A service-oriented automotive thermal management control system and method

Abstract

This application discloses a service-oriented automotive thermal management control system and method. By dividing the thermal management controller into an application service layer, an atomic service layer, and an abstract adaptation layer, it achieves unified encapsulation of the underlying hardware interface and modular decomposition of thermal management functions. The atomic service layer breaks down the thermal management function into independent services such as data acquisition, heat source status assessment, and actuator control, featuring standardized, reusable, and independently updatable interfaces. The application service layer orchestrates atomic services to generate control strategies, achieving decoupling between control logic and hardware. Based on sensor signals and overall vehicle thermal management requirements, the system arbitrates heat sources in the passenger compartment and battery, dynamically determining available heat sources in conjunction with vehicle modes to achieve reasonable heat distribution under multiple operating conditions. When vehicle model or hardware changes, only the corresponding service layer or configuration parameters need to be adjusted, without modifying the upper-level control logic, enabling rapid adaptation and functional iteration across multiple vehicle models, improving system versatility and operational stability.

Description

Technical Field

[0001] This application relates to the technical field of vehicle thermal management, and in particular to a service-oriented automotive thermal management control system and control method. Background Technology

[0002] With the intelligent development of new energy vehicles, automotive thermal management systems are gradually evolving from single air conditioning control to collaborative control of multiple components such as the passenger compartment, battery, electric drive, and engine. Existing thermal management systems typically employ signal-oriented point-to-point control, resulting in high coupling between functional modules and underlying hardware. When vehicle platforms, actuators, or thermal management loops change, large-scale modifications to the control logic are often required, leading to long development cycles and poor system versatility. Furthermore, in hybrid or range-extended electric vehicles, the control between engine waste heat and PTC heaters typically uses fixed thresholds or simple switching methods, lacking smooth coordination and dynamic power adjustment mechanisms. This can easily lead to large temperature fluctuations, high energy consumption, and insufficient stability under abnormal operating conditions. Therefore, achieving rapid multi-vehicle adaptation and collaborative control of multiple heat sources in thermal management systems is a pressing issue in the field of automotive thermal management. Summary of the Invention

[0003] The purpose of this application is to overcome the above-mentioned problems and provide a service-oriented automotive thermal management control system and control method, storage medium, electronic device and computer program product.

[0004] The technical solution of this application provides a service-oriented automotive thermal management control system, including a thermal management controller, multiple sensors, and multiple actuators, wherein the thermal management controller is communicatively connected to the sensors and the actuators respectively; The thermal management controller is configured as a service-oriented architecture software architecture, which includes an application service layer, an atomic service layer, and an abstract adaptation layer. The abstract adaptation layer is used to encapsulate the underlying hardware interfaces into standard service interfaces. The atomic service layer is used to break down the thermal management function into multiple atomic services, including at least data acquisition service, heat source status assessment service, and actuator control service. The application service layer is used to orchestrate the atomic services and generate control policies.

[0005] Furthermore, the application service layer is equipped with a thermal management module; The thermal management module is used to arbitrate the thermal demand of the passenger compartment and the thermal demand of the battery based on the temperature signals collected by the sensors and the thermal management requirements of the whole vehicle, and to determine the available heat sources according to the current power mode of the vehicle, and to orchestrate the atomic services to generate control strategies.

[0006] The technical solution of this application also provides a service-oriented automotive thermal management control method, applied to the aforementioned system, the method comprising: Acquire temperature signals from multiple sensors and meet the vehicle's thermal management requirements; Determine available heat sources based on the vehicle's current power mode; Arbitration of heat sources is conducted based on the thermal requirements of the crew cabin and the thermal requirements of the battery. Obtain the current water temperature and, based on the current water temperature, invoke the actuator control service to output the target power.

[0007] Furthermore, the determination of available heat sources based on the vehicle's current power mode specifically includes: When the vehicle is in pure electric mode, the available heat source is determined to be a water-heated ceramic heater. When the vehicle is in hybrid mode, the available heat sources are determined to be waste heat from the engine and water-heated ceramic heaters.

[0008] Furthermore, the heat source arbitration based on the thermal requirements of the crew cabin and the battery specifically includes: When both the crew compartment and the battery have heat requirements, the heat source allocation order is determined according to a preset priority rule. The preset priority rules include prioritizing battery thermal management over passenger cabin comfort requirements.

[0009] Furthermore, the step of obtaining the current water temperature and, based on the current water temperature, calling the actuator to control the service output of the target power specifically includes: When the temperature difference between the target water temperature and the current water temperature is greater than a preset first threshold, a pre-control strategy is generated, and a preset power value is output according to the pre-control strategy. When the temperature difference between the target water temperature and the current water temperature is less than or equal to a preset first threshold, or when the pre-control exit condition is met, a PID control strategy is generated, and the output power is calculated in real time based on the PID control strategy.

[0010] Furthermore, the pre-control strategy specifically includes: Based on the temperature difference range between the target water temperature and the current water temperature, control the output of the water-heating ceramic heater to the corresponding preset power. When the temperature difference between the target water temperature and the current water temperature is greater than the preset second threshold, the preset first output power is output. When the temperature difference between the target water temperature and the current water temperature is less than the preset third threshold, the preset second output power is output. When the temperature difference between the target water temperature and the current water temperature is greater than or equal to the preset third threshold and less than the preset second threshold, the preset third output power is output. Wherein, the preset second threshold is greater than 0, the preset third threshold is less than 0, and the absolute value of the preset second threshold is greater than the absolute value of the preset third threshold; The preset first output power is greater than the preset third output power, and the preset third output power is greater than the preset second output power.

[0011] Furthermore, the pre-control exit conditions include: The temperature difference between the current water temperature and the target water temperature is greater than the negative exit threshold, or the duration of the pre-control strategy exceeds the preset duration; The negative exit threshold is less than 0, and the absolute value of the negative exit threshold is less than the absolute value of the preset third threshold.

[0012] Furthermore, the PID control strategy specifically includes: Based on the temperature difference between the target water temperature and the current water temperature, the target output power of the water-heating ceramic heater is calculated using proportional, integral, and differential terms. When the vehicle is in hybrid mode, the temperature difference between the outlet temperature of the water-heated ceramic heater and the engine water temperature is used as the PID control input.

[0013] Furthermore, before invoking the executor to control the service output of the target power, the following steps are also included: Perform power limiting on the target power; The PID output power, vehicle controller power limit, water temperature power limit, and thermal circuit power limit are compared, and the minimum value is taken as the final output power.

[0014] Further, obtaining the water temperature power limit value specifically includes: The water temperature and power limit value is determined based on the current heating mode; When the crew compartment and battery are heating simultaneously: If the outlet temperature of the water-heating ceramic heater is greater than the preset fifth threshold, then the water temperature power limit value is the preset first limit power. If the outlet temperature of the water-heating ceramic heater is greater than the preset sixth threshold and less than or equal to the preset fifth threshold, then the water temperature power limit value is the preset second limit power. If the inlet temperature of the water-heating ceramic heater is greater than the preset seventh threshold, it will enter the water temperature protection state, and the water temperature power limit value will be zero. When the cabin is heated only or the battery is heated only: The water temperature power limit value is determined according to the water outlet temperature classification of the water-heating ceramic heater; If the inlet temperature of the water-heating ceramic heater is greater than the preset seventh threshold, it enters the water temperature protection state, and the water temperature power limit value is zero. When the water inlet temperature of the water-heating ceramic heater is less than the preset eighth threshold, the water temperature protection state is exited, and the water temperature power limit value is re-determined according to the current heating mode.

