A thermal management method, device and vehicle

Abstract

The application provides a kind of thermal management method, device and vehicle, belong to automobile technical field.The method comprises: VCU is responsible for obtaining the thermal management basic flow of each power component, and determines the branch flow of each cooling branch in vehicle according to the thermal management basic flow, TMC is responsible for controlling heat dissipation component to carry out thermal management by branch flow and the thermal management demand flow of non-power component.The above-mentioned method takes branch flow as the interface between VCU and TMC, and concentrates the control right of heat dissipation component in TMC, eliminates the instruction conflict risk of VCU and TMC to the same heat dissipation component, so that heat dissipation component can be stably operated, and the thermal management effect of vehicle is guaranteed.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a thermal management method, apparatus, and vehicle. Background Technology

[0002] Vehicle thermal management refers to the technology of regulating the temperature of various components in a vehicle to keep them within their corresponding temperature range.

[0003] Currently, in vehicles, the control logic for power components such as the battery and drive motor is typically implemented by the VCU (Vehicle Control Unit), which also includes thermal management for each power component. However, the thermal management of non-power components is usually implemented by the TMC (Thermal Management Controller).

[0004] Both the VCU and TMC have control over the cooling components in the vehicle (such as water pumps and fans). Therefore, when both power and non-power components have thermal management requirements, the VCU and TMC may send different control commands to the same cooling component, causing the cooling component to switch frequently between two conflicting commands, making it difficult to operate stably, which in turn affects the thermal management effect and may even shorten the service life of the cooling component. Summary of the Invention

[0005] This application provides a thermal management method, apparatus, and vehicle, which enables stable operation of heat dissipation components and ensures the effectiveness of vehicle thermal management. The technical solution is as follows: On the one hand, a thermal management method is provided, the method including; The basic thermal management flow rate of each power component in the vehicle is obtained through the vehicle controller. Based on the thermal management baseline flow rate of the power components in each cooling branch of the vehicle, the branch flow rate of each cooling branch is determined. The thermal management controller controls the heat dissipation components in the vehicle to perform thermal management based on the flow rate of each branch and the thermal management demand flow rate of each non-power component.

[0006] In some embodiments, the thermal management baseline flow rate of each powertrain component is obtained through the vehicle controller in the vehicle, including: The thermal management demand flow of the target power component is received by the vehicle controller in the vehicle. The target power component is any power component in the vehicle. When the thermal management required flow rate of the target power component is the required coolant flow rate, the minimum coolant flow rate of the target power component is determined based on the component temperature of the target power component and the liquid temperature of the coolant. The maximum value between the required coolant flow rate and the minimum coolant flow rate is determined as the base coolant flow rate of the target power component. Given that the thermal management required airflow of the target power component is the required airflow, the minimum airflow of the target power component is determined based on the component temperature and component load. The maximum value between the required airflow and the minimum airflow is then determined as the basic airflow of the target power component.

[0007] In some embodiments, the branch flow rate of each cooling branch is determined based on the thermal management baseline flow rate corresponding to the power components in each cooling branch of the vehicle, including: Locate the cooling branch to which each power component belongs in the vehicle's thermal management schematic diagram; In each cooling branch, the branch flow rate is determined based on the maximum value of the thermal management basic flow rate of at least one power component.

[0008] In some embodiments, in each cooling branch, the branch flow rate is determined based on the maximum value of the thermal management base flow rate of at least one power component, including: Based on the environmental information of the vehicle's environment and the vehicle's overall load, the maximum value in the thermal management basic flow of at least one power component is fed forward to obtain the desired maximum value. Based on the vehicle's operating information and the extreme values ​​of the cooling branch flow, the amplitude of the expected maximum value is limited to obtain the branch flow of each cooling branch.

[0009] In some embodiments, the branch flow rate is the branch coolant flow rate, and the heat dissipation component is a water pump; the heat dissipation component in the vehicle is controlled for thermal management by a thermal management controller based on the flow rate of each branch and the thermal management flow requirements of each non-power component, including: The thermal management controller receives the coolant flow rate of each branch circuit and the required coolant flow rate of each non-power component in the vehicle from the vehicle controller. Based on the vehicle's thermal management principle diagram, the coolant flow rate of each branch and the required coolant flow rate of each non-power component are combined to obtain the first coolant flow rate of each water pump in the vehicle. The second coolant flow rate is obtained by performing at least one of flow loss compensation and flow target control on the first coolant flow rate; The driving parameters of the water pump are determined based on the second coolant flow rate and the physical parameters of the water pump, so that the water pump can perform thermal management based on the driving parameters.

[0010] In some embodiments, based on the vehicle's thermal management schematic, the coolant flow rates of each branch and the required coolant flow rates of each non-power component are combined to obtain the first coolant flow rate of each water pump in the vehicle, including: In the vehicle's thermal management schematic diagram, find at least one target cooling branch and target non-powered component connected to the target water pump. The target water pump is any water pump in the vehicle. The branch coolant flow rate of at least one target cooling branch and the required coolant flow rate of the target non-powered component are combined to obtain the first coolant flow rate of the target water pump.

[0011] In some embodiments, determining the pump's drive parameters based on the second coolant flow rate and the pump's physical parameters to enable thermal management of the pump based on these drive parameters includes: The first mapping relationship between the coolant flow rate and the drive parameters of the water pump is determined based on the physical parameters of the water pump. Based on the first mapping relationship, the first target driving parameter corresponding to the second coolant flow rate is determined so that the water pump performs thermal management based on the first target driving parameter.

[0012] In some embodiments, after determining the pump's drive parameters based on the second coolant flow rate and the pump's physical parameters, so that the pump performs thermal management based on the drive parameters, the method further includes: Based on the pump's drive parameters and operating status parameters, determine the actual coolant flow rate output by the pump. The drive parameters are adjusted based on the comparison between the actual coolant flow rate and the second coolant flow rate.

[0013] In some embodiments, the branch flow rate is the branch air flow rate, and the heat dissipation component is a fan; the heat dissipation component in the vehicle is controlled for thermal management by a thermal management controller based on the flow rate of each branch and the thermal management demand flow rate of each non-power component, including: The thermal management controller receives the airflow of each branch circuit and the required airflow of each non-powered component in the vehicle from the vehicle controller. The maximum value among the branch airflow and the required airflow of each non-powered component is determined as the first airflow of the fan. The fan's drive parameters are determined based on the first airflow rate, so that the fan can perform thermal management based on the drive parameters.

