Vehicle thermal management control method, system, and storage medium

Abstract

This disclosure provides a vehicle thermal management control method, system, and storage medium, relating to the field of vehicle technology. The method includes: acquiring current road information and actual state information of the vehicle; predicting the predicted operating condition the vehicle will enter based on the road information and actual state information, wherein the predicted operating condition is one of a set of preset operating conditions, including at least one thermal runaway risk condition; if the predicted operating condition is a thermal runaway risk condition, adjusting the control parameters of the vehicle's thermal management system to take preemptive action before the vehicle enters the predicted operating condition, thereby pre-controlling the vehicle's thermal management objects. This method constructs a closed loop of road information – thermal runaway risk condition prediction – pre-control, realizing proactive thermal management of the vehicle's thermal management objects, especially the vehicle's three-electric systems, reducing the risk of thermal runaway through pre-control, and achieving energy-saving effects.

Description

Technical Field

[0001] This disclosure belongs to the field of vehicle technology, specifically relating to a vehicle thermal management control method, system, and storage medium. Background Technology

[0002] During operation in mining areas, new energy mining trucks face complex and varied working conditions. The average road gradient is generally high, and typical roads may include flat roads, long uphill sections, and long downhill sections, among other combined conditions. Specifically, when operating on heavy-load, long uphill sections, the motors and batteries of these new energy mining trucks operate under extremely high heat loads and are subject to overload discharge. Conversely, when operating on heavy-load, long downhill sections, the motors and batteries operate under high-power kinetic energy recovery conditions. Under these conditions, vehicles may experience sudden increases in heat load, localized overheating, or short-term overheating alarms.

[0003] To address these issues, related technologies typically involve increasing the power output of the cooling units; however, this leads to increased system power consumption. New energy mining trucks are generally equipped with large-capacity batteries of 800-1000kWh, and further increasing the cooling unit power faces physical limitations and economic constraints in terms of resource allocation.

[0004] Although the thermal management method based on multi-source information fusion proposed by related technologies considers multi-source information such as slope and load and uses the vehicle's dynamic model for regulation, the core logic of this method focuses on real-time control of the current state. Its thermal management control has a lag. Furthermore, it does not propose time-series control based on operating parameters such as slope, curvature, and load, and cannot achieve forward-looking pre-control by utilizing the fixed road information of new energy mining truck routes. Summary of the Invention

[0005] This disclosure provides a vehicle thermal management control method, system, and storage medium, aiming to at least partially solve the technical problem of excessive energy consumption caused by the lag in thermal management control when new energy mining trucks are running under complex slope conditions.

[0006] At least one embodiment of this disclosure provides a vehicle thermal management control method, including: The system acquires the vehicle's current road information and actual status information; based on the road information and actual status information, it predicts the predicted operating condition that the vehicle will enter, wherein the predicted operating condition is one of a set of preset operating conditions, and the set of preset operating conditions includes at least one thermal runaway risk condition; if the predicted operating condition is a thermal runaway risk condition, before the vehicle enters the predicted operating condition, the system adjusts the control parameters of the vehicle's thermal management system to take advance action in order to pre-control the vehicle's thermal management object.

[0007] The above solution offers the following technical advantages: Addressing the technical problem of excessive energy consumption caused by lagging thermal management control in new energy mining trucks operating on complex slopes, a vehicle thermal management pre-control method based on dynamically changing road information and actual operating conditions is proposed. The core logic of this method constructs a closed loop of road information, thermal runaway risk prediction, and pre-control, enabling proactive thermal management of the vehicle's thermal management components, particularly the vehicle's three-electric system (battery, motor, and electronic control system). For new energy mining trucks, leveraging the fixed operating routes, proactive condition prediction allows for pre-adjustment of the thermal management system's control parameters before the vehicle enters a thermal runaway risk condition, achieving pre-control. This avoids sudden temperature spikes caused by high-power discharge or charging, prevents heat accumulation leading to localized overheating, balances temperature distribution, and reduces the risk of thermal runaway. Simultaneously, it avoids the energy increase caused by simply increasing cooling power, thus achieving energy savings.

[0008] In the method provided in at least one embodiment of this disclosure, the road information ahead includes at least one of slope, curvature, and road segment length, and the actual state information includes at least one of vehicle load, SOC value, battery temperature, drive motor temperature, and electronic control system temperature.

[0009] The above solution has the following technical effects: multi-dimensional parameter fusion improves the accuracy of working condition identification.

[0010] In at least one embodiment of the method provided in this disclosure, obtaining the current road information ahead of the vehicle includes: obtaining the actual location of the vehicle, wherein the actual location includes at least one of altitude and longitude and latitude; comparing the actual location with a pre-collected preset driving route to determine whether the actual location matches the preset driving route; and, if the actual location matches the preset driving route, determining the current road information ahead of the vehicle based on the actual location and the preset driving route, wherein the preset driving route is configured with at least the road information ahead corresponding to the actual location.

[0011] The above solution has the following technical effects: it eliminates the unreliability of positioning in scenarios where GPS signals are unstable in mining areas, and achieves the determination of road information ahead with low computing power.

[0012] In at least one embodiment of the method provided in this disclosure, the step of predicting the predicted operating condition that the vehicle will enter based on the road information ahead and the actual state information includes: in response to the road information ahead having a positive slope value greater than a preset first slope threshold, a road segment length greater than a preset first length threshold, and the actual state information showing a vehicle load greater than a preset first load threshold, determining that the predicted operating condition is a first type of thermal runaway risk operating condition during an uphill process; and in response to the road information ahead having a negative slope value with an absolute value greater than a preset second slope threshold, a road segment length greater than a preset second length threshold, and the actual state information showing a SOC value less than a preset SOC threshold, determining that the predicted operating condition is a second type of thermal runaway risk operating condition during a downhill process.

[0013] The above solution has the following technical effects: accurately identifying the two core thermal runaway risk conditions that new energy mining trucks may face.

[0014] In at least one embodiment of the method provided in this disclosure, the thermal management system includes a battery thermal management subsystem for controlling battery temperature, and the step of adjusting the control parameters of the vehicle's thermal management system to perform pre-action includes: when the predicted operating condition is a first type of thermal runaway risk condition, initiating pre-control of the battery by the battery thermal management subsystem at a first preset time before the vehicle enters the predicted operating condition; and when the predicted operating condition is a second type of thermal runaway risk condition, initiating pre-control of the battery by the battery thermal management subsystem at a second preset time before the vehicle enters the predicted operating condition; wherein the first preset time is different from the second preset time.

[0015] The above scheme has the following technical effects: it reflects the differentiated prediction of the thermal response characteristics of the two types of thermal runaway risk conditions, and achieves just the right pre-control timing.

