Vehicle thermal management method

Abstract

The application provides a vehicle thermal management method. The application provides a vehicle thermal management method, the vehicle comprising a thermal management system, the thermal management system comprising a plurality of circuits, the plurality of circuits comprising a passenger cabin circuit, a battery circuit and a motor circuit; the vehicle thermal management method comprising: when the vehicle is electrically connected with a charging device, determining a preheating benefit obtained by each circuit inputting a unit power according to current state data; the current state data comprising at least one of a circuit temperature of each circuit, a remaining time length to departure, user personalized information, an ambient temperature, an expected travel distance and an expected travel time length; determining a preheating power of each circuit according to the preheating benefit; and controlling the plurality of circuits to preheat according to the respective preheating powers. In this way, the optimization of the comprehensive benefits of comfort, endurance and performance of the vehicle is realized.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management, and more particularly to a vehicle thermal management method. Background Technology

[0002] When electric vehicles are charged in low-temperature environments, the battery charging efficiency is low, and the low temperature in the passenger compartment leads to greater cold-start losses in the motor, resulting in a poor user experience.

[0003] In related technologies, thermal management systems typically employ fixed priorities or simple time series tables to heat the battery and passenger compartment in low-temperature environments, resulting in low overall benefits to comfort, range, and performance. Summary of the Invention

[0004] This application provides a vehicle thermal management method to improve overall efficiency.

[0005] This application provides a vehicle thermal management method. The vehicle includes a thermal management system, which includes multiple circuits, including a passenger compartment circuit, a battery circuit, and a motor circuit. The vehicle thermal management method includes: When the vehicle is electrically connected to the charging device, the preheating benefit obtained by each circuit with a unit power input is determined based on the current status data; the current status data includes at least one of the circuit temperature of each circuit, the remaining time from departure, user personalized information, ambient temperature, expected travel distance, and expected travel time. Based on the preheating benefits, determine the preheating power of each of the circuits; The multiple circuits are controlled to preheat according to their respective preheating powers.

[0006] Optionally, determining the preheating benefit obtained per unit power input to each of the loops based on the current state data includes: Based on the current status data, determine the baseline returns and impact factors for each of the multiple loops; The baseline return is corrected using the aforementioned influence factor to obtain the preheating return for each of the multiple loops.

[0007] Optionally, the influencing factors include anxiety factors and loss compensation factors; The step of determining the baseline returns and influencing factors for each of the multiple loops based on the current state data includes: The anxiety factor is determined based on the remaining duration; The loss compensation factor is determined based on the ambient temperature and the circuit temperature. The step of adjusting the benchmark return using the influencing factors includes: The baseline return is corrected using the anxiety factor and the loss compensation factor. The preheating benefit is positively correlated with the anxiety factor and the loss compensation factor.

[0008] Optionally, the anxiety factor of the crew cabin circuit is negatively correlated with the remaining duration.

[0009] Optionally, after the anxiety factor of the battery circuit reaches its maximum value, the anxiety factor of the battery circuit gradually decreases, while the anxiety factor of the motor circuit reaches its maximum value.

[0010] Optionally, when the circuit temperature is greater than the ambient temperature, the loss compensation factor is positively correlated with the difference between the circuit temperature and the ambient temperature.

[0011] Optionally, when the circuit temperature is less than or equal to the ambient temperature, the loss compensation factor is a fixed value.

[0012] Optionally, the influencing factors include user preference factors; The step of determining the baseline returns and influencing factors for each of the multiple loops based on the current state data includes: The user preference factor is determined based on the user personalization information; the user personalization information includes the user type, which includes temperature-sensitive, battery anxiety-prone, performance-oriented, and balanced user types. The step of adjusting the benchmark return using the influencing factors includes: The benchmark return is adjusted using the user preference factor. The preheating benefits are positively correlated with the user preference factor.

[0013] Optionally, when the user type is the temperature-sensitive type, the user preference factor of the occupant cabin circuit is greater than the user preference factors of the battery circuit and the motor circuit.

[0014] Optionally, when the user type is the range-anxiety type, the user preference factor of the battery circuit is greater than the user preference factors of the passenger compartment circuit and the motor circuit.

[0015] Optionally, when the user type is the performance preference type, the user preference factor of the motor circuit is increased.

[0016] Optionally, when the user type is the balanced type, the user preference factors of the passenger compartment circuit, the battery circuit, and the motor circuit are equal.

[0017] Optionally, the influence factor may also include a distance factor; The step of determining the baseline returns and influencing factors for each of the multiple loops based on the current state data includes: The distance factor is determined based on the expected travel distance; The step of adjusting the benchmark return using the influencing factors includes: The benchmark return is corrected using the distance factor. The preheating benefit is positively correlated with the distance factor.

[0018] Optionally, when the expected travel distance is less than a first set distance, or when the next travel time of the vehicle is less than a first set time, the distance factor of the passenger compartment circuit is greater than the distance factor of the motor circuit, and the distance factor of the motor circuit is greater than the distance factor of the battery circuit.

[0019] Optionally, when the expected travel distance is greater than or equal to the first set distance and less than the second set distance, or when the next travel duration of the vehicle is greater than or equal to the first set duration and less than the second set duration, the distance factor of the passenger compartment circuit is equal to the distance factor of the motor circuit, and the distance factor of the battery circuit is greater than the distance factor of the motor circuit; wherein, the second set distance is greater than the first set distance, and the second set duration is greater than the first set duration.

[0020] Optionally, when the expected travel distance is greater than or equal to the second set distance, or when the next travel duration of the vehicle is greater than or equal to the second set duration, the distance factor of the battery circuit is greater than the distance factor of the motor circuit, and the distance factor of the motor circuit is greater than the distance factor of the passenger compartment circuit.

[0021] Optionally, determining the baseline return and influencing factor for each of the multiple loops based on the current state data includes: The baseline return of each loop is determined based on the current state data using a mapping table between state parameters and baseline return parameters. The mapping table is obtained through the preheating revenue model; The input to the preheating benefit model is a state parameter, and the output is a baseline benefit parameter. The preheating benefit model includes a comprehensive utility function, which is the baseline benefit parameter equal to positive benefit minus negative benefit. The positive benefit includes the product of comfort benefit, range improvement benefit, and vehicle performance improvement benefit with weight coefficients, respectively. The negative benefit includes the product of energy consumption cost, equipment aging cost, and heat dissipation loss cost with weight coefficients, respectively.

[0022] Optionally, the preheating power is positively correlated with the preheating benefit.

