Method for determining power of vehicle temperature control and related device

Abstract

The application discloses a kind of vehicle temperature control power determination method and related equipment, mainly to solve the existing technology of automobile temperature control strategy is often reserved power statically according to maximum demand, it is easy to squeeze the available power of drive problem.For each temperature control demand component in main circulating waterway, the best water inlet temperature of temperature control demand component and actual water inlet temperature are obtained;For each temperature control demand component, based on the corresponding best water inlet temperature and actual water inlet temperature, the temperature deviation adjustment value of temperature control demand component is determined;Based on the temperature deviation adjustment value corresponding to each temperature control demand component respectively, the main loop temperature adjustment deviation is determined, wherein the main loop temperature adjustment deviation is used to represent the total amplitude that main circulating waterway needs temperature adjustment;The target temperature is determined based on the main loop temperature adjustment deviation and the main loop outlet water temperature, wherein the target temperature is used to represent the outlet water temperature set value that main heater needs to reach;The main heater power value is determined based on the target temperature.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a method for determining the power of vehicle temperature control and related equipment. Background Technology

[0002] With the widespread adoption of integrated thermal management architectures in new energy vehicles, the main circulating water circuit needs to simultaneously serve multiple temperature control loads. Due to fluctuations in operating conditions and changes in cabin temperature, the vehicle's temperature control power demand exhibits significant nonlinearity and time-varying characteristics. However, existing vehicle power coordination control strategies are relatively crude. To avoid overheating or heating failure caused by insufficient temperature control capabilities, the system typically adopts a conservative static reservation mechanism, which directly locks a portion of the battery output power for the thermal management system based on the theoretically maximum possible demand of the temperature control system. This one-size-fits-all reservation approach does not consider the real-time actual temperature control requirements of each component, nor does it distinguish between the vehicle's normal driving mode and fault degradation mode. As a result, under all operating conditions, a large amount of battery power is ineffectively reserved for the temperature control system and cannot be released to the drive motor, directly causing a waste of battery energy and a reduction in vehicle power performance. Summary of the Invention

[0003] In view of the above problems, the present invention provides a power determination method and related equipment for vehicle temperature control. The main purpose is to solve the problem that the existing automotive temperature control strategies often reserve power statically according to the maximum demand, which easily squeezes out the available drive power.

[0004] To solve at least one of the above-mentioned technical problems, in a first aspect, the present invention provides a method for determining the power of vehicle temperature control, the method comprising: For each temperature control component in the main circulating water circuit, obtain the optimal inlet water temperature and the actual inlet water temperature of the temperature control component; For each temperature control component, the temperature deviation adjustment value of the component is determined based on the corresponding optimal inlet water temperature and the actual inlet water temperature. Based on the temperature deviation adjustment values ​​corresponding to each temperature control component, the main loop temperature adjustment deviation is determined, wherein the main loop temperature adjustment deviation is used to characterize the total range of temperature adjustment required in the main circulating water circuit. The target temperature is determined based on the main circuit temperature regulation deviation and the main circuit outlet water temperature, wherein the target temperature is used to characterize the outlet water temperature set value that the main heater needs to achieve. The power value of the main heater is determined based on the target temperature.

[0005] Optionally, the temperature control requirement component includes a motor inverter. For each temperature control requirement component, determining the temperature deviation adjustment value based on the corresponding optimal inlet water temperature and the actual inlet water temperature includes: The first expected demand difference is determined based on the difference between the optimal inlet water temperature of the motor inverter and the actual inlet water temperature. The temperature loss difference of the first loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the motor inverter. Based on the first expected demand difference and the first circuit temperature loss difference, a first temperature deviation adjustment value is determined in a preset motor adjustment mapping relationship. The motor adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of temperature demand differences and circuit temperature losses of the motor inverter. The first temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make in order to meet the motor temperature control requirements.

[0006] Optionally, the temperature control requirement component includes a battery. For each temperature control requirement component, determining the temperature deviation adjustment value based on the corresponding optimal inlet water temperature and the actual inlet water temperature includes: The second expected demand difference is determined based on the difference between the optimal water inlet temperature and the actual water inlet temperature of the battery. The temperature loss difference of the second loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the battery heat exchanger. Based on the difference between the second expected demand and the difference between the second circuit temperature loss, a second temperature deviation adjustment value is determined in a preset battery adjustment mapping relationship. The battery adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of battery temperature demand differences and pipeline temperature loss. The second temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make in order to meet the battery temperature control requirements.

[0007] Optionally, the temperature control required components include a cabin heat exchanger. For each temperature control required component, determining the temperature deviation adjustment value based on the corresponding optimal inlet water temperature and the actual inlet water temperature includes: The third expected demand difference is determined based on the difference between the optimal inlet water temperature and the actual inlet water temperature of the cabin heat exchanger. The temperature loss difference of the third loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the cabin heat exchanger. Based on the difference between the third expected demand and the difference between the third loop temperature loss, a third temperature deviation adjustment value is determined in a preset cabin adjustment mapping relationship. The cabin adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of cabin temperature demand differences and pipeline temperature losses. The third temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make to meet cabin temperature control requirements.

[0008] Optionally, determining the main circuit temperature regulation deviation based on the temperature deviation adjustment values ​​corresponding to each temperature control requirement component includes: A preset first temperature control weighting coefficient for the motor inverter, a preset second temperature control weighting coefficient for the battery, and a preset third temperature control weighting coefficient for the cabin heat exchanger are determined, wherein the sum of the preset first temperature control weighting coefficient, the preset second temperature control weighting coefficient, and the preset third temperature control weighting coefficient is one. The weighted adjustment value of the motor inverter is determined based on the product of the preset first temperature control weighting coefficient and the first temperature deviation adjustment value. The weighted adjustment value of the battery is determined based on the product of the preset second temperature control weighting coefficient and the second temperature deviation adjustment value. The weighted adjustment value of the cabin heat exchanger is determined based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value. The main circuit temperature regulation deviation is determined based on the sum of the weighted regulation values ​​of the motor inverter, the battery, and the cabin heat exchanger.

[0009] Optionally, determining the weighted adjustment value of the cabin heat exchanger based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value includes: When the vehicle enters the power-limited mode, if a defrost or defogging request is received, the weighted adjustment value of the cabin heat exchanger is determined based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value. The method further includes: When the vehicle enters the power-limited mode, if no defrosting or defogging request is received, the preset value will be determined as the weighted adjustment value.

[0010] Optionally, determining the main heater power value based on the target temperature in a preset mapping relationship includes: The power value of the main heater is determined based on the target temperature and the current ambient temperature.

[0011] Secondly, embodiments of the present invention also provide a power determination device for vehicle temperature control, comprising: The acquisition unit is used to acquire the optimal inlet water temperature and the actual inlet water temperature of each temperature control component in the main circulating water circuit. The first determining unit is used to determine the temperature deviation adjustment value of each temperature control requirement component based on the corresponding optimal inlet water temperature and the actual inlet water temperature. The second determining unit is used to determine the main circuit temperature adjustment deviation based on the temperature deviation adjustment values ​​corresponding to each temperature control requirement component, wherein the main circuit temperature adjustment deviation is used to characterize the total amplitude of temperature adjustment required in the main circulating water circuit. The third determining unit is used to determine the target temperature based on the main circuit temperature adjustment deviation and the main circuit outlet water temperature, wherein the target temperature is used to characterize the outlet water temperature set value that the main heater needs to achieve. The fourth determining unit is used to determine the power value of the main heater based on the target temperature.

[0012] To achieve the above objectives, according to a third aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium comprising a stored program, wherein, when the program is executed by a processor, the steps of the above-described power determination method for vehicle temperature control are implemented.

[0013] To achieve the above objectives, according to a fourth aspect of the present invention, an electronic device is provided, comprising at least one processor and at least one memory connected to the processor; wherein the processor is configured to invoke program instructions in the memory to execute the steps of the above-described power determination method for vehicle temperature control.

[0014] By employing the above technical solution, the vehicle temperature control power determination method and related equipment provided by this invention address the problem that existing automotive temperature control strategies often statically reserve power based on maximum demand, easily encroaching on available drive power. This invention obtains the optimal inlet water temperature and actual inlet water temperature for each temperature-requiring component in the main circulating water circuit; for each temperature-requiring component, based on the corresponding optimal inlet water temperature and actual inlet water temperature, determines the temperature deviation adjustment value of the component; based on the temperature deviation adjustment values ​​corresponding to each component, determines the main circuit temperature adjustment deviation, where the main circuit temperature adjustment deviation characterizes the total amplitude of temperature adjustment required in the main circulating water circuit; based on the main circuit temperature adjustment deviation and the main circuit outlet water temperature, determines the target temperature, where the target temperature characterizes the outlet water temperature setpoint that the main heater needs to achieve; and based on the target temperature, determines the main heater power value.