[0016] In at least one embodiment of the method provided in this disclosure, the pre-control of the battery is configured to: if the battery thermal management subsystem will activate a cooling mode under the predicted operating condition, lower a first entry temperature threshold for comparing the battery temperature with the battery temperature to determine whether the battery thermal management subsystem has entered the battery cooling mode, and lower the target temperature of the inlet of the battery thermal management subsystem; and if the battery thermal management subsystem will activate a battery heating mode under the predicted operating condition, raise a second entry temperature threshold for comparing the battery temperature with the battery temperature to determine whether the battery thermal management subsystem has entered the heating mode; wherein the change in the first entry temperature threshold, the change in the second entry temperature threshold, and the change in the target temperature of the inlet are related to a corresponding first preset time or second preset time.

[0017] The above solution has the following technical effects: by adjusting the temperature threshold in the entry conditions and adjusting the target temperature of the inlet, a dual precooling measure is formed, which has a stronger peak suppression capability compared with a single measure.

[0018] In at least one embodiment of the method provided in this disclosure, the thermal management system includes a motor and electronic control thermal management subsystem for cooling the motor and electronic control system. The step of adjusting the control parameters of the vehicle's thermal management system to perform pre-action includes: when the predicted operating condition is a first-type thermal runaway risk condition, initiating pre-control of the motor and electronic control system by the motor and electronic control subsystem at a first preset time before the vehicle enters the predicted operating condition; and when the predicted operating condition is a second-type thermal runaway risk condition, initiating pre-control of the motor and electronic control system by the motor and electronic control subsystem at a second preset time before the vehicle enters the predicted operating condition.

[0019] The above solution has the following technical effects: it realizes synchronous pre-control of thermal management of the three-electric system and reduces system complexity.

[0020] In at least one embodiment of the method provided in this disclosure, the pre-control of the motor and the electronic control system is configured to: reduce a fan start-up temperature threshold used for comparison with the outlet temperature of the motor in determining whether the fan in the motor's electronic control thermal management subsystem has entered fan cooling mode, thereby obtaining a corrected fan start-up temperature threshold, wherein the change in the fan start-up temperature threshold is related to a corresponding first preset time or second preset time; and the fan cooling mode is configured to: acquire the outlet temperature of the motor; and, in response to the outlet temperature of the motor rising to the corrected fan start-up temperature threshold, control all the fans to start and based on a set wind speed... The fan control strategy operates as follows: in response to the motor outlet temperature rising to the pre-corrected fan start temperature threshold, all fans are controlled to operate at a first duty cycle; in response to the motor outlet temperature rising to a preset fan full-speed temperature threshold, all fans are controlled to operate at a second duty cycle; and in response to the motor outlet temperature falling to a preset fan stop temperature threshold, all fans are controlled to stop operating; wherein the fan stop temperature threshold, the corrected fan start temperature threshold, the fan start temperature threshold, and the fan full-speed temperature threshold increase sequentially, and the first duty cycle is less than the second duty cycle.

[0021] The above solution has the following technical effects: by starting the fan in advance to dissipate heat, the motor water temperature is prevented from rising in a short time, and the multi-level risk control balances the heat dissipation effect and energy consumption.

[0022] At least one embodiment of this disclosure also provides a vehicle thermal management control system, including: The acquisition unit is configured to acquire the vehicle's current road information ahead and actual status information; The processing unit is configured to predict the predicted operating condition that the vehicle will enter based on the road information ahead and the actual state information, wherein the predicted operating condition is one of a plurality of preset operating conditions, and the plurality of operating conditions includes at least one operating condition with thermal runaway risk. The control unit is configured to adjust the control parameters of the vehicle's thermal management system to take early action before the vehicle enters the predicted operating condition if the predicted operating condition is a thermal runaway risk condition, so as to pre-control the thermal management object of the vehicle.

[0023] At least one embodiment of this disclosure also provides a storage medium storing a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method provided in any embodiment of this disclosure.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 A flowchart of a vehicle thermal management control method provided for at least one embodiment of this disclosure; Figure 2 A flowchart of a scheme for obtaining road information ahead provided in at least one embodiment of this disclosure; Figure 3 A flowchart of a predictive operating condition judgment scheme provided for at least one embodiment of this disclosure; Figure 4 A flowchart of a battery thermal runaway pre-control scheme provided for at least one embodiment of this disclosure; Figure 5 A flowchart of a pre-control scheme for thermal runaway of a motor and electronic control system provided in at least one embodiment of this disclosure; Figure 6 A flowchart of another vehicle thermal management control method provided in at least one embodiment of this disclosure; Figure 7 A structural block diagram of a vehicle thermal management control system provided in at least one embodiment of this disclosure; Figure 8A structural block diagram of a program product provided for at least one embodiment of this disclosure.

[0027] Figure label: 100 - Vehicle thermal management control system; 101 - Acquisition unit; 102 - Processing unit; 103 - Control unit; 201 - Processor; 202 - Memory; 203 - Input device; 204 - Output device. Detailed Implementation

[0028] The present disclosure will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the disclosure. Similarly, the following embodiments are only some, not all, embodiments of the present disclosure, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this disclosure.

[0029] The terms "first," "second," and "third" used in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," and "third" may explicitly or implicitly include at least one of that feature.

[0030] In the description of this disclosure, "multiple" means at least two, such as two or three, unless otherwise expressly and specifically limited.

[0031] In this disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0032] The terms “comprising” and “having”, and any variations thereof, used in this disclosure are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or devices.

[0033] In this disclosure, the term "mining truck" refers to a non-highway heavy-duty dump truck specifically designed for heavy-load and steep-slope working conditions, such as mining infrastructure.

[0034] In this disclosure, the term "thermal management" refers to a technical system that uses active or passive technical means to control the temperature and heat transfer path within a device or system or space to ensure that it remains within its optimal temperature range.

[0035] The term "thermal runaway risk" in this disclosure, also known as thermal load risk, refers to operating conditions during vehicle operation where there may be a sudden increase in thermal load, localized overheating, or a short-term surge in water temperature triggering an alarm. Specifically, a short-term surge in water temperature alarm refers to the water temperature of the vehicle's power cooling system rapidly rising to a preset alarm threshold within a set time, thereby triggering an abnormal water temperature alarm.

[0036] In the embodiments of this disclosure, the term "battery state of charge" (SOC) refers to the ratio of the battery's remaining capacity to its rated capacity in a fully charged state, and is generally expressed as a percentage.

[0037] In this disclosure, the term "three-electric system" refers to the system assembly consisting of a battery, a motor, and an electronic control system, which is the core component that determines the vehicle's power output, operating energy consumption, and operational stability.

[0038] In this disclosure, the term "vehicle-mounted remote communication terminal device" (TBOX) refers to a device installed on a vehicle for enabling bidirectional data interaction between the vehicle and a back-end service platform.