[0023] Optionally, the method further includes: determining the remaining time from the departure point; This includes: If the user inputs the next departure time, determine the remaining duration based on the departure time; If the user's input of the next departure time is not obtained, the user predicts the next departure time based on the user's historical travel departure times, and determines the remaining duration based on the predicted departure time.

[0024] Optionally, determining the remaining time from the departure point further includes: After determining the remaining time based on the predicted departure time, if a trigger signal is received, the remaining time from departure is adjusted according to the trigger signal. The trigger signal includes at least one of the following: a vehicle air conditioning start command, a continuously strengthening vehicle key signal, and a departure signal emitted by the smart home associated with the vehicle.

[0025] Optionally, adjusting the remaining time before departure based on the trigger signal includes: When the confidence level of the trigger signal is greater than or equal to the confidence threshold, the remaining duration is determined to be less than or equal to the fourth preset duration. When the confidence level of the trigger signal is less than the confidence level threshold, an inquiry message is generated to confirm the next departure time; the next departure time is determined based on the user's feedback on the inquiry message; and the remaining time is determined based on the departure time.

[0026] Optionally, determining the preheating benefit obtained per unit power input to each of the loops based on the current state data includes: At each monitoring interval, the preheating benefit of each loop is determined again based on the current state data at the current moment; Determining the preheating power of each loop based on the preheating benefit includes: Based on the re-determined preheating benefits, the preheating power of each loop is determined again.

[0027] In this application, based on current state data, the preheating benefits of the passenger compartment circuit, battery circuit, and motor circuit are determined. Based on the preheating benefits of each circuit, the preheating power of the passenger compartment circuit, battery circuit, and motor circuit through the charging device is determined. Thus, based on different current state data, the preheating benefits obtained by each circuit per unit power input are adjusted, thereby reasonably and dynamically allocating the preheating process of the vehicle through the charging device before departure, achieving better overall benefits in terms of comfort, range, and performance. Attached Figure Description

[0028] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0029] Figure 1 The diagram shown is a flowchart of one embodiment of the vehicle thermal management method of this application.

[0030] Figure 2 As shown Figure 1 The diagram shows a detailed flowchart of the vehicle thermal management method.

[0031] Figure 3 As shown Figure 1 The diagram shows a detailed flowchart of the vehicle thermal management method.

[0032] Figure 4 As shown Figure 1 The diagram shows a detailed flowchart of the vehicle thermal management method.

[0033] Figure 5 As shown Figure 1 The diagram shows a detailed flowchart of the vehicle thermal management method. Detailed Implementation

[0034] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0035] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0036] This application provides a vehicle thermal management method. The vehicle thermal management method of this application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0037] This application provides a vehicle thermal management method, applied to vehicles, specifically pure electric vehicles or hybrid vehicles. The vehicle obtains electrical energy through an electrical connection with a charging device, which includes a charging pile and a wireless charging device. The vehicle includes a thermal management system, a motor system, and a battery system. The thermal management system includes multiple circuits, including a passenger compartment circuit, a motor circuit, and a battery circuit. The thermal management system includes a flowing heat-conducting medium. By heating or cooling the heat-conducting medium, heat exchange can be achieved between the passenger compartment circuit, the motor circuit, and the battery circuit. The passenger compartment circuit, the motor circuit, and the battery circuit can be interconnected, thereby facilitating the recovery of heat generated by the motor system and the battery system during operation to heat the passenger compartment circuit. Specifically, the motor circuit is located within the motor system for heating or cooling the motor system; the battery circuit is located within the battery system for heating or cooling the battery system; and the passenger compartment circuit is located in the passenger compartment of the vehicle for heating or cooling the passenger compartment.

[0038] like Figure 1 As shown, the vehicle thermal management method includes steps S10, S20 and S30.

[0039] In step S10, when the vehicle is electrically connected to the charging device, the preheating benefit obtained per unit power input in each circuit is determined based on the current state data. The vehicle thermal management method of this application is performed when the charging device supplies power to the vehicle. However, when the vehicle is not connected to the charging device, the vehicle thermal management method of this application is not performed. The current state data includes at least one of the following: circuit temperature of each circuit, remaining time from departure, user personalized information, ambient temperature, expected travel distance, and expected travel duration. Specifically, the circuit temperature of each circuit includes the circuit temperature of the passenger compartment circuit, the circuit temperature of the motor circuit, and the circuit temperature of the battery circuit.

[0040] The charging unit can power the thermal management system and individual circuits. Preheating benefit is the expected benefit gained per unit power input to each circuit. Remaining time until departure is the time remaining until the departure time of the most recent trip. User personalization information represents user preferences, such as preferred cabin temperature and weighting of range anxiety. Expected travel distance is the distance of the most recent trip.

[0041] In step S20, the preheating power of each circuit is determined based on the preheating benefit. Electrical energy is then distributed among the multiple circuits based on their preheating benefits.

[0042] In step S30, multiple circuits are controlled to preheat according to their respective preheating power.

[0043] Steps S10 and S20 are executed by the core decision-making module of the thermal management system, which can be located in the vehicle controller. Step S30 involves the execution layer module of the thermal management system receiving the total power allocation instruction for vehicle preheating from the core decision-making module and converting it into specific control signals for each actuator. The vehicle also includes a charging communication module that communicates with the charging device to obtain information such as real-time charging power and the charging device's power limit, used to determine the total power currently available for preheating the thermal management system. The actuators include a passenger compartment heating control unit, a battery heating control unit, a motor preheating control unit, and an auxiliary system control unit. The passenger compartment heating control unit controls the heat pump air conditioning system, PTC (positive temperature coefficient) heater, and related dampers and fans according to instructions to achieve precise and efficient heating of the passenger compartment. The battery heating control unit controls the heating film within the battery pack or the heaters in the liquid thermal system, such as heating films and pump valves, according to instructions to safely and controllably heat the battery, improving its low-temperature performance and charging efficiency. The motor preheating control unit controls the motor winding preheating circuit or an independent motor coolant heater according to instructions to preheat the drive motor, thereby reducing cold start losses and improving initial output performance. The auxiliary system control unit coordinates and controls auxiliary devices such as the coolant circulation pump, electric water pump, and solenoid valves to ensure that heat can be efficiently transferred or isolated as needed between the crew compartment circuit, battery circuit, and motor circuit, as well as between the thermal management system and the external environment.