[0014] In some embodiments, before determining the fan's drive parameters based on a first airflow rate, and before enabling the fan to perform thermal management based on the drive parameters, the method further includes: When the vehicle's air conditioning compressor is running, pressure compensation is applied to the first airflow based on the air conditioning's operating mode and refrigerant pressure.

[0015] In some embodiments, determining fan drive parameters based on a first airflow rate to enable the fan to perform thermal management based on the drive parameters includes: The second airflow is obtained by compensating and correcting the first airflow based on the vehicle's operating information. The fan's drive parameters are determined based on the second airflow rate, enabling the fan to perform thermal management based on these drive parameters.

[0016] In some embodiments, determining fan drive parameters based on a second airflow rate to enable the fan to perform thermal management based on the drive parameters includes: If the fan is a speedless fan, based on the second mapping relationship between the fan's airflow and drive parameters, the second target drive parameter corresponding to the second airflow is determined so that the fan can perform thermal management based on the second target drive parameter; If the fan is a speed-controlled fan, the target fan speed is determined based on the second airflow, and the third target drive parameter corresponding to the target fan speed is determined so that the fan can perform thermal management based on the third target drive parameter.

[0017] On the other hand, a thermal management device is provided, the device comprising: The basic flow acquisition unit is configured to acquire the basic thermal management flow of each power component in the vehicle through the vehicle controller; The branch flow determination unit is configured to determine the branch flow of each cooling branch based on the thermal management basic flow of the power components in each cooling branch of the vehicle. The thermal management unit is configured to control the heat dissipation components in the vehicle to perform thermal management based on the flow rate of each branch and the thermal management demand flow rate of each non-power component through the thermal management controller.

[0018] In some embodiments, the basic flow acquisition unit is configured to receive thermal management demand flow of a target power component through a vehicle controller in the vehicle, wherein the target power component is any power component in the vehicle; When the thermal management required flow rate of the target power component is the required coolant flow rate, the minimum coolant flow rate of the target power component is determined based on the component temperature of the target power component and the liquid temperature of the coolant. The maximum value between the required coolant flow rate and the minimum coolant flow rate is determined as the base coolant flow rate of the target power component. Given that the thermal management required airflow of the target power component is the required airflow, the minimum airflow of the target power component is determined based on the component temperature and component load. The maximum value between the required airflow and the minimum airflow is then determined as the basic airflow of the target power component.

[0019] In some embodiments, the branch flow determination unit is configured to query the cooling branch to which each power component belongs in the vehicle's thermal management schematic diagram; In each cooling branch, the branch flow rate is determined based on the maximum value of the thermal management basic flow rate of at least one power component.

[0020] In some embodiments, the branch flow determination unit is configured to perform feedforward compensation on the maximum value in the thermal management basic flow of at least one power component based on environmental information of the vehicle's environment and the vehicle's overall load, to obtain the desired maximum value. Based on the vehicle's operating information and the extreme values ​​of the cooling branch flow, the amplitude of the expected maximum value is limited to obtain the branch flow of each cooling branch.

[0021] In some embodiments, the branch flow rate is the branch coolant flow rate, and the heat dissipation component is a water pump; the thermal management unit is configured to receive the branch coolant flow rate and the required coolant flow rate of each non-power component in the vehicle from the vehicle controller via the thermal management controller. Based on the vehicle's thermal management principle diagram, the coolant flow rate of each branch and the required coolant flow rate of each non-power component are combined to obtain the first coolant flow rate of each water pump in the vehicle. The second coolant flow rate is obtained by performing at least one of flow loss compensation and flow target control on the first coolant flow rate; The driving parameters of the water pump are determined based on the second coolant flow rate and the physical parameters of the water pump, so that the water pump can perform thermal management based on the driving parameters.

[0022] In some embodiments, the thermal management unit is configured to query at least one target cooling branch and a target non-powered component connected to the target water pump in the thermal management schematic of the vehicle, wherein the target water pump is any water pump in the vehicle. The branch coolant flow rate of at least one target cooling branch and the required coolant flow rate of the target non-powered component are combined to obtain the first coolant flow rate of the target water pump.

[0023] In some embodiments, the thermal management unit is configured to determine a first mapping relationship between the coolant flow rate of the water pump and the drive parameters based on the physical parameters of the water pump. Based on the first mapping relationship, the first target driving parameter corresponding to the second coolant flow rate is determined so that the water pump performs thermal management based on the first target driving parameter.

[0024] In some embodiments, the thermal management unit is configured to determine the actual coolant flow rate output by the water pump based on the pump's drive parameters and operating status parameters. The drive parameters are adjusted based on the comparison between the actual coolant flow rate and the second coolant flow rate.

[0025] In some embodiments, the branch flow rate is the branch air flow rate, and the heat dissipation component is a fan; the thermal management unit is configured to receive the branch air flow rate and the required air flow rate of each non-power component in the vehicle sent by the vehicle controller through the thermal management controller. The maximum value among the branch airflow and the required airflow of each non-powered component is determined as the first airflow of the fan. The fan's drive parameters are determined based on the first airflow rate, so that the fan can perform thermal management based on the drive parameters.

[0026] In some embodiments, the thermal management unit is configured to perform pressure compensation on the first airflow based on the air conditioning operating mode and refrigerant pressure when the vehicle's air conditioning compressor is in the start-up state.

[0027] In some embodiments, the thermal management unit is configured to compensate and correct at least one of the first airflow based on vehicle operating information to obtain a second airflow; The fan's drive parameters are determined based on the second airflow rate, enabling the fan to perform thermal management based on these drive parameters.

[0028] In some embodiments, the thermal management unit is configured to, if the fan is a speedless fan, determine a second target driving parameter corresponding to the second airflow based on a second mapping relationship between the fan's airflow and driving parameters, so that the fan performs thermal management based on the second target driving parameter; If the fan is a speed-controlled fan, the target fan speed is determined based on the second airflow, and the third target drive parameter corresponding to the target fan speed is determined so that the fan can perform thermal management based on the third target drive parameter.

[0029] On the other hand, a vehicle is provided, which includes a main control module, the main control module including a processor and a memory, the memory being used to store at least one computer program, the at least one computer program being loaded and executed by the processor to implement the thermal management method in the embodiments of this application.