[0039] The term "battery thermal management subsystem," also known as the battery air conditioning system or TMS in this disclosure, is responsible for battery thermal management, including cooling and heating, to ensure that the battery operates at a suitable temperature. The main components of the TMS include a radiator, compressor, PTC heating element, water pump, sensors, and corresponding water circuits.

[0040] To address the technical problem of excessive energy consumption caused by lagging thermal management control in new energy mining trucks operating under complex slope conditions, this disclosure proposes a vehicle thermal management pre-control method based on dynamically changing road information and actual state information for forward planning. The core logic of this method is to construct a closed loop of road information – thermal runaway risk condition prediction (also known as heat load prediction) – pre-control, achieving forward-looking thermal management of the vehicle's thermal management targets, especially the vehicle's three-electric system (battery, motor, and electronic control system). For new energy mining trucks, this method leverages the fixed operating routes of mining trucks, using forward-looking condition prediction to adjust the control parameters of the thermal management system in advance before the vehicle enters a thermal runaway risk condition (also known as a high heat load condition), thus achieving pre-control. This avoids instantaneous temperature spikes caused by high-power discharge or charging, prevents heat accumulation leading to localized overheating, balances temperature distribution, and reduces the risk of thermal runaway. Simultaneously, it avoids the energy increase caused by simply increasing cooling power, thus achieving energy-saving effects.

[0041] Based on this, the method disclosed in this publication fully utilizes the vehicle's operating condition characteristics to predict operating conditions. Each parameter in the road information and actual state information is classified separately, enabling more accurate identification of various operating conditions, especially those with thermal runaway risk. Under the first type of thermal runaway risk condition, i.e., heavy-load uphill driving, the main control is to cool the three-electric system (battery, motor, and electronic control system). Under the second type of thermal runaway risk condition, i.e., steep gradients, long distances, and when the SOC value is below the SOC threshold, the main function is to pre-cool the battery for energy recovery.

[0042] Based on this, the method disclosed herein employs time-series coordinated control to pre-cool or preheat the three-electric system according to the slope, curvature of the road ahead, and vehicle load, thereby avoiding short-term temperature surges in the three-electric system.

[0043] Based on this, the disclosed method employs a combination of strategies to implement different thermal management controls for conventional roads and key identified Type I and Type II thermal runaway risk conditions. The default thermal management control strategy is used for conventional roads. For the battery thermal management subsystem, temperature control is further implemented based on the battery temperature during charging or discharging, with individual cell temperatures monitored during the charging and discharging process. For the motor electronic control thermal management subsystem, cooling is performed based on the motor's outlet water temperature.

[0044] Figure 1 This is a flowchart illustrating a vehicle thermal management control method provided in at least one embodiment of the present disclosure. This method is applicable to any current type of new energy vehicle, particularly new energy mining trucks operating under complex conditions and high heat loads. Figure 1 As shown, the method may include the following steps S10-S30 to achieve thermal runaway risk control.

[0045] Step S10: Obtain the vehicle's current road information and actual status information.

[0046] Step S20: Based on the road information ahead and the actual state information, predict the predicted working condition that the vehicle will enter. The predicted working condition is one of a number of preset working conditions, and the multiple working conditions include at least one working condition with thermal runaway risk.

[0047] Step S30: If the predicted operating condition is a thermal runaway risk condition, adjust the control parameters of the vehicle's thermal management system to take early action before the vehicle enters the predicted operating condition, so as to pre-control the thermal management object of the vehicle.

[0048] It should be noted that the road information and actual status information ahead are both real-time and dynamically changing data. Pre-control refers to controlling the vehicle's thermal management components in advance.

[0049] In the above scheme, this disclosure does not limit the information on the road ahead, the actual status information, and the corresponding acquisition scheme in step S10. In practical application scenarios, the information on the road ahead, in addition to those described in later embodiments, may also include at least one of road grade, traffic congestion status, and speed limit information. The actual status information, in addition to those described in later embodiments, may also include at least one of the following: current DPF carbon load, coolant temperature, exhaust temperature, battery SOC, current vehicle speed, and curb weight. All of the above parameters are related to the vehicle's thermal state and operating state. When the system executes step S10, it can select appropriate information on the road ahead, the actual status information, and the corresponding acquisition scheme according to the actual configuration and control requirements of the vehicle to ensure the accuracy of the predicted operating conditions and provide a reliable judgment basis for subsequent pre-control.

[0050] In the above scheme, this disclosure does not limit the prediction condition judgment scheme in step S20. In practical application scenarios, in addition to the schemes described in the following embodiments, multi-dimensional information such as the ambient temperature of the road ahead, driving conditions, and historical operating data can be combined to comprehensively determine whether the vehicle is about to enter an operating condition with a risk of thermal runaway or a normal operating condition. This judgment process can be completed directly based on preset threshold conditions, or it can be combined with a pre-trained recognition model to output the judgment result, so as to match different control accuracy requirements and computing power conditions. When the system executes step S20, it can select an appropriate prediction condition judgment scheme according to the actual computing power configuration and control requirements of the vehicle, so as to reduce unnecessary computing power consumption while meeting the requirements of prediction accuracy and balancing control effect and operating cost.

[0051] In the above-described scheme, this disclosure does not limit the control parameter adjustment scheme in step S30. In practical application scenarios, in addition to the schemes described in the later embodiments, the thermal runaway risk level can be further determined, and corresponding adjustments can be made to control parameters of different dimensions such as the power of the battery cooling system, the air conditioning operation mode, and the vehicle power output limitation ratio. This allows for adjusting a single control parameter for a single risk dimension, or simultaneously adjusting multiple control parameters based on the superposition of multiple risk dimensions. The adjustment range can also be dynamically set to match the risk level. This approach not only prepares for thermal management in advance, reducing the possibility of thermal runaway, but also avoids unnecessary parameter adjustments that could affect the normal operation of the vehicle, balancing vehicle safety and driving experience. When executing step S30, the system can select an appropriate control parameter adjustment scheme based on the vehicle's hardware configuration, risk level classification rules, and control requirements. This covers different levels of thermal runaway risk while controlling additional energy consumption and interference with the vehicle's normal operation.

[0052] The method provided in at least one embodiment of this disclosure is applicable to any existing new energy vehicle application scenario that may face the risk of thermal runaway. For example, plug-in hybrid vehicles, pure electric vehicles, and range-extended electric vehicles equipped with batteries can all achieve early control of thermal runaway risk through the method of this disclosure. It does not require large-scale modifications to the original hardware architecture of the vehicle; adaptation and implementation can be achieved simply by upgrading the software of the original control logic. This method meets the upgrade needs of most existing new energy vehicles and can also be directly integrated into the original factory control program of new vehicles, providing more comprehensive thermal safety protection for new vehicles. In addition to direct adaptation to passenger new energy vehicles, the method of this disclosure can also be adapted to different types of vehicles such as commercial new energy logistics vehicles or new energy buses. It only requires adjusting the risk threshold and control parameter adjustment rules according to the battery parameters and hardware configuration of the corresponding vehicle type to be put into normal use.