[0015] In the above solution, the optimal and actual inlet water temperatures of each temperature-controlled component in the main circulating water circuit are obtained separately. The optimal inlet water temperature is an ideal temperature determined by considering the component's operating conditions and environmental conditions, while the actual inlet water temperature is a real-time measured value. This replaces the static presets that are detached from real-time conditions in existing technologies, dynamically reflecting the differences in the actual temperature control requirements of each component. Then, based on the difference between the optimal and actual inlet water temperatures for each pair, the temperature deviation adjustment value for each component is determined. This value quantifies the temperature range that a single component needs to adjust in the main circulating water circuit, avoiding a one-size-fits-all approach based on the maximum possible demand. Finally, the temperature deviation adjustment values ​​of each component are combined. The main circuit temperature regulation deviation is obtained. This total deviation is an integration of the actual needs of each component, rather than a preset maximum demand value, which reduces the waste of battery power caused by excessive reservation. Then, the main circuit temperature regulation deviation is added to the current main circuit outlet water temperature to obtain the target temperature. This set value is dynamically adjusted based on the current system state, rather than a static fixed value, which further reduces the rigidity of power allocation. Finally, the power value of the main heater is determined based on this dynamic target temperature, so that the power output matches the actual temperature control needs of each component, reducing the probability that the available power of the drive system is unnecessarily squeezed out. Especially in the vehicle's power-limited mode, it can allocate the limited power more reasonably.

[0016] Accordingly, the power determination device, equipment, and computer-readable storage medium for vehicle temperature control provided in the embodiments of the present invention also have the above-mentioned technical effects.

[0017] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating a power determination method for vehicle temperature control provided by an embodiment of the present invention is shown. Figure 2 This diagram shows a schematic block diagram of a power determination device for vehicle temperature control provided in an embodiment of the present invention. Figure 3 A schematic block diagram of a power determination electronic device for vehicle temperature control provided in an embodiment of the present invention is shown. Detailed Implementation

[0019] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0020] In the integrated thermal management architecture of new energy vehicles, the main circulating water circuit needs to serve multiple temperature control loads simultaneously. However, due to the influence of operating condition fluctuations and cabin temperature changes, the vehicle's temperature control power demand exhibits nonlinear and time-varying characteristics. The existing control strategy adopts a static power reservation mechanism, which does not dynamically allocate power according to the real-time needs of each temperature control component. This results in the battery output power being excessively locked, leading to ineffective consumption of battery energy and a decline in vehicle power performance. The essence of this problem lies in the fact that the power allocation mechanism lacks the ability to provide feedback on the real-time status of temperature control needs, thus failing to achieve on-demand adjustment.

[0021] For example, when a vehicle is in congested urban traffic, the increased ambient temperature leads to a greater demand for cabin cooling, while the battery cooling demand decreases due to low-speed driving. However, the system still maintains a fixed proportion of battery power reserved based on the theoretical maximum demand, which means that the power occupied by the battery cooling circuit with lower actual temperature control demand cannot be released to the drive system in time. Furthermore, this phenomenon is particularly obvious under frequent start-stop conditions, where there is a continuous deviation between the actual inlet water temperature and the optimal inlet water temperature of each temperature control component in the main circulating water circuit. However, the static mechanism fails to capture such deviations and adjust the power distribution, resulting in redundant consumption of battery energy.

[0022] If the above problems are not resolved, the phenomenon of ineffective power reserve will continue to exist under all operating conditions. This will not only reduce the energy utilization efficiency of the vehicle, but may also affect the vehicle's power response characteristics due to the limited available power of the drive system. At the same time, it will increase the operational redundancy of the thermal management system. This redundancy will prevent the system from optimizing power use in both normal driving mode and fault degradation mode, thereby weakening the adaptability and reliability of the vehicle's thermal management architecture.

[0023] To address the problem that existing automotive temperature control strategies often reserve power statically based on maximum demand, easily encroaching on available drive power, this invention provides a method for determining the power required for vehicle temperature control, such as... Figure 1 As shown, the method includes: S101. For each temperature control component in the main circulating water circuit, obtain the optimal inlet water temperature and the actual inlet water temperature of the temperature control component. For example, the main circulating water circuit is the core liquid circulation path in the vehicle's thermal management system, responsible for transferring heat between various temperature-controlled components. This circuit typically includes components such as water pumps, pipes, heat exchangers, and heaters to ensure the flow of coolant or heat transfer medium within the system. The temperature-controlled components refer to those in the vehicle that require temperature control to ensure their normal operation or performance optimization. These components may include the power battery, drive motor, inverter, cabin heat exchanger, etc., each with specific requirements for its operating temperature range. The optimal inlet water temperature refers to the ideal temperature of the coolant or heat transfer medium at the inlet of a temperature-controlled component under specific operating conditions to achieve optimal performance or working state. This temperature is usually determined by the component manufacturer or system designer based on performance curves and safety margins. The actual inlet water temperature refers to the actual measured temperature of the coolant or heat transfer medium at the inlet of a temperature-controlled component under its current operating state. This temperature is acquired in real time by a temperature sensor installed near the inlet.

[0024] This application requires obtaining the optimal inlet water temperature and the actual inlet water temperature for each temperature-controlled component in the main circulating water circuit. For example, a temperature sensor can be installed at the inlet of each component to monitor and obtain its current actual inlet water temperature in real time. Simultaneously, the optimal inlet water temperature data for each temperature-controlled component under different operating modes or environmental conditions can be pre-stored in the vehicle control unit.

[0025] S102. For each temperature control component, determine the temperature deviation adjustment value of the component based on the corresponding optimal inlet water temperature and the actual inlet water temperature. For example, the temperature deviation adjustment value is used to quantify the difference between the actual temperature and the optimal temperature of a single temperature-controlled component, and to indicate the magnitude of temperature adjustment required in the main circulation circuit to eliminate this difference. This value reflects the urgency and direction of the component's temperature regulation.

[0026] This application determines the temperature deviation adjustment value for each temperature-controlled component based on the corresponding optimal inlet water temperature and the actual inlet water temperature. Specifically, the actual inlet water temperature can be simply compared with the optimal inlet water temperature, and the temperature deviation adjustment value can be calculated based on the difference using a preset linear proportional relationship or piecewise function. For example, when the actual inlet water temperature is lower than the optimal inlet water temperature, the larger the difference, the larger the temperature deviation adjustment value, indicating that more heating is required.

[0027] S103. Based on the temperature deviation adjustment values ​​corresponding to each temperature control requirement component, determine the main circuit temperature adjustment deviation, wherein the main circuit temperature adjustment deviation is used to characterize the total amplitude of temperature adjustment required in the main circulating water circuit. For example, the main circuit temperature regulation deviation comprehensively considers the temperature deviation regulation values ​​of all temperature-controlled components in the main circulating water circuit, and is used to characterize the total magnitude of temperature regulation required in the main circulating water circuit. It is a global regulation command that guides the overall output of the main heater.

[0028] Based on this, this application determines the main loop temperature regulation deviation according to the temperature deviation adjustment values ​​corresponding to each temperature control component. The main loop temperature regulation deviation is used to characterize the total range of temperature regulation required in the main circulating water circuit. For example, the temperature deviation adjustment values ​​of all temperature control components can be simply averaged, or the largest value can be directly taken as the main loop temperature regulation deviation.

[0029] S104. Determine the target temperature based on the main circuit temperature adjustment deviation and the main circuit outlet water temperature, wherein the target temperature is used to characterize the outlet water temperature set value that the main heater needs to achieve. For example, the main heater is the primary heat source in the main circulating water circuit, responsible for providing heat to the circulating water circuit to raise the temperature of the coolant or heat transfer medium. The main heater can be an electric heater, a PTC heater, or other forms of heating device. The target temperature is the set value of the outlet water temperature that the main heater needs to achieve. It is calculated based on the temperature adjustment deviation of the main circuit and the current outlet water temperature of the main circuit, serving as the direct basis for the control of the main heater.

[0030] This application determines the target temperature based on the aforementioned main circuit temperature regulation deviation and main circuit outlet water temperature. The target temperature characterizes the setpoint outlet water temperature that the main heater needs to achieve. For example, the main circuit temperature regulation deviation can be directly superimposed on the current outlet water temperature of the main circuit to obtain a preliminary target temperature. Alternatively, the target temperature can be directly mapped using a simple lookup table based on the main circuit temperature regulation deviation and the current outlet water temperature. This method can transform the abstract regulation deviation into specific heater control parameters.