[0044] Thus, based on the current state data, the preheating benefits of the passenger compartment circuit, battery circuit, and motor circuit are determined. Based on the preheating benefits of each circuit, the preheating power of the passenger compartment circuit, battery circuit, and motor circuit through the charging device is determined. In this way, the preheating benefits obtained by each circuit per unit power input are adjusted according to different current state data, thereby making reasonable and dynamic allocation of the preheating process of the vehicle through the charging device before departure, achieving better comprehensive benefits in terms of comfort, range, and performance, and a comprehensive consideration of greater comfort, energy saving, and longer range.

[0045] In an optional embodiment, see Figure 2 As shown, the vehicle thermal management method also includes step S40.

[0046] In step S40, the remaining time from departure is determined. Step S40 also includes steps S41 and S42.

[0047] In step S41, if the user-inputted next departure time is obtained, the remaining time is determined based on that departure time. That is, the user can remotely input the exact next departure time of the vehicle via the vehicle's control panel or a terminal device. Since the user has a specific departure time, the remaining time can be accurately determined based on the user-inputted departure time.

[0048] In step S42, if the user-inputted next departure time is not obtained, the next departure time is predicted based on the user's historical travel departure times, and the remaining time is determined based on the predicted departure time. For example, if the day is a weekday, the vehicle can predict the next departure time based on the user's historical weekday departure times; or, if the day is a holiday, the vehicle can predict the next departure time based on the user's historical holiday departure times. This allows for the prediction of a remaining time that aligns with the user's historical habits.

[0049] If the user inputs a departure time, the remaining time is determined primarily based on that time. If the user does not input a departure time, the next departure time can be predicted based on historical departure times, and the remaining time is then determined accordingly. This ensures that the remaining time can be obtained in different scenarios, allowing for a more accurate determination of pre-heating revenue.

[0050] In an optional embodiment, step S40 further includes step S43.

[0051] In step S43, after determining the remaining time based on the predicted departure time, the remaining time is adjusted according to the trigger signal. The trigger signal includes at least one of the following: a vehicle air conditioning start command, a continuously strengthening vehicle key signal, and a departure signal emitted by a smart home device associated with the vehicle. In some embodiments, the remaining time may be determined to be less than or equal to a fourth preset time, such as 5 minutes, 10 minutes, or 15 minutes. A value within the range of less than or equal to the fourth preset time is determined as the remaining time, such as 3 minutes, 5 minutes, 7 minutes, 10 minutes, or 12 minutes. In some embodiments, the fourth preset time can be set by the user. When a vehicle air conditioning start command is received, it indicates that the user intends to start and drive the vehicle; when the vehicle Bluetooth key signal continuously strengthens, it indicates that the user is approaching the vehicle; when a departure signal is emitted by a smart home device associated with the vehicle, it indicates that the user has a high probability of having a travel plan. The vehicle may include an IoT gateway for receiving departure signals emitted by smart home devices associated with the vehicle, such as those relayed via the user's mobile phone or directly connected to home Wi-Fi, as trigger signals.

[0052] Based on the aforementioned trigger signal, it can be determined that the user has a high probability of traveling and will need to start the vehicle in the near future. When the vehicle is in step S42, i.e., predicting the next departure time based on the user's historical travel departure time, the vehicle maintains the base temperature of each circuit of the thermal management system at a preset very low power, while waiting for the trigger signal to respond promptly to the trigger adjustment and execute step S43. Adjusting the remaining time according to the trigger signal allows for more accurate adjustment based on the user's travel intention, thereby determining the preheating benefit. This helps the vehicle's thermal management system to preheat the passenger compartment circuit, battery circuit, and motor circuit in a way that better aligns with the user's intention, thereby improving vehicle comfort and range, and optimizing overall benefits. In an optional embodiment, see... Figure 3 As shown, step S43 adjusts the remaining duration according to the trigger signal, including steps S431 and S432.

[0053] In step S431, when the confidence level of the trigger signal is greater than or equal to the confidence threshold, the remaining duration is determined to be less than or equal to the fourth set duration. The confidence level indicates the strength of the user's immediate travel intention. The confidence threshold is, for example, 90%. When the confidence level of the trigger signal is greater than or equal to the confidence threshold, it indicates that the user's immediate travel intention is strong, and the user is about to travel. At this time, the remaining duration is adjusted to be shorter to adjust the preheating revenue and preheating power, thereby timely adjusting the power distribution of each loop in the thermal management system to optimize the overall revenue.

[0054] In step S432, when the confidence level of the trigger signal is less than the confidence level threshold, an inquiry message is generated to confirm the next departure time; based on the user's feedback on the inquiry message, the next departure time is determined. For example, a non-modal inquiry message can be pushed to the user through the notification bar of a mobile terminal such as a mobile phone or tablet.

[0055] If the confidence level of the trigger signal is less than the confidence threshold, it indicates that the user's immediate travel intention may be weak, and the user may not want to travel immediately. In this case, the user can be asked to generate a query to confirm the next departure time; then, based on the user's feedback to the query, the next departure time is determined. If the user confirms the next departure time, the remaining time is determined based on the confirmed departure time, and steps S10, S20, and S30 are executed. If the user confirms that they have no travel plans, the remaining time is not adjusted, the result determined in step S42 is maintained, or step S42 is re-executed. This reduces the risk of misjudging the trigger signal and prevents frequent switching between steps S42 and S43. Specifically, a rule engine or lightweight model can be used to calculate the confidence level of immediate travel intention, and the confidence level of different trigger signals can be adjusted based on the proportion of misjudgments caused by different trigger signals.

[0056] In some embodiments, the confidence level of the trigger signal is less than the confidence threshold, which can be within the range of the lower confidence limit and the confidence threshold, for example, 70%-90%. The lower confidence limit is less than the confidence threshold. If the confidence level of the trigger signal is less than the lower confidence limit, the remaining duration is not adjusted, the result determined in step S42 is maintained, and no query information is generated.

[0057] In an optional embodiment, see Figure 4 As shown, step S10 determines the preheating benefit obtained by each circuit by the unit power input based on the current status data, including steps S11 and S12.

[0058] In step S11, based on the current state data, the baseline returns and influencing factors for each of the multiple loops are determined. The influencing factors represent the factors affecting the returns and are determined based on the current state data. The current state data has an impact on the returns.

[0059] In step S12, the benchmark return is corrected using the influence factor to obtain the preheating return for each of the multiple loops. First, the benchmark return and the influence factor are determined, and then the benchmark return is corrected.