[0053] In some embodiments, Figure 1Based on the proposed solution, to accurately predict thermal load, step S10 includes at least one of the following road information: slope, curvature, and road segment length. Actual state information includes at least one of the following: vehicle load, SOC value, battery temperature, drive motor temperature, and electronic control system temperature. Slope reflects the expected power output and energy recovery intensity during subsequent vehicle operation. Curvature can be represented by the radius of curvature; a smaller radius indicates a more pronounced road curvature, requiring more frequent adjustments to power output and speed, and resulting in more drastic fluctuations in battery charging and discharging power. Road segment length, combined with the current vehicle speed, can be used to predict the duration of operation under these road conditions. Vehicle load determines the basic load level of the vehicle's powertrain; a higher load results in higher battery output power and more heat generation under the same operating conditions. SOC reflects the current remaining battery capacity and charging / discharging redundancy; excessively high or low SOC increases the probability of thermal runaway. Battery temperature, drive motor temperature, and electronic control system temperature directly reflect the current heat accumulation level of the three-electric system and are core parameters for assessing thermal runaway risk.

[0054] The above-mentioned scheme improves the accuracy of operating condition identification through multi-dimensional parameter fusion. This provides reliable data support for subsequent accurate heat load prediction and early assessment of thermal runaway risks.

[0055] In some embodiments, Figure 1 Based on the proposed solution, to accurately predict operating conditions and effectively eliminate the risk of thermal runaway, step S20 includes at least one of the following operating conditions: flat road condition, uphill condition with no thermal runaway risk, and downhill condition with no thermal runaway risk. Thermal runaway risk conditions include a first type of thermal runaway risk condition (also known as a heavy-load long uphill condition) and a second type of thermal runaway risk condition (also known as a long downhill strong recovery condition). In the first type of thermal runaway risk condition, both the motor and battery are in an overloaded discharge output state with very high thermal load. In the second type of thermal runaway risk condition, the motor and battery are in a high-power kinetic energy recovery process. Both the first and second types of thermal runaway risk conditions may result in thermal runaway risk, i.e., a sudden increase in thermal load, localized overheating, or a short-term surge in water temperature triggering an alarm.

[0056] For flat road conditions, uphill conditions without thermal runaway risk, and downhill conditions without thermal runaway risk, the vehicle can be operated according to its existing conventional thermal management and control strategies without the need to activate additional targeted thermal runaway risk intervention strategies.

[0057] Figure 2 A flowchart illustrating a scheme for obtaining road information ahead, provided in at least one embodiment of this disclosure. Figure 1 Based on the existing plan, for vehicles with fixed routes, such as new energy mining trucks, whose operating conditions are characterized by enclosed locations and fixed routes, in order to effectively utilize pre-collected preset driving routes, such as... Figure 2 As shown, the scheme for obtaining road information ahead in step S10 may further include the following sub-steps S101-103.

[0058] Sub-step S101: Obtain the actual location of the vehicle, wherein the actual location includes altitude and at least one of longitude and latitude.

[0059] Sub-step S102: Compare the actual location with the pre-collected preset driving route to determine whether the actual location matches the preset driving route.

[0060] Sub-step S103: If the actual location matches the preset driving route, determine the current road information ahead of the vehicle based on the actual location and the preset driving route, wherein the preset driving route is configured with at least the road information ahead corresponding to the actual location.

[0061] It should be noted that, due to pre-collection, the road information for the preset driving route is known. The vehicle is equipped with an onboard TBOX, which can determine the vehicle's current actual location.

[0062] In particular, sub-steps S101-S103 can pre-acquire road information in advance during vehicle travel. The current position and subsequent road conditions are determined by the actual position and the pre-collected preset driving route. This eliminates the need to rely on the vehicle's real-time perception module to dynamically detect information such as road slope and length. Especially for vehicles operating in closed environments with fixed routes, such as new energy mining trucks and on-site engineering transport vehicles, this solution can effectively reduce the hardware cost of the vehicle perception system. At the same time, it avoids the problem of inaccurate acquisition of forward information caused by real-time detection errors and fluctuations in site network signals. The acquisition results are more reliable and the response speed is faster, so as to deal with possible thermal runaway risk conditions earlier and more accurately.

[0063] The above solution eliminates the unreliability of positioning in scenarios where GPS signals are unstable in mining areas, and achieves the determination of road information ahead with low computing power.

[0064] In some embodiments, the road information for the preset driving route in step S102 can be collected by the vehicle in advance along the predetermined preset driving route using a high-precision map device and stored in the cloud communicating with the vehicle. The preset driving route has road information at multiple locations. The road information stored for each location includes at least driving resistance parameters affecting the vehicle's thermal load, such as the slope, curvature, and road length at that location. When the vehicle is driving, it only needs to obtain the preset driving route from the cloud and match the current actual location with the location points of the preset driving route downloaded from the cloud to quickly retrieve all road information for the subsequent driving segments. This does not require occupying a large amount of local storage resources on the vehicle and can achieve rapid information retrieval by relying on the high-speed communication of the cloud, adapting to the needs of continuous high-speed vehicle operations. When the roads within the site are adjusted, only the new route information needs to be collected again to update the cloud storage, completing the route information update for all operating vehicles. There is no need to upgrade the data of each individual vehicle, greatly improving maintenance convenience.

[0065] In some embodiments, Figure 2 Based on the scheme, in order to avoid making incorrect thermal management pre-control based on inaccurate information about the road ahead, step S10 may also include the following sub-step S104.

[0066] Sub-step S104: If the actual location does not match the preset driving route, maintain the control parameters of the vehicle's thermal management system unchanged to execute the conventional thermal management control strategy.

[0067] Sub-step S104 can be set to run parallel to sub-step S103 or placed after sub-step S103. Step S104 avoids erroneous thermal management pre-adjustments based on inaccurate road information when the vehicle deviates from the preset driving route. This prevents increased energy consumption of the thermal management system due to erroneous pre-adjustments and avoids the risk of temperature runaway in thermally managed components such as the battery, motor, and electronic control system caused by erroneous pre-control. Furthermore, this processing logic does not require initiating complex pre-calculation processes when the vehicle deviates from the route, effectively reducing the computational load on the onboard control unit and improving the stability and robustness of the overall thermal management control process. It can well adapt to the flexible scheduling needs of temporary lane changes and temporary route adjustments in closed work areas, balancing vehicle control reliability and system operating efficiency.

[0068] In some embodiments, Figure 2 Based on the scheme, in order to improve the accuracy of working condition identification, step S10 also includes the following sub-step S105.