[0015] Furthermore, when the vehicle is in charging mode, obtaining the power limit value of the vehicle controller specifically includes: When the current voltage of the water-heated ceramic heater is greater than the preset first voltage value, the corresponding power limit value is obtained by looking up the table according to the first voltage platform. When the current voltage of the water-heated ceramic heater is less than the preset second voltage value, the corresponding power limit value is obtained by looking up the table according to the second voltage platform. When the current voltage of the water-heated ceramic heater is greater than or equal to the preset second voltage value and less than or equal to the preset first voltage value, the corresponding power limit value is obtained by looking up the table according to the third voltage platform.

[0016] The technical solution of this application also provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform a service-oriented automotive thermal management control method as described above.

[0017] The technical solution of this application also provides an electronic device, including at least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform a service-oriented automotive thermal management control method as described above.

[0018] The technical solution of this application also provides a computer program product, including a computer program / instructions, characterized in that, when the computer program / instructions are executed by a processor, they implement a service-oriented automotive thermal management control method as described in any of the preceding claims.

[0019] The above technical solution has the following beneficial effects: This application discloses a service-oriented automotive thermal management control system and method. By dividing the thermal management controller into an application service layer, an atomic service layer, and an abstract adaptation layer, it achieves unified encapsulation of the underlying hardware interface and modular decomposition of thermal management functions. The atomic service layer breaks down thermal management functions into independent services such as data acquisition, heat source status assessment, and actuator control, featuring standardized, reusable, and independently updatable interfaces. The application service layer orchestrates atomic services to generate control strategies, decoupling control logic from hardware. Based on sensor signals and overall vehicle thermal management requirements, the system arbitrates heat sources in the passenger compartment and battery, dynamically determining available heat sources according to vehicle mode, achieving reasonable heat distribution under multiple operating conditions. When vehicle model or hardware changes, only the corresponding service layer or configuration parameters need to be adjusted, without modifying the upper-level control logic. This enables rapid adaptation to multiple vehicle models and functional iteration, improving system versatility and operational stability. Attached Figure Description

[0020] The disclosure of this application will become more readily understood with reference to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this application. In the drawings: Figure 1 This is a system architecture diagram of a service-oriented automotive thermal management control system according to an embodiment of this application; Figure 2 This is a flowchart of a service-oriented automotive thermal management control method according to an embodiment of this application; Figure 3 This is a flowchart of a service-oriented automotive thermal management control method according to one embodiment of this application; Figure 4 This is a flowchart of a pre-control strategy in one embodiment of this application; Figure 5 This is a schematic diagram of the hardware structure of an electronic device in one embodiment of this application. Detailed Implementation

[0021] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0022] It is readily understood that, based on the technical solution of this application, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of this application. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this application and should not be considered as the entirety of this application or as limitations or restrictions on the technical solution of the application.

[0023] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0024] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meanings of the above in this application according to the specific circumstances.

[0025] An embodiment of this application provides a service-oriented automotive thermal management control system, which includes a thermal management controller, multiple sensors, and multiple actuators, wherein the thermal management controller is communicatively connected to the sensors and actuators respectively. The thermal management controller is configured with a service-oriented architecture software architecture, which includes an application service layer, an atomic service layer, and an abstract adaptation layer. The abstract adaptation layer is used to encapsulate the underlying hardware interfaces into standard service interfaces. The atomic service layer is used to break down thermal management functions into multiple atomic services, including at least data acquisition services, heat source status assessment services, and actuator control services. The application service layer is used to orchestrate atomic services and generate control policies.

[0026] In this embodiment, sensors are detection components used to collect vehicle thermal management-related status information, such as parameters like temperature, flow rate, or operating status, reflecting the current operating status of the thermal management system. Actuators are control components used to perform thermal management actions, such as heaters, water pumps, valves, or fans. They execute corresponding actions based on control commands output by the thermal management controller, thereby achieving heat delivery, distribution, or regulation. Service-oriented architecture refers to a software architecture that breaks down complex functions into multiple independent services and schedules them uniformly. Functional modules communicate through standardized interfaces, reducing coupling between systems. The application service layer is a software layer that logically orchestrates and strategically schedules multiple functional services. It is primarily responsible for generating an overall control strategy based on the vehicle's current operating requirements. The atomic service layer is a software layer that carries basic thermal management functions. Its internal functions are broken down into multiple independent atomic services, each performing a single function. The abstract adaptation layer is a software layer that connects the upper-layer control logic with the lower-layer hardware. Its role is to uniformly encapsulate different hardware interfaces, allowing upper-layer services to operate without concern for differences in the underlying hardware.

[0027] A standard service interface refers to a unified data interaction interface between various services, used to enable data calls and control coordination between different services. The data acquisition service is an atomic service used to acquire sensor data. The heat source status assessment service is an atomic service used to analyze the current availability of heat sources and heat demand. The actuator control service is an atomic service used to output control commands to actuators and drive their actions.

[0028] In this embodiment, a service-oriented automotive thermal management control system includes a thermal management controller, multiple sensors, and multiple actuators. The thermal management controller is communicatively connected to the sensors and actuators. Furthermore, the thermal management controller adopts a service-oriented software architecture, dividing the vehicle's thermal management control process into multiple layers that work collaboratively. First, multiple sensors collect vehicle thermal management-related status information in real time and send the corresponding data to the thermal management controller. Since the interface forms of sensors and actuators may differ across different vehicle models or hardware platforms, the system first uses an abstract adaptation layer to uniformly encapsulate the underlying hardware interfaces, converting different hardware devices into a unified standard service interface. The upper-layer control logic does not need to directly adapt to specific hardware models; it only needs to call the unified interface to complete data interaction and control.

[0029] After unifying the interfaces, the atomic service layer breaks down the originally complex thermal management functions into several independent basic functional services. For example, the data acquisition service is responsible for reading sensor data, the heat source status assessment service is responsible for analyzing the current heat source status and heat demand, and the actuator control service is responsible for sending control commands to the actuators. Because each service is independent of the others, they can be updated, reused, or replaced individually without affecting the operation of other functional modules.

[0030] Then, the application service layer orchestrates multiple atomic services based on the vehicle's current thermal management needs. For example, when the vehicle detects a heating requirement in the passenger compartment, the application service layer can call the data acquisition service to obtain the current temperature information, then call the heat source status assessment service to analyze the currently available heat sources, and finally call the actuator control service to control the corresponding actuators to work, thus forming a complete thermal management control strategy.

[0031] This embodiment breaks down the originally highly coupled thermal management control logic into multiple standardized service modules, making the control logic independent of the underlying hardware. When the vehicle platform, actuator model, or thermal management loop changes, only local adjustments are needed in the abstract adaptation layer or corresponding atomic services, without requiring a complete modification of the control logic. This significantly reduces system development complexity and improves system scalability and multi-vehicle compatibility. Furthermore, because each functional service can be independently invoked and collaboratively combined, it also enhances the flexibility of the thermal management control strategy and the stability of system operation.

[0032] In one embodiment, a thermal management module is provided inside the application service layer; The thermal management module is used to arbitrate the thermal demand of the passenger compartment and the battery based on the temperature signals collected by the sensors and the thermal management requirements of the whole vehicle. It also determines the available heat sources according to the current power mode of the vehicle, orchestrates the atomic services, and generates control strategies.

[0033] In this embodiment, a thermal management module is internally configured within the application service layer. This module comprehensively analyzes and schedules the vehicle's heat demand based on its current operating status. Passenger compartment heat demand refers to the heating or cooling requirements generated by the vehicle to ensure passenger comfort; battery heat demand refers to the heating or cooling requirements of the power battery to maintain a suitable operating temperature. Heat source arbitration refers to the process of judging and coordinating the allocation of limited heat sources when multiple heat demands exist simultaneously. Power mode refers to the vehicle's current operating mode, such as pure electric drive mode or hybrid drive mode. The types of heat sources available to the vehicle differ under different power modes. Available heat sources refer to the heat energy sources that can participate in heat supply under the current vehicle status, such as engine waste heat or water-cooled ceramic heaters. Atomic services are independent functional units formed by decomposing the thermal management function. Each atomic service performs a single function such as data acquisition, status assessment, or actuator control.