[0031] S105. Determine the power value of the main heater based on the target temperature.

[0032] For example, the main heater power value refers to the electrical or thermal power that the main heater should output under the current operating conditions. This power value directly affects the outlet water temperature of the main heater and is a key execution parameter for achieving precise temperature control.

[0033] Ultimately, this application determines the main heater power value based on the aforementioned target temperature. For example, a series of fixed power levels can be preset; when the target temperature falls within a certain temperature range, the main heater outputs the corresponding fixed power value. Alternatively, a simple proportional controller can be used to directly calculate the main heater's output power based on the difference between the target temperature and the actual outlet water temperature. This method enables control of the main heater, matching the power output to the actual temperature control requirements of each component. This reduces the probability of unnecessarily squeezing out the available power of the drive system, especially in vehicle power-limited downgrading mode, allowing for more rational allocation of limited power. The following example will provide a more detailed explanation of the above technical solution: For example, suppose an electric vehicle is operating in winter. Its main cooling system contains three components requiring temperature control: the motor inverter, the battery, and the cabin heat exchanger. After the vehicle has been running for a period of time, the system needs to control the temperature of these components.

[0034] First, the vehicle's control system obtains the optimal and actual inlet water temperatures for each temperature-controlled component in the main cooling system. Specifically, the temperature sensor installed at the motor inverter's inlet measures an actual inlet water temperature of 45°C, while the optimal inlet water temperature for the motor inverter is set to 50°C based on the current operating conditions. Similarly, the actual inlet water temperature at the power battery heat exchanger's inlet is 20°C, while its optimal inlet water temperature is 25°C. The actual inlet water temperature at the cabin heat exchanger's inlet is 15°C, while its optimal inlet water temperature is 20°C. This temperature data is collected in real time and transmitted to the vehicle's central control unit.

[0035] Next, for each component requiring temperature control, the temperature deviation adjustment value is determined based on the corresponding optimal inlet water temperature and the actual inlet water temperature. For example, for the motor inverter, the difference between its optimal inlet water temperature of 50℃ and the actual inlet water temperature of 45℃ is 5℃. The system calculates the temperature deviation adjustment value for the motor inverter as +5 based on a preset simple proportional relationship. For the power battery, the difference between its optimal inlet water temperature of 25℃ and the actual inlet water temperature of 20℃ is 5℃, and the calculated temperature deviation adjustment value for the battery is +5. For the cabin heat exchanger, the difference between its optimal inlet water temperature of 20℃ and the actual inlet water temperature of 15℃ is 5℃, and the calculated temperature deviation adjustment value for the cabin heat exchanger is +5. These values ​​indicate that all components require temperature increases.

[0036] Subsequently, based on the temperature deviation adjustment values ​​corresponding to each temperature-controlled component, the main loop temperature regulation deviation is determined. In this example, it is assumed that the system simply averages the temperature deviation adjustment values ​​of all components, i.e., (+5 + 5 + +5) / 3 = +5. Therefore, the main loop temperature regulation deviation is determined to be +5℃, which indicates that the main circulating water circuit as a whole needs a temperature increase of 5℃.

[0037] Furthermore, the target temperature is determined based on the aforementioned main circuit temperature regulation deviation and the main circuit outlet water temperature. Assume the current outlet water temperature of the main heater (i.e., the main circuit outlet water temperature) is 30℃. The system adds the main circuit temperature regulation deviation + 5℃ to the current main circuit outlet water temperature of 30℃, thus determining the target temperature of the main heater to be 35℃. This target temperature is the outlet water temperature setpoint that the main heater needs to strive to achieve.

[0038] Finally, the main heater power value is determined based on the target temperature. For example, the system stores a simple power lookup table; when the target temperature is 35°C, the corresponding main heater power value is set to 2kW. Upon receiving the 2kW power command, the main heater controller begins outputting the corresponding power to raise the temperature of the main circulating water circuit to a level that meets the requirements of each temperature-controlled component. Through this process, the vehicle's thermal management system can dynamically adjust the main heater power output according to the real-time temperature requirements of each component, avoiding unnecessary energy waste.

[0039] In summary, traditional thermal management systems typically employ a crude, static reservation strategy, pre-locking a portion of the battery output power regardless of the actual needs of each temperature-controlled component. For example, in the above example, if the traditional method is used, even if each component only requires a small amount of heating, the system may directly reserve power to meet the maximum possible heating demand of all components (e.g., 5kW), resulting in 3kW of power being ineffectively occupied when the actual demand is only 2kW.

[0040] In contrast, this application achieves precise quantification of the temperature control requirements of each component by acquiring the optimal and actual inlet water temperatures of each component in real time and dynamically determining the temperature deviation adjustment value for each component accordingly. This allows the system to accurately perceive the actual temperature state and requirements of each component, rather than relying on static, conservative preset values. Furthermore, by integrating the temperature deviation adjustment values ​​of these components, the main loop temperature regulation deviation is determined, enabling the application to coordinate the overall temperature regulation requirements of the entire main circulating water circuit. This contrasts with traditional methods that simply superimpose the maximum demand or use fixed power reserves, avoiding overall power waste due to insufficient local demand. Finally, based on the main loop temperature regulation deviation and the main loop outlet water temperature, the target temperature is determined, and the main heater power value is accurately determined accordingly. This application achieves a close match between power output and actual temperature control requirements. In the above example, the system can accurately instruct the main heater to output 2kW power based on the actually calculated 2kW demand, rather than blindly outputting a higher reserved power. Therefore, this application can minimize unnecessary power reservations and release more battery energy to the drive motor, thereby improving the overall vehicle energy utilization efficiency and power performance. This dynamic, on-demand power allocation mechanism is significantly superior to the extensive static reservation strategy in existing technologies, providing a more efficient and intelligent solution for the thermal management system of new energy vehicles.

[0041] In one embodiment, the temperature control requirement component includes a motor inverter. For each temperature control requirement component, determining the temperature deviation adjustment value based on the corresponding optimal inlet water temperature and the actual inlet water temperature includes: The first expected demand difference is determined based on the difference between the optimal inlet water temperature of the motor inverter and the actual inlet water temperature. The temperature loss difference of the first loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the motor inverter. Based on the first expected demand difference and the first circuit temperature loss difference, a first temperature deviation adjustment value is determined in a preset motor adjustment mapping relationship. The motor adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of temperature demand differences and circuit temperature losses of the motor inverter. The first temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make in order to meet the motor temperature control requirements.

[0042] The aforementioned motor inverter is a core component of the electric drive system of new energy vehicles, responsible for converting the direct current (DC) from the battery into alternating current (AC) to drive the motor. During operation, it generates a significant amount of heat, requiring precise temperature control to ensure performance and lifespan. This motor inverter can be constructed using advanced semiconductor technologies such as silicon carbide power modules or insulated-gate bipolar transistor (IGBT) modules, and is typically integrated within the electric drive assembly, with thermal management handled by coolant. The aforementioned first expected demand difference quantifies the gap between the motor inverter's current actual operating state and the ideal temperature control state. It can be determined by real-time acquisition of the actual inlet water temperature of the motor inverter and comparison with a pre-set optimal inlet water temperature or one dynamically calculated based on the current operating conditions. For example, the optimal inlet water temperature can be a fixed value, such as 60°C, or calculated using tables or models based on parameters such as motor load and speed. The aforementioned first loop temperature loss difference reflects the heat loss caused by factors such as pipeline heat dissipation and ambient temperature during the flow of coolant from the main heater outlet to the motor inverter inlet. The determination of this value can be achieved by installing high-precision temperature sensors at the main heater outlet and the motor inverter inlet, respectively, to measure the temperature at both points in real time and calculate the difference. Alternatively, a thermodynamic model of the pipeline can be established, incorporating parameters such as coolant flow rate, pipeline length, pipeline material, and ambient temperature to estimate the loss. The aforementioned preset motor adjustment mapping relationship is crucial for achieving refined temperature control. It integrates the motor inverter's temperature control requirements (the difference between the first expected demand and the second expected demand) with the pipeline heat loss (the difference between the first loop temperature loss and the second expected demand), outputting a reasonable adjustment range for the main circulating water circuit. This mapping relationship can be a two-dimensional lookup table, constructed through extensive experimental data calibration, simulation analysis, or expert experience. For example, when both the difference between the first expected demand and the first loop temperature loss are large, the mapping relationship will output a larger first temperature deviation adjustment value to ensure sufficient heat supply to the main circulating water circuit. This mapping relationship can also be implemented using a fuzzy logic controller or a model based on machine learning algorithms. The aforementioned first temperature deviation adjustment value is a quantitative indicator of the temperature adjustment required by the main circulating water circuit to meet the motor inverter's temperature control requirements. It's not an absolute temperature value, but rather a range or direction of adjustment. For example, it can indicate how much the main circulating water circuit needs to be heated or cooled, or how much additional heating power is required. This value serves as the input for subsequent overall temperature regulation of the main circuit, ensuring that the temperature control needs of the motor inverter are effectively met.