[0030] On the other hand, a computer-readable storage medium is provided for storing at least one computer program, which is loaded and executed by a processor to implement the thermal management method in the embodiments of this application.

[0031] On the other hand, a computer program product is provided, including a computer program that is executed by a processor to implement the thermal management method in the embodiments of this application.

[0032] This application provides a thermal management method in which the VCU is responsible for obtaining the basic thermal management flow rate of each power component and determining the branch flow rate of each cooling branch in the vehicle based on the basic thermal management flow rate. The TMC is responsible for controlling the heat dissipation components to perform thermal management based on the branch flow rate and the thermal management demand flow rate of non-power components.

[0033] The technical effect of this application embodiment is that by using branch flow as the interface between VCU and TMC, the control of the heat dissipation component is centralized in TMC, eliminating the risk of command conflict between VCU and TMC for the same heat dissipation component, enabling the heat dissipation component to operate stably and ensuring the thermal management effect of the vehicle. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the implementation environment of a thermal management method according to an embodiment of this application; Figure 2 This is a flowchart of a thermal management method provided according to an embodiment of this application; Figure 3 This is a flowchart of another thermal management method provided according to an embodiment of this application; Figure 4 This is a flowchart of yet another thermal management method provided according to an embodiment of this application; Figure 5 This is a block diagram of a thermal management device according to an embodiment of this application; Figure 6 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0037] In this application, the terms "first", "second", etc. are used to distinguish identical or similar items with essentially the same function. It should be understood that there is no logical or temporal dependency between "first", "second", and "nth", nor is there any limitation on the quantity or execution order.

[0038] In this application, the term "at least one" means one or more, and "multiple" means two or more.

[0039] It should be noted that all information, data and signals involved in this application are authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0040] Figure 1This is a schematic diagram illustrating the implementation environment of a thermal management method according to an embodiment of this application. See also... Figure 1 The implementation environment is in a vehicle 101, which is equipped with a power unit 1011, a non-power unit 1012, a VCU 1013, a TMC 1014 and a heat dissipation unit 1015, which includes a water pump 10151 and a fan 10152.

[0041] Among them, power components 1011 refer to high-voltage components that provide driving force for vehicle operation or directly participate in driving capability management, including but not limited to power batteries, drive motors, high-voltage power distribution units, etc. The thermal management of power components 1011 directly affects the vehicle's power output efficiency and driving safety. Non-power components 1012 refer to comfort components, intelligent driving systems, or auxiliary systems that serve vehicle driving, including but not limited to air conditioning, central computing controllers, cockpit domain controllers, etc. The thermal management of non-power components 1012 mainly affects the user's driving experience. VCU1013 is the decision-making unit of the vehicle's power system, responsible for coordinating the operation of power components and calculating the branch flow of each cooling branch in the vehicle based on the thermal management requirements of each power component. TMC1014 is a dedicated control unit for vehicle thermal management, responsible for receiving thermal management requirements from VCU1013 and each non-power component 1012, and then uniformly controlling the heat dissipation component 1015. The heat dissipation component 1015 is the actuator of vehicle thermal management. It transfers heat by driving the flow of cooling medium. The heat dissipation component 1015 includes a water pump 10151 and a fan 10152. The water pump 10151 is used to drive the coolant to circulate in the cooling pipes and carry away the heat as it flows through the components. The fan 10152 is used to drive air convection and release the heat carried by the coolant or refrigerant to the outside.

[0042] Figure 2 This is a flowchart of a thermal management method provided according to an embodiment of this application, the method being performed by a vehicle, such as... Figure 2 As shown, the thermal management method includes the following steps: S201 obtains the basic thermal management flow of each power component in the vehicle through the vehicle controller.

[0043] In this embodiment, the VCU acquires the thermal management baseline flow rate of each power component in the vehicle. The VCU is the decision-making unit of the vehicle's powertrain system, responsible for coordinating the operation of the power components. Power components refer to high-voltage components that provide driving force for vehicle movement or directly participate in driving capability management, including but not limited to power batteries, drive motors, and high-voltage power distribution units. The thermal management baseline flow rate is the flow rate requirement of the cooling medium determined by the VCU for each power component. The cooling medium includes coolant and air; therefore, the thermal management baseline flow rate can be either the coolant baseline flow rate or the air baseline flow rate. Coolant flow rate refers to the volume of coolant flowing through a certain cross-section of a cooling pipe per unit time, and air flow rate refers to the volume of air flowing through a certain ventilation cross-section per unit time.

[0044] It should be noted that when the vehicle controller obtains the basic thermal management flow rate for each powertrain component, it first receives the required thermal management flow rate and component temperature from each component. The required thermal management flow rate for each powertrain component includes the required coolant flow rate and the required air flow rate. However, if a fault occurs inside the powertrain component, the required thermal management flow rate sent by the powertrain component is unreliable. Therefore, after receiving the required thermal management flow rate and component temperature, the VCU will also calculate the actual minimum required flow rate for the powertrain component based on the component temperature. The VCU will then take the larger of the required thermal management flow rate and the minimum required flow rate to obtain the basic thermal management flow rate for the powertrain component, ensuring that a minimum level of thermal management protection is still provided for the component in the event of a fault.

[0045] S202, based on the thermal management baseline flow rate corresponding to the power components in each cooling branch of the vehicle, determine the branch flow rate of each cooling branch.

[0046] In this embodiment, a cooling branch is the flow path of the cooling medium in the vehicle. Multiple components in the same cooling branch share the branch flow rate, and the cooling medium flows through these components sequentially or synchronously. After determining the basic thermal management flow rate of each power component, the VCU determines the branch flow rate of each cooling branch based on the thermal management schematic diagram of the vehicle and the basic thermal management flow rate corresponding to the power components in each cooling branch. The branch flow rate refers to the flow rate required for thermal management of all power components in that cooling branch, and includes the branch coolant flow rate and the branch air flow rate. The thermal management schematic diagram is a physical architecture diagram describing the physical connection relationships between various thermal management components (power components, non-power components, water pumps, connecting valves), the branch topology, and the coolant flow direction in the vehicle.

[0047] When determining the branch flow rate of each cooling branch, the VCU first checks the thermal management schematic to find out which power components are included in each cooling branch. Then, it compares the basic thermal management flow rates of all power components in the cooling branch and determines the maximum value as the branch flow rate of the cooling branch, so as to ensure that the power component with the greatest thermal management needs in the same branch is met.