[0069] Sub-step S105: After obtaining the current road information and actual status information of the vehicle, preprocess the road information and actual status information to obtain the preferred road information and actual status information.

[0070] The sub-step S105 cleans and standardizes the collected data. On one hand, it filters out abnormal noise and invalid missing data caused by sensor signal interference, satellite positioning drift, and network packet loss, supplementing reliable road feature information. On the other hand, it aligns the timestamps of multi-source data and unifies the format of heterogeneous data, providing a clear and accurate input basis for subsequent thermal management pre-control decisions. The pre-processing can be set from the perspective of reducing the probability of errors in pre-control decisions from the data input end, avoiding unnecessary parameter adjustments caused by incorrect input. Simultaneously, by streamlining the effective data volume, and in conjunction with the abnormal route handling logic in step S104, it jointly improves the accuracy, stability, and operational efficiency of the vehicle's thermal management pre-control process. This ensures that the temperatures of core thermal management components such as the battery, motor, and electronic control system remain within a reasonable range, reducing the risk of temperature runaway and adapting to the flexible scheduling and driving needs of vehicles in different scenarios.

[0071] In some embodiments, in order to quickly and accurately identify a variety of known and different operating conditions, the preprocessing in sub-step S105 is configured to include at least one of the following sub-steps S105a-S105d.

[0072] Sub-step S105a: Based on slope θ Determine the slope level of the road ahead, where the slope level is one of several preset slope levels, including gentle slopes (…). θ ≤3%), steep slope (3% < θ ≤8%) and steep slopes ( θ >8%).

[0073] Sub-step S105b: Based on curvature R Determine the curvature level of the road ahead, where the curvature level is one of several preset curvature levels, including gentle curves (…). R ≥20m) and sharp bends ( R <20m).

[0074] Sub-step S105c: Based on road segment length L Determine the road length level ahead, where the road length level ahead is one of several preset length levels, including short road sections ( L ≤500m), middle section (500m < L ≤2000m), long road sections ( L >2000m).

[0075] Sub-step S105d: Based on vehicle load MDetermine the current load level, which is one of several preset load levels, including light load (…). M ≤60%×rated load), heavy load ( M >85%).

[0076] The above scheme classifies each parameter in the road information and actual status information to more accurately identify various known and different operating conditions, especially those with thermal runaway risk.

[0077] As an example implementation, considering the fixed nature of mining truck routes, road information of the preset driving route is collected in advance and stored in the cloud. Longitude, latitude and altitude are collected in real time through the vehicle TBOX for comparison to ensure that the road environment is consistent. The road information ahead is then sent out through the vehicle controller.

[0078] The composition and source of the road ahead information and actual status information, as well as the preprocessing output of the vehicle controller, are shown in Table 1.

[0079] Table 1

[0080] Figure 3 A flowchart illustrating a predictive operating condition judgment scheme provided for at least one embodiment of this disclosure. Figure 1 or Figure 2 Based on the plan, in order to quickly identify key thermal runaway risk conditions, such as Figure 3 As shown, the predicted working condition judgment scheme in step S20 can further include the following sub-steps S201-S202.

[0081] Sub-step S201: In response to the fact that the slope in the road information ahead is positive and greater than the preset first slope threshold, the road segment length is greater than the preset first length threshold, and the vehicle load in the actual status information is greater than the preset first load threshold, the predicted working condition is determined to be the first type of thermal runaway risk working condition in the uphill process.

[0082] Sub-step S202: In response to the fact that the slope in the road information ahead is negative and its absolute value is greater than the preset second slope threshold, the road segment length is greater than the preset second length threshold, and the SOC value in the actual state information is less than the preset SOC threshold, the predicted working condition is determined to be the second type of thermal runaway risk working condition in the downhill process.

[0083] It should be noted that the identification of non-thermal runaway risk conditions in the predicted operating conditions can be achieved through various publicly available vehicle operating condition identification methods, or it can be preliminarily confirmed by excluding the above two types of thermal runaway risk conditions.

[0084] Specifically, through sub-steps S201-S202, based on forward-looking road information and the vehicle's current actual operating status, accurate identification of thermal runaway risk conditions under different scenarios can be completed in advance. This eliminates the need to wait until the vehicle has entered a thermal runaway risk condition or the battery status parameters become abnormal before completing the risk assessment. It allows sufficient adjustment time for the early intervention of subsequent thermal management control strategies, significantly improving the foresight and proactivity of vehicle thermal management. At the same time, it can also distinguish between thermal runaway risk conditions under two different scenarios, facilitating the matching of differentiated thermal management pre-control strategies for different risk types, further improving the accuracy of thermal management control, effectively reducing the probability of thermal runaway during vehicle operation, and improving the operational safety of the vehicle battery.

[0085] The above solution can accurately identify the two core thermal runaway risk conditions that new energy mining trucks may face.

[0086] In some embodiments, Figure 3 Based on the proposed solution, the first slope threshold in sub-step S201 is equal to the second slope threshold in sub-step S202. This unified threshold setting simplifies the parameter calibration process of the control system and reduces the computational load and parameter storage pressure on the controller. Given the typically fixed slope grading of mining operation roads, there is no need to design two different slope judgment logics for long uphill and downhill scenarios. This effectively improves the identification and response speed for thermal runaway risk conditions, while reducing the workload of parameter calibration during actual vehicle debugging, making it more suitable for the actual needs of new energy mining trucks in mining operations. If there are special slope operation scenarios in the mining area, the two slope thresholds can also be set to different values ​​according to the actual road conditions, flexibly adapting to the operating conditions of different mining areas and ensuring the accuracy of identification.

[0087] As an exemplary implementation, for new energy mining trucks, sub-step S201 can set the slope. θ >8%, Road segment length L >500m and vehicle load M When the slope is >85%, the predicted operating condition is determined to be a Type I thermal runaway risk condition (heavy load long uphill) during an uphill process. Therefore, the thermal load needs to be reduced, and in sub-step S202, the slope can be set. θ >8%, Road segment length L When the depth is >500m and the SOC value is <50%, the predicted operating condition is determined to be the second type of thermal runaway risk condition during the downhill process (long downhill with strong recovery), and the battery needs to be pre-cooled in preparation for recovery.

[0088] Figure 4 A flowchart illustrating a battery thermal runaway pre-control scheme provided for at least one embodiment of this disclosure. Figures 1-3Based on any of the proposed solutions, the thermal management system includes a battery thermal management subsystem for controlling battery temperature, and, in order to precisely control the risk of battery thermal runaway, such as... Figure 4 As shown, the control parameter adjustment scheme for the battery in step S30 includes the following sub-steps S301 and S302.

[0089] Sub-step S301: When the predicted operating condition is a Class I thermal runaway risk condition, the battery thermal management subsystem is activated to pre-control the battery at a first preset time before the vehicle enters the predicted operating condition.