[0043] This application's solution significantly improves the accuracy of motor inverter temperature control by incorporating consideration of pipeline heat loss. Specifically, during vehicle operation, the system first continuously monitors the actual operating status of the motor inverter and obtains its actual inlet water temperature. Simultaneously, based on the current operating conditions of the motor inverter, its optimal inlet water temperature is determined. By calculating the difference between these two values, the first expected demand difference is obtained, which directly reflects the motor inverter's current direct demand for coolant temperature. Secondly, to compensate for the unavoidable heat loss of coolant during its flow from the main heater to the motor inverter, the system also measures the difference between the main heater outlet temperature and the actual inlet water temperature of the motor inverter, thus obtaining the first loop temperature loss difference. This difference quantifies the heat attenuation effect during pipeline transmission. Subsequently, these two key differences—the first expected demand difference and the first loop temperature loss difference—are simultaneously input into a preset motor regulation mapping relationship. This mapping relationship, meticulously designed and calibrated, comprehensively assesses the coupled effects of the actual temperature control requirements of the motor inverter and pipeline heat loss, thereby outputting a precise first temperature deviation adjustment value. This value not only considers the temperature requirements of the motor inverter itself but also compensates for the heat loss of the coolant in the transmission path, ensuring that the main circulating water circuit can provide just the right temperature regulation. In this way, this solution avoids the under-regulation or over-regulation caused by ignoring pipeline heat loss in traditional methods, making the temperature control response of the main circulating water circuit to the motor inverter more accurate and efficient. This refined adjustment mechanism, combined with the overall temperature regulation strategy in the above method, can provide more accurate input to the entire vehicle thermal management system, thereby optimizing the power output of the main heater, avoiding unnecessary energy waste, and ensuring that all temperature-controlled components, especially the motor inverter, always operate within their optimal temperature range.

[0044] The following example illustrates this. Suppose that under certain operating conditions, the optimal inlet water temperature that the motor inverter needs to maintain is 65℃, while the currently detected inlet water temperature is 58℃. In this case, the calculated first expected demand difference is 65℃ - 58℃ = 7℃. Simultaneously, the system detects that the main heater outlet temperature is 75℃, while the actual inlet water temperature of the motor inverter is still 58℃. Therefore, the calculated first loop temperature loss difference is 75℃ - 58℃ = 17℃. Subsequently, these two differences (7℃ and 17℃) are used as input to query a preset motor adjustment mapping relationship. This mapping relationship can be a two-dimensional lookup table. For example, when the first expected demand difference is 7℃ and the first loop temperature loss difference is 17℃, the first temperature deviation adjustment value output by the lookup table might be +10℃. This means that in order to meet the temperature control requirements of the motor inverter and compensate for pipeline heat loss, the main circulating water circuit needs to be adjusted to an equivalent increase of 10℃. This value will then be used to perform integrated calculations with the adjustment values ​​of other temperature-controlled components to determine the overall temperature regulation strategy for the main circuit.

[0045] Through the above technical solution, this application effectively solves the problem in traditional temperature control methods where relying solely on a single temperature difference is insufficient to accurately reflect the impact of actual pipeline heat loss on temperature control performance. By simultaneously considering the difference between the optimal and actual inlet water temperature of the motor inverter (the first expected demand difference) and the difference between the main heater outlet temperature and the actual inlet water temperature of the motor inverter (the first loop temperature loss difference), and using a preset motor adjustment mapping relationship for comprehensive judgment, the actual temperature control requirements of the motor inverter can be quantified more accurately. This makes the temperature adjustment range of the main circulating water circuit for the motor inverter more reasonable, avoiding overheating of the motor inverter due to insufficient adjustment or energy waste due to excessive adjustment. Therefore, this solution significantly improves the accuracy and efficiency of motor inverter temperature control, thereby optimizing the performance of the entire vehicle thermal management system, ensuring the stable operation and service life of the motor inverter, and indirectly improving the energy utilization rate of the entire vehicle.

[0046] In one embodiment, the temperature control requirement component includes a battery. For each temperature control requirement component, determining the temperature deviation adjustment value based on the corresponding optimal inlet water temperature and the actual inlet water temperature includes: The second expected demand difference is determined based on the difference between the optimal water inlet temperature and the actual water inlet temperature of the battery. The temperature loss difference of the second loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the battery heat exchanger. Based on the difference between the second expected demand and the difference between the second circuit temperature loss, a second temperature deviation adjustment value is determined in a preset battery adjustment mapping relationship. The battery adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of battery temperature demand differences and pipeline temperature loss. The second temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make in order to meet the battery temperature control requirements.

[0047] As a crucial energy storage unit in a vehicle, the battery's operating temperature is critical to its performance, lifespan, and safety. Therefore, precisely controlling the battery temperature is a core task in the vehicle's thermal management system. A second expected demand difference is determined based on the difference between the battery's optimal inlet water temperature and its actual inlet water temperature. The optimal inlet water temperature refers to the recommended coolant or heater inlet temperature for optimal performance, efficiency, or lifespan under current operating conditions. This temperature is typically provided by the battery manufacturer or obtained through experiments or simulations and is stored in the vehicle control unit. The actual inlet water temperature refers to the current inlet temperature of the coolant or heater flowing to the battery heat exchanger, which can be measured in real-time by a temperature sensor installed at the inlet of the battery heat exchanger. The second expected demand difference quantifies the gap between the battery's current thermal management needs and actual supply, clarifying whether the battery currently requires heating or cooling, and the required temperature adjustment range. The difference can be obtained by subtracting the preset optimal inlet water temperature from the actual inlet water temperature at the battery heat exchanger in real time using a temperature sensor; alternatively, a controller can dynamically calculate the optimal inlet water temperature under the current operating conditions based on parameters such as the battery's state of charge, power requirements, and ambient temperature, and then compare it with the actual inlet water temperature to obtain the difference.

[0048] This application determines the second-loop temperature loss difference based on the difference between the main heater outlet temperature and the actual inlet temperature of the battery heat exchanger. The main heater outlet temperature refers to the temperature of the coolant or heating fluid output from the main heater in the main circulating water circuit, which can be obtained in real-time by a temperature sensor installed at the main heater outlet. The actual inlet temperature of the battery heat exchanger is the actual inlet temperature flowing towards the battery heat exchanger. The second-loop temperature loss difference characterizes the heat loss or gain of the coolant or heating fluid as it flows from the main heater outlet through the pipeline to the battery heat exchanger inlet. Its function is to compensate for temperature attenuation during pipeline transmission, ensuring that the temperature regulation command to the battery accurately reflects the actual heat reaching the battery. This difference can be obtained by installing temperature sensors at both the main heater outlet and the battery heat exchanger inlet, measuring the temperatures at both points in real-time, and then performing a subtraction operation; alternatively, it can be obtained by establishing a pipeline heat loss model, combining parameters such as coolant flow rate, pipeline length, and ambient temperature to estimate the temperature loss from the main heater outlet to the battery heat exchanger inlet, thereby obtaining the difference.

[0049] The aforementioned preset battery regulation mapping relationship is similarly a pre-established set of rules used to map the two input parameters—the difference in second expected demand and the difference in second loop temperature loss—to the second temperature deviation adjustment value. This can take the form of a lookup table, a mathematical function, or a neural network model. The core of this mapping relationship lies in comprehensively considering the battery's actual heat demand and pipeline transmission losses, thereby intelligently determining the precise range of temperature adjustment required by the main circulation water circuit for the battery. This avoids the shortcomings of simple linear adjustment, making the adjustment more refined and accurate. This mapping relationship can be a two-dimensional lookup table, where the rows and columns represent different ranges of the difference in second expected demand and the difference in second loop temperature loss, respectively. The values ​​in the table are the corresponding second temperature deviation adjustment values. This lookup table can be calibrated using a large amount of experimental data or simulation results. Alternatively, it can be a mathematical function model, establishing a functional relationship between the difference in second expected demand, the difference in second loop temperature loss, and the second temperature deviation adjustment value through regression analysis or physical modeling. The second temperature deviation adjustment value is a value calculated based on the preset battery regulation mapping relationship; it directly reflects the range of temperature adjustment required by the main circulation water circuit to meet the battery's temperature control requirements. This value is one of the key inputs for subsequently determining the main circuit temperature regulation deviation. It ensures that the battery's temperature control requirements can be accurately quantified and transmitted to the overall regulation strategy of the main circulation water circuit. This value can be obtained directly by consulting a preset two-dimensional lookup table, based on the currently calculated difference between the second expected demand and the second circuit temperature loss; or, the currently calculated difference between the second expected demand and the second circuit temperature loss can be substituted into a preset mathematical function model to calculate the second temperature deviation adjustment value.

