power for the coolant circulation of the first coupling circuit 41, thereby continuing to provide power for the coolant circulation of the electric drive thermal management circuit 310. Therefore, the failure of the electric drive thermal management circuit 310 due to the failure of the first liquid pump 311 can be effectively avoided, thereby improving the power reliability of the electric drive vehicle.

[0139] Continue to refer to Figure 3 As shown, in these embodiments, the control strategy of the thermal management controller 350 for the control valve system 340 can be: controlling the second valve port 342 to connect with the third valve port 343, the fourth valve port 344 to connect with the first valve port 341, the fifth valve port 345 to connect with the sixth valve port 346, the first valve port 341 to not connect with the second valve port 342, and the third valve port 343 to not connect with the fourth valve port 344, so that the electric drive thermal management circuit 310 and the cabin thermal management circuit 320 are connected in series to form a first coupling circuit 41, and the battery thermal management circuit 330 is isolated from the first coupling circuit 41; wherein, in the first coupling circuit 41, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the third valve port 343 is used as the liquid inlet of the cabin thermal management circuit 320, and the fourth valve port 344 is used as the liquid outlet of the cabin thermal management circuit 320. Thus, exemplarily, the coolant in the first coupling circuit 41 can be referenced Figure 3 The flow is clockwise as shown, while the battery thermal management circuit 330 can still operate independently because it is isolated from the first coupling circuit 41.

[0140] refer to Figure 4 As shown, in some embodiments of this application, the thermal management controller 350 may be configured to: in response to determining that the first liquid pump 311 has failed to operate and the battery has no liquid cooling heat dissipation requirement, control the control valve system 340 to connect the electric drive thermal management circuit 310 and the battery thermal management circuit 330 in series to form a second coupling circuit 42, and isolate the cabin thermal management circuit 320 from the second coupling circuit 42.

[0141] According to this embodiment, when the first liquid pump 311 fails, for example, due to a malfunction or power loss, and the battery does not require liquid cooling, the battery thermal management circuit 330 and the electric drive thermal management circuit 310 can be connected in series to form a second coupling circuit 42. In this way, the third liquid pump 331 of the battery thermal management circuit 330 can be used to provide power for the coolant circulation of the second coupling circuit 42, thereby continuing to provide power for the coolant circulation of the electric drive thermal management circuit 310. Therefore, the failure of the electric drive thermal management circuit 310 due to the failure of the first liquid pump 311 can be effectively avoided, thereby improving the power reliability of the electric drive vehicle.

[0142] Continue to refer to Figure 4 As shown, in these embodiments, the control strategy of the thermal management controller 350 for the control valve system 340 can be: controlling the second valve port 342 to connect with the fifth valve port 345, the sixth valve port 346 to connect with the first valve port 341, the third valve port 343 to connect with the fourth valve port 344, the first valve port 341 to not connect with the second valve port 342, and the fifth valve port 345 to not connect with the sixth valve port 346, so that the electric drive thermal management circuit 310 and the battery thermal management circuit 330 are connected in series to form a second coupling circuit 42, and the cabin thermal management circuit 320 is isolated from the second coupling circuit 42; wherein, in the second coupling circuit 42, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the fifth valve port 345 is used as the liquid inlet of the battery thermal management circuit 330, and the sixth valve port 346 is used as the liquid outlet of the battery thermal management circuit 330. Thus, exemplarily, the coolant in the second coupling circuit 42 can be referenced Figure 4 As shown, the flow is clockwise, while the cabin thermal management circuit 320 can still operate independently because it is isolated from the second coupling circuit 42.

[0143] In the second coupling circuit 42, since the coolant does not pass through the liquid cooling heat dissipation component of the battery 333, the coolant with a higher temperature in the second coupling circuit 42 can be prevented from flowing through the liquid cooling heat dissipation component of the battery 333, thereby minimizing the negative impact on battery heat dissipation.

[0144] refer to Figure 5 As shown, in some embodiments of this application, the thermal management controller 350 may be configured to: in response to determining that the first liquid pump 311 has failed and the battery has no liquid cooling heat dissipation requirement, control the control valve system 340 to connect the electric drive thermal management circuit 310, the cabin thermal management circuit 320 and the battery thermal management circuit 330 in series to form a third coupling circuit 43.

[0145] According to this embodiment, when the first liquid pump 311 fails, for example, due to a malfunction or power loss, and the battery does not require liquid cooling, the battery thermal management circuit 330, the cabin thermal management circuit 320, and the electric drive thermal management circuit 310 can be connected in series to form a third coupling circuit 43. In this way, the second liquid pump 321 of the cabin thermal management circuit 320 and the third liquid pump 331 of the battery thermal management circuit 330 can be used to provide power for the coolant circulation of the third coupling circuit 43, thereby continuing to provide power for the coolant circulation of the electric drive thermal management circuit 310. Therefore, the failure of the electric drive thermal management circuit 310 due to the failure of the first liquid pump 311 can be effectively avoided, thereby improving the power reliability of the electric drive vehicle.