[0090] Sub-step S302: When the predicted operating condition is a type II thermal runaway risk condition, the battery thermal management subsystem is activated to pre-control the battery at a second preset time before the vehicle enters the predicted operating condition.

[0091] The first preset time differs from the second preset time. Through sub-steps S301 and S302, the timing of pre-control is differentiated for two different thermal runaway risk conditions. This avoids premature intervention of pre-control, which would increase unnecessary energy consumption of the vehicle, and ensures that the pre-control action is fully completed. This ensures that the battery temperature is adjusted to the target range before the vehicle enters the risk condition, adapting to the heat generation characteristics of different risk conditions.

[0092] The above scheme reflects the differentiated prediction of the thermal response characteristics of the two types of thermal runaway risk conditions, and achieves just the right pre-control timing.

[0093] In some embodiments, Figure 4 Based on the proposed solution, the first preset time is shorter than the second preset time. The second type of thermal runaway risk condition has a higher risk level and a faster heat generation rate. It requires higher standards for the initial temperature consistency and range accuracy of the battery before entering the condition, necessitating a longer adjustment time to smoothly adjust the battery temperature to the target range and reserve sufficient safety margin to cope with the subsequent intense heat generation process. In contrast, the first type of thermal runaway risk condition has a relatively lower risk level and a more gradual heat generation process. It only requires a shorter adjustment time to adjust the battery to the acceptable temperature range, without prematurely activating pre-control to increase unnecessary energy consumption of the entire vehicle. This time setting balances thermal safety control requirements with optimal control of the vehicle's energy consumption.

[0094] In some embodiments, Figure 4 Based on the scheme, in order to balance thermal management safety and vehicle energy consumption economy, the pre-control of the battery in sub-steps S301 and S302 is configured to include the following sub-steps S301a and S301b.

[0095] Sub-step S301a: If the battery thermal management subsystem is predicted to start cooling mode under the operating conditions, lower the first entry temperature threshold used for comparison with battery temperature to determine whether the battery thermal management subsystem has entered battery cooling mode, and lower the target temperature of the battery thermal management subsystem's inlet.

[0096] Sub-step S301b: If it is predicted that the battery thermal management subsystem will start the battery heating mode under the operating conditions, increase the second entry temperature threshold used for comparison with the battery temperature to determine whether the battery thermal management subsystem has entered the heating mode.

[0097] The changes in the first entry temperature threshold, the second entry temperature threshold, and the target temperature at the inlet are related to the corresponding first or second preset time. Sub-steps S301a and S301b match the appropriate pre-control amplitude for different pre-control timings. The longer the preset time, the higher the corresponding thermal runaway risk level, requiring a larger temperature amplitude adjustment, and consequently, a greater change in the first entry temperature threshold, the second entry temperature threshold, and the target temperature at the inlet. This correlation ensures that the pre-control intensity is sufficient to adjust the battery temperature to a reasonable range that meets the predicted operating conditions, preventing a surge in battery heat generation or dissipation demand after the vehicle enters high-risk conditions, thus avoiding temperatures exceeding the safe operating range and further enhancing thermal runaway prevention capabilities. It also avoids excessive pre-control amplitude causing unnecessary energy consumption, balancing thermal management safety and vehicle energy economy, and further improving the adaptability and reliability of battery thermal management under different risk conditions.

[0098] The above scheme forms a dual precooling measure by adjusting the temperature threshold in the entry conditions and the target temperature of the inlet, which has a stronger peak suppression capability compared to a single measure.

[0099] As an exemplary implementation, the basic battery thermal management strategy is shown in Table 2 below, wherein, T max Indicates the highest temperature of a single battery cell. T min Indicates the lowest temperature of a single battery cell. T mean Indicates the average temperature of a single battery cell. T max , T min and T mean All readings monitored by the battery thermal management subsystem pertain to battery temperature. T 1 represents the first entry temperature threshold, which is set to 38℃ in Table 2. T 2 indicates the second entry temperature threshold, which is set to 9°C in Table 2.

[0100] It should be noted that different vehicles may use different battery temperature types; this implementation uses the temperature of individual battery cells.

[0101] Table 2

[0102] The operating condition identification and the improved pre-control strategy are shown in Table 3 below.

[0103] Table 3

[0104] The basic battery thermal management strategy is T max >38℃ triggers battery cooling mode. T min ≤9℃ triggers battery heating mode. After adjusting the control parameters, it becomes... T max >33℃ triggers battery cooling mode. T min The battery enters heating mode when the temperature is ≤15℃. Entering heating mode 5℃ in advance helps identify high-power discharge conditions ahead, where the battery has high heat dissipation requirements. This allows for pre-cooling, preventing temperature spikes.

[0105] Figure 5 A flowchart illustrating a pre-control scheme for thermal runaway of a motor and electronic control system provided in at least one embodiment of this disclosure. Figures 1-4 Based on any of the schemes, the thermal management system includes a motor and electronic control thermal management subsystem for cooling the motor and electronic control system, and, as Figure 5 As shown, in order to accurately control the risk of thermal runaway of the motor and the electronic control system, the control parameter adjustment scheme for the motor and the electronic control system in step S30 can further include sub-steps S301* and S302*.

[0106] Sub-step S301*: When the predicted operating condition is a Class I thermal runaway risk condition, the motor and electronic control thermal management subsystem is activated to pre-control the motor and electronic control system at the first preset time before the vehicle enters the predicted operating condition.

[0107] Sub-step S302*: When the predicted operating condition is a type II thermal runaway risk condition, the motor and electronic control thermal management subsystem is activated to pre-control the motor and electronic control system at a second preset time before the vehicle enters the predicted operating condition.

[0108] Specifically, sub-steps S301*-S302* achieve graded pre-control of the motor and electronic control system under different thermal runaway risk levels, matching the thermal runaway prevention requirements of different operating conditions. The first preset time is consistent with the pre-control sequence of the first type of thermal runaway risk condition on the battery side, and the second preset time is synchronized with the pre-control sequence of the second type of thermal runaway risk condition on the battery side. This graded control method can avoid energy waste caused by excessive pre-control, balancing the thermal safety of the vehicle and energy economy.

[0109] The above solution achieves synchronous pre-control of thermal management of the three electrical systems, reducing system complexity.

[0110] In some embodiments, Figure 5 Based on the scheme, the motor and electronic control thermal management subsystem has a fan. In order to eliminate the risk of thermal runaway, the pre-control of the motor and electronic control system in sub-steps S301* and S302* is configured to include the following sub-step S301a*.

[0111] Sub-step S301a*: Reduce the fan start temperature threshold used for comparing with the motor outlet temperature when the fan enters the fan cooling mode in the motor electronic control thermal management subsystem, and obtain the corrected fan start temperature threshold, wherein the amount of change in the fan start temperature threshold is related to the corresponding first preset time or second preset time.