[0034] In this embodiment, during system operation, multiple sensors first collect temperature signals related to vehicle thermal management in real time, such as passenger compartment temperature, battery temperature, and coolant temperature. After receiving these temperature signals, the thermal management module performs a comprehensive analysis of the passenger compartment thermal requirements and battery thermal requirements, taking into account the current thermal management needs of the vehicle.

[0035] When a vehicle has multiple heat demands simultaneously, the thermal management module does not directly output fixed control commands, but first performs heat source arbitration. This is because, under limited heat source conditions, it is necessary to dynamically determine which heat demands should be prioritized and which heat loads different heat sources should handle. Subsequently, the thermal management module further determines available heat sources based on the vehicle's current power mode. For example, in pure electric mode, since the engine is not running, the system mainly relies on the water-cooled ceramic heater for heating; while in hybrid mode, since the engine is running, the system can simultaneously utilize the engine's waste heat and the water-cooled ceramic heater for combined heating.

[0036] After determining the heat demand and available heat sources, the thermal management module does not directly operate on specific hardware. Instead, it orchestrates and calls atomic services. For example, it calls the data acquisition service to obtain real-time temperature information, calls the heat source status assessment service to analyze the heat source load capacity, and then calls the actuator control service to generate corresponding actuator control commands. Finally, it forms a complete control strategy and issues it for execution. Because each function exists independently as an atomic service, different functions are decoupled from each other. When the vehicle platform, thermal management loop, or actuator changes, only the corresponding service needs to be adjusted to complete the adaptation, without the need to modify the entire control logic.

[0037] Functions such as heat source arbitration, available heat source identification, and control strategy generation can all be set as corresponding atomic services in the atomic service layer, which can then be invoked and orchestrated by the application service layer according to current thermal management needs. By decomposing different thermal management functions into independent atomic services, the functional modules maintain a low coupling relationship, which facilitates flexible expansion and function reuse based on different vehicle configurations, thermal management loop types, or heat source types, further improving the system's software versatility and platform adaptability.

[0038] This embodiment enables dynamic collaborative control among multiple heat sources, avoiding the problems of low heat source utilization, large temperature fluctuations, and difficult system expansion that occur under traditional fixed control logic. Simultaneously, by using atomic service orchestration to decouple the control logic from the underlying hardware, the system's modularity and multi-vehicle compatibility are improved, thereby reducing subsequent development and maintenance costs and enhancing the stability and scalability of the thermal management system.

[0039] This application also provides a service-oriented automotive thermal management control method in its embodiments, such as... Figure 2 The flowchart shown in this application illustrates a service-oriented automotive thermal management control method, which specifically includes: S201: Acquire temperature signals from multiple sensors and meet the vehicle's thermal management requirements; S202: Determine available heat sources based on the vehicle's current power mode; S203: Arbitrate the heat source based on the thermal requirements of the crew cabin and the battery. S204: Obtain the current water temperature and call the actuator control service to output the target power based on the current water temperature.

[0040] In step S201, temperature signals from multiple sensors and the vehicle's thermal management requirements are acquired. Specifically, multiple sensors are used to collect thermal management-related parameters such as passenger compartment temperature, battery temperature, inlet and outlet temperatures of the water-cooled ceramic heater, ambient temperature, and engine coolant temperature, and the collected results are sent to the thermal management controller. The vehicle's thermal management requirements include passenger compartment heating requirements, battery heating requirements, and defrosting and defogging requirements. Since the thermal management controller adopts a service-oriented software architecture, the temperature signal acquisition function can be deployed independently as a data acquisition service in the atomic service layer. The application service layer can call the corresponding data acquisition service according to different operating conditions to achieve unified acquisition and standardized processing of different thermal management data. By atomically decomposing the data acquisition function, the underlying sensor interface is decoupled from the upper-layer control logic. Even if subsequent models change sensor types or communication protocols, there is no need to modify the overall thermal management control logic, thereby improving system compatibility and scalability.

[0041] In step S202, available heat sources are determined based on the vehicle's current power mode. Specifically, the thermal management controller determines whether the vehicle is in pure electric mode or hybrid mode based on its operating status. When the vehicle is in pure electric mode, the available heat source is determined to be a water-cooled ceramic heater; when the vehicle is in hybrid mode, the available heat sources include engine waste heat and the water-cooled ceramic heater. Furthermore, the power mode identification and heat source availability determination process can also be encapsulated as a heat source status assessment service in the atomic service layer and invoked by the application service layer according to the current operating conditions. Since different vehicle models have different heat source configurations—for example, some models only have PTC (positive temperature coefficient) heaters, while others also have engine waste heat recovery capabilities—using atomic services to identify heat sources avoids large-scale logic modifications caused by heat source changes in traditional point-to-point control methods, improving the system's platform adaptability.

[0042] In step S203, heat source arbitration is performed based on the thermal requirements of the passenger compartment and the battery. Specifically, when both the passenger compartment and the power battery have heating requirements, the thermal management controller determines the heat source allocation order according to preset priority rules, with battery thermal management taking precedence over passenger compartment comfort requirements. That is, when the power battery temperature is too low and may affect the vehicle's discharge or charging capacity, the system prioritizes ensuring the power battery's heating needs; once the power battery temperature meets operating conditions, passenger compartment comfort is further improved. Furthermore, the heat source arbitration function can also be used as an independent atomic service within the atomic service layer, uniformly orchestrated and invoked by the application service layer. By independently encapsulating the heat source arbitration logic, the coordinated control between different thermal requirements can be flexibly configured, thereby avoiding the problems of sudden heat source switching, high energy consumption, and large temperature fluctuations that are prone to occur under traditional fixed threshold control methods, thus improving the stability and thermal energy utilization efficiency of the vehicle's thermal management system.

[0043] In step S204, the current water temperature is acquired, and the actuator control service is invoked to output the target power based on the current water temperature. Specifically, the application service layer invokes the data acquisition service in the atomic service layer to acquire the current water temperature, and invokes the actuator control service to control the water-heating ceramic heater to output the corresponding power. When the temperature difference between the target water temperature and the current water temperature is greater than a preset first threshold, a pre-control strategy is generated to quickly increase the water temperature according to the preset power value; when the temperature difference between the target water temperature and the current water temperature is less than or equal to the preset first threshold, or when the pre-control exit condition is met, the system switches to a PID (Proportional Integral Derivative) control strategy to dynamically calculate the output power based on the real-time temperature difference. Furthermore, in hybrid mode, the temperature deviation between the engine water temperature and the outlet temperature of the water-heating ceramic heater can also be used as the PID control input to achieve coordinated regulation between engine waste heat and the PTC heater.

[0044] This application discloses a service-oriented automotive thermal management control system and method. By dividing the thermal management controller into an application service layer, an atomic service layer, and an abstract adaptation layer, it achieves unified encapsulation of the underlying hardware interface and modular decomposition of thermal management functions. The atomic service layer breaks down thermal management functions into independent services such as data acquisition, heat source status assessment, and actuator control. These services have standardized interfaces, are reusable, and can be independently updated. The application service layer orchestrates atomic services to generate control strategies, decoupling control logic from hardware. Based on sensor signals and vehicle thermal management requirements, the system arbitrates heat sources in the passenger compartment and battery, dynamically determining available heat sources according to vehicle mode, achieving reasonable heat distribution under multiple operating conditions. When vehicle model or hardware changes, only the corresponding service layer or configuration parameters need to be adjusted, without modifying the upper-level control logic. This enables rapid adaptation to multiple vehicle models and functional iteration, improving system versatility and operational stability.