[0146] Continue to refer to Figure 5 As shown, in these embodiments, the control strategy adopted by the thermal management controller 350 for the control valve system 340 can be: the second valve port 342 is connected to the third valve port 343, the fourth valve port 344 is connected to the fifth valve port 345, the sixth valve port 346 is connected to the first valve port 341, the first valve port 341 is not connected to the second valve port 342, the third valve port 343 is not connected to the fourth valve port 344, and the fifth valve port 345 is not connected to the sixth valve port 346, so that the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit can be connected. The circuits 330 are connected in series to form a third coupling circuit 43; wherein, in the third coupling circuit 43, the first valve port 341 serves as the inlet of the electric drive thermal management circuit 310, the second valve port 342 serves as the outlet of the electric drive thermal management circuit 310, the third valve port 343 serves as the inlet of the cabin thermal management circuit 320, the fourth valve port 344 serves as the outlet of the cabin thermal management circuit 320, the fifth valve port 345 serves as the inlet of the battery thermal management circuit 330, and the sixth valve port 346 serves as the outlet of the battery thermal management circuit 330. Thus, exemplarily, the coolant in the third coupling circuit 43 can be referenced... Figure 5 The flow is shown in a clockwise direction.

[0147] In the third coupling circuit 43, since the coolant does not pass through the liquid cooling heat dissipation component of the battery 333, the coolant with a higher temperature in the third coupling circuit 43 can be prevented from flowing through the liquid cooling heat dissipation component of the battery 333, thereby minimizing the negative impact on battery heat dissipation.

[0148] Furthermore, in the third coupling circuit 43, the second liquid pump 321 and the third liquid pump 331 are connected in series, which can provide a greater driving force for the coolant circulation. Therefore, it is particularly suitable for applications with large electric drive heat dissipation flow requirements.

[0149] refer to Figure 6As shown, in some other embodiments of this application, the thermal management controller 350 can be configured to: in response to determining that the first liquid pump 311 has failed and the battery has no liquid cooling requirement, control the control valve system 340 to connect the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 in series to form a third coupling circuit 43. In these embodiments, the control strategy adopted by the thermal management controller 350 for the control valve system 340 can be: controlling the second valve port 342 to connect with the fifth valve port 345, the sixth valve port 346 to connect with the third valve port 343, the fourth valve port 344 to connect with the first valve port 341, the first valve port 341 to not connect with the second valve port 342, the third valve port 343 to not connect with the fourth valve port 344, and the fifth valve port 345 to not connect with the sixth valve port 346, so that the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 are connected in series. The circuits 330 are connected in series to form a third coupling circuit 43; wherein, in the third coupling circuit 43, the first valve port 341 serves as the inlet of the electric drive thermal management circuit 310, the second valve port 342 serves as the outlet of the electric drive thermal management circuit 310, the third valve port 343 serves as the inlet of the cabin thermal management circuit 320, the fourth valve port 344 serves as the outlet of the cabin thermal management circuit 320, the fifth valve port 345 serves as the inlet of the battery thermal management circuit 330, and the sixth valve port 346 serves as the outlet of the battery thermal management circuit 330. Thus, exemplarily, the coolant in the third coupling circuit 43 can be referenced... Figure 6 The flow is shown in a clockwise direction.

[0150] contrast Figure 5 and Figure 6 It can be seen that, Figure 5 In the illustrated embodiment, after the coolant flows out of the electric drive thermal management circuit 310, it first passes through the cabin thermal management circuit 320, then through the battery thermal management circuit 330, and then returns to the electric drive thermal management circuit 310; while... Figure 6 In the illustrated embodiment, after the coolant flows out of the electric drive thermal management circuit 310, it first passes through the battery thermal management circuit 330, then through the cabin thermal management circuit 320, and then returns to the electric drive thermal management circuit 310. These embodiments all utilize the second liquid pump 321 of the cabin thermal management circuit 320 and the third liquid pump 331 of the battery thermal management circuit 330 to power the coolant circulation in the third coupling circuit 43, thus achieving similar technical effects.

[0151] In this embodiment, the thermal management controller 350 may be configured to include Figure 1 ,as well as Figures 3 to 6 At least one of the strategy scenarios shown. For example, in some embodiments, the thermal management controller 350 may include Figure 1 , Figure 3 and Figure 4The strategy described herein is activated in response to the determination that the first liquid pump 311 has failed and the battery requires liquid cooling. Figure 3 The strategy described above is activated in response to the determination that the first liquid pump 311 has failed and the battery has no liquid cooling requirement. Figure 4 The strategy scenario is illustrated. For example, in some other embodiments, the thermal management controller 350 may include... Figure 1 , Figure 3 and Figure 5 The strategy described herein is activated in response to the determination that the first liquid pump 311 has failed and the battery requires liquid cooling. Figure 3 The strategy described above is activated in response to the determination that the first liquid pump 311 has failed and the battery has no liquid cooling requirement. Figure 5 The strategy scenario is shown.