[0050] This application's solution achieves precise quantification of battery temperature control requirements by refining the process of determining the battery's temperature deviation adjustment value. The system monitors the battery's actual inlet water temperature in real time and, combined with the optimal inlet water temperature under current operating conditions, calculates the battery's second expected demand difference. This difference intuitively reflects the battery's current urgency and direction for temperature adjustment. Simultaneously, to compensate for unavoidable heat loss during coolant transmission through the pipeline, the system also measures the main heater outlet temperature and the actual inlet water temperature of the battery heat exchanger, calculating the second loop temperature loss difference. This difference effectively compensates for the impact of pipeline heat loss on temperature regulation. Subsequently, these two key differences are used as inputs and comprehensively processed through a pre-established preset battery regulation mapping relationship. This mapping relationship intelligently balances the battery's actual needs and pipeline losses, outputting a precise second temperature deviation adjustment value. This value not only considers the battery's own temperature control target but also fully incorporates the heat loss characteristics during water transmission, enabling the main heater to dynamically adjust its power according to the battery's actual heating environment. In this way, the solution of this application avoids under- or over-adjustment caused by ignoring pipeline losses, effectively improving the response accuracy of battery thermal management and system energy efficiency, thereby providing more precise temperature control for the battery within the overall power determination framework of the main circulating water circuit.

[0051] In one embodiment, the temperature control requirement component includes a cabin heat exchanger. For each temperature control requirement component, determining the temperature deviation adjustment value based on the corresponding optimal inlet water temperature and the actual inlet water temperature includes: The third expected demand difference is determined based on the difference between the optimal inlet water temperature and the actual inlet water temperature of the cabin heat exchanger. The temperature loss difference of the third loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the cabin heat exchanger. Based on the difference between the third expected demand and the difference between the third loop temperature loss, a third temperature deviation adjustment value is determined in a preset cabin adjustment mapping relationship. The cabin adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of cabin temperature demand differences and pipeline temperature losses. The third temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make to meet cabin temperature control requirements.

[0052] The cabin heat exchanger is a key component of the vehicle's thermal management system, primarily responsible for regulating the temperature of the passenger compartment. It heats or cools the cabin by exchanging heat with the coolant in the main cooling system to ensure passenger comfort. The cabin heat exchanger can be a water-to-air heat exchanger, where coolant flows through its internal pipes and external air flows through its fins. Heat is transferred to the air or absorbed from the air through convection, and the regulated air is then delivered into the cabin. Alternatively, the cabin heat exchanger can be integrated into the HVAC (heating, ventilation, and air conditioning) system as a core component, working in conjunction with blowers, dampers, etc., to precisely control the temperature and flow rate of the air entering the cabin.

[0053] The aforementioned method of determining the third expected demand difference based on the difference between the optimal and actual inlet water temperatures of the cabin heat exchanger aims to quantify the current "expectation" or "demand" level of the cabin heat exchanger's temperature regulation of the main circulating water circuit. By comparing the ideal inlet water temperature with the current actual inlet water temperature, a temperature deviation can be intuitively obtained. This deviation reflects how much temperature adjustment the main circulating water circuit needs to provide to achieve the cabin heat exchanger's optimal operating state or meet the cabin's set temperature. The optimal inlet water temperature can be obtained by real-time acquisition of the actual inlet water temperature of the cabin heat exchanger by sensors. Simultaneously, based on factors such as the set temperature inside the cabin, ambient temperature, and number of occupants, the optimal inlet water temperature required by the cabin heat exchanger under the current operating conditions is dynamically calculated using a preset control algorithm or lookup table method. The second value is then subtracted to obtain the third expected demand difference. Alternatively, the optimal inlet water temperature can also be a target value determined comprehensively based on the vehicle's operating mode, user preferences, and external environmental conditions. The actual inlet water temperature is directly measured by a temperature sensor installed at the inlet of the cabin heat exchanger.

[0054] The aforementioned method of determining the third-loop temperature loss difference based on the difference between the main heater outlet temperature and the actual inlet temperature of the cabin heat exchanger is used to assess the heat loss or gain in the main circulating water circuit from the main heater outlet to the cabin heat exchanger inlet. Due to factors such as pipe length, insulation performance, and ambient temperature, the coolant temperature changes during transmission. Calculating this temperature difference allows for a more accurate understanding of the difference between the actual coolant temperature reaching the cabin heat exchanger and the main heater output temperature, thereby compensating for heat loss during pipe transmission. Temperature sensors are installed at both the main heater outlet and the cabin heat exchanger inlet to measure the temperature at these two points in real time, and then the difference is calculated to reflect the heat loss or gain of the pipeline. Alternatively, a pipeline thermal model can be established, incorporating parameters such as coolant flow rate, pipe material, length, and ambient temperature, to estimate the temperature decay or rise from the main heater outlet to the cabin heat exchanger inlet, thus obtaining the third-loop temperature loss difference.

[0055] The core decision-making step of this scheme is determining the third temperature deviation adjustment value based on the difference between the third expected demand and the difference in temperature loss of the third loop within a preset cabin adjustment mapping relationship. This comprehensively considers the temperature requirements of the cabin heat exchanger itself and the losses during heat transfer. Through a preset mapping relationship, it outputs a more precise range to guide the temperature adjustment of the main circulating water circuit. This value directly reflects the extent of temperature adjustment required in the main circulating water circuit to meet cabin temperature control requirements. The preset cabin adjustment mapping relationship can be a two-dimensional lookup table, with the input being the difference between the third expected demand and the difference in temperature loss of the third loop, and the output being the third temperature deviation adjustment value. This lookup table can be calibrated and optimized using extensive experimental data, simulation models, or expert experience to cover various operating conditions. Alternatively, the preset cabin adjustment mapping relationship can also be a control strategy based on fuzzy logic, neural networks, or PID controllers. For example, a fuzzy controller can obtain a precise third temperature deviation adjustment value based on the fuzzy set of two input variables through fuzzy inference, thereby achieving smoother and more intelligent adjustment.

[0056] This application's solution introduces the cabin heat exchanger as an independent temperature control requirement object, achieving refined modeling of the cabin temperature control requirements in the vehicle's thermal management system. By calculating the difference between the optimal inlet water temperature and the actual inlet water temperature, the current expected temperature control requirements of the cabin can be accurately quantified, thus clarifying the target state that the system needs to achieve. Based on this, the difference between the main heater outlet temperature and the actual inlet water temperature of the cabin heat exchanger is further introduced to characterize the loop temperature loss during heat transfer. This feature allows the system to perceive the impact of pipeline heat loss on the final temperature control effect. By inputting the expected requirement difference and the loop temperature loss difference into a preset cabin adjustment mapping relationship, the temperature control target and transmission loss can be comprehensively considered, thereby determining a more accurate third temperature deviation adjustment value. This mechanism, based on dual-dimensional input to determine the adjustment range, avoids power adjustment deviations caused by ignoring pipeline heat loss, ensuring that the main heater can provide targeted power output according to the actual operating requirements of the cabin heat exchanger, thereby improving the power distribution efficiency of the vehicle's thermal management system while ensuring cabin comfort.

[0057] In one embodiment, determining the main circuit temperature regulation deviation based on the temperature deviation adjustment values ​​corresponding to each temperature control requirement component includes: A preset first temperature control weighting coefficient for the motor inverter, a preset second temperature control weighting coefficient for the battery, and a preset third temperature control weighting coefficient for the cabin heat exchanger are determined, wherein the sum of the preset first temperature control weighting coefficient, the preset second temperature control weighting coefficient, and the preset third temperature control weighting coefficient is one. The weighted adjustment value of the motor inverter is determined based on the product of the preset first temperature control weighting coefficient and the first temperature deviation adjustment value. The weighted adjustment value of the battery is determined based on the product of the preset second temperature control weighting coefficient and the second temperature deviation adjustment value. The weighted adjustment value of the cabin heat exchanger is determined based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value. The main circuit temperature regulation deviation is determined based on the sum of the weighted regulation values ​​of the motor inverter, the battery, and the cabin heat exchanger.