[0045] In one embodiment, determining available heat sources based on the vehicle's current power mode specifically includes: When the vehicle is in pure electric mode, the available heat source is determined to be a water-heated ceramic heater. When the vehicle is in hybrid mode, the available heat sources are determined to be waste heat from the engine and water-heated ceramic heaters.

[0046] In this embodiment, the vehicle operates in pure electric mode, relying solely on the power battery to provide energy for the drive system, with the engine not participating. In this mode, the vehicle's heat primarily comes from electrical energy conversion. Hybrid mode refers to an operating mode where both the engine and the power battery participate in vehicle propulsion. In this mode, the engine is operational, providing driving force and generating usable heat during operation. The Water-Powered Ceramic Heater (WPTC) is an electric heating device in the vehicle's thermal management system. It converts electrical energy into heat energy to heat the coolant, meeting the heating needs of the passenger compartment or power battery. Engine waste heat refers to the residual heat energy released by the coolant, water jacket, and exhaust system during engine operation. This heat would otherwise be dissipated but can be recovered and utilized through the thermal management system.

[0047] The thermal management controller first obtains the vehicle's current power mode and determines the type of heat source that can participate in thermal management based on the different power modes. Specifically, when the vehicle is in pure electric mode, since the engine is not running, the system cannot obtain the waste heat generated during engine operation. At this time, the thermal management system identifies the water-cooled ceramic heater as a usable heat source and assigns it the task of heating the passenger compartment or the power battery.

[0048] When the vehicle is in hybrid mode, the engine is running, and heat continuously accumulates in the engine coolant. Therefore, the thermal management system simultaneously identifies engine waste heat and the water-cooled ceramic heater as usable heat sources. During actual operation, the thermal management controller can coordinate the use of engine waste heat and the water-cooled ceramic heater based on the current heat demand, engine coolant temperature, and system load. For example, when the engine waste heat is sufficient to meet the current heat demand, it can be used first for heating; when the engine waste heat is insufficient, the water-cooled ceramic heater will supplement the heat output.

[0049] In this embodiment, the power pattern recognition and available heat source determination functions can be independently encapsulated as heat source status assessment services in the atomic service layer, and invoked by the application service layer according to the current operating conditions. Since heat source configurations differ across vehicle models, implementing heat source recognition and management through atomic services avoids large-scale control logic modifications caused by heat source changes in traditional point-to-point control structures, thereby improving the system's software reusability and platform adaptability.

[0050] This embodiment switches the heat source usage strategy according to the actual operating status of the vehicle, avoiding the energy waste problem that occurs under the traditional fixed heat source control method. When the vehicle is in hybrid mode, the system prioritizes the use of the waste heat that would otherwise be lost during engine operation for heating, thereby reducing the time that the water-heated ceramic heater operates at high power continuously and reducing the overall vehicle energy consumption; while in pure electric mode, the water-heated ceramic heater is independently activated to ensure the continuous and stable operation of the thermal management system, improving the stability and adaptability of thermal management under different operating conditions.

[0051] In another embodiment, heat source arbitration is performed based on the thermal requirements of the crew cabin and the thermal requirements of the battery, specifically including: When both the crew compartment and the battery have heat requirements, the heat source allocation order is determined according to a preset priority rule. Among them, the preset priority rules include prioritizing battery thermal management over passenger cabin comfort requirements.

[0052] In this embodiment, when the vehicle simultaneously has passenger compartment thermal needs and battery thermal needs, the system first identifies the types of concurrent thermal management requests and determines whether multiple targets require simultaneous heating. When it detects that both the passenger compartment and the battery require thermal regulation, the thermal management controller does not directly and evenly distribute heat sources, but instead arbitrates heat sources based on preset priority rules. Battery thermal management takes precedence over passenger compartment comfort needs because the power battery, as the core energy unit of the vehicle, directly affects charging and discharging efficiency, safety, and lifespan, while passenger compartment thermal comfort is a non-critical but experience-affecting requirement. Therefore, when heat sources are limited or heating capacity is constrained, the system prioritizes allocating available heat sources to battery thermal management to ensure that the battery always operates within a safe temperature range.

[0053] After meeting the battery's thermal requirements, or partially them, the remaining heat source capacity is then used for passenger compartment thermal management, thus achieving tiered distribution and dynamic adjustment of heat sources. Through a priority arbitration mechanism, the system can avoid heat source conflicts or disorderly competition when multiple heat loads coexist, improving the determinism and stability of heat distribution while reducing temperature fluctuations caused by simultaneously responding to multiple heat demands. This ensures that the power battery is always in a prioritized and controlled thermal environment, thereby improving battery charging and discharging performance and safety. In another embodiment, the current water temperature is obtained, and the actuator control service is invoked to output the target power based on the current water temperature, specifically including: When the temperature difference between the target water temperature and the current water temperature is greater than the preset first threshold, a pre-control strategy is generated, and a preset power value is output according to the pre-control strategy. When the temperature difference between the target water temperature and the current water temperature is less than or equal to the preset first threshold, or when the pre-control exit condition is met, a PID control strategy is generated, and the output power is calculated in real time based on the output of the PID control strategy.

[0054] In this embodiment, the current water temperature refers to the real-time temperature of the water circulation medium obtained from the thermal management system through a data acquisition service, reflecting the actual thermal state of the current heat exchange loop. The target water temperature refers to the desired control temperature calculated by the thermal management strategy based on the vehicle's thermal requirements, and can be used as a reference for actuator adjustment. The control strategy refers to using a graded power control method when there is a large temperature difference, to quickly reduce the temperature difference. The PID control strategy refers to a continuous adjustment strategy based on proportional, integral, and derivative control, used to achieve stable and precise control when the temperature difference is small.

[0055] This embodiment adaptively switches the control mode based on the temperature difference between the target water temperature and the current water temperature. When the temperature difference exceeds a preset first threshold, it indicates that the system is in an unstable state with a large deviation. In this case, directly using continuous adjustment would easily lead to response lag or insufficient adjustment efficiency. Therefore, the system switches to a pre-control strategy, using segmented or regularized power output to allow the water temperature to quickly approach the target value, thereby improving dynamic response and shortening the adjustment time. The preset first threshold can be 20℃. When the temperature difference is less than or equal to the preset first threshold, or when the pre-control exit condition is met, the system considers it to have entered a near-stable control range. At this time, it switches to a PID control strategy, using the synergistic effect of proportional, integral, and derivative operations to subtly correct the error, making the output power change smoother, thereby avoiding temperature fluctuations or overshoot and achieving stable control.

[0056] This embodiment enables the thermal management system to have a fast response capability when the error is large and a high-precision control capability when the error is small by setting a pre-control strategy and a PID control strategy. At the same time, it takes into account both dynamics and stability, avoiding the slow response or overshoot problems common in traditional single control methods, and improving the overall thermal management regulation efficiency and comfort.

[0057] In one embodiment, the pre-control strategy specifically includes: Based on the temperature difference range between the target water temperature and the current water temperature, control the output of the water-heating ceramic heater to the corresponding preset power. When the temperature difference between the target water temperature and the current water temperature is greater than the preset second threshold, the preset first output power is output. When the temperature difference between the target water temperature and the current water temperature is less than the preset third threshold, the preset second output power is output. When the temperature difference between the target water temperature and the current water temperature is greater than or equal to the preset third threshold and less than the preset second threshold, the preset third output power is output. Among them, the second preset threshold is greater than 0, the third preset threshold is less than 0, and the absolute value of the second preset threshold is greater than the absolute value of the third preset threshold. The preset first output power is greater than the preset third output power, and the preset third output power is greater than the preset second output power.