[0060] Thus, based on the current state data, the baseline benefits for the passenger compartment circuit, battery circuit, and motor circuit are determined. During the preheating process, the influence factors of multiple circuits fluctuate as the current state data changes. By using the influence factors to correct the baseline benefits, the power supplied by the charging device to the vehicle before departure is dynamically allocated for reasonable preheating, thereby optimizing the overall benefits of preheating multiple circuits of the thermal management system.

[0061] In an optional embodiment, the influencing factors include an anxiety factor and a loss compensation factor. During the preheating process of multiple loops in the thermal management system, the loop temperatures of the multiple loops will change, and the loop temperatures will increase accordingly after preheating, thereby changing the influencing factors.

[0062] Step S11: Based on the current state data, determine the benchmark returns and influencing factors for each of the multiple loops, including steps S111 and S112.

[0063] In step S111, an anxiety factor is determined based on the remaining time. The anxiety factor reflects the impact of time urgency on benefits. A higher anxiety factor indicates a greater benefit from preheating the loop.

[0064] In step S112, a loss compensation factor is determined based on the ambient temperature and the loop temperature. The loss compensation factor is used to compensate for the heat loss caused by heat exchange between the loop and the environment, so that the "benefit cost" of the power required to maintain the loop temperature is reasonably reflected.

[0065] Step S12 involves adjusting the benchmark return using the impact factor, including step S121.

[0066] In step S121, the benchmark return is adjusted using the anxiety factor and the loss compensation factor.

[0067] In this way, the baseline benefits of the passenger compartment circuit, battery circuit, and motor circuit can be determined according to the current state of different vehicles. Furthermore, the baseline benefits of the passenger compartment circuit, battery circuit, and motor circuit can be adjusted based on the remaining time at different departure distances and during the preheating process. This determines the preheating benefits of the passenger compartment circuit, battery circuit, and motor circuit, thereby improving the flexibility of the vehicle thermal management method and optimizing the overall benefits of preheating multiple circuits of the thermal management system.

[0068] In an optional embodiment, the preheating benefit is positively correlated with the anxiety factor. The anxiety factor of the crew cabin loop is negatively correlated with the remaining time until departure. The closer to departure, the higher the anxiety benefit of heating the crew cabin (Ac). That is, the less time remaining before departure, the greater the anxiety factor of heating the crew cabin loop. The relationship between the anxiety factor of the crew cabin loop and the remaining time before departure is not linear. For example, when the remaining time before departure is in the range of 2 to 5 hours, the change in the anxiety factor of the crew cabin loop is small; when the remaining time before departure is less than 1 hour, the anxiety factor of the crew cabin loop increases rapidly.

[0069] In an optional embodiment, after the anxiety factor of the battery circuit reaches its maximum value, the anxiety factor of the battery circuit gradually decreases, while the anxiety factor of the motor circuit reaches its maximum value. The anxiety factor of the battery circuit reaches its maximum value when there are 20 to 40 minutes remaining before departure. This ensures that the battery is preheated first during the remaining 20 to 40 minutes before departure. Subsequently, by increasing the anxiety factor of the motor circuit, the preheating benefit of the motor circuit is increased, thereby reducing the risk of cold start of the vehicle's motor.

[0070] In an optional embodiment, the preheating benefit is positively correlated with the loss compensation factor. When the loop temperature is higher than the ambient temperature, the loss compensation factor is positively correlated with the difference between the loop temperature and the ambient temperature. Thus, when the loop temperature is higher than the ambient temperature, it means that the baseline benefit of the power required to maintain the high-temperature state of the loop is increased to compensate for the heat dissipation loss of the loop under high-temperature conditions.

[0071] In an optional embodiment, the loss compensation factor is a fixed value when the loop temperature is less than or equal to the ambient temperature. Thus, when the loop temperature is less than or equal to the ambient temperature, the heat loss of the loop has a smaller impact on maintaining the loop temperature, which facilitates the calculation of the loss compensation factor.

[0072] In an optional embodiment, the influencing factors include user preference factors, and the preheating benefits are positively correlated with user preference factors.

[0073] Step S11: Based on the current state data, determine the benchmark returns and influencing factors for each of the multiple loops, including step S113.

[0074] In step S113, user preference factors are determined based on user personalization information. User personalization information includes user type, which includes temperature-sensitive, range-anxiety-prone, performance-preference-oriented, and balanced types. Temperature-sensitive users prioritize cabin temperature control, exhibiting high sensitivity to the accuracy, comfort, and responsiveness of cabin temperature adjustments. Range-anxiety-prone users prioritize range performance, seeking longer driving time and reduced range uncertainty. Performance-preference-oriented users prioritize vehicle power performance, focusing on handling, power output, acceleration, and other performance indicators. Balanced users prioritize a balanced overall experience, without a single bias, comprehensively considering cabin temperature, driving time, and vehicle performance for overall suitability.

[0075] Step S12 involves adjusting the benchmark return using the impact factor, including step S122.

[0076] In step S122, the benchmark return is adjusted using the user preference factor.

[0077] In this way, different user preference factors can be determined based on the personalized information of different users. By using the user preference factors, the benchmark benefits of the passenger compartment circuit, battery circuit and motor circuit can be adjusted, thereby improving the flexibility of vehicle thermal management methods and enhancing the user experience of different users.

[0078] In an optional embodiment, when the user type is temperature sensitive, the user preference factor of the passenger compartment circuit is greater than that of the battery circuit and the motor circuit. That is, when the user type is temperature sensitive, by increasing the user preference factor of the passenger compartment circuit, the power of the passenger compartment circuit during preheating is increased during the preheating process of the vehicle's passenger compartment circuit, battery circuit, and motor circuit, ensuring that the user has a better perceived temperature when getting into the vehicle.

[0079] In an optional embodiment, when the user type is range-anxiety oriented, the user preference factor for the battery circuit is greater than that for the passenger compartment circuit and the motor circuit. That is, when the user type is range-anxiety oriented, increasing the user preference factor for the battery circuit ensures that the battery is adequately preheated.

[0080] In an optional embodiment, when the user type is performance-oriented, the user preference factor of the motor circuit is increased. That is, when the user type is performance-oriented, increasing the user preference factor of the motor circuit reduces the risk of cold starts of the motor.

[0081] In an optional embodiment, when the user type is balanced, the user preference factors for the passenger compartment circuit, battery circuit, and motor circuit are equal.

[0082] Furthermore, user identity can be identified through a user identification module, which includes integrated Bluetooth, UWB (Ultra-Wideband) or biometric (facial) hardware, for non-intrusive identification of users approaching the vehicle and acquisition of personalized user information.