[0058] To achieve the above technical solution, it is first necessary to determine the preset first temperature control weighting coefficient for the motor inverter, the preset second temperature control weighting coefficient for the battery, and the preset third temperature control weighting coefficient for the cabin heat exchanger. These preset temperature control weighting coefficients are used to quantify the relative importance or priority of different temperature control components in the main circulating water circuit temperature regulation. They can be preset, for example, determined through expert experience, simulation analysis, or actual test data. As another implementation method, these weighting coefficients can also be dynamically adjusted according to the vehicle's current operating mode (e.g., economy mode, sport mode, fault mode, etc.) or environmental conditions (e.g., ambient temperature, altitude, etc.) to adapt to different operating conditions. Simultaneously, the sum of these preset temperature control weighting coefficients is set to one, which ensures that the weights of all temperature control components form a normalized proportional relationship in the overall regulation, making the calculation of the main circuit temperature regulation deviation have uniform dimensions and comparability. This can be achieved by normalizing the initially set weight values; for example, first setting the original weight values, and then dividing each original weight value by the sum of all original weight values. Furthermore, the proportion of the preset second temperature control weighting coefficient is greater than that of the preset third temperature control weighting coefficient, and the proportion of the preset third temperature control weighting coefficient is greater than that of the preset first temperature control weighting coefficient. This clarifies the priority order of temperature control for the battery, cabin heat exchanger, and motor inverter. As the energy core of the vehicle, the battery's temperature control requirements are the most critical, thus it is given the highest weight; the cabin heat exchanger is related to passenger comfort, and is therefore secondary; while the motor inverter is important, its temperature control priority can be slightly lower than the former two in certain situations. This proportional relationship can be determined during the vehicle development phase through a comprehensive evaluation based on the performance requirements, safety thresholds, and impact on overall vehicle performance of each component.

[0059] After determining these weighting coefficients, the weighted adjustment value of the motor inverter needs to be determined based on the product of the preset first temperature control weighting coefficient and the first temperature deviation adjustment value; the weighted adjustment value of the battery needs to be determined based on the product of the preset second temperature control weighting coefficient and the second temperature deviation adjustment value; and the weighted adjustment value of the cabin heat exchanger needs to be determined based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value. The weighted adjustment value here is the result of multiplying the temperature deviation adjustment value of a single temperature control component with its corresponding weighting coefficient. It represents the "contribution" or "influence" of that component on the overall temperature regulation amplitude of the main circuit, considering its importance. This product operation can transform the independent temperature control requirements of each component into a unified and comparable weighted quantity, thus providing a basis for the subsequent comprehensive calculation of the main circuit temperature regulation deviation.

[0060] Ultimately, the main loop temperature regulation deviation is determined based on the sum of the weighted regulation values ​​of the motor inverter, the battery, and the cabin heat exchanger. This main loop temperature regulation deviation is the sum of the weighted regulation values ​​of all temperature-controlled components, comprehensively reflecting the temperature control needs of all critical components in the main circulating water circuit, taking into account their respective priorities. This sum will serve as the overall amplitude of temperature regulation in the main circulating water circuit, guiding the power output of the main heater. Through summation, multiple independent, weighted temperature control needs can be integrated into a single, globally representative regulation command.

[0061] The following is a specific example to illustrate this. Assume that under a certain operating condition, the first temperature deviation adjustment value for the motor inverter has been determined as X, the second temperature deviation adjustment value for the battery as Y, and the third temperature deviation adjustment value for the cabin heat exchanger as Z, based on the aforementioned steps. To calculate the main circuit temperature regulation deviation, it is first necessary to determine the preset temperature control weight coefficients for each component. As a specific implementation, the preset first temperature control weight coefficient can be set to 0.1, the preset second temperature control weight coefficient can be set to 0.6, and the preset third temperature control weight coefficient can be set to 0.3. These weight coefficients satisfy the condition that their sum is one (0.1 + 0.6 + 0.3 = 1), and also satisfy the priority relationship that the preset second temperature control weight coefficient (0.6) is greater than the preset third temperature control weight coefficient (0.3), and the preset third temperature control weight coefficient (0.3) is greater than the preset first temperature control weight coefficient (0.1). Next, the weighted adjustment values ​​for each component are calculated: the weighted adjustment value for the motor inverter is 0.1 multiplied by X; the weighted adjustment value for the battery is 0.6 multiplied by Y; and the weighted adjustment value for the cabin heat exchanger is 0.3 multiplied by Z. Finally, these three weighted adjustment values ​​are added together to obtain the main circuit temperature regulation deviation, which is (0.1 * X) + (0.6 * Y) + (0.3 * Z). This calculation result will serve as the total amplitude for temperature regulation in the main circulating water circuit, used to subsequently determine the target temperature and power value of the main heater.

[0062] This application's solution achieves refined management of the main circulating water circuit's adjustment needs by introducing differentiated temperature control weighting coefficients. After obtaining the temperature deviation adjustment values ​​of each temperature-controlled component in the main circulating water circuit (such as the motor inverter, battery, and cabin heat exchanger), this solution does not simply sum these values ​​but assigns a preset temperature control weighting coefficient to each component. These weighting coefficients are carefully designed, summing to one, and strictly follow the priority order of battery having the highest weight, followed by cabin heat exchanger, and then motor inverter having the lowest weight. This weighting allocation logic effectively guides the main heater to respond differently based on the actual importance of each component. Specifically, by multiplying the temperature deviation adjustment value of each component by its corresponding weighting coefficient, the independent temperature control needs of each component can be transformed into a weighted adjustment contribution value. This processing method ensures that the final determined main loop temperature adjustment deviation is not a simple numerical summation but a weighted result that comprehensively considers the urgency and importance of temperature control for each component. Finally, by summing the weighted adjustment values, a main loop temperature adjustment deviation that reflects the overall temperature control needs of the entire vehicle can be obtained. This deviation value is then used in conjunction with the main circuit outlet water temperature to determine the target temperature, thereby guiding the main heater to output the corresponding power value. This mechanism ensures that the main heater can operate based on a comprehensive and prioritized adjustment command, enabling the temperature adjustment direction of the main circulating water circuit to accurately match the real-time temperature control priority of the vehicle's core components, effectively solving the problem of uneven distribution of temperature control resources caused by a lack of weight allocation.

[0063] In one embodiment, determining the weighted adjustment value of the cabin heat exchanger based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value includes: When the vehicle enters the power-limited mode, if a defrost or defogging request is received, the weighted adjustment value of the cabin heat exchanger is determined based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value. The method further includes: When the vehicle enters the power-limited mode, if no defrosting or defogging request is received, the preset value will be determined as the weighted adjustment value.

[0064] In some of the solutions mentioned above in this application, a scheme based on the temperature control weight coefficient to determine the weighted adjustment value of the cabin heat exchanger is proposed to achieve fine adjustment of the temperature of the main circulating water circuit. However, in this process, when the vehicle enters the limited power mode of system fault degradation or overall output power limitation, the system often lacks a targeted differentiated control strategy. This results in the inability to effectively balance the safety requirements of cabin defrosting and defogging with the priority of vehicle power distribution under emergency conditions where vehicle power performance is limited, which may lead to unreasonable energy distribution or affect driving safety.

[0065] This application further proposes linking defrosting and defogging requests with cabin heat exchanger temperature regulation. A defrosting and defogging request refers to an instruction issued by the user or vehicle system to remove frost or fog from the windshield, side windows, or rear window to ensure clear visibility for the driver. This request can be actively triggered by the driver through physical buttons or a touchscreen interface, such as pressing the defrosting / defogging function button; it can also be automatically generated and sent by the vehicle's sensor system, such as humidity sensors, temperature sensors, or optical sensors, when conditions of frost or fogging are detected on the window surface. Its core function is to ensure vehicle safety under adverse weather or environmental conditions. Cabin heat exchanger temperature regulation refers to changing the heat dissipation or heating capacity of the cabin heat exchanger by controlling the flow rate and temperature of the heat medium (such as coolant) flowing through it, or by adjusting the airflow directed towards the heat exchanger, thereby affecting the temperature and humidity inside the cabin. This regulation aims to meet the comfort needs of the occupants, or, in specific situations such as defrosting and defogging, quickly change the cabin environment to achieve functional purposes. Power limiting mode is a vehicle operating state characterized by the active limitation of the vehicle's overall output power. This mode is typically activated under specific operating conditions, such as when the vehicle's battery is low, the battery system malfunctions, the drive system fails leading to degraded operation, or in certain driving modes (such as Eco mode) to actively limit power output and extend driving range. Power limiting mode aims to protect critical vehicle components, maintain basic driving capability, or optimize energy efficiency. Activation of this mode is usually determined by the vehicle controller based on information from the battery management system, motor controller, or other on-board diagnostic systems. A preset value is a pre-set numerical value used to replace the conventionally calculated weighted adjustment value under specific conditions. This preset value can be a very small value, such as a positive number close to zero, to maintain minimum system operation; or it can be set directly to zero, indicating a complete shutdown of the corresponding temperature regulation function. This preset value is typically stored in the non-volatile memory of the vehicle control unit and is recalled when specific conditions are met, with the aim of saving energy by sacrificing or minimizing non-critical functions under resource constraints.