[0058] In this embodiment, the temperature difference between the target water temperature and the current water temperature is divided into multiple intervals, with different power output levels corresponding to different intervals, thereby achieving segmented rapid temperature regulation. When the temperature difference is greater than a preset second threshold, it indicates that the system deviation is large and it is far from the target temperature. At this time, a preset first output power is used to drive the water-heating ceramic heater to quickly raise the water temperature and accelerate the system to enter the target interval. When the temperature difference is less than a preset third threshold, since the preset third threshold itself is a negative number, this condition means that the current water temperature is already significantly higher than the target value. At this time, the system needs to suppress further heating, and the pre-control strategy outputs a preset second output power, which is the smallest of the three preset power values, so that the water-heating ceramic heater maintains operation at low power or waits for the water temperature to drop naturally. When the temperature difference is between the preset second threshold and the preset third threshold, the system considers it to be in the transition interval. At this time, a preset third output power is output, which is between the preset first output power and the preset second output power, playing a transitional role and preparing for the subsequent switch to the PID control strategy. By setting a second preset threshold greater than 0 and a third preset threshold less than 0, and making their absolute values ​​different, an asymmetric control range about zero temperature difference is formed, so that the heating and cooling responses have different sensitivities, thereby adapting to the actual thermal management characteristics of thermal inertia asymmetry.

[0059] This embodiment employs a graded power control method based on temperature difference ranges, enabling the system to rapidly increase temperature during periods of large temperature differences, effectively suppress overshoot as it approaches the target temperature, and achieve a smooth transition in the intermediate temperature range. This enhances the response speed and stability of the thermal management system. Simultaneously, by setting asymmetric thresholds, the heating and suppression control strategies better align with the nonlinear characteristics of actual thermal systems, improving control accuracy and reducing temperature fluctuations.

[0060] In one specific embodiment, during a vehicle cold start, the current coolant temperature is significantly lower than the target coolant temperature, with the temperature difference exceeding a preset second threshold. At this time, the system outputs a preset first output power to drive the water-heated ceramic heater to rapidly raise the temperature, allowing the coolant temperature to quickly escape the low-temperature range and shortening the waiting time for heating in the passenger compartment. As heating continues, the current coolant temperature gradually rises, and the temperature difference between it and the target temperature continuously decreases. When the temperature difference decreases to less than or equal to the preset second threshold and greater than or equal to the preset third threshold, the system enters an intermediate temperature difference range, switching the output power from the preset first output power to the preset third output power to continue heating at a moderate power, making the heating process more gradual and preparing for the upcoming PID fine-tuning stage. When the temperature difference further decreases to meet the pre-control exit conditions, the system exits the pre-control strategy and switches to the PID control strategy for precise constant temperature regulation.

[0061] In one embodiment, the preset second threshold can be 20°C, the preset third threshold can be -20°C, the preset first output power can be 4500W, the preset second output power can be 1500W, and the preset third output power can be 3000W.

[0062] In one embodiment, the pre-control exit conditions include: The temperature difference between the current water temperature and the target water temperature is greater than the negative exit threshold, or the duration of the pre-control strategy exceeds the preset duration; The negative exit threshold is less than 0, and the absolute value of the negative exit threshold is less than the absolute value of the preset third threshold.

[0063] In this embodiment, the pre-control exit condition refers to the trigger condition for the system to switch from the pre-control strategy to the subsequent control strategy, used to determine whether the pre-control phase has ended. The negative exit threshold is a negative temperature difference threshold parameter used to determine whether the pre-control has exited prematurely; its value is less than 0, indicating the degree to which the current water temperature is higher than the target water temperature.

[0064] When the temperature difference between the current water temperature and the target water temperature exceeds the negative exit threshold, it indicates that the system has entered a state approaching or exceeding the target water temperature. At this point, it is no longer suitable to continue maintaining the pre-control strategy to avoid temperature fluctuations or control lag caused by continuous segmented power output. Therefore, the system triggers one of the exit conditions and prepares to switch to the PID control strategy. On the other hand, if the pre-control strategy lasts for more than the preset duration, even if the temperature difference does not meet the exit condition, the pre-control strategy will be forcibly terminated to avoid the system remaining in the segmented control mode for a long time, which would cause response lag or decreased control efficiency.

[0065] A negative exit threshold less than 0 indicates that the threshold corresponds to a state where the current water temperature is higher than the target water temperature, used to identify that the system has entered an overshoot deviation state. Simultaneously, the absolute value of the negative exit threshold is less than the absolute value of the preset third threshold, indicating that the exit judgment is more sensitive than the original temperature difference range control. This means that the pre-control strategy exits earlier in the region closer to the target point, thus ensuring that the system does not continue to make significant power adjustments before entering the fine control stage.

[0066] This embodiment introduces a pre-control exit condition based on a negative exit threshold and a preset duration, enabling the system to exit segmented control promptly when approaching the target temperature or experiencing an overshoot trend. This avoids temperature oscillations or control lag caused by the continued operation of the pre-control strategy. Simultaneously, by setting a more sensitive negative exit threshold, control switching is made earlier and more stable, thereby improving the smoothness and safety of the system during high and low temperature transitions and providing a more stable initial state for subsequent fine-tuning control stages.

[0067] In another embodiment, the PID control strategy specifically includes: Based on the temperature difference between the target water temperature and the current water temperature, the target output power of the water-heating ceramic heater is calculated using proportional, integral, and differential terms. When the vehicle is in hybrid mode, the temperature difference between the outlet temperature of the water-heated ceramic heater and the engine water temperature is used as the PID control input.

[0068] In this embodiment, the engine coolant temperature is the actual temperature state parameter in the engine cooling circuit; the outlet temperature of the water-heated ceramic heater is the coolant temperature at the heater output, used to reflect the local heating state. The PID control strategy constructs a closed-loop feedback control based on the deviation between the target coolant temperature and the current coolant temperature, and uses proportional, integral, and derivative adjustment mechanisms to continuously correct the output power, thereby achieving stable and precise temperature control. The proportional term is used to quickly respond to the control output based on the current temperature difference, enabling the system to adjust for temperature deviations in a timely manner; the integral term is used to correct historical accumulated errors, thereby eliminating long-term steady-state deviations and allowing the system to eventually converge stably to the target coolant temperature; the derivative term makes predictive adjustments based on the temperature difference change trend, thereby suppressing temperature fluctuations and overshoot.

[0069] When the vehicle is in hybrid mode, the control input no longer relies solely on the coolant temperature. Instead, it uses the temperature deviation between the outlet temperature of the water-cooled ceramic heater and the engine coolant temperature as the PID control input. This is because, under hybrid conditions, there is a thermal coupling relationship between the engine coolant temperature and the heater circuit. By introducing the engine coolant temperature as a reference, the overall heat source status can be more comprehensively reflected, allowing the control system to simultaneously consider the impact of engine waste heat on the system temperature rise. This avoids the control lag or error accumulation problems caused by relying solely on coolant temperature feedback.

[0070] This embodiment employs a PID control strategy, enabling continuous and precise power regulation after the system enters the stable control phase, significantly reducing temperature fluctuations and improving temperature control accuracy. Simultaneously, by introducing engine coolant temperature as an auxiliary control input in hybrid mode, the control system can comprehensively consider the coupling effects of multiple heat sources, improving the adaptability and robustness of the control model, thereby maintaining stable thermal management performance even under complex operating conditions.