[0083] In an optional embodiment, the influencing factors also include a distance factor, with preheating revenue being positively correlated with the distance factor. The distance factor reflects the impact of the vehicle's expected travel distance for its next trip on the revenue.

[0084] Step S11: Based on the current state data, determine the benchmark returns and influencing factors for each of the multiple loops, including step S114.

[0085] In step S114, the distance factor is determined based on the expected travel distance.

[0086] Step S12 involves adjusting the benchmark return using the impact factor, including step S123.

[0087] In step S113, the benchmark return is adjusted using the distance factor.

[0088] In this way, the baseline benefits of the passenger compartment circuit, battery circuit, and motor circuit can be adjusted according to the expected travel distance of the vehicle's next trip, thereby improving the flexibility of the vehicle thermal management method and making it applicable to travel schemes of different distances, thus optimizing the overall benefits under different travel distances.

[0089] In an optional embodiment, the influencing factor is positively correlated with the distance factor. When the vehicle's next trip distance is less than a first preset distance, or the vehicle's next trip duration is less than a first preset duration, the distance factor of the passenger compartment circuit is greater than the distance factor of the motor circuit, and the distance factor of the motor circuit is greater than the distance factor of the battery circuit. The first preset distance can be set to 15 km, 20 km, or 25 km, and the first preset duration can be set to 30 minutes, 45 minutes, or 1 hour, and can be adjusted accordingly based on the vehicle's battery capacity and range.

[0090] When the vehicle's next trip distance is greater than or equal to a first preset distance and less than a second preset distance, or the vehicle's next trip duration is greater than or equal to a first preset duration and less than a second preset duration, the distance factor of the passenger compartment circuit is equal to the distance factor of the motor circuit, and the distance factor of the battery circuit is greater than the distance factor of the motor circuit. Specifically, the second preset distance is greater than the first preset distance, and the second preset duration is greater than the first preset duration. The second preset distance can be set to 150 km, 200 km, or 250 km, and the second preset duration can be set to 2 hours, 3 hours, or 4 hours, which can be adjusted according to the vehicle's battery capacity and range.

[0091] When the vehicle's next trip distance is greater than or equal to the second set distance, or the vehicle's next trip duration is greater than or equal to the second set duration, the distance factor of the battery circuit is greater than the distance factor of the motor circuit, and the distance factor of the motor circuit is greater than the distance factor of the passenger compartment circuit.

[0092] Thus, when the vehicle's next trip distance is less than the first set distance, or the vehicle's next trip duration is less than the first set duration, the vehicle's next trip will be a short trip. At this time, the vehicle's comfort is more important. By increasing the distance factor of the passenger compartment circuit, the power of the passenger compartment circuit during preheating is increased during the preheating process of the vehicle's passenger compartment circuit, battery circuit, and motor circuit, ensuring that the user has a better perceived temperature when getting into the vehicle.

[0093] When the vehicle's next trip distance is greater than or equal to the first set distance and less than the second set distance, or the vehicle's next trip duration is greater than or equal to the first set duration and less than the second set duration, the vehicle's next trip will be a mid-journey trip. By appropriately increasing the distance factor of the battery circuit, the vehicle's range for the next trip will be ensured.

[0094] When the vehicle's next trip distance is greater than or equal to the second set distance, or the vehicle's next trip duration is greater than or equal to the second set duration, the vehicle's next trip is a long-distance trip. In this case, the vehicle's range during the next trip is the main target for improvement in the vehicle's thermal management method. By increasing the distance factor of the battery circuit and the distance factor of the motor circuit, it can be ensured that the vehicle can smoothly complete the entire journey during the next trip.

[0095] In one specific embodiment of this application, the preheating benefits of the crew cabin circuit, battery circuit, and motor circuit are expressed as the product of their respective baseline benefits and their respective influence factors.

[0096] The anxiety factor for the crew cabin loop can be expressed as: A c =max(1.0, K c / (Δ t +δ)). Among them, K c To amplify the gain (e.g., a value ranging from 2.0 to 5.0 hours), δ is a small quantity to prevent division by zero (e.g., 0.1 hours). When Δ t When it is large, A c Approaching 1.0; when Δ t <K c hour, A c Rapidly increases, in Δ t → The upper limit is reached at 0 (e.g., 10.0). This is the anxiety factor for the battery circuit. A b It can be in Δ t A higher value is achieved when the time is within a moderate range (e.g., 20-30 minutes) to prioritize battery preheating; while the anxiety factor of the motor circuit... A m Then it may be in Δ t The temperature rises sharply only after a very short period (e.g., <15 minutes), corresponding to a cold start performance surge. This is the anxiety factor in the battery circuit. A b Anxiety factors in motor circuits A m The typical value range is between 0.5 and 10.0.

[0097] The loss compensation factor can be expressed as: L i =exp(γ×max(0,( T i - T env ))).

[0098] Wherein, γ is the loss coefficient (for example, a value ranging from 0.01 to 0.1 / ℃). T env The ambient temperature; T i The individual circuit temperatures of the crew compartment circuit, battery circuit, and motor circuit. T i > T env hour, L i >1.0, the larger the temperature difference, L i The larger the value, the higher the baseline gain of the power required to maintain that high temperature state, in order to compensate for heat loss; when T i ≤ T env hour, L i =1.0. The typical value range for this factor is between 1.0 and 3.0.

[0099] α i This is a user preference factor, and its example values ​​are as follows: For temperature-sensitive applications: User preference factors for passenger cabin circuits α c It can be set to 1.2~1.5, the user preference factor for the battery circuit. α b User preference factors for motor circuits α m It can be set to 0.8~1.0.

[0100] For those experiencing range anxiety: User preference factors related to battery circuitry. α b The user preference factor for the crew cabin loop can be set to 1.2~1.5. α c User preference factors for motor circuits α m It can be set to 0.8~1.0.

[0101] For performance-oriented: User preference factors for motor circuits α m It can be set to 1.1~1.3.

[0102] For balanced systems: User preference factors in the cabin loop α c、 User preference factors for motor circuits α m User preference factors for motor circuits α m All can be set to 1.0.

[0103] Typically, user preference factors α i The value can be set between 0.5 and 2.0.

[0104] β i The distance factor is the distance relative to the expected travel distance. D est Relatedly, its values ​​can be obtained through a preset mapping table: If the vehicle's next trip distance is less than a first preset distance, or the vehicle's next trip duration is less than a first preset duration, the vehicle's next trip will be a short trip, and the distance factor of the passenger compartment loop will be adjusted. β c The distance factor for the battery circuit can be set to a value between 1.3 and 1.6. β b The distance factor for the motor circuit can be between 0.7 and 0.9. β m The value can be between 0.9 and 1.1.