[0048] S203, through a thermal management controller, controls the heat dissipation components in the vehicle to perform thermal management based on the flow rate of each branch and the thermal management demand flow rate of each non-power component.

[0049] In this embodiment, the VCU sends the branch flow of each cooling branch to the TMC. The TMC also receives the thermal management demand flow from each non-powered component. It merges the branch flow and the thermal management demand flow of each non-powered component to obtain the flow required by each heat dissipation component, thereby determining the driving parameters of each heat dissipation component and controlling the heat dissipation component to uniformly manage the thermal of both the power and non-powered components. The TMC is a dedicated control unit for vehicle thermal management, responsible for receiving thermal management demands from the VCU and each non-powered component and uniformly controlling the heat dissipation component. Non-powered components refer to comfort components, intelligent driving systems, or auxiliary systems serving vehicle driving, including but not limited to air conditioning, central computing controllers, and cockpit domain controllers. Similar to powered components, the thermal management demand flow of non-powered components also includes demanded coolant flow and demanded air flow. The heat dissipation component is the execution component of vehicle thermal management, transferring heat by driving the flow of cooling medium, including water pumps and fans.

[0050] This application provides a thermal management method. The Vehicle Cooling Unit (VCU) is responsible for acquiring the basic thermal management flow rate of each power component and determining the branch flow rate of each cooling branch in the vehicle based on the basic thermal management flow rate. The Thermal Management Control Unit (TMC) is responsible for controlling the heat dissipation components to perform thermal management based on the branch flow rate and the thermal management demand flow rate of non-power components. This method uses the branch flow rate as the interface between the VCU and the TMC, centralizing the control of the heat dissipation components in the TMC. This eliminates the risk of command conflicts between the VCU and the TMC for the same heat dissipation component, enabling the heat dissipation components to operate stably and ensuring the vehicle's thermal management effectiveness.

[0051] The above embodiments describe how the VCU, after determining the branch flow of each cooling branch in the vehicle, sends the branch flow to the TMC, so that the TMC can combine the branch flow and the thermal management demand flow of non-power components, thereby uniformly controlling the heat dissipation components for thermal management. Based on this, Figure 3This is a flowchart of another thermal management method provided according to an embodiment of this application. The method describes how the VCU determines the branch flow rate of each cooling branch, and how the TMC combines the coolant flow rate required by the power components with the coolant flow rate required by the non-power components to obtain the coolant flow rate output by the water pump, thereby determining the water pump's drive parameters. This method is executed by the vehicle, such as... Figure 3 As shown, the thermal management method includes the following steps: S301 receives the thermal management demand flow of the target power component through the vehicle controller in the vehicle. The target power component is any power component in the vehicle.

[0052] In this embodiment, the VCU obtains the thermal management flow requirements of each power component in the vehicle via the CAN (Controller Area Network) bus. The thermal management flow requirements of a power component are the cooling medium flow rates currently needed by that power component, determined by its controller based on the component's temperature. Each power component has a corresponding target temperature, which is the operating temperature that the power component is expected to reach or maintain in the current operating mode. When the power component's controller detects a discrepancy between the component temperature and the target temperature, it determines the thermal management flow requirements corresponding to the current component temperature based on the mapping relationship between component temperature and flow requirements, and sends these requirements to the VCU.

[0053] It should be noted that the target temperature of power components differs in different operating modes. Taking the power battery as an example, in driving mode, the target temperature of the power battery can be set in the range of 30℃-40℃. However, in fast charging mode, the power battery generates more heat than in driving mode, and the target temperature is usually set in the lower range of 25℃-30℃ in order to dissipate heat in advance.

[0054] In some embodiments, after determining the thermal management demand flow rate according to the mapping relationship, the power component can also correct the thermal management demand flow rate according to the rate of change of component temperature, thereby preventing the temperature of the power component from rising rapidly.

[0055] S302, when the thermal management required flow rate of the target power component is the required coolant flow rate, the minimum coolant flow rate of the target power component is determined based on the component temperature of the target power component and the liquid temperature of the coolant, and the maximum value between the required coolant flow rate and the minimum coolant flow rate is determined as the basic coolant flow rate of the target power component.

[0056] In this embodiment, when the thermal management flow requirement of the power component is the required coolant flow rate, the VCU obtains the component temperature of the power component through the CAN bus. At the same time, it obtains the liquid temperature of the coolant through a temperature sensor installed in the coolant pipeline, calculates the temperature difference between the component temperature and the liquid temperature, determines the minimum required coolant flow rate of the power component based on the mapping relationship between the temperature difference of the power component and the coolant flow rate, and performs a maximum-value process on the required coolant flow rate and the minimum required coolant flow rate, and determines the maximum value of the two as the basic coolant flow rate of the power component.

[0057] It should be noted that there is a negative correlation between the temperature difference between the component and the liquid temperature and the coolant flow rate. The greater the temperature difference between the component and the liquid temperature, the stronger the driving force for the coolant to remove heat, and the smaller the required coolant flow rate; the smaller the temperature difference, the weaker the driving force for the coolant to remove heat, and the larger the required coolant flow rate.

[0058] S303, find the cooling branch to which each power component belongs in the vehicle's thermal management schematic diagram.

[0059] In this embodiment, the VCU stores a thermal management schematic diagram of the vehicle. This schematic diagram, in the form of a structured file, defines the branch identifiers of each cooling branch in the vehicle, the power components contained in each cooling branch, the topological connections between each cooling branch, and the heat dissipation components corresponding to each cooling branch. After determining the basic thermal management flow rate of each power component, the VCU iterates through all power components and, based on the component identifier of each power component, queries the thermal management schematic diagram for the branch identifier of the cooling branch to which that power component belongs.

[0060] It's important to note that because different components have different thermal management requirements, the coolant circuit in a vehicle employs a multi-branch structure to prevent some components from overheating or undercooling due to a single coolant flow. However, air differs from coolant; air cannot branch into multiple independent cooling branches through piping. Therefore, the air circuit physically corresponds to a single branch, with the airflow generated by the fan simultaneously blowing over all components in the vehicle space that require cooling. Furthermore, while coolant is divided into multiple cooling branches through piping, and these branches are switched via connecting valves, water pumps, and other components, air does not involve piping connections. Therefore, the thermal management schematic only includes the coolant piping connections and topology. For air branches, the entire vehicle space can be considered an air branch, so it's unnecessary to draw the air branch in the thermal management schematic, although the physical installation location of the fan can be indicated.