[0071] In one embodiment, the outlet temperature of the WPTC (Poly-Powered Ceramic Heater) is denoted as cWptcTemp, the target WPTC outlet temperature is denoted as tWptcTemp, and the WPTC control power is denoted as WptcPower. n The power controlled by WPTC last time was recorded as WptcPower. n-1 Temperature deviation is defined as:

[0072] Based on this, the WPTC control power is calculated using the discrete PID recursive form as follows: ; Among them, E n E represents the difference between the current WPTC water temperature and the target water temperature. n-1 For the previous temperature difference, E n-2 Kp is the temperature difference between the two previous times; Ki is the proportional coefficient, used to reflect the impact of the current error change on the output power; Kd is the integral coefficient, used to eliminate long-term cumulative deviation; and Kd is the derivative coefficient, used to suppress fluctuations caused by the trend of error change.

[0073] This embodiment introduces first-order and second-order variations of the error to achieve continuous adjustment of the WPTC power, enabling the heating power to change dynamically and smoothly with temperature deviation, thereby improving temperature control accuracy and reducing fluctuations.

[0074] In another embodiment, before invoking the actuator control service to output the target power, the method further includes: Perform power limiting on the target power; The PID output power, vehicle controller power limit, water temperature power limit, and thermal circuit power limit are compared, and the minimum value is taken as the final output power.

[0075] In this embodiment, the PID output power refers to the target heating power calculated based on the WPTC (Water-based Ceramic Heater) control and regulation strategy. Essentially, it is the theoretical output value after dynamic adjustment based on temperature deviation, reflecting the system's heating demand under unconstrained conditions. The vehicle controller power limit value refers to the upper limit set by the vehicle controller on the allowed output power of the WPTC or thermal management actuator based on vehicle energy management, safety strategies, and operating condition constraints, used to prevent overload of the vehicle's electrical system. The water temperature power limit value refers to the power constraint value determined based on the inlet and outlet water temperature status of the WPTC or protection logic, used to prevent thermal runaway or device damage due to excessively high water temperature. The thermal loop power limit value refers to the power limit value determined based on the coolant circulation capacity, heat exchange capacity, and system thermal balance state in the thermal management loop, used to ensure the overall stable operation of the thermal system.

[0076] In this application, the PTC (Positive Temperature Coefficient) heater can be a WPTC (Polythermal Ceramic Heater) or includes WPTC. Therefore, in this embodiment, the PTC heater can specifically be implemented using a WPTC heater, and the corresponding PTC power regulation, PTC control strategy, and PTC temperature control processes can all correspond to the WPTC power regulation and temperature control processes.

[0077] The system first obtains the PID output power based on the PID control strategy. This power represents the theoretically optimal output to meet the target coolant temperature control requirements. However, because the vehicle thermal management system is subject to multiple constraints, including the vehicle's electrical capabilities, coolant temperature safety boundaries, and the heat exchange capacity of the thermal loop, it cannot directly execute according to the PID output. Therefore, the system further introduces a constraint mechanism, comparing the PID output power with the vehicle controller's power limit, coolant temperature power limit, and thermal loop power limit, and taking the minimum value as the final output power. A safety boundary envelope is constructed at the control level, ensuring that the actual executed power always falls within the intersection range allowed by all constraints.

[0078] This embodiment employs a power limiting mechanism to ensure temperature control accuracy while avoiding power overshoot issues that might arise from a single PID control strategy. This is particularly effective during low-temperature startup or rapid temperature rise, effectively suppressing the instantaneous load pressure on the charging system or vehicle power system caused by power surges. Simultaneously, the strategy of minimizing multiple values ​​provides the system with stronger safety redundancy, automatically reducing power consumption when the water temperature rises abnormally or the thermal circuit efficiency decreases. This enhances the overall stability and safety of the system and reduces the risk of charging nozzle tripping or thermal protection triggering due to power surges.

[0079] In one embodiment, obtaining the water temperature power limit value specifically includes: Determine the water temperature and power limits based on the current heating mode; When the crew compartment and battery are heating simultaneously: If the outlet temperature of the water-heating ceramic heater is greater than the preset fifth threshold, the water temperature power limit value is the preset first limit power. If the outlet temperature of the water-heating ceramic heater is greater than the preset sixth threshold and less than or equal to the preset fifth threshold, then the water temperature power limit value is the preset second limit power. If the inlet temperature of the ceramic water heater exceeds the preset seventh threshold, it will enter the water temperature protection state, and the water temperature power limit value will be zero. When the cabin is heated only or the battery is heated only: The water temperature and power limit values ​​are determined based on the temperature classification of the water outlet of the ceramic water heater. If the inlet temperature of the ceramic water heater exceeds the preset seventh threshold, it will enter the water temperature protection state, and the water temperature power limit value will be zero. When the water inlet temperature of the water-heating ceramic heater is lower than the preset eighth threshold, the water temperature protection state is exited, and the water temperature power limit value is re-determined according to the current heating mode.

[0080] In this embodiment, the control scenario is first determined based on the current heating mode. When the passenger compartment and battery are heating simultaneously, the system load is high due to the superimposed heat demand. Therefore, a multi-condition hierarchical control logic is adopted. The system dynamically adjusts the power limit by monitoring the outlet and inlet temperatures of the water-heating ceramic heater. When the outlet temperature exceeds the preset fifth threshold, it indicates that local heat has accumulated significantly, so the water temperature power limit is reduced to the preset first limit power. When the outlet temperature is between the preset sixth and fifth thresholds, the system considers it to be in a medium heat load state, so the preset second limit power is used for constraint. When the inlet temperature exceeds the preset seventh threshold, it indicates that the overall temperature rise of the thermal circuit is too high. At this time, the system directly enters the water temperature protection state and sets the water temperature power limit to zero to prevent thermal runaway.

[0081] When only the passenger compartment is heated or only the battery is heated, the system heat load is relatively low. Therefore, a graded strategy based primarily on the outlet water temperature is used for power limiting, while the water temperature protection mechanism triggered by the inlet water temperature is also retained. When the inlet water temperature exceeds the preset seventh threshold, the system also enters a protection state and sets the power limit value to zero to ensure system safety. When the inlet water temperature drops below the preset eighth threshold, the system exits the water temperature protection state and returns to the graded power limiting logic corresponding to the current heating mode, thereby achieving closed-loop control between protection and recovery.

[0082] This embodiment employs a tiered power limiting and two temperature constraints mechanism, enabling the system to achieve adaptive power adjustment under different thermal management conditions. On one hand, tiered outlet temperature control allows for precise limitation of local heat output capacity, resulting in a smoother heating process and preventing temperature fluctuations caused by sudden power changes. On the other hand, the water temperature protection state triggered by the inlet temperature rapidly suppresses the risk of overheating in the overall thermal loop, improving system safety. Simultaneously, differentiated control logic is used in different heating modes, allowing the system to accommodate different thermal demands in both multi-load and single-load scenarios. This enhances the stability and reliability of the thermal management system and reduces the risk of equipment damage due to localized or overall overheating.

[0083] This embodiment detects the outlet and inlet temperatures of the water-cooled ceramic heater to obtain information on the local output thermal state and overall return thermal state of the heater in the thermal circuit. The outlet temperature reflects the instantaneous temperature change of the water-cooled ceramic heater after heating the coolant, directly characterizing the heater's current heating intensity and local heat load level. The inlet temperature reflects the temperature state of the coolant before entering the heater, indirectly characterizing the degree of heat accumulation and system thermal balance in the entire thermal circuit.

[0084] The outlet temperature is used for graded control of water temperature and power limits. That is, the power is gradually adjusted according to the temperature rise at the heater's output end to achieve smooth control. The inlet temperature is mainly used to trigger the water temperature protection state. When the return temperature is too high, it indicates that the entire thermal circuit is in a state of high heat accumulation risk. At this time, it is necessary to quickly reduce the power or even shut down the control at the system level to avoid the risk of overheating.