[0152] like Figure 7 The diagram illustrates a structural schematic of a thermal management system 300 applied to an electric vehicle according to some embodiments of this application. This embodiment can be based on the foregoing embodiments by adding a fourth liquid pump 315 to the electric drive thermal management circuit 310. The fourth liquid pump 315 is connected in series or parallel with the first liquid pump 311 (shown in series in the diagram), and both the fourth liquid pump 315 and the first liquid pump 311 are independently powered. For example, the fourth liquid pump 315 can be powered by... Figure 2 The second power supply line 120 in the middle is powered, of which the fourth liquid pump 315 is in Figure 2 Not shown in the image.

[0153] exist Figure 7 In the embodiments shown, the thermal management controller 350 may be configured to control the fourth liquid pump 315 to start operation in response to determining that the first liquid pump 311 has failed, wherein the priority of controlling the fourth liquid pump 315 to start operation is higher than the priority of controlling the control valve system 340 to connect at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupling circuit.

[0154] In the event of a failure of the first liquid pump 311, the fourth liquid pump 315, which serves as a redundant backup, will be activated first. This ensures that the electric drive thermal management circuit 310, cabin thermal management circuit 320, and battery thermal management circuit 330 remain isolated and operate independently. If the fourth liquid pump 315 also fails or its flow rate is insufficient, the aforementioned control strategy of connecting at least one of the cabin thermal management circuit 320 or battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupled circuit can be employed.

[0155] The thermal management system of an electric vehicle is typically equipped with at least one fan to accelerate the dissipation of heat into the surrounding environment. In some embodiments of this application, such as... Figure 1 As shown, the thermal management system 300 may include a first fan 361 and a second fan 362, wherein the first fan 361 and the second fan 362 are each powered independently. For example, as shown... Figure 2 As shown, the first fan 361 can be powered by the first power supply line 110, and the second fan 362 can be powered by the second power supply line 120. This way, if one fan fails, the other can still be activated, thus ensuring the basic air-cooling requirements of the thermal management system 300. Figures 3 to 7 In the illustrated embodiment, the fan is omitted and not shown.

[0156] In some embodiments of this application, the thermal management controller 350 may be configured to control the other of the first fan 361 and the second fan 362 to be continuously operational in response to determining that one of the first fan 361 and the second fan 362 has failed, so as to ensure the basic air cooling requirements of the thermal management system 300.

[0157] As described above, the thermal management controller 350 and each liquid pump can communicate via the controller local area network bus. In this way, the first liquid pump 311 and the thermal management controller 350 can communicate bidirectionally, and the control element of the first liquid pump 311 can obtain the working status information of the thermal management controller 350 through the controller local area network bus.

[0158] In some embodiments of this application, the first liquid pump 311 operates at a preset speed in response to determining that the thermal management controller 350 has failed. This ensures that the electric drive thermal management circuit 310 remains in a basic functional state for a period of time, and does not fail due to the failure of the thermal management controller 350.

[0159] In these embodiments, the preset speed can be the rated speed of the first liquid pump 311, or the operating speed of the first liquid pump 311 when the thermal management controller 350 is determined to be malfunctioning.

[0160] like Figure 8 As shown, according to some embodiments of this application, an electric vehicle 500 is provided, which includes the thermal management system 300 of any of the foregoing embodiments. The electric vehicle 500 may include, but is not limited to, a pure electric vehicle, a fuel cell vehicle, or a hybrid vehicle capable of operating in electric drive mode, and may be an autonomous or non-autonomous vehicle. The type of electric vehicle 500 may include, but is not limited to, sedans, sports utility vehicles, multi-purpose vehicles, sports cars, vans, or buses. Because the thermal management system 300 has high operational reliability, the power reliability of the electric vehicle 500 can be correspondingly improved.

[0161] Based on the same inventive concept, some embodiments of this application provide a thermal management control method applied to electric vehicles. For example... Figure 9 As shown, it illustrates a flowchart of a thermal management control method 900 applied to an electric vehicle according to some embodiments of this application.

[0162] refer to Figure 1 and Figure 2 As shown, an electric vehicle may include an electric drive thermal management circuit 310, a cabin thermal management circuit 320, a battery thermal management circuit 330, and a control valve system 340. The electric drive thermal management circuit 310 includes a first liquid pump 311, the cabin thermal management circuit 320 includes a second liquid pump 321, and the battery thermal management circuit 330 includes a third liquid pump 331. Any one of the second liquid pump 321, the third liquid pump 331, the control valve system 340, or the thermal management controller 350 is independently powered from the first liquid pump 311.