[0061] For example, in a hybrid four-wheel drive vehicle, the VCU finds in the thermal management schematic that the cooling branches in the vehicle include the front motor cooling branch, the rear motor cooling branch, the battery cooling branch, and the engine cooling branch. The front drive motor and the front motor controller belong to the front motor cooling branch, the rear drive motor and the rear motor controller belong to the rear motor cooling branch, the power battery belongs to the battery cooling branch, and the engine belongs to the engine cooling branch.

[0062] S304, in each cooling branch, the branch flow rate of each cooling branch is determined based on the maximum value of the thermal management basic flow rate of at least one power component.

[0063] In this embodiment, the VCU traverses each cooling branch in the vehicle according to the thermal management schematic diagram, obtains all power components contained in the cooling branch and the corresponding thermal management basic flow rate of the power components. For at least one power component in the same cooling branch, the VCU performs a maximum processing on the thermal management basic flow rate of at least one power component, and determines the maximum value as the branch flow rate of the cooling branch.

[0064] In the same cooling branch, all power components are connected in series, and the cooling medium flows sequentially through each component. Therefore, selecting the maximum value among the basic thermal management flow rates as the branch flow rate can simultaneously meet the thermal management requirements of all power components in that cooling branch. It should be noted that when the branch flow rate refers to the branch coolant flow rate, it refers to the coolant flow rate corresponding to a specific cooling branch in the thermal management schematic diagram; different cooling branches correspond to different branch coolant flow rates. When the branch flow rate refers to the branch air flow rate, since the entire vehicle has only one air branch, the branch air flow rate is actually the airflow output by the fan to meet the thermal management requirements of the power components.

[0065] In some embodiments, based on environmental information of the vehicle's environment and the vehicle's overall load, the maximum value in the thermal management basic flow of at least one power component is feedforward compensated to obtain the desired maximum value; based on the vehicle's operating information and the flow extrema of the cooling branches, the amplitude of the desired maximum value is limited to obtain the branch flow of each cooling branch. The environmental information can be ambient temperature. The overall vehicle load refers to the total power consumed by the vehicle in its current operating state. The vehicle's operating information includes, but is not limited to, vehicle speed, power-on / off status, and operating mode, used to determine the dynamic flow boundaries of each cooling branch in the current mode. The flow extrema refer to the upper and lower limits of the allowable flow in the cooling pipes of each cooling branch.

[0066] Ambient temperature affects the efficiency of cooling medium in dissipating heat to the outside. The higher the ambient temperature, the lower the heat dissipation efficiency. At the same time, the higher the vehicle load, the more heat is generated by the power components. Therefore, when both the ambient temperature and the vehicle load exceed the corresponding preset values, the flow rate needs to be increased as feedforward compensation for the ambient temperature and vehicle load based on the branch flow rate determined by the VCU.

[0067] Vehicle operating information determines the dynamic flow boundaries of the cooling circuits in the current mode. For example, in parking mode, the restrictions on vehicle noise, vibration, and other comfort indicators are stricter than in driving mode. Therefore, the upper limit of flow in driving mode will be lower than that in driving mode. Furthermore, the physical structure of each cooling circuit determines its extreme flow values. When the cooling circuit is a coolant circuit, its lower flow limit is determined by the minimum flow required for stable operation of the water pump. If the flow is below the lower limit, it may cause water pump vibration, dry running, or insufficient cooling. The upper flow limit is determined by the pressure-bearing capacity of the cooling pipes, the cross-sectional area of ​​the cooling pipes, and the maximum output capacity of the water pump. Exceeding the upper flow limit may cause pipe leaks or water pump overload. When the cooling circuit is a fan circuit, its lower flow limit is determined by the minimum speed at which the fan motor can operate stably. If the flow is below the lower limit, it may cause difficulty in starting the fan or unstable speed. The upper flow limit is determined by the maximum speed capability and drive power of the fan motor. Exceeding the upper flow limit may cause fan overload, excessive noise, or even fan damage. In summary, based on the vehicle's operating information and the extreme values ​​of the cooling branch flow, the amplitude of the expected maximum value after compensation is limited to ensure that the final branch flow is between the upper and lower limits of the flow.

[0068] S305 receives the coolant flow rate of each branch circuit and the required coolant flow rate of each non-power component in the vehicle from the vehicle controller via the thermal management controller.

[0069] In this embodiment, the TMC receives the coolant flow rate of each cooling branch from the VCU. Simultaneously, if non-powered components have thermal management requirements, the TMC also receives the required coolant flow rate for each non-powered component. The required coolant flow rate for the non-powered component is determined by the component's temperature.

[0070] Each non-powered component has a corresponding target temperature, which is the operating temperature that the non-powered component is expected to reach or maintain. However, the target temperature of a non-powered component usually does not change with the operating mode. When the component temperature of a non-powered component does not match the target temperature, the required coolant flow rate corresponding to the current component temperature is determined based on the internally stored mapping relationship between component temperature and coolant flow rate.

[0071] S306, based on the vehicle's thermal management schematic diagram, combines the coolant flow rate of each branch circuit and the required coolant flow rate of each non-power component to obtain the first coolant flow rate of each water pump in the vehicle.

[0072] In some embodiments, the TMC queries at least one target cooling branch and a target non-powered component connected to the target water pump in the vehicle's thermal management schematic diagram. The target water pump is any water pump in the vehicle. The branch coolant flow rate of at least one target cooling branch and the required coolant flow rate of the target non-powered component are combined to obtain the first coolant flow rate of the target water pump.

[0073] Based on the thermal management schematic, TMC determines the cooling branch and non-powered components connected to each water pump. It then merges all thermal management requirements managed by the same water pump to obtain the required coolant flow rate for each pump. It should be noted that non-powered components may be connected to a cooling branch containing powered components or may be located in a separate cooling branch. When a non-powered component is connected to a cooling branch, it is connected in series with all powered components within that branch. Therefore, the maximum value between the branch's coolant flow rate and the non-powered component's required coolant flow rate is taken as the new branch's coolant flow rate. When a non-powered component is located in a separate cooling branch, its required coolant flow rate is simply the branch's coolant flow rate. If the cooling branches corresponding to a certain water pump are connected in series, the maximum value of the coolant flow rate of each branch is determined as the first coolant flow rate of the water pump; if the cooling branches corresponding to a certain water pump are connected in parallel, the sum of the coolant flow rates of each branch is determined as the first coolant flow rate of the water pump.