[0112] Specifically, sub-step S301a* can trigger the fan in advance to pre-cool the motor and electronic control system, reducing their operating temperature to a lower range beforehand. This provides sufficient temperature margin for subsequent high-load conditions, preventing the motor and electronic control system from rapidly overheating due to increased power and exceeding thermal safety thresholds when the vehicle enters a thermal runaway risk condition. Furthermore, the matching relationship between the threshold change and the preset time adapts to different levels of thermal runaway risk: the higher the thermal runaway risk level, the longer the corresponding preset time, the greater the reduction in the fan start temperature threshold, and the greater the pre-cooling effect. This not only continues the hierarchical pre-control design approach, avoiding unnecessary energy waste caused by excessive fan activation in low-risk scenarios, but also specifically enhances the thermal safety redundancy of the motor and electronic control system in high-risk scenarios, further balancing the vehicle's thermal safety and energy economy.

[0113] The above solution avoids a short-term surge in motor water temperature by starting the fan in advance for cooling, and the multi-level risk control balances the cooling effect and energy consumption.

[0114] In some embodiments, to ensure the temperature stability of the motor and the electronic control system, the fan cooling mode in sub-step S301a* is configured to perform the following steps: obtaining the outlet temperature of the motor; in response to the outlet temperature of the motor rising to a corrected fan start temperature threshold, controlling all fans to start and operate based on a set fan control strategy; in response to the outlet temperature of the motor rising to the original fan start temperature threshold (the fan start temperature threshold before correction), controlling all fans to operate at a first duty cycle; in response to the outlet temperature of the motor rising to a preset fan full-speed temperature threshold, controlling all fans to operate at a second duty cycle; and in response to the outlet temperature of the motor falling to a preset fan stop temperature threshold, controlling all fans to stop operating. The fan stop temperature threshold, the corrected fan start temperature threshold, the original fan start temperature threshold, and the fan full-speed temperature threshold increase sequentially, and the first duty cycle is less than the second duty cycle. The aforementioned fan cooling mode enables gradient control of fan cooling power, gradually increasing with the motor outlet temperature. This prevents the fan from operating at full load in the early stages of temperature rise, avoiding unnecessary power waste and increased noise. Simultaneously, it provides full-power cooling when the motor temperature rapidly approaches the thermal safety threshold, quickly suppressing the temperature rise and ensuring the temperature stability of the motor and electronic control system. Furthermore, the progressively increasing threshold setting prevents the fan from repeatedly starting and stopping at the critical start point, reducing ineffective wear on fan components and improving the smoothness of fan operation. This cooling mode, combined with the aforementioned pre-control strategy of lowering the fan start threshold in advance, further balances the vehicle's energy economy and component lifespan, while ensuring sufficient thermal safety margin and mitigating the risk of thermal runaway, thus enhancing the overall control performance of the vehicle's thermal management system.

[0115] In the above scheme, the fan control strategy can be set according to actual needs. Different vehicle models have different motor power levels, overall vehicle heat dissipation space layouts, common operating temperature ranges, and energy consumption design targets. This allows the scheme to adapt to different vehicle platforms with different power configurations, such as pure electric, plug-in hybrid, and hybrid electric vehicles. While ensuring thermal management effectiveness, it significantly reduces the development cost of strategy adaptation and adjustment, enabling the control scheme to achieve a balance between thermal safety, energy economy, and component lifespan in different products, thus ensuring the overall performance of the vehicle's thermal management system.

[0116] As an exemplary implementation, the basic motor electronic control thermal management strategy (the original set fan control strategy) includes the following steps: 1) When the water outlet of the motor reaches 40℃, all fans operate at 55% duty cycle (medium speed). 2) When the water temperature at the motor outlet reaches 60℃, all fans will operate at 90% duty cycle (full speed). 3) Stop working when the water temperature at the motor outlet is below 38℃.

[0117] The operating condition identification and the improved pre-control strategy are shown in Table 4 below.

[0118] Table 4

[0119] It should be noted that the above fan control does not require monitoring of pre-control effects; the final control is based on the motor's outlet water temperature. If the positioning information cannot be identified, the conventional thermal management control strategy will be implemented without pre-control. If pre-control is initiated, monitoring of the execution effect is unnecessary; the corresponding action will be executed based on temperature monitoring.

[0120] Figure 6 A flowchart illustrating another vehicle thermal management control method provided for at least one embodiment of this disclosure. Figures 1-5 Based on any one of the options, in order to initiate pre-control as needed, such as Figure 6 As shown, the method further includes the following step S01.

[0121] Step S01: In response to the pre-control command, generate a control signal for acquiring the vehicle's current forward road information and actual state information.

[0122] Step S01 can be set before step S10. This pre-control command is used to trigger steps S10-S30. It can be issued by the user according to actual needs, or initiated by the system in areas where thermal runaway risk may exist. This avoids unnecessary energy waste caused by pre-control actions and ensures that early thermal management intervention can be triggered in a timely manner according to user needs under high-risk thermal runaway conditions, effectively improving the safety of vehicles driving in the mining area.

[0123] Figure 7 This is a structural block diagram of a vehicle thermal management control system provided in at least one embodiment of the present disclosure. Figure 7 As shown, the vehicle thermal management control system 100 integrates an acquisition unit 101, a processing unit 102, and a control unit 103.

[0124] The acquisition unit 101 is configured to acquire the current road information ahead of the vehicle and the actual status information.

[0125] The processing unit 102 is configured to predict the predicted operating conditions that the vehicle will enter based on the road information ahead and the actual state information. The predicted operating conditions are one of a plurality of preset operating conditions, and the plurality of operating conditions include at least one operating condition with thermal runaway risk.

[0126] The control unit 103 is configured to adjust the control parameters of the vehicle's thermal management system to take early action before the vehicle enters the predicted operating condition if the predicted operating condition is a thermal runaway risk condition, so as to pre-control the thermal management object of the vehicle.

[0127] The specific execution methods of each unit in the above system embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0128] In some embodiments, Figure 7 Based on the scheme, the acquisition unit 101 can acquire data through a corresponding sensor or receiving module, and the processing unit 102 and the control unit 103 can be implemented through a controller with a corresponding program.

[0129] In some embodiments, Figure 7 Based on the solution, the vehicle thermal management control system 100 also integrates a pre-control activation unit, which is configured to generate control signals for acquiring the vehicle's current road information and actual status information in response to pre-control commands.

[0130] This disclosure also provides a storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method embodiments described above.

[0131] This disclosure also provides a program product, such as... Figure 8 As shown, the program product includes one or more processors 201 and memory 202. Figure 8 Take a processor 201 as an example.