[0105] When the vehicle's next trip distance is greater than or equal to a first preset distance and less than a second preset distance, or the vehicle's next trip duration is greater than or equal to a first preset duration and less than a second preset duration, the vehicle's next trip will be a mid-journey trip, and the distance factor for the passenger compartment loop will be adjusted. β c The distance factor for the battery circuit can be set to a value between 1.0 and 1.1. β b The distance factor for the motor circuit can be between 1.0 and 1.2. β m The value can be between 1.0 and 1.1.

[0106] When the vehicle's next trip distance is greater than or equal to the second preset distance, or the vehicle's next trip duration is greater than or equal to the second preset duration, the vehicle's next trip will be a long-distance trip, and the distance factor of the passenger compartment loop will be adjusted. β c The distance factor for the battery circuit can be between 0.8 and 1.0. β b The distance factor for the motor circuit can be between 1.4 and 1.8. β mThe value can be between 1.0 and 1.2.

[0107] In an optional embodiment, the preheating power is positively correlated with the preheating benefit.

[0108] That is, among the passenger compartment circuit, battery circuit, and motor circuit, the circuit with the greater preheating benefit has the greater preheating power. Thus, based on the respective preheating benefits of the passenger compartment circuit, battery circuit, and motor circuit, the preheating power of these circuits via the charging device is determined. This allows for a reasonable and dynamic allocation of power during the vehicle's preheating process via the charging device before departure, optimizing the overall preheating benefits of multiple circuits in the thermal management system.

[0109] In specific implementation, the circuit with the greatest preheating benefit among the passenger compartment circuit, battery circuit, and motor circuit is determined to be preheated at the first power. The circuit with the second greatest preheating benefit among the passenger compartment circuit, battery circuit, and motor circuit is determined to be preheated at the second power. The circuit with the smallest preheating benefit among the passenger compartment circuit, battery circuit, and motor circuit is determined to be preheated at the third power. The first power is 70% to 85% of the total power for preheating the thermal management system. The third power is 5% to 15% of the total power for preheating the thermal management system; the second power is the remaining power after deducting the first and second powers from the total power for preheating the thermal management system. The allocation of the first, second, and third powers can also be fine-tuned based on different preheating benefits, different vehicle types, or ambient temperatures. This application does not limit the specific values ​​of the first, second, and third powers.

[0110] In this way, the total preheating power of the thermal management system is allocated according to the preheating benefits of the passenger compartment circuit, battery circuit and motor circuit respectively, and can be dynamically adjusted according to the remaining time before departure, which is conducive to improving the overall benefits of vehicle comfort, range and performance.

[0111] In an optional embodiment, see Figure 5 As shown, step S10 determines the preheating benefit obtained by each circuit with a unit power input based on the current status data, including step S13.

[0112] In step S13, at each monitoring interval, the preheating benefit of each loop is determined again based on the current status data at the current moment. The monitoring interval can be set to 2 minutes, 3 minutes, or 5 minutes, etc.

[0113] Step S20: Determine the preheating power of each circuit based on the preheating benefit, including step S21.

[0114] In step S21, the preheating power of each loop is determined again based on the re-determined preheating benefit.

[0115] As time progresses, the remaining time decreases, and the vehicle's current status data also changes. Using the method described above, the vehicle thermal management control system can adjust the preheating benefits of the passenger compartment circuit, battery circuit, and motor circuit based on changes in the remaining time before departure and changes in the vehicle's current status data after the thermal management system is activated. Furthermore, based on these changes in preheating benefits, the preheating power of the passenger compartment circuit, battery circuit, and motor circuit can be dynamically adjusted, thereby optimizing the overall benefits to a greater extent.

[0116] Furthermore, by using the above method, even when the remaining time is short, such as when the user sets to depart 10 minutes before departure, or when departure is determined by a trigger signal, it is not possible to ensure that the passenger compartment circuit, battery circuit, and motor circuit can all be fully preheated. However, it is also possible to ensure that the preheating benefits of the passenger compartment circuit, battery circuit, and motor circuit are maximized or achieved as much as possible, thereby improving the user's experience of using the vehicle.

[0117] Suppose a user schedules their commute to work at 8:30 AM. The thermal management system has already obtained the next departure time through direct user input. The thermal management system will then operate as follows during different time periods: Between 08:00 and 08:10, the battery temperature is the lowest, and its preheating has a high marginal benefit to range. With ample remaining time before departure, the battery circuit has a low anxiety factor, so the battery circuit has the highest preheating benefit. The battery circuit obtains most of the usable power of the total preheating power, such as 80%. The preheating benefit of the passenger compartment circuit and the motor circuit is lower, obtaining only a small amount of power.

[0118] 08:10-08:15: The battery temperature rises to a more efficient range, and its marginal benefit decreases; at the same time, the anxiety factor of the passenger cabin circuit increases, and its preheating benefit increases. The total power of the battery circuit that has been preheated enters the mixed distribution stage.

[0119] 08:15-08:25: As departure time approaches, the anxiety factor in the crew cabin circuit increases sharply. The preheating benefit far exceeds that of the battery circuit and the motor circuit, obtaining most of the usable power of the total preheating power; the battery enters the maintenance phase; in order to ensure cold start performance, the preheating benefit of the motor circuit also increases, obtaining some power.

[0120] 08:25-08:30: The temperature of the crew cabin circuit has reached the target, and the preheating benefit is reduced due to the risk of overshoot; the anxiety factor of the motor circuit increases, and the temperature of the motor circuit has not reached the target temperature of preheating, so its loss compensation factor increases, the preheating benefit of the motor circuit rises to the highest level, and most of the total preheating power is available; the battery circuit maintains a small amount of heating, and obtains a small portion of the total preheating power available.

[0121] In an optional embodiment, step S10, based on the current state data, determines the preheating benefit obtained by each loop with a unit power input, including step S14.

[0122] In step S14, the baseline benefit of each loop is determined based on the current state data using a mapping table between state parameters and baseline benefit parameters. This mapping table is obtained through a preheating benefit model. The input to the preheating benefit model is the state parameters, and the output is the baseline benefit parameters. The preheating benefit model includes a comprehensive utility function, where the baseline benefit parameters equal positive benefits minus negative benefits. Positive benefits include the products of comfort benefits, range improvement benefits, and vehicle performance improvement benefits with their respective weighting coefficients. Negative benefits include the products of energy consumption costs, equipment aging costs, and heat dissipation loss costs with their respective weighting coefficients. Specifically, the comprehensive utility function can be expressed as:

[0123] in, This represents the baseline revenue parameter of loop i under the state parameters. Loop i can be crew cabin loop a, battery loop b, or motor loop m. For comfort benefits Weighting coefficients; To improve profitability by extending battery life Weighting coefficients; Benefits from improved vehicle performance Weighting coefficients; Energy consumption cost Weighting coefficients; Costs related to equipment aging Weighting coefficients; Cost of heat dissipation The weighting coefficients.