[0066] For example, if the driver presses the defrost button in the vehicle's power-limited mode, the VCU will immediately recognize this defrost / defogging request. In this case, the VCU will continue to follow the normal logic, using the product of a preset third temperature control weighting coefficient and the currently calculated third temperature deviation adjustment value to determine the weighted adjustment value for the cabin heat exchanger. For instance, if the preset third temperature control weighting coefficient is 0.3 and the third temperature deviation adjustment value is 5°C, the weighted adjustment value for the cabin heat exchanger will be 1.5. This value will then be used in the calculation of the main circuit temperature regulation deviation to ensure that the main heater can provide sufficient power to support the cabin heat exchanger in defrosting and defogging. However, if the vehicle is in power-limited mode and the VCU does not receive any defrost / defogging request (e.g., the driver does not operate the defrost button, and the environmental sensors do not detect fogging or frosting conditions), the VCU will directly set the weighted adjustment value for the cabin heat exchanger to a preset value. This preset value can be configured to 0, meaning a complete halt to heating power allocation to the cabin heat exchanger; or, to avoid the shock of a complete system shutdown, it can be set to a very small non-zero value, such as 0.01, to maintain a minimum cycle. In this way, the VCU can release the power resources originally allocated to the cabin heat exchanger and prioritize supplying them to the drive motor or other more critical systems, thereby maximizing driving range or handling malfunctions while ensuring the vehicle's basic driving capabilities.

[0067] This application's solution, building upon the aforementioned method of determining the weighted adjustment value of the cabin heat exchanger based on temperature control weighting coefficients, further incorporates judgments of vehicle operating modes and safety requirements to achieve more refined and intelligent power allocation. Specifically, when the vehicle enters power-limited mode, the system no longer simply adjusts the cabin heat exchanger temperature according to conventional logic. Instead, it first determines whether a defrosting / defogging request exists. If the system receives a defrosting / defogging request, this indicates an urgent need affecting driving safety, such as windshield fogging or frost. In this case, the system continues to determine the weighted adjustment value of the cabin heat exchanger based on the product of a preset third temperature control weighting coefficient and a third temperature deviation adjustment value. This means that even under power limitations, the system prioritizes the normal operation of the cabin heat exchanger to ensure the implementation of defrosting and defogging functions, thereby maintaining the driver's clear vision and driving safety. Conversely, if no defrosting / defogging request is received in power-limited mode, it indicates that the current cabin heat exchanger temperature adjustment is not an urgent safety need. In this situation, the system sets the weighted adjustment value of the cabin heat exchanger to a preset value, which can be as small as possible, or even zero. In this way, the system can proactively relinquish or significantly reduce power allocation to the cabin heat exchanger, prioritizing the allocation of the limited power resources to the drive system or other more critical components to maintain the vehicle's basic driving capability or extend its range. This differentiated control strategy based on defrosting and defogging requests allows the vehicle to intelligently balance driving safety and energy efficiency in power-limited mode. It avoids the problems of traditional solutions that indiscriminately reduce all non-drive power or blindly maintain all temperature control functions when power is limited, leading to further degradation in power performance. By closely linking the temperature control requirements of the cabin heat exchanger with the critical safety function of defrosting and defogging, this solution maximizes the utilization of limited power resources while ensuring driving safety, thereby improving the vehicle's operational reliability and energy management efficiency under fault degradation or power-limited conditions.

[0068] In one embodiment, determining the main heater power value based on the target temperature in a preset mapping relationship includes: The power value of the main heater is determined based on the target temperature and the current ambient temperature.

[0069] Considering that traditional vehicle temperature control methods are often significantly affected by environmental factors when determining the power value of the main heater, if the power calculation is based solely on the target temperature, ignoring the dynamic interference of ambient temperature on heat exchange efficiency and heat loss, the heater output power will not match the actual heat demand, thus affecting the response accuracy and energy efficiency of the temperature control system.

[0070] To address this, this application further proposes determining the main heater power value based on a target temperature within a preset mapping relationship. The target temperature characterizes the required outlet water temperature setpoint for the main heater. Conceptually, it is an ideal temperature value derived by the system after a series of calculations and coordination based on the comprehensive temperature control requirements of various temperature-controlled components in the main circulating water circuit (such as the motor inverter, battery, and cabin heat exchanger). This temperature value serves as the benchmark for the main heater's heat output, aiming to ensure that the main circulating water circuit can provide suitable inlet water temperatures for all temperature-controlled components. The current ambient temperature refers to the real-time temperature of the external environment in which the vehicle is located. This temperature is a key external factor affecting the heat loss and heat exchange efficiency of the vehicle's thermal management system. The current ambient temperature can be obtained in various ways, such as real-time measurement using an externally mounted ambient temperature sensor or by obtaining regional ambient temperature data from external weather services via an onboard communication module. The preset relationship is a set of rules used to map the target temperature and the current ambient temperature to the main heater power value. This relationship can take many forms. For example, it could be a multidimensional lookup table storing recommended power values ​​for different combinations of target and ambient temperatures; it could be a mathematical model or control algorithm that dynamically calculates the appropriate power value based on the input target and ambient temperatures; or it could be a set of fuzzy control rules based on expert experience or experimental data. Querying the preset relationship refers to the process of searching for or calculating the corresponding main heater power value within the aforementioned preset relationship based on the currently acquired target and ambient temperatures. For example, when the preset relationship is a lookup table, the system uses the current target and ambient temperatures as indexes to find the corresponding power value in the table; when the preset relationship is a mathematical model, the system uses the target and ambient temperatures as input parameters to calculate the power value. Determining the main heater power value means setting the output power of the main heater based on the result of querying the preset relationship. This power value is the instruction for the actual operation of the main heater, aiming to ensure that the heat output meets the actual heat demand of the main circulating water circuit at the current target and ambient temperatures, thereby ensuring effective temperature control of each temperature-controlled component.

[0071] In the power determination method for vehicle temperature control proposed in this application, firstly, based on the optimal and actual inlet water temperatures of multiple temperature-controlled components in the main circulating water circuit (such as the motor inverter, battery, and cabin heat exchanger), a series of calculations and coordination are performed to determine the main circuit temperature regulation deviation. Then, based on this deviation and the main circuit outlet water temperature, a target temperature is obtained to characterize the outlet water temperature setpoint required by the main heater. Furthermore, to more accurately determine the power value of the main heater, this scheme introduces the current ambient temperature as a key correction factor. Specifically, the system uses this target temperature and the real-time acquired current ambient temperature as joint inputs, and determines the required power value of the main heater by querying a pre-established preset relationship. This preset relationship comprehensively considers the internal temperature control requirements of the system (reflected by the target temperature) and the influence of the external environment on heat loss and heat exchange efficiency (reflected by the ambient temperature). In this way, the main heater no longer outputs power solely based on a single target temperature, but can adaptively adjust according to dynamic changes in the external environment, ensuring a high degree of match between its output power and actual heat demand. This combined consideration enables the main heater to output more precise thermal power, avoiding insufficient power in cold environments or excessive power in warm environments, thereby improving the response accuracy, energy efficiency, and adaptability to complex operating conditions of the entire thermal management system.

[0072] Through the above technical solution, this application effectively solves the problem of power mismatch between demand and demand caused by traditional methods that determine the main heater power value solely based on the target temperature while ignoring the dynamic influence of ambient temperature. By combining the target temperature with the current ambient temperature and determining the power based on a preset relationship, the main heater can dynamically adjust its output power according to real-time changes in the external environment. For example, when the ambient temperature is low, the system will correspondingly increase the power output of the main heater to compensate for additional heat loss; while when the ambient temperature is high, the power will be appropriately reduced to avoid unnecessary energy consumption. This refined power control allows the heat output of the main heater to more accurately meet the actual needs of various temperature-controlled components in the main circulating water circuit, thereby significantly improving the temperature control accuracy and response speed of the vehicle's thermal management system, while avoiding energy waste and improving the overall vehicle's energy efficiency. Especially in complex scenarios where the main circulating water circuit serves multiple temperature-controlled components, this solution can ensure that the power configuration of the main heater is optimized while meeting the temperature control needs of all components, further enhancing the system's adaptability and robustness.