[0132] The controller may also include an input device 203 and an output device 204.

[0133] The processor 201, memory 202, input device 203, and output device 204 can be connected via a bus or other means. Figure 8 Taking the example of a connection between China and Israel via a bus.

[0134] Processor 201 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips. The general-purpose processor can be a controller or any conventional processor.

[0135] The memory 202, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 201 executes various functional applications and data processing of the controller by running the non-transitory software programs, instructions, and modules stored in the memory 202, thereby implementing the steps of the above-described method embodiments.

[0136] The memory 202 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of the processing device operated by the server. Furthermore, the memory 202 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 202 may optionally include memory remotely located relative to the processor 201, and these remote memories can be connected to a network connection device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0137] Input device 203 can receive input numeric or character information, and generate key signal inputs related to user settings and function control of the server's processing device. Output device 204 may include display devices such as a display screen.

[0138] One or more modules are stored in memory 202, and when executed by one or more processors 201, they perform actions such as... Figure 1-6 Any of the methods shown.

[0139] Those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory (FM), hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0140] Although embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and all such modifications and variations fall within the scope defined by the appended claims.

[0141] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A vehicle thermal management control method, characterized by, include: Obtain the vehicle's current road information and actual status information; Based on the road information ahead and the actual state information, the predicted operating condition that the vehicle will enter is predicted, wherein the predicted operating condition is one of a plurality of preset operating conditions, and the plurality of operating conditions includes at least one operating condition with thermal runaway risk. If the predicted operating condition is a thermal runaway risk condition, the control parameters of the vehicle's thermal management system are adjusted to take early action before the vehicle enters the predicted operating condition, so as to pre-control the thermal management object of the vehicle.

2. The method of claim 1, wherein, The road information ahead includes at least one of slope, curvature, and road length, and the actual status information includes at least one of vehicle load, SOC value, battery temperature, drive motor temperature, and electronic control system temperature.

3. The method according to claim 1 or 2, characterized in that, The acquisition of the vehicle's current road information ahead includes: Obtain the actual location of the vehicle, wherein the actual location includes altitude and at least one of longitude and latitude; The actual location is compared with a pre-collected preset driving route to determine whether the actual location matches the preset driving route; and... If the actual location matches the preset driving route, the current road information ahead of the vehicle is determined based on the actual location and the preset driving route.

4. The method according to claim 1 or 2, characterized in that, The prediction of the driving condition that the vehicle will enter based on the road information ahead and the actual state information includes: In response to the fact that the slope in the road information ahead is positive and greater than a preset first slope threshold, the road segment length is greater than a preset first length threshold, and the vehicle load in the actual state information is greater than a preset first load threshold, the predicted operating condition is determined to be a type I thermal runaway risk condition during an uphill process; and... In response to the fact that the slope in the road information ahead is negative and its absolute value is greater than a preset second slope threshold, the road segment length is greater than a preset second length threshold, and the SOC value in the actual state information is less than a preset SOC threshold, the predicted working condition is determined to be a second type of thermal runaway risk working condition in the downhill process.

5. The method according to claim 1 or 2, characterized in that, The thermal management system includes a battery thermal management subsystem for controlling battery temperature, and the step of adjusting the control parameters of the vehicle's thermal management system in advance includes: When the predicted operating condition is a Type I thermal runaway risk condition, the battery thermal management subsystem is activated to pre-control the battery a first preset time before the vehicle enters the predicted operating condition; and, When the predicted operating condition is a type II thermal runaway risk condition, the battery thermal management subsystem is activated to pre-control the battery at a second preset time before the vehicle enters the predicted operating condition. The first preset time is different from the second preset time.

6. The method of claim 5, wherein, The pre-control of the battery is configured as follows: If the battery thermal management subsystem will start the cooling mode under the predicted operating conditions, the first entry temperature threshold used for comparison with the battery temperature to determine whether the battery thermal management subsystem has entered the battery cooling mode will be lowered, and the target temperature of the water inlet of the battery thermal management subsystem will be lowered. as well as, If the battery thermal management subsystem will start the battery heating mode under the predicted operating conditions, the second entry temperature threshold used for comparison with the battery temperature is increased to determine whether the battery thermal management subsystem has entered the heating mode; The change in the first entry temperature threshold, the change in the second entry temperature threshold, and the change in the target temperature of the inlet are related to the corresponding first preset time or second preset time.

7. The method of claim 1 or 2, wherein, The thermal management system includes a motor and electronic control thermal management subsystem for cooling the motor and electronic control system, and the step of adjusting the control parameters of the vehicle's thermal management system to perform preemptive action includes: When the predicted operating condition is a Type I thermal runaway risk condition, the motor control thermal management subsystem is activated to pre-control the motor and the control system a first preset time before the vehicle enters the predicted operating condition; and... When the predicted operating condition is a type II thermal runaway risk condition, the motor control thermal management subsystem is activated to pre-control the motor and the control system at a second preset time before the vehicle enters the predicted operating condition.

8. The method of claim 7, wherein, The pre-control of the motor and the electronic control system is configured as follows: The fan start temperature threshold used to compare with the outlet temperature of the motor is lowered in the motor control thermal management subsystem to determine whether the fan enters the fan cooling mode, so as to obtain a corrected fan start temperature threshold. The amount of change in the fan start temperature threshold is related to the corresponding first preset time or second preset time. Furthermore, the fan cooling mode is configured as follows: Obtain the outlet temperature of the motor; In response to the outlet temperature of the motor rising to the corrected fan start-up temperature threshold, all the fans are controlled to start and operate based on the set fan control strategy; In response to the outlet temperature of the motor rising to the pre-corrected fan start-up temperature threshold, all the fans are controlled to operate at a first duty cycle; In response to the outlet temperature of the motor rising to a preset fan full-speed temperature threshold, all the fans are controlled to operate at a second duty cycle; and, In response to the outlet temperature of the motor dropping to a preset fan stop temperature threshold, all the fans are controlled to stop working; The fan stop temperature threshold, the corrected fan start temperature threshold, the fan start temperature threshold, and the fan full speed temperature threshold increase sequentially, and the first duty cycle is less than the second duty cycle.

9. A vehicle thermal management control system, characterized by, include: The acquisition unit is configured to acquire the vehicle's current road information ahead and actual status information; The processing unit is configured to predict the predicted operating condition that the vehicle will enter based on the road information ahead and the actual state information, wherein the predicted operating condition is one of a plurality of preset operating conditions, and the plurality of operating conditions includes at least one operating condition with thermal runaway risk. The control unit is configured to adjust the control parameters of the vehicle's thermal management system to take early action before the vehicle enters the predicted operating condition if the predicted operating condition is a thermal runaway risk condition, so as to pre-control the thermal management object of the vehicle.

10. A storage medium, characterized by The storage medium stores a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 8.

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