[0163] like Figure 9 As shown, the thermal management control method 900 may include the following steps S901 and S902.

[0164] In step S901, the operating status of the first liquid pump 311 is obtained. The operating status of the first liquid pump 311 is, for example, "operating effectively" or "operating ineffective".

[0165] In step S902, in response to determining that the first liquid pump 311 has failed, the control valve system 340 connects at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupling circuit. For example, this situation may be described as follows: Figure 3 , Figure 4 , Figure 5 or Figure 6 As shown.

[0166] According to the thermal management control method 900 of this application embodiment, when the first liquid pump 311 of the electric drive thermal management circuit 310 fails, the control valve system 340 can connect at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupling circuit. In this way, the liquid pumps in the cabin thermal management circuit 320 and / or the battery thermal management circuit 330 can continue to provide power for the coolant circulation of the electric drive thermal management circuit 310. Therefore, the failure of the electric drive thermal management circuit 310 due to the failure of the first liquid pump 311 can be effectively avoided, improving the working reliability of the thermal management system 300 of the electric drive vehicle, and thus improving the power reliability of the electric drive vehicle.

[0167] refer to Figure 3As shown, in some embodiments, step S902 may include: in response to determining that the first liquid pump 311 has failed and the battery has a liquid cooling requirement, controlling the control valve system 340 to connect the electric drive thermal management circuit 310 and the cabin thermal management circuit 320 in series to form a first coupling circuit 41, and isolating the battery thermal management circuit 330 from the first coupling circuit 41.

[0168] based on Figure 3 The design of the control valve system 340 shown above, wherein the aforementioned control valve system 340 connects the electric drive thermal management circuit 310 and the cabin thermal management circuit 320 in series to form a first coupling circuit 41, and isolates the battery thermal management circuit 330 from the first coupling circuit 41, may include: controlling the second valve port 342 to connect with the third valve port 343, the fourth valve port 344 to connect with the first valve port 341, the fifth valve port 345 to connect with the sixth valve port 346, the first valve port 341 not to connect with the second valve port 342, and the third valve port 343 not to connect with the fourth valve port 346. 344 is not connected, so that the electric drive thermal management circuit 310 and the cabin thermal management circuit 320 are connected in series to form a first coupling circuit 41, and the battery thermal management circuit 330 is isolated from the first coupling circuit 41; wherein, in the first coupling circuit 41, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the third valve port 343 is used as the liquid inlet of the cabin thermal management circuit 320, and the fourth valve port 344 is used as the liquid outlet of the cabin thermal management circuit 320.

[0169] refer to Figure 3 As shown, in some embodiments, step S902 may include: in response to determining that the first liquid pump 311 has failed and the battery has no liquid cooling requirement, controlling the control valve system 340 to connect the electric drive thermal management circuit 310 and the battery thermal management circuit 330 in series to form a second coupling circuit 42, and isolating the cabin thermal management circuit 320 from the second coupling circuit 42.

[0170] based on Figure 4The design of the control valve system 340 shown above, wherein the aforementioned control valve system 340 connects the electric drive thermal management circuit 310 and the battery thermal management circuit 330 in series to form a second coupling circuit 42, and isolates the cabin thermal management circuit 320 from the second coupling circuit 42, may include: controlling the second valve port 342 to connect with the fifth valve port 345, the sixth valve port 346 to connect with the first valve port 341, the third valve port 343 to connect with the fourth valve port 344, the first valve port 341 not to connect with the second valve port 342, and the fifth valve port 345 and the sixth valve port 344 not to connect. 346 is not connected, so that the electric drive thermal management circuit 310 and the battery thermal management circuit 330 are connected in series to form a second coupling circuit 42, and the cabin thermal management circuit 320 is isolated from the second coupling circuit 42; wherein, in the second coupling circuit 42, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the fifth valve port 345 is used as the liquid inlet of the battery thermal management circuit 330, and the sixth valve port 346 is used as the liquid outlet of the battery thermal management circuit 330.

[0171] refer to Figure 5 and Figure 6 As shown, in some embodiments, step S902 may include: in response to determining that the first liquid pump 311 has failed to operate and that the battery has no liquid cooling requirement, controlling the control valve system 340 to connect the electric drive thermal management circuit 310, the cabin thermal management circuit 320 and the battery thermal management circuit 330 in series to form a third coupling circuit 43.