[0074] In some embodiments, after receiving the required coolant flow rates from each non-powered component, the TMC, to prevent unreliable required coolant flow rates due to component failure, can determine a minimum required coolant flow rate for each non-powered component based on its component temperature and coolant temperature. The maximum value between the required coolant flow rate and the minimum required coolant flow rate is then determined as the base coolant flow rate for the non-powered component. Based on this, when determining the first coolant flow rate of the water pump, the coolant flow rates of each branch and the base coolant flow rates of each non-powered component are combined. The method for determining the minimum required coolant flow rate for non-powered components is the same as for powered components: first, the temperature difference between the component temperature and the coolant temperature is calculated; then, the minimum required coolant flow rate for the non-powered component is determined based on the mapping relationship between the temperature difference and the coolant flow rate.

[0075] S307, perform at least one of the following on the first coolant flow rate: flow loss compensation and flow target control, to obtain the second coolant flow rate.

[0076] In this embodiment, the flow loss of the first coolant flow rate is compensated based on the hardware parameters of the water pump and the resistance parameters of the cooling pipe, and / or the flow target of the first coolant is controlled based on the vehicle's operating information, the environmental information of the vehicle's environment, and the flow extreme value of the cooling branch, to obtain the second coolant flow rate.

[0077] The first coolant flow rate represents the theoretically required coolant flow rate of each water pump. However, since the power supply voltage of the water pump is not constant but fluctuates within a certain range, changes in the power supply voltage affect the input power and speed of the water pump, causing the actual coolant flow rate output by the water pump to decrease as the power supply voltage decreases. Simultaneously, during water pump operation, the temperature continuously rises, leading to increased resistance in the water pump motor and a decrease in output torque, further reducing the actual coolant flow rate output by the water pump. Additionally, during coolant transmission, some flow is lost due to the resistance of the cooling pipes. Therefore, after determining the first coolant flow rate, flow loss compensation can be performed based on the hardware parameters of the water pump and the resistance parameters of the cooling pipes.

[0078] Flow target control includes constraints, temperature compensation, and thermal runaway control. To prevent the first coolant flow rate from exceeding the maximum output capacity of the water pump, the load-bearing capacity of the cooling pipes, or noise and vibration limits, the first coolant flow rate can be constrained based on vehicle operating information and the flow extremes of the cooling branch. Simultaneously, in high-temperature environments, the coolant temperature rises, requiring an increase in flow rate to compensate for the reduced heat dissipation efficiency caused by the temperature increase. Furthermore, when a component's temperature is detected to rise sharply or exceed a preset temperature threshold, the water pump needs to be controlled to output the maximum coolant flow rate under safe conditions to minimize the component's temperature rise and prevent thermal runaway. In summary, flow target control of the first coolant is implemented based on vehicle operating information, environmental information of the vehicle's environment, and the flow extremes of the cooling branch.

[0079] It should be noted that flow loss compensation and flow target control are independent of each other. TMC can choose to perform at least one of them. For example, when the cooling pipe is short and the pipe resistance loss is negligible, only flow target control can be performed. When the cooling pipe is long and the first coolant flow rate is close to the cooling pipe's carrying capacity, both flow loss compensation and flow target control can be performed simultaneously to ensure that the coolant flow rate output by the water pump can accurately supply each component without exceeding the water pump's output capacity and the cooling pipe's carrying capacity.

[0080] S308, the driving parameters of the water pump are determined based on the second coolant flow rate and the physical parameters of the water pump, so that the water pump can perform thermal management based on the driving parameters.

[0081] In some embodiments, a first mapping relationship between the coolant flow rate and the drive parameters of the water pump is determined based on the physical parameters of the water pump; based on the first mapping relationship, a first target drive parameter corresponding to the second coolant flow rate is determined so that the water pump performs thermal management based on the first target drive parameter.

[0082] The physical parameters include the water pump model, while the drive parameters include the duty cycle and the water pump motor's drive frequency. The duty cycle refers to the percentage of time the water pump is energized within a single PWM (Pulse Width Modulation) signal cycle. A higher duty cycle results in a larger percentage of energized time, a higher average voltage applied to the water pump motor, a faster motor speed, and ultimately, a larger coolant flow rate. In the vehicle's thermal management system, the TMC adjusts the water pump's speed by changing the duty cycle of its PWM signal, thereby controlling the corresponding coolant flow rate for thermal management. The duty cycle determines the water pump's speed. To ensure stable operation, the water pump motor's drive frequency also needs to be determined. Too low a drive frequency can cause vibration and noise in the motor; too high a drive frequency will cause the motor temperature to rise rapidly. Since different water pump models are compatible with different drive frequencies, the drive frequency of the water pump motor can be determined along with the duty cycle to prevent motor vibration, efficiency loss, or abnormal overheating due to frequency mismatch.

[0083] In some embodiments, when the water pump is performing thermal management, the actual coolant flow rate output by the water pump can be determined based on the water pump's drive parameters and operating status parameters; and the drive parameters can be adjusted based on the comparison between the actual coolant flow rate and the second coolant flow rate.

[0084] The operating status parameters characterize the current working status of the water pump, including power supply voltage, operating temperature, actual speed, and fault status. The actual coolant flow rate output by the water pump is affected by various factors such as power supply voltage fluctuations, operating temperature changes, and fault status. When the water pump is controlled by a fixed duty cycle, its actual coolant flow rate will deviate from the coolant flow rate corresponding to the duty cycle.

[0085] Therefore, when the fault condition indicates that the water pump is fault-free, the actual coolant flow rate currently output by the water pump can be found from the multi-dimensional mapping relationship of coolant flow rate, duty cycle, power supply voltage, and operating temperature using a lookup table method based on the drive parameters and operating status parameters. The actual coolant flow rate can then be verified based on the actual speed of the water pump. When the fault condition indicates that the water pump is faulty, the actual coolant flow rate output by the water pump can be estimated using a pre-trained fault model.

[0086] The actual coolant flow rate is compared with the second coolant flow rate. If the actual coolant flow rate is less than the second coolant flow rate, the pump's duty cycle is increased to increase the actual coolant flow rate; if the actual coolant flow rate is greater than the second coolant flow rate, the pump's duty cycle is decreased to decrease the actual coolant flow rate. By adjusting the pump's duty cycle through feedback, the actual coolant flow rate output by the pump is kept close to the second coolant flow rate, improving the accuracy of flow control. Furthermore, it eliminates the need for flow sensors in the cooling pipes, reducing thermal management costs.