[0124] The preheating benefit model can be obtained through reinforcement learning training and can be completed on a cloud server. The comfort benefit is related to the rate of temperature increase in the passenger compartment and the final temperature reached. The range improvement benefit is related to the estimated range improvement as the battery temperature rises to the efficient charging / discharging range. The vehicle performance improvement benefit is related to the improved torque output capability resulting from the increase in motor temperature. Energy consumption cost refers to the cost of the electrical energy input. Equipment aging cost refers to the cost of improper or excessive heating accelerating the aging of components such as batteries and PTC. Heat dissipation loss cost refers to the cost of heat loss due to heat dissipation.

[0125] Specifically, based on the optimization objectives of the thermal management system, the weighting coefficients for positive benefits such as comfort gains, improved range, and enhanced vehicle performance vary; similarly, the weighting coefficients for negative benefits such as energy consumption costs, equipment aging costs, and heat dissipation losses also vary. The weighting coefficients for each of the positive and negative benefits are adjusted accordingly based on the next trip's distance or duration.

[0126] Comfort benefits increase when the vehicle's next trip is a short distance or duration. Weighting coefficients Maximum benefit from improved battery life Weighting coefficients The vehicle thermal management approach aims to ensure that users have a comfortable perceived temperature when they get into the vehicle.

[0127] When the vehicle's next trip distance or duration is midway, the weighting coefficients among the various positive benefits are relatively balanced, and the vehicle thermal management method achieves a balance between comfort and range.

[0128] The increased range benefits when the vehicle's next trip is a long-distance or long-duration journey. Weighting coefficients Maximum, comfort benefit Weighting coefficients Reduced. Vehicle thermal management methods tend to prioritize keeping the battery within its high-efficiency discharge temperature range.

[0129] The warm-up benefit model can be used when the vehicle's next departure time is known. When the vehicle's next departure time is known, the baseline benefit in the warm-up benefit model can be expressed as:

[0130] in, This represents the baseline revenue parameter of loop i under the state parameters. Loop i can be crew cabin loop a, battery loop b, or motor loop m. Used to represent user-personalized parameters; These are environmental parameters, including ambient temperature; It indicates the distance or duration of the vehicle's next trip, including short, medium, and long distances.

[0131] When the vehicle's next departure time is unknown, a baseline return is calculated using Monte Carlo simulation, describing the next departure time as a probability density function. Due to the inclusion of uncertainty, the baseline returns for the passenger compartment circuit, battery circuit, and motor circuit are typically lower than the baseline returns when a specific departure time is known.

[0132] Specifically, the benchmark return calculated in the Monte Carlo simulation is expressed as follows:

[0133] in, This represents the probability density function of the next departure time.

[0134] In one embodiment, the mapping table can be a dynamic revenue corridor table. A dynamic revenue corridor is a multidimensional mapping table formed by discretizing a continuous state space; mathematically, it is a mapping function. The state space of the dynamic revenue corridor is the vehicle's state dataset, specifically including the vehicle's ambient temperature, the circuit temperatures of the passenger compartment circuit, battery circuit, and motor circuit, the remaining time until departure, and the travel distance or duration of the next trip. The output of the dynamic revenue corridor's state space is the baseline revenue for each of the passenger compartment circuit, battery circuit, and motor circuit.

[0135] Using current state data as input, the system queries the vehicle's locally stored dynamic revenue corridor table. Through nearest neighbor matching or linear interpolation, it obtains the baseline revenue per unit power input to the passenger compartment circuit, battery circuit, and motor circuit at that moment. The ambient temperature and the individual circuit temperatures of the passenger compartment, battery, and motor circuits in the current state data are collected by a group of temperature sensors distributed at multiple points in the passenger compartment, multiple cells or modules within the battery pack, the motor stator, the coolant outlet, and outside the vehicle.

[0136] In this implementation, to further enhance the long-term adaptability and optimality of the thermal management system, a closed-loop optimization module may be included. This module records the system state, decision-making actions, and subsequent actual benefit changes (such as temperature rise and energy consumption data) of the passenger compartment circuit, battery circuit, and motor circuit during preheating power allocation decisions at the vehicle end, generating empirical data which is then uploaded to the cloud. The cloud server periodically collects data from the vehicle end and calculates the benefit deviation by comparing simulated preheating benefits with actual preheating benefits. Using this deviation data, the cloud can employ incremental learning algorithms to calibrate and re-optimize the dynamic benefit corridor model, enabling the model to continuously approximate the characteristics of the real physical system and adapt to changes such as component aging and regional climate differences. After testing and verification, the optimized model can be updated to the vehicle end via OTA (Over-The-Air) updates, completing the self-evolution of the thermal management system's vehicle thermal management methods.

[0137] During vehicle-side decision-making, the real-time collected current vehicle state data may not perfectly match the discrete state data in the mapping table. The system employs nearest neighbor matching or linear interpolation to quickly retrieve the baseline benefits of the passenger compartment circuit, battery circuit, and motor circuit in the current state from the corresponding sub-mapping table. After influencing factor correction, the total power available for preheating by the charging equipment is allocated to each circuit of the thermal management system. The thermal management system relies on CAN bus, LIN bus, and in-vehicle Ethernet for internal data exchange. Simultaneously, it connects to the cloud server via the in-vehicle communication module to achieve over-the-air (OTA) model updates and data reporting.

[0138] When the vehicle connects to the charging device, the vehicle controller is activated. It transmits various sensor data to the vehicle controller via the CAN / LIN network. Based on this real-time data and the retrieved revenue corridor, the vehicle controller calculates control commands (power allocation) for each actuator and sends them to the corresponding controller via the CAN network, forming a complete "perception-decision-execution" closed loop. Simultaneously, the vehicle controller periodically uploads anonymized operational data to the cloud for continuous model optimization.