[0085] In one specific embodiment, the preset fifth threshold can be 85°C, used to characterize the boundary point where the outlet temperature of the water-heating ceramic heater enters the high heat load range; the preset sixth threshold can be 80°C, used to characterize the transition boundary between medium and high heat loads; the preset seventh threshold can be 95°C, used to trigger the water temperature protection state threshold of the water-heating ceramic heater to prevent thermal runaway or device damage caused by excessively high inlet temperature; the preset eighth threshold can be 85°C, used as the recovery threshold for exiting the water temperature protection state, so that the system can re-enter the normal hierarchical control logic after the thermal risk is eliminated, thereby avoiding frequent jitter switching. The preset first limiting power can be 700W, used to strongly constrain the heating output under high temperature and high risk conditions; the preset second limiting power can be 2000W, used to provide limited heating capacity under medium heat load conditions to maintain the basic temperature rise requirements of the system.

[0086] In one embodiment, the water temperature power limit value is determined based on the water outlet temperature classification of the water-heating ceramic heater, specifically including: When the outlet temperature of the ceramic water heater exceeds 80℃, the power is limited to 700W to address the risk of heat accumulation under high-temperature conditions; when the outlet temperature exceeds 75℃ but is less than 80℃, the power is limited to 2000W to suppress power consumption in the medium-high temperature range; when the outlet temperature exceeds 70℃ but is less than 75℃, the power is limited to 3000W to maintain moderate heating capacity and control the rate of temperature rise; when the outlet temperature exceeds 65℃ but is less than 70℃, the power is limited to 4000W to provide higher heating output within a safe range; and when the outlet temperature exceeds 60℃ but is less than 65℃, the power is limited to 5000W to improve heating efficiency in the low-temperature range.

[0087] In this embodiment, the temperature of the water outlet of the ceramic heating system is divided into multiple continuous intervals, and different power limit levels are corresponding to different intervals. This allows the system to adjust step by step according to changes in thermal state. Compared with a single threshold power limit method, this method can more precisely match the thermal inertia change process, thereby reducing temperature abrupt changes and power surges, improving the smoothness and stability of the thermal management process, and reducing energy consumption fluctuations and system stress caused by frequent and large-scale adjustments of the heater.

[0088] In another embodiment, when the vehicle is in charging mode, obtaining the vehicle controller power limit value specifically includes: When the current voltage of the water-heated ceramic heater is greater than the preset first voltage value, the corresponding power limit value is obtained by looking up the table according to the first voltage platform. When the current voltage of the water-heated ceramic heater is less than the preset second voltage value, the corresponding power limit value is obtained by looking up the table according to the second voltage platform. When the current voltage of the water-heated ceramic heater is greater than or equal to the preset second voltage value and less than or equal to the preset first voltage value, the corresponding power limit value is obtained by looking up the table according to the third voltage platform.

[0089] In this embodiment, the vehicle controller power limit value refers to the maximum power limit allowed for the heater, calculated by the vehicle controller based on charging input capability, electrical system load capacity, and safety strategies. This limit is used to prevent charging interruptions or grid protection caused by excessive additional load during charging. The voltage platform refers to standardized hierarchical segments divided according to different voltage ranges, used to map continuous voltage signals to discrete control levels and corresponding to different power limit lookup strategies.

[0090] In this embodiment, when the vehicle is charging, due to the limited external power supply and the sensitivity of the charging process to current fluctuations, the system needs to adapt and limit the heating power according to the current voltage level to avoid power fluctuations affecting charging stability. Specifically, the system first collects the current voltage of the water-heating ceramic heater and compares it with a preset voltage threshold. When the current voltage of the water-heating ceramic heater is greater than a preset first voltage value, it indicates that the system is on a higher voltage platform, so the power limit value is obtained by looking up the table corresponding to the first voltage platform. When the current voltage of the water-heating ceramic heater is less than a preset second voltage value, it indicates that the system is on a lower voltage platform, so the corresponding limit value is obtained by looking up the table for the second voltage platform. When the current voltage of the water-heating ceramic heater is between the preset first voltage value and the preset second voltage value, it is determined to be an intermediate voltage platform, and the power limit value is determined by looking up the table for the third voltage platform.

[0091] This embodiment uses a voltage segmented lookup table method to obtain the vehicle controller's power limit value, avoiding the problems of response lag or large fluctuations under charging conditions inherent in traditional continuous calculation methods, thus making the power limit more stable and reliable. Simultaneously, by mapping different voltage ranges to fixed control strategies, the calibrability of the control logic and engineering implementation efficiency are improved, enabling the system to quickly adapt to different charging platform conditions. Furthermore, this method effectively reduces power surges caused by voltage fluctuations, thereby reducing the risk of charging tripping or charging interruptions, and improving the stability and safety of the entire vehicle charging process.

[0092] like Figure 3As shown, a flowchart of a service-oriented automotive thermal management control method in one embodiment of this application is illustrated, specifically including: S301: Acquires temperature signals from multiple sensors and meets the vehicle's thermal management requirements; S302A: When the vehicle is in pure electric mode, the available heat source is determined to be a water-based ceramic heater. S302B: When the vehicle is in hybrid mode, the available heat sources are determined to be engine waste heat and water-heated ceramic heaters. S303: When both the crew compartment and the battery have heat demand, the heat source allocation order is determined according to the preset priority rules. S304: When the temperature difference between the target water temperature and the current water temperature is greater than the preset first threshold, a pre-control strategy is generated, and a preset power value is output according to the pre-control strategy. S305: When the temperature difference between the target water temperature and the current water temperature is less than or equal to the preset first threshold, or when the pre-control exit condition is met, a PID control strategy is generated, and the output power is calculated in real time based on the output of the PID control strategy.

[0093] like Figure 4 As shown, a flowchart of the pre-control strategy in one embodiment of this application is presented, specifically including: S401: Based on the temperature difference range between the target water temperature and the current water temperature, control the output of the water-heating ceramic heater to the corresponding preset power; S402A: When the temperature difference between the target water temperature and the current water temperature is greater than a preset second threshold, output a preset first output power; S402B: When the temperature difference between the target water temperature and the current water temperature is less than the preset third threshold, output the preset second output power; S402C: When the temperature difference between the target water temperature and the current water temperature is greater than or equal to the preset third threshold and less than the preset second threshold, the preset third output power is output.

[0094] Embodiments of this application also provide a storage medium that stores computer instructions, which, when executed by a computer, are used to perform a service-oriented automotive thermal management control method as described in any of the preceding embodiments.

[0095] Figure 5 An electronic device according to this application is shown, comprising: At least one processor 501; and, Memory 502 is communicatively connected to at least one processor 501; wherein, The memory 502 stores instructions that can be executed by at least one processor 501, which enables the at least one processor 501 to perform all steps of a service-oriented automotive thermal management control method in any of the foregoing method embodiments.

[0096] Figure 5 Taking a processor 501 as an example: The electronic device may also include an input device 503 and an output device 504.

[0097] The processor 501, memory 502, input device 503 and output device 504 can be connected by a bus or other means. The figure shows an example of connection by bus.

[0098] The memory 502, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to a service-oriented automotive thermal management control method in this application embodiment. Figures 2-4 The method flow is shown. The processor 501 executes various functional applications and data processing by running non-volatile software programs, instructions, and modules stored in the memory 502, thereby implementing a service-oriented automotive thermal management control method as described in the above embodiments.