[0073] Furthermore, as a response to the above Figure 1 In addition to the implementation of the method shown, this embodiment of the invention also provides a power determination device for vehicle temperature control, used for determining the power of the above-mentioned... Figure 1The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 2 As shown, the device includes: an acquisition unit 21, a first determination unit 22, a second determination unit 23, a third determination unit 24, and a fourth determination unit 25, wherein... The acquisition unit 21 is used to acquire the optimal inlet water temperature and the actual inlet water temperature of each temperature control component in the main circulating water circuit. The first determining unit 22 is used to determine the temperature deviation adjustment value of each temperature control requirement component based on the corresponding optimal inlet water temperature and the actual inlet water temperature. The second determining unit 23 is used to determine the main circuit temperature adjustment deviation based on the temperature deviation adjustment values ​​corresponding to each temperature control requirement component, wherein the main circuit temperature adjustment deviation is used to characterize the total amplitude of temperature adjustment required in the main circulating water circuit. The third determining unit 24 is used to determine the target temperature based on the main circuit temperature adjustment deviation and the main circuit outlet water temperature, wherein the target temperature is used to characterize the outlet water temperature set value that the main heater needs to achieve. The fourth determining unit 25 is used to determine the power value of the main heater based on the target temperature.

[0074] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and by adjusting kernel parameters, a method for determining the power required for vehicle temperature control can be implemented. This addresses the problem that existing automotive temperature control strategies often statically reserve power based on maximum demand, easily encroaching on available drive power.

[0075] This invention provides a computer-readable storage medium including a stored program that, when executed by a processor, implements a power determination method for vehicle temperature control.

[0076] This invention provides a processor for running a program, wherein the program executes the power determination method for vehicle temperature control.

[0077] This invention provides an electronic device, which includes at least one processor and at least one memory connected to the processor; wherein the processor is used to call program instructions in the memory to execute the power determination method for vehicle temperature control as described above. This invention provides an electronic device 30, such as... Figure 3As shown, the electronic device includes at least one processor 301, and at least one memory 302 and bus 303 connected to the processor; wherein, the processor 301 and the memory 302 communicate with each other through the bus 303; the processor 301 is used to call program instructions in the memory to execute the above-mentioned power determination method for vehicle temperature control.

[0078] The smart electronic devices mentioned in this article can be PCs, tablets, mobile phones, etc.

[0079] This application also provides a computer program product that, when executed on a process management electronic device, is suitable for executing a program that initializes the power determination method steps for the above-described vehicle temperature control.

[0080] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0081] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0082] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0083] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0084] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0085] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to perform actions such as... Figure 1 The control flow of the memory in the corresponding embodiment.

[0086] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0087] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0088] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or units, and may be electrical, mechanical, or other forms.

[0089] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0090] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0091] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0092] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for determining the power for vehicle temperature control, characterized in that, The vehicle includes a main circulating water system, which includes multiple temperature-controlled components. The method includes: For each temperature control component in the main circulating water circuit, obtain the optimal inlet water temperature and the actual inlet water temperature of the temperature control component; For each temperature control component, the temperature deviation adjustment value of the component is determined based on the corresponding optimal inlet water temperature and the actual inlet water temperature. Based on the temperature deviation adjustment values ​​corresponding to each temperature control component, the main loop temperature adjustment deviation is determined, wherein the main loop temperature adjustment deviation is used to characterize the total range of temperature adjustment required in the main circulating water circuit. The target temperature is determined based on the main circuit temperature regulation deviation and the main circuit outlet water temperature, wherein the target temperature is used to characterize the outlet water temperature set value that the main heater needs to achieve. The power value of the main heater is determined based on the target temperature.

2. The method according to claim 1, characterized in that, The temperature control required components include a motor inverter. For each temperature control required component, based on the corresponding optimal inlet water temperature and the actual inlet water temperature, the temperature deviation adjustment value for that component is determined, including: The first expected demand difference is determined based on the difference between the optimal inlet water temperature of the motor inverter and the actual inlet water temperature. The temperature loss difference of the first loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the motor inverter. Based on the first expected demand difference and the first circuit temperature loss difference, a first temperature deviation adjustment value is determined in a preset motor adjustment mapping relationship. The motor adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of temperature demand differences and circuit temperature losses of the motor inverter. The first temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make in order to meet the motor temperature control requirements.

3. The method according to claim 1, characterized in that, The temperature control requirement component includes a battery. For each temperature control requirement component, based on the corresponding optimal inlet water temperature and the actual inlet water temperature, the temperature deviation adjustment value for that component is determined, including: The second expected demand difference is determined based on the difference between the optimal water inlet temperature and the actual water inlet temperature of the battery. The temperature loss difference of the second loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the battery heat exchanger. Based on the difference between the second expected demand and the difference between the second circuit temperature loss, a second temperature deviation adjustment value is determined in a preset battery adjustment mapping relationship. The battery adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of battery temperature demand differences and pipeline temperature loss. The second temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make in order to meet the battery temperature control requirements.

4. The method according to claim 1, characterized in that, The temperature control required components include a cabin heat exchanger. For each temperature control required component, based on the corresponding optimal inlet water temperature and the actual inlet water temperature, the temperature deviation adjustment value for that component is determined, including: The third expected demand difference is determined based on the difference between the optimal inlet water temperature and the actual inlet water temperature of the cabin heat exchanger. The temperature loss difference of the third loop is determined based on the difference between the outlet temperature of the main heater and the actual inlet temperature of the cabin heat exchanger. Based on the difference between the third expected demand and the difference between the third loop temperature loss, a third temperature deviation adjustment value is determined in a preset cabin adjustment mapping relationship. The cabin adjustment mapping relationship is used to characterize the range of temperature adjustment that the main circulating water circuit should make under different combinations of cabin temperature demand differences and pipeline temperature losses. The third temperature deviation adjustment value reflects the range of temperature adjustment that the main circulating water circuit needs to make to meet cabin temperature control requirements.

5. The method according to claim 1, characterized in that, The determination of the main circuit temperature regulation deviation based on the temperature deviation adjustment values ​​corresponding to each temperature control requirement component includes: A preset first temperature control weighting coefficient for the motor inverter, a preset second temperature control weighting coefficient for the battery, and a preset third temperature control weighting coefficient for the cabin heat exchanger are determined, wherein the sum of the preset first temperature control weighting coefficient, the preset second temperature control weighting coefficient, and the preset third temperature control weighting coefficient is one. The weighted adjustment value of the motor inverter is determined based on the product of the preset first temperature control weighting coefficient and the first temperature deviation adjustment value. The weighted adjustment value of the battery is determined based on the product of the preset second temperature control weighting coefficient and the second temperature deviation adjustment value. The weighted adjustment value of the cabin heat exchanger is determined based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value. The main circuit temperature regulation deviation is determined based on the sum of the weighted regulation values ​​of the motor inverter, the battery, and the cabin heat exchanger.

6. The method according to claim 5, characterized in that, The determination of the weighted adjustment value of the cabin heat exchanger based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value includes: When the vehicle enters the power-limited mode, if a defrost or defogging request is received, the weighted adjustment value of the cabin heat exchanger is determined based on the product of the preset third temperature control weighting coefficient and the third temperature deviation adjustment value. The method further includes: When the vehicle enters the power-limited mode, if no defrosting or defogging request is received, the preset value will be determined as the weighted adjustment value.

7. The method according to claim 1, characterized in that, Determining the main heater power value based on the target temperature in a preset mapping relationship includes: The power value of the main heater is determined based on the target temperature and the current ambient temperature.

8. A power determination device for vehicle temperature control, characterized in that, Also includes: The acquisition unit is used to acquire the optimal inlet water temperature and the actual inlet water temperature of each temperature control component in the main circulating water circuit. The first determining unit is used to determine the temperature deviation adjustment value of each temperature control requirement component based on the corresponding optimal inlet water temperature and the actual inlet water temperature. The second determining unit is used to determine the main circuit temperature adjustment deviation based on the temperature deviation adjustment values ​​corresponding to each temperature control requirement component, wherein the main circuit temperature adjustment deviation is used to characterize the total amplitude of temperature adjustment required in the main circulating water circuit. The third determining unit is used to determine the target temperature based on the main circuit temperature adjustment deviation and the main circuit outlet water temperature, wherein the target temperature is used to characterize the outlet water temperature set value that the main heater needs to achieve. The fourth determining unit is used to determine the power value of the main heater based on the target temperature.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed by a processor, it implements the steps of the power determination method for vehicle temperature control as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, The electronic device includes at least one processor and at least one memory connected to the processor; wherein the processor is configured to call program instructions in the memory to execute the steps of the power determination method for vehicle temperature control as described in any one of claims 1 to 7.

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