[0172] based on Figure 5 The design of the control valve system 340 shown above, which connects the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 in series to form a third coupling circuit 43, may include: controlling the second valve port 342 to connect with the third valve port 343, the fourth valve port 344 to connect with the fifth valve port 345, the sixth valve port 346 to connect with the first valve port 341, and disconnecting the first valve port 341 from the second valve port 342, the third valve port 343 from the fourth valve port 344, and the fifth valve port 345 from the sixth valve port 346, so that the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 are connected in series to form the third coupling circuit 43. This situation is as follows: Figure 5 As shown; or

[0173] The control valve 342 is connected to the fifth valve 345, the sixth valve 346 is connected to the third valve 343, the fourth valve 344 is connected to the first valve 341, the first valve 341 is not connected to the second valve 342, the third valve 343 is not connected to the fourth valve 344, and the fifth valve 345 is not connected to the sixth valve 346, so that the electric drive thermal management circuit 310, the cabin thermal management circuit 320, and the battery thermal management circuit 330 are connected in series to form a third coupling circuit 43. Figure 6 As shown;

[0174] In the third coupling circuit 43, the first valve port 341 is used as the liquid inlet of the electric drive thermal management circuit 310, the second valve port 342 is used as the liquid outlet of the electric drive thermal management circuit 310, the third valve port 343 is used as the liquid inlet of the cabin thermal management circuit 320, the fourth valve port 344 is used as the liquid outlet of the cabin thermal management circuit 320, the fifth valve port 345 is used as the liquid inlet of the battery thermal management circuit 330, and the sixth valve port 346 is used as the liquid outlet of the battery thermal management circuit 330.

[0175] Based on the same inventive concept, some embodiments of this application provide a thermal management control device for electric vehicles. For example... Figure 10 As shown, it illustrates a structural schematic diagram of a thermal management control device 1000 applied to an electric vehicle according to some embodiments of this application.

[0176] refer to Figure 1 and Figure 2 As shown, an electric vehicle may include an electric drive thermal management circuit 310, a cabin thermal management circuit 320, a battery thermal management circuit 330, and a control valve system 340. The electric drive thermal management circuit 310 includes a first liquid pump 311, the cabin thermal management circuit 320 includes a second liquid pump 321, and the battery thermal management circuit 330 includes a third liquid pump 331. Any one of the second liquid pump 321, the third liquid pump 331, the control valve system 340, or the thermal management controller 350 is independently powered from the first liquid pump 311.

[0177] like Figure 10 As shown, the thermal management control device 1000 may include an acquisition unit 1010 and a control unit 1020. The acquisition unit 1010 is configured to acquire the operating status of the first liquid pump 311. The control unit 1020 is configured to, in response to determining that the first liquid pump 311 has failed, control the control valve system 340 to connect at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupling circuit.

[0178] According to the thermal management control device 1000 of this application embodiment, when the first liquid pump 311 of the electric drive thermal management circuit 310 fails, the control valve system 340 can connect at least one of the cabin thermal management circuit 320 or the battery thermal management circuit 330 in series with the electric drive thermal management circuit 310 to form a coupling circuit. In this way, the liquid pumps in the cabin thermal management circuit 320 and / or the battery thermal management circuit 330 can continue to provide power for the coolant circulation of the electric drive thermal management circuit 310. Therefore, the failure of the electric drive thermal management circuit 310 due to the failure of the first liquid pump 311 can be effectively avoided, improving the working reliability of the thermal management system 300 of the electric drive vehicle, and thus improving the power reliability of the electric drive vehicle.

[0179] like Figure 11 As shown, some embodiments of this application also provide an electronic device 1100, which includes at least one processor 1110 and a memory 1120 communicatively connected to the at least one processor 1110. The memory 1120 stores instructions executable by the at least one processor 1110, which, when executed by the at least one processor 1110, enables the at least one processor 1110 to perform the aforementioned thermal management control method 900. In some embodiments, the electronic device 1100 can be used as the thermal management controller 350 in the aforementioned embodiments.

[0180] Some embodiments of this application also provide a computer-readable storage medium storing computer instructions, wherein the computer instructions are configured to cause a computer to perform the steps of the thermal management control method 900 of any of the foregoing embodiments.

[0181] Furthermore, some embodiments of this application also provide a computer program product, which includes a computer program, wherein when the computer program is executed by a processor, it implements the steps of the thermal management control method 900 of any of the foregoing embodiments.

[0182] It should be understood that some terms that may appear in this application, such as “center,” “longitudinal,” “transverse,” “length,” “width,” “thickness,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” “outer,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential,” indicate the orientation or positional relationship or dimensions based on the orientation or positional relationship or dimensions shown in the accompanying drawings. The use of these terms is merely for the convenience of description and does not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application.

[0183] Furthermore, some terms that may appear in this application, such as "first," "second," and "third," are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," "third," etc., may explicitly or implicitly include one or more of that feature. In this application, "multiple" means two or more, unless otherwise explicitly specified.