[0087] This application provides a thermal management method. After obtaining the required flow rate of the power components, the VCU also calculates the minimum guaranteed flow rate of the power components to ensure that a minimum cooling flow rate can still be provided in the event of a power component failure. This improves the fault tolerance of the thermal management system and guarantees the thermal management effect of the power components. The maximum value among the basic flow rates of all power components in the same cooling branch is determined as the branch flow rate, which covers the thermal management needs of all power components in the same branch. When adding a new power component in the branch, there is no need to consider the topology change of the branch; the branch flow rate is still determined according to the above logic, thus achieving decoupling between software logic and branch topology. After determining the branch flow rate, feedforward compensation and amplitude limiting can be applied to the flow rate of each branch. Through feedforward compensation, environmental interference and vehicle load changes are actively responded to, preventing response lag from causing excessive component temperature and affecting component life. Through extreme value limiting, the stable delivery of coolant in the cooling branch is ensured, improving the safety of the thermal management system. By using branch flow rate as the interface between the VCU and TMC, the control of the cooling components is centralized in the TMC, eliminating the risk of command conflicts between the VCU and TMC for the same cooling component. This ensures stable operation of the cooling components and guarantees the vehicle's thermal management effectiveness. After determining the required coolant flow rate for each water pump, the TMC can also perform flow loss compensation and flow target control. Flow loss compensation preemptively offsets voltage fluctuations in the water pump and resistance losses in the cooling pipes, while flow target control constrains the coolant flow rate within the output capacity of the water pump and the load-bearing capacity of the pipes, ensuring the water pump operates within a stable range and preventing component thermal runaway. After the water pumps actually start operating, the actual coolant flow rate output by the water pumps is predicted based on the drive parameters and operating status parameters. Feedback adjustments to the drive parameters can then be made to calibrate the water pump's output deviation, prevent flow drift, and improve the water pump's control accuracy.

[0088] The above embodiments describe how the VCU determines the branch flow rate of each cooling branch, and how the TMC combines the coolant flow rate required by the power components with the coolant flow rate required by the non-power components to obtain the coolant flow rate output by the water pump, thereby determining the water pump's drive parameters. Based on this, Figure 4This is a flowchart of another thermal management method provided according to an embodiment of this application. The method describes how the TMC determines the airflow output by the fan, and thus determines the fan's drive parameters, when the branch flow rate is equal to the branch airflow rate. This method is executed by the vehicle, such as... Figure 4 As shown, the thermal management method includes the following steps: S401 receives the thermal management demand flow of the target power component through the vehicle controller in the vehicle. The target power component is any power component in the vehicle.

[0089] Please refer to step S301 for the specific process, which will not be repeated here.

[0090] S402, when the thermal management required flow rate of the target power component is the required air flow rate, based on the component temperature and component load of the target power component, the minimum air flow rate of the target power component is determined, and the maximum value of the required air flow rate and the minimum air flow rate is determined as the basic air flow rate of the target power component.

[0091] In this embodiment, when the thermal management flow requirement of the power component is the required airflow, the VCU obtains the component temperature and load of the power component via the CAN bus. Based on the component load, it calculates the heat generation of the power component. Then, in the mapping relationship between the heat generation and airflow of the power component, it finds the minimum airflow corresponding to the current heat generation of the power component. The maximum value between the required airflow and the minimum airflow is taken as the base airflow for the power component. Here, component load refers to the current operating intensity of the component. This operating intensity can be quantified by parameters such as power, torque, and current, depending on the component. The higher the component load, the higher the heat generated by the component, and the greater the required minimum airflow.

[0092] S403, find the cooling branch to which each power component belongs in the vehicle's thermal management schematic diagram.

[0093] Please refer to step S303 for the specific process, which will not be repeated here.

[0094] S404, in each cooling branch, the branch flow rate is determined based on the maximum value of the thermal management basic flow rate of at least one power component.

[0095] Please refer to step S304 for the specific process, which will not be repeated here.

[0096] S405 receives the airflow of each branch and the required airflow of each non-powered component in the vehicle from the vehicle controller via the thermal management controller.

[0097] In this embodiment, the TMC receives the branch airflow rate sent by the VCU. Simultaneously, if non-powered components have thermal management requirements, the TMC also needs to receive the required airflow rate for each non-powered component. The required airflow rate for a non-powered component is determined by the component's temperature.

[0098] Each non-powered component has a corresponding target temperature, which is the operating temperature that the non-powered component is expected to reach or maintain. However, the target temperature of a non-powered component usually does not change with the operating mode. When the component temperature of a non-powered component does not match the target temperature, the required airflow corresponding to the current component temperature is determined based on the internally stored mapping relationship between component temperature and airflow.

[0099] S406, the maximum value among the branch airflow and the required airflow of each non-powered component is determined as the first airflow of the fan.

[0100] In this embodiment, the airflow generated by the fan cannot physically branch into multiple independent branches through the duct. The air it generates blows over all components in the vehicle at the same time. Therefore, the TMC needs to merge all the airflow requirements into one requirement, that is, to determine the maximum value of the branch airflow and the required airflow of each non-powered component as the first airflow of the fan, so as to simultaneously meet the thermal management requirements of both the powered and non-powered components.

[0101] In some embodiments, after receiving the required airflow from each non-powered component, the TMC, to prevent unreliable required airflow due to component failure, can determine a minimum guaranteed airflow for the non-powered component based on its component temperature and load. The maximum value between the required airflow and the minimum guaranteed airflow is then determined as the base airflow for the non-powered component. Based on this, the maximum value between the branch airflow and the base airflow of the non-powered component is subsequently determined as the first airflow for the fan. The method for determining the minimum guaranteed airflow for non-powered components is the same as for powered components: first, the heat generation of the non-powered component is calculated based on its load; then, the minimum guaranteed airflow corresponding to the current heat generation of the non-powered component is found in the mapping relationship between its heat generation and airflow.

[0102] S407: When the vehicle's air conditioning compressor is running, pressure compensation is performed on the first airflow based on the air conditioning's operating mode and refrigerant pressure.