[0099] Memory 502 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application program required for at least one function; the data storage area may store data created based on the use of a service-oriented automotive thermal management control method, etc. Furthermore, memory 502 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 502 may optionally include memory remotely located relative to processor 501, and these remote memories may be connected via a network to apparatus implementing a service-oriented automotive thermal management control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0100] Input device 503 can receive user clicks and generate signal inputs related to user settings and function control for authentication methods based on Ethernet end-to-end communication. Output device 504 may include display devices such as a display screen.

[0101] One or more modules are stored in memory 502, and when run by one or more processors 501, they execute a service-oriented automotive thermal management control method from any of the above method embodiments.

[0102] Embodiments of this application also provide a computer program product, including a computer program / instructions that, when executed by a processor, implement a service-oriented automotive thermal management control method as described in any of the preceding embodiments.

[0103] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0104] The above are merely the principles and preferred embodiments of this application. It should be noted that, for those skilled in the art, implementation methods obtained by appropriately combining the technical solutions disclosed in different embodiments are also included within the technical scope of this invention. Based on the principles of this application, several other modifications can also be made, which should also be considered within the protection scope of this application.

Claims

1. A service-oriented automotive thermal management control system, characterized in that, It includes a thermal management controller, multiple sensors, and multiple actuators, wherein the thermal management controller is communicatively connected to the sensors and the actuators respectively; The thermal management controller is configured as a service-oriented architecture software architecture, which includes an application service layer, an atomic service layer, and an abstract adaptation layer. The abstract adaptation layer is used to encapsulate the underlying hardware interfaces into standard service interfaces. The atomic service layer is used to break down the thermal management function into multiple atomic services, including at least data acquisition service, heat source status assessment service and actuator control service. The application service layer is used to orchestrate the atomic services and generate control policies.

2. The service-oriented automotive thermal management control system according to claim 1, characterized in that, The application service layer is equipped with a thermal management module. The thermal management module is used to arbitrate the thermal demand of the passenger compartment and the thermal demand of the battery based on the temperature signals collected by the sensors and the thermal management requirements of the whole vehicle, and to determine the available heat sources according to the current power mode of the vehicle, and to orchestrate the atomic services to generate control strategies.

3. A service-oriented automotive thermal management control method, characterized in that, Applied to the system of claim 1 or 2, the method comprises: Acquire temperature signals from multiple sensors and meet the vehicle's thermal management requirements; Determine available heat sources based on the vehicle's current power mode; Arbitration of heat sources is conducted based on the thermal requirements of the crew cabin and the thermal requirements of the battery. Obtain the current water temperature and, based on the current water temperature, invoke the actuator control service to output the target power.

4. The service-oriented automotive thermal management control method according to claim 3, characterized in that, The determination of available heat sources based on the vehicle's current power mode specifically includes: When the vehicle is in pure electric mode, the available heat source is determined to be a water-heated ceramic heater. When the vehicle is in hybrid mode, the available heat sources are determined to be waste heat from the engine and water-heated ceramic heaters.

5. The service-oriented automotive thermal management control method according to claim 3, characterized in that, The heat source arbitration based on the thermal requirements of the crew cabin and the battery specifically includes: When both the crew compartment and the battery have heat requirements, the heat source allocation order is determined according to a preset priority rule. The preset priority rules include prioritizing battery thermal management over passenger cabin comfort requirements.

6. The service-oriented automotive thermal management control method according to claim 3, characterized in that, The step of obtaining the current water temperature and, based on the current water temperature, calling the actuator control service to output the target power specifically includes: When the temperature difference between the target water temperature and the current water temperature is greater than a preset first threshold, a pre-control strategy is generated, and a preset power value is output according to the pre-control strategy. When the temperature difference between the target water temperature and the current water temperature is less than or equal to a preset first threshold, or when the pre-control exit condition is met, a PID control strategy is generated, and the output power is calculated in real time based on the PID control strategy.

7. The service-oriented automotive thermal management control method according to claim 6, characterized in that, The pre-control strategy specifically includes: Based on the temperature difference range between the target water temperature and the current water temperature, control the output of the water-heating ceramic heater to the corresponding preset power. When the temperature difference between the target water temperature and the current water temperature is greater than the preset second threshold, the preset first output power is output. When the temperature difference between the target water temperature and the current water temperature is less than the preset third threshold, the preset second output power is output. When the temperature difference between the target water temperature and the current water temperature is greater than or equal to the preset third threshold and less than the preset second threshold, the preset third output power is output. Wherein, the preset second threshold is greater than 0, the preset third threshold is less than 0, and the absolute value of the preset second threshold is greater than the absolute value of the preset third threshold; The preset first output power is greater than the preset third output power, and the preset third output power is greater than the preset second output power.

8. The service-oriented automotive thermal management control method according to claim 7, characterized in that, The pre-control exit conditions include: The temperature difference between the current water temperature and the target water temperature is greater than the negative exit threshold, or the duration of the pre-control strategy exceeds the preset duration; The negative exit threshold is less than 0, and the absolute value of the negative exit threshold is less than the absolute value of the preset third threshold.

9. A service-oriented automotive thermal management control method according to claim 6, characterized in that, The PID control strategy specifically includes: Based on the temperature difference between the target water temperature and the current water temperature, the target output power of the water-heating ceramic heater is calculated using proportional, integral, and differential terms. When the vehicle is in hybrid mode, the temperature difference between the outlet temperature of the water-heated ceramic heater and the engine water temperature is used as the PID control input.

10. A service-oriented automotive thermal management control method according to claim 3, characterized in that, Before invoking the executor to control the service output of the target power, the following steps are also included: Perform power limiting on the target power; The PID output power, vehicle controller power limit, water temperature power limit, and thermal circuit power limit are compared, and the minimum value is taken as the final output power.

11. The service-oriented automotive thermal management control method according to claim 10, characterized in that, Obtaining the water temperature power limit value specifically includes: The water temperature and power limit value is determined based on the current heating mode; When the crew compartment and battery are heating simultaneously: If the outlet temperature of the water-heating ceramic heater is greater than the preset fifth threshold, then the water temperature power limit value is the preset first limit power. If the outlet temperature of the water-heating ceramic heater is greater than the preset sixth threshold and less than or equal to the preset fifth threshold, then the water temperature power limit value is the preset second limit power. If the inlet temperature of the water-heating ceramic heater is greater than the preset seventh threshold, it will enter the water temperature protection state, and the water temperature power limit value will be zero. When the cabin is heated only or the battery is heated only: The water temperature power limit value is determined according to the water outlet temperature classification of the water-heating ceramic heater; If the inlet temperature of the water-heating ceramic heater is greater than the preset seventh threshold, it enters the water temperature protection state, and the water temperature power limit value is zero. When the water inlet temperature of the water-heating ceramic heater is less than the preset eighth threshold, the water temperature protection state is exited, and the water temperature power limit value is re-determined according to the current heating mode.

12. The service-oriented automotive thermal management control method according to claim 10, characterized in that, When the vehicle is in charging mode, the power limit value of the vehicle controller is obtained, specifically including: When the current voltage of the water-heated ceramic heater is greater than the preset first voltage value, the corresponding power limit value is obtained by looking up the table according to the first voltage platform. When the current voltage of the water-heated ceramic heater is less than the preset second voltage value, the corresponding power limit value is obtained by looking up the table according to the second voltage platform. When the current voltage of the water-heated ceramic heater is greater than or equal to the preset second voltage value and less than or equal to the preset first voltage value, the corresponding power limit value is obtained by looking up the table according to the third voltage platform.

13. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform a service-oriented automotive thermal management control method as described in any one of claims 3-12.

14. An electronic device, characterized in that, Includes at least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform a service-oriented automotive thermal management control method as described in any one of claims 3-12.

15. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement a service-oriented automotive thermal management control method as described in any one of claims 3-12.

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