[0184] In this application, unless otherwise explicitly specified and limited, some terms that may appear, such as "installation," "connection," "linking," and "fixing," should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integrally formed connection; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0185] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0186] This specification provides many different implementations or examples that can be used to implement this application. It should be understood that these different implementations or examples are entirely exemplary and are not intended to limit the scope of protection of this application in any way. Those skilled in the art will be able to conceive of various variations or substitutions based on the disclosure of this specification, and these should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope defined in the appended claims.

Claims

1. A thermal management system for electric vehicles, characterized in that, include: The electric-driven thermal management circuit includes a first liquid pump; The cabin thermal management circuit includes a second liquid pump; Battery thermal management circuit, including a third liquid pump; A control valve system is used to isolate the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit from each other, and to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit; and A thermal management controller is configured to, in response to determining that the first liquid pump has failed, control the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit; The second liquid pump, the third liquid pump, the control valve system, or the thermal management controller are each powered independently of the first liquid pump.

2. The thermal management system according to claim 1, characterized in that, The thermal management controller is configured to: in response to determining that the first liquid pump has failed and that the battery of the electric vehicle has a liquid cooling requirement, control the control valve system to connect the electric drive thermal management circuit and the cabin thermal management circuit in series to form a first coupling circuit, and to isolate the battery thermal management circuit from the first coupling circuit.

3. The thermal management system according to claim 1 or 2, characterized in that, The thermal management controller is configured to: in response to determining that the first liquid pump has failed and that the battery of the electric vehicle has no liquid cooling requirement, control the control valve system to connect the electric drive thermal management circuit and the battery thermal management circuit in series to form a second coupling circuit, and to isolate the cabin thermal management circuit from the second coupling circuit.

4. The thermal management system according to claim 1 or 2, characterized in that, The thermal management controller is configured to, in response to determining that the first liquid pump has failed and that the battery of the electric vehicle has no liquid cooling requirement, control the control valve system to connect the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit in series to form a third coupling circuit.

5. The thermal management system according to any one of claims 1 to 4, characterized in that, The control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port. The first valve port and the second valve port are connected to the electric drive thermal management circuit, the third valve port and the fourth valve port are connected to the cabin thermal management circuit, and the fifth valve port and the sixth valve port are connected to the battery thermal management circuit.

6. The thermal management system according to claim 5, characterized in that, The thermal management controller controls the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: The system controls the second valve port to be connected to the third valve port, the fourth valve port to be connected to the first valve port, the fifth valve port to be connected to the sixth valve port, the first valve port to be disconnected from the second valve port, and the third valve port to be disconnected from the fourth valve port, so that the electric drive thermal management circuit and the cabin thermal management circuit are connected in series to form a first coupling circuit, and the battery thermal management circuit is isolated from the first coupling circuit. In the first coupling circuit, the first valve port serves as the inlet of the electric drive thermal management circuit, the second valve port serves as the outlet of the electric drive thermal management circuit, the third valve port serves as the inlet of the cabin thermal management circuit, and the fourth valve port serves as the outlet of the cabin thermal management circuit.

7. The thermal management system according to claim 5 or 6, characterized in that, The thermal management controller controls the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: The system controls the second valve port to be connected to the fifth valve port, the sixth valve port to be connected to the first valve port, the third valve port to be connected to the fourth valve port, the first valve port to be disconnected from the second valve port, and the fifth valve port to be disconnected from the sixth valve port, so that the electric drive thermal management circuit and the battery thermal management circuit are connected in series to form a second coupling circuit, and the cabin thermal management circuit is isolated from the second coupling circuit. In the second coupling circuit, the first valve port serves as the liquid inlet of the electric drive thermal management circuit, the second valve port serves as the liquid outlet of the electric drive thermal management circuit, the fifth valve port serves as the liquid inlet of the battery thermal management circuit, and the sixth valve port serves as the liquid outlet of the battery thermal management circuit.

8. The thermal management system according to claim 5 or 6, characterized in that, The thermal management controller controls the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: Controlling the second valve port to connect with the third valve port, the fourth valve port to connect with the fifth valve port, the sixth valve port to connect with the first valve port, the first valve port to not connect with the second valve port, the third valve port to not connect with the fourth valve port, and the fifth valve port to not connect with the sixth valve port, so that the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit are connected in series to form a third coupling circuit; or The second valve port is connected to the fifth valve port, the sixth valve port is connected to the third valve port, the fourth valve port is connected to the first valve port, the first valve port is not connected to the second valve port, the third valve port is not connected to the fourth valve port, and the fifth valve port is not connected to the sixth valve port, so that the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit are connected in series to form a third coupling circuit; In the third coupling circuit, the first valve port serves as the inlet of the electric drive thermal management circuit, the second valve port serves as the outlet of the electric drive thermal management circuit, the third valve port serves as the inlet of the cabin thermal management circuit, the fourth valve port serves as the outlet of the cabin thermal management circuit, the fifth valve port serves as the inlet of the battery thermal management circuit, and the sixth valve port serves as the outlet of the battery thermal management circuit.