[0139] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle thermal management method, characterized by, The vehicle thermal management method is used to optimize the overall benefits of vehicle comfort, range, and performance; the vehicle includes a thermal management system, which includes multiple circuits, including a passenger compartment circuit, a battery circuit, and a motor circuit; the vehicle thermal management method includes: When the vehicle is electrically connected to the charging device: Based on the current status data, determine the baseline revenue and influencing factor for each of the multiple loops; use the influencing factor to correct the baseline revenue to obtain the preheating revenue for each of the multiple loops; the current status data includes at least one of the loop temperature, remaining time from departure, user personalized information, ambient temperature, expected travel distance, and expected travel time for each loop; Based on the preheating benefits, determine the preheating power of each of the circuits; Control the multiple circuits to preheat according to their respective preheating powers; The step of determining the baseline return and influencing factor of each of the multiple loops based on the current state data includes: The baseline return of each loop is determined based on the current state data using a mapping table between state parameters and baseline return parameters.

2. The vehicle thermal management method of claim 1, wherein, The influencing factors include anxiety factors and loss compensation factors; The step of determining the baseline returns and influencing factors for each of the multiple loops based on the current state data includes: The anxiety factor is determined based on the remaining duration; The loss compensation factor is determined based on the ambient temperature and the circuit temperature. The process of adjusting the benchmark return using the influencing factors includes: The baseline return is corrected using the anxiety factor and the loss compensation factor. The preheating benefit is positively correlated with the anxiety factor and the loss compensation factor.

3. The vehicle thermal management method of claim 2, wherein, The anxiety factor of the crew cabin circuit is negatively correlated with the remaining duration; and / or After the anxiety factor of the battery circuit reaches its maximum value, the anxiety factor of the battery circuit gradually decreases, while the anxiety factor of the motor circuit reaches its maximum value.

4. The vehicle thermal management method of claim 3, wherein, When the circuit temperature is greater than the ambient temperature, the loss compensation factor is positively correlated with the difference between the circuit temperature and the ambient temperature; and / or When the circuit temperature is less than or equal to the ambient temperature, the loss compensation factor is a fixed value.

5. The vehicle thermal management method of claim 1, wherein, The influencing factors include user preference factors; The step of determining the baseline returns and influencing factors for each of the multiple loops based on the current state data includes: The user preference factor is determined based on user personalization information; the user personalization information includes user type, which includes temperature-sensitive, battery anxiety-prone, performance-oriented, and balanced user types. The process of adjusting the benchmark return using the influencing factors includes: The benchmark return is adjusted using the user preference factor. The preheating benefits are positively correlated with the user preference factor.

6. The vehicle thermal management method of claim 5, wherein When the user type is temperature sensitive, the user preference factor of the passenger compartment circuit is greater than the user preference factors of the battery circuit and the motor circuit. and / or When the user type is the range anxiety type, the user preference factor of the battery circuit is greater than the user preference factors of the passenger compartment circuit and the motor circuit; and / or When the user type is the performance preference type, the user preference factor of the motor circuit increases; and / or When the user type is the balanced type, the user preference factors of the passenger compartment circuit, the battery circuit, and the motor circuit are equal.

7. The vehicle thermal management method of claim 1, wherein, The influencing factors also include the distance factor; The step of determining the baseline returns and influencing factors for each of the multiple loops based on the current state data includes: The distance factor is determined based on the expected travel distance; The process of adjusting the benchmark return using the influencing factors includes: The benchmark return is corrected using the distance factor. The preheating benefit is positively correlated with the distance factor.

8. The vehicle thermal management method of claim 7, wherein, When the expected travel distance is less than the first set distance, or the next travel time of the vehicle is less than the first set time, the distance factor of the passenger compartment circuit is greater than the distance factor of the motor circuit, and the distance factor of the motor circuit is greater than the distance factor of the battery circuit. and / or When the expected travel distance is greater than or equal to the first set distance and less than the second set distance, or when the next travel duration of the vehicle is greater than or equal to the first set duration and less than the second set duration, the distance factor of the passenger compartment circuit is equal to the distance factor of the motor circuit, and the distance factor of the battery circuit is greater than the distance factor of the motor circuit; wherein, the second set distance is greater than the first set distance, and the second set duration is greater than the first set duration; and / or When the expected travel distance is greater than or equal to the second set distance, or when the next travel duration of the vehicle is greater than or equal to the second set duration, the distance factor of the battery circuit is greater than the distance factor of the motor circuit, and the distance factor of the motor circuit is greater than the distance factor of the passenger compartment circuit.

9. The vehicle thermal management method of claim 1, wherein, The mapping table is obtained through the preheating revenue model; The input to the preheating benefit model is a state parameter, and the output is a baseline benefit parameter. The preheating benefit model includes a comprehensive utility function, which is the baseline benefit parameter equal to positive benefit minus negative benefit. The positive benefit includes the product of comfort benefit, range improvement benefit, and vehicle performance improvement benefit with weight coefficients, respectively. The negative benefit includes the product of energy consumption cost, equipment aging cost, and heat dissipation loss cost with weight coefficients, respectively.

10. The vehicle thermal management method of claim 1, wherein, The preheating power is positively correlated with the preheating benefit.

11. The vehicle thermal management method of claim 1, wherein, The method further includes: determining the remaining time from departure; This includes: If the user inputs the next departure time, determine the remaining duration based on the departure time; If the user's input of the next departure time is not obtained, the user predicts the next departure time based on the user's historical travel departure times, and determines the remaining duration based on the predicted departure time.

12. The vehicle thermal management method of claim 11, wherein, The remaining time for departing from the determined distance also includes: After determining the remaining time based on the predicted departure time, if a trigger signal is received, the remaining time from departure is adjusted according to the trigger signal. The trigger signal includes at least one of the following: a vehicle air conditioning start command, a continuously strengthening vehicle key signal, and a departure signal emitted by the smart home associated with the vehicle.

13. The vehicle thermal management method according to claim 12, characterized in that, The step of adjusting the remaining time from departure based on the trigger signal includes: When the confidence level of the trigger signal is greater than or equal to the confidence threshold, the remaining duration is determined to be less than or equal to the fourth preset duration. When the confidence level of the trigger signal is less than the confidence level threshold, an inquiry message is generated to confirm the next departure time; the next departure time is determined based on the user's feedback on the inquiry message; and the remaining time is determined based on the departure time.

14. The vehicle thermal management method according to claim 1, characterized in that, The step of determining the preheating benefit obtained per unit power input to each loop based on the current state data includes: At each monitoring interval, the preheating benefit of each loop is determined again based on the current state data at the current moment; Determining the preheating power of each loop based on the preheating benefit includes: Based on the re-determined preheating benefits, the preheating power of each loop is determined again.

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