9. The thermal management system according to any one of claims 1 to 8, characterized in that, The battery thermal management circuit also includes a three-way valve and a liquid cooling heat dissipation component for the battery of the electric drive vehicle. The three-way valve and the first liquid pump are powered independently. The first valve port of the three-way valve is connected to the outlet of the third liquid pump, the second valve port of the three-way valve is connected to the inlet of the liquid cooling heat dissipation component of the battery, and the third valve port of the three-way valve is connected to the inlet of the third liquid pump. When the first valve port and the second valve port are open and the third valve port is closed, the outlet of the liquid cooling heat dissipation component of the battery is connected to the inlet of the third liquid pump. The thermal management controller is configured to: in response to determining that the electric drive thermal management circuit is not connected in series with the battery thermal management circuit, control the first valve port and the second valve port to open and control the third valve port to close; and in response to determining that the electric drive thermal management circuit is connected in series with the battery thermal management circuit, control the first valve port and the third valve port to open and control the second valve port to close.

10. The thermal management system according to any one of claims 1 to 9, characterized in that, The thermal management controller is configured to, in response to determining that the first liquid pump is working effectively, control the control valve system to isolate the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit from each other.

11. The thermal management system according to any one of claims 1 to 10, characterized in that, The electric thermal management circuit also includes a fourth liquid pump, which is connected in series or in parallel with the first liquid pump, and the fourth liquid pump and the first liquid pump are each powered independently. The thermal management controller is configured to: in response to determining that the first liquid pump has failed, control the fourth liquid pump to start operating, wherein the priority of controlling the fourth liquid pump to start operating is higher than the priority of controlling the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit.

12. The thermal management system according to any one of claims 1 to 11, characterized in that, Also includes: The first fan and the second fan are each powered independently.

13. The thermal management system according to any one of claims 1 to 12, characterized in that, The first liquid pump operates at a preset speed in response to determining that the thermal management controller has failed.

14. The thermal management system according to claim 13, characterized in that, The preset rotational speed is the rated rotational speed of the first liquid pump; or The preset speed is the operating speed at which the first liquid pump determines that the thermal management controller has failed.

15. The thermal management system according to any one of claims 1 to 14, characterized in that, The thermal management system includes a first power supply line and a second power supply line, wherein... The first liquid pump is powered by the first power supply line, and the second liquid pump, the third liquid pump, the control valve system and the thermal management controller are powered by the second power supply line.

16. The thermal management system according to any one of claims 1 to 15, characterized in that, The control valve system is a multi-way valve; or The control valve system is a valve group comprising multiple directional valves.

17. An electric vehicle, characterized in that, include: The thermal management system according to any one of claims 1 to 16.

18. A thermal management control method for an electric vehicle, the electric vehicle comprising an electric drive thermal management circuit, a cabin thermal management circuit, a battery thermal management circuit, and a control valve system, wherein, The electric drive thermal management circuit includes a first liquid pump, the cabin thermal management circuit includes a second liquid pump, and the battery thermal management circuit includes a third liquid pump. The thermal management control method includes: Obtain the operating status of the first liquid pump; In response to determining that the first liquid pump has failed, the control valve system is controlled to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit; The second liquid pump, the third liquid pump, the control valve system, or the thermal management controller are each powered independently of the first liquid pump.

19. The thermal management control method according to claim 18, characterized in that, In response to determining that the first liquid pump has failed, the control valve system is controlled to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: In response to determining that the first liquid pump has failed and that the battery of the electric vehicle has a liquid cooling requirement, the control valve system is controlled to connect the electric drive thermal management circuit and the cabin thermal management circuit in series to form a first coupling circuit, and to isolate the battery thermal management circuit from the first coupling circuit.

20. The thermal management control method according to claim 19, characterized in that, The control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port. The first valve port and the second valve port are connected to the electric drive thermal management circuit, the third valve port and the fourth valve port are connected to the cabin thermal management circuit, and the fifth valve port and the sixth valve port are connected to the battery thermal management circuit. Controlling the control valve system to connect the electric drive thermal management circuit and the cabin thermal management circuit in series to form a first coupling circuit, and to isolate the battery thermal management circuit from the first coupling circuit, includes: The system controls the second valve port to be connected to the third valve port, the fourth valve port to be connected to the first valve port, the fifth valve port to be connected to the sixth valve port, the first valve port to be disconnected from the second valve port, and the third valve port to be disconnected from the fourth valve port, so that the electric drive thermal management circuit and the cabin thermal management circuit are connected in series to form a first coupling circuit, and the battery thermal management circuit is isolated from the first coupling circuit. In the first coupling circuit, the first valve port serves as the inlet of the electric drive thermal management circuit, the second valve port serves as the outlet of the electric drive thermal management circuit, the third valve port serves as the inlet of the cabin thermal management circuit, and the fourth valve port serves as the outlet of the cabin thermal management circuit.

21. The thermal management control method according to any one of claims 18 to 20, characterized in that, In response to determining that the first liquid pump has failed, the control valve system is controlled to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: In response to determining that the first liquid pump has failed and that the battery of the electric vehicle has no liquid cooling requirement, the control valve system is controlled to connect the electric drive thermal management circuit and the battery thermal management circuit in series to form a second coupling circuit, and to isolate the cabin thermal management circuit from the second coupling circuit.

22. The thermal management control method according to claim 21, characterized in that, The control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port. The first valve port and the second valve port are connected to the electric drive thermal management circuit, the third valve port and the fourth valve port are connected to the cabin thermal management circuit, and the fifth valve port and the sixth valve port are connected to the battery thermal management circuit. Controlling the control valve system to connect the electric drive thermal management circuit and the battery thermal management circuit in series to form a second coupling circuit, and to isolate the cabin thermal management circuit from the second coupling circuit, includes: The system controls the second valve port to be connected to the fifth valve port, the sixth valve port to be connected to the first valve port, the third valve port to be connected to the fourth valve port, the first valve port to be disconnected from the second valve port, and the fifth valve port to be disconnected from the sixth valve port, so that the electric drive thermal management circuit and the battery thermal management circuit are connected in series to form a second coupling circuit, and the cabin thermal management circuit is isolated from the second coupling circuit. In the second coupling circuit, the first valve port serves as the liquid inlet of the electric drive thermal management circuit, the second valve port serves as the liquid outlet of the electric drive thermal management circuit, the fifth valve port serves as the liquid inlet of the battery thermal management circuit, and the sixth valve port serves as the liquid outlet of the battery thermal management circuit.

23. The thermal management control method according to any one of claims 18 to 20, characterized in that, In response to determining that the first liquid pump has failed, the control valve system is controlled to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit, including: In response to determining that the first liquid pump has failed and that the battery of the electric vehicle has no liquid cooling requirement, the control valve system is controlled to connect the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit in series to form a third coupling circuit.

24. The thermal management control method according to claim 23, characterized in that, The control valve system includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port. The first valve port and the second valve port are connected to the electric drive thermal management circuit, the third valve port and the fourth valve port are connected to the cabin thermal management circuit, and the fifth valve port and the sixth valve port are connected to the battery thermal management circuit. The control valve system connects the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit in series to form a third coupling circuit, including: Controlling the second valve port to connect with the third valve port, the fourth valve port to connect with the fifth valve port, the sixth valve port to connect with the first valve port, the first valve port to not connect with the second valve port, the third valve port to not connect with the fourth valve port, and the fifth valve port to not connect with the sixth valve port, so that the electric drive thermal management circuit, the cabin thermal management circuit, and the battery thermal management circuit are connected in series to form a third coupling circuit; or The second valve port is connected to the fifth valve port, the sixth valve port is connected to the third valve port, the fourth valve port is connected to the first valve port, the first valve port is not connected to the second valve port, the third valve port is not connected to the fourth valve port, and the fifth valve port is not connected to the sixth valve port, so that the electric drive thermal management circuit, the cabin thermal management circuit and the battery thermal management circuit are connected in series to form a third coupling circuit; In the third coupling circuit, the first valve port serves as the inlet of the electric drive thermal management circuit, the second valve port serves as the outlet of the electric drive thermal management circuit, the third valve port serves as the inlet of the cabin thermal management circuit, the fourth valve port serves as the outlet of the cabin thermal management circuit, the fifth valve port serves as the inlet of the battery thermal management circuit, and the sixth valve port serves as the outlet of the battery thermal management circuit.

25. A thermal management control device for an electric vehicle, the electric vehicle comprising an electric drive thermal management circuit, a cabin thermal management circuit, a battery thermal management circuit, and a control valve system, wherein, The electric drive thermal management circuit includes a first liquid pump, the cabin thermal management circuit includes a second liquid pump, and the battery thermal management circuit includes a third liquid pump. The thermal management control device includes: The acquisition unit is configured to acquire the operating status of the first liquid pump; The control unit is configured to, in response to determining that the first liquid pump has failed, control the control valve system to connect at least one of the cabin thermal management circuit or the battery thermal management circuit in series with the electric drive thermal management circuit to form a coupling circuit; The second liquid pump, the third liquid pump, the control valve system, or the thermal management controller are each powered independently of the first liquid pump.

26. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the thermal management control method according to any one of claims 18 to 24.

27. A computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are configured to cause the computer to execute the thermal management control method according to any one of claims 18 to 24.

28. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the thermal management control method according to any one of claims 18 to 24.

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