[0103] In this embodiment, when the air conditioner compressor is in the start-up state, pressure compensation is performed on the first airflow based on the air conditioner's operating mode and refrigerant pressure. The air conditioner's operating mode includes heat pump heating mode and non-heat pump cooling mode. Refrigerant pressure refers to the physical pressure of the refrigerant at different locations within the closed piping of the air conditioner. In an air conditioner, refrigerant pressure dynamically changes with the measurement location and the compressor's operating state. It is generally monitored at two locations: high-pressure side pressure and low-pressure side pressure. High-pressure side pressure refers to the pressure between the compressor discharge port and the expansion valve inlet, located before the condenser, and reflects the condenser's heat dissipation. Low-pressure side pressure refers to the pressure between the expansion valve outlet and the compressor suction port, located after the evaporator, and reflects the evaporator's heat absorption.

[0104] When the air conditioner operates in heat pump heating mode, the TMC monitors the low-pressure side pressure. When the low-pressure side pressure is below a first pressure threshold, it indicates insufficient heat absorption by the evaporator. The TMC calculates an airflow compensation value based on the pressure deviation between the low-pressure side pressure and the first pressure threshold, raising the low-pressure side pressure above the first pressure threshold. When the air conditioner operates in non-heat pump cooling mode, the TMC monitors the high-pressure side pressure. When the high-pressure side pressure is above a second pressure threshold, it indicates insufficient heat dissipation by the condenser. The TMC calculates an airflow compensation value based on the pressure deviation between the high-pressure side pressure and the second pressure threshold, lowering the high-pressure side pressure below the second pressure threshold. After calculating the airflow compensation value, it is superimposed on the first airflow rate to achieve pressure compensation for the first airflow rate. It should be noted that the airflow compensation value may change drastically between adjacent cycles due to changes in refrigerant pressure. To prevent sudden changes in the airflow compensation value from causing drastic fluctuations in fan speed, the airflow compensation value calculated in the current cycle is compared with the airflow compensation value calculated in the previous cycle, and the difference between the two is limited to below a preset difference threshold to ensure smooth changes in fan speed.

[0105] In some embodiments, in order to ensure that the compensated first airflow does not exceed the maximum airflow that the fan can output and is not lower than the minimum airflow that the fan can output, the amplitude of the first airflow can also be limited.

[0106] S408, determine the fan drive parameters based on the first airflow rate, so that the fan performs thermal management based on the drive parameters.

[0107] In this embodiment, the TMC pre-stores a second mapping relationship between airflow and drive parameters. After determining the first airflow, the drive parameters corresponding to the first airflow can be directly queried from the second mapping relationship, so that the fan performs thermal management based on the drive parameters. The fan's drive parameter is the duty cycle.

[0108] In some embodiments, before determining the drive parameters based on the first airflow, at least one of compensation and correction can be performed on the first airflow based on vehicle operating information to obtain a second airflow; the fan drive parameters are then determined based on the second airflow so that the fan performs thermal management based on the drive parameters. Vehicle operating information includes vehicle speed, air conditioning status, air conditioning operating mode, fan malfunction status, etc.

[0109] When compensating for the first airflow, the vehicle's operating information includes the air conditioning status, air conditioning operating mode, fan fault status, high-voltage component temperature, and the fan's current actual speed. When the air conditioning is on, an airflow compensation value is calculated based on the air conditioning operating mode to compensate for the first airflow. Additionally, when the air conditioning is on, the fan primarily manages the air conditioning's heat; therefore, the fan's fault status is also required. If the fault status indicates a grid fault, it means the fan's active air intake grille may be stuck or unable to fully open, obstructing airflow into the air conditioning system. Therefore, an airflow compensation value is calculated based on the current grille opening to further compensate for the first airflow. When the air conditioning is off, the air conditioning no longer requires heat management, but the fan still needs to manage the heat of other components. In this case, a feedback compensation value for the airflow is calculated based on the fan's actual speed. Furthermore, to prevent a step change in the first airflow between adjacent cycles, a feedforward compensation value for the airflow can be set in advance to compensate for the response lag caused by the fan's inability to adjust its speed quickly. In addition, when the temperature of the high-voltage components in the vehicle exceeds the safe temperature threshold, the first airflow is compensated to prevent the high-voltage components from overheating and being damaged.

[0110] When correcting the first airflow, vehicle operating information includes vehicle speed, vehicle operating mode, power on / off status, whether the air conditioning is in de-icing mode, and fan malfunction status. When the vehicle is in driving mode and at a high speed, the ambient wind can provide some airflow, so the first airflow can be appropriately reduced to reduce fan energy consumption and noise while ensuring thermal management. When the vehicle is in charging mode, the vehicle is stationary and the user is not inside, so noise and vibration restrictions are more lenient, and the first airflow can be appropriately increased to ensure the thermal management needs of the power battery. When the air conditioning's de-icing mode is on, the first airflow is appropriately reduced to prevent cold air from carrying away heat from the vehicle interior. It should be noted that when the fan malfunction status indicates a fan motor failure, the fan may not be able to output the first airflow, so the fan will operate at a preset safe speed. When the vehicle switches from power on to power off, the TMC controls the fan to continue running for a period of time to prevent damage to vehicle components due to residual heat buildup.

[0111] In some embodiments, if the fan is a speedless fan, a second target driving parameter corresponding to the second airflow is determined based on the second mapping relationship between the fan's airflow and driving parameters, so that the fan performs thermal management based on the second target driving parameter; if the fan is a speed-controlled fan, a target fan speed is determined based on the second airflow, and a third target driving parameter corresponding to the target fan speed is determined, so that the fan performs thermal management based on the third target driving parameter.

[0112] It should be noted that when controlling the fan based on the drive parameters, the vehicle speed and fan speed can also be obtained. The fan grid opening is determined based on the vehicle speed and fan speed. When the fan speed is high, the grid opening is controlled to be fully open to ensure smooth air intake; when the vehicle speed is high, the grid opening is controlled to be appropriately closed to reduce wind resistance.

[0113] This application provides a thermal management method. After obtaining the required flow rate of the power components, the VCU also calculates the minimum guaranteed flow rate of the power components to ensure that a minimum cooling flow rate can still be provided in the event of a power component failure. This improves the fault tolerance of the thermal management system and guarantees the thermal management effect of the power components. The maximum value among the basic flow rates of all power components in the same cooling branch is determined as the branch flow rate, which covers the thermal management needs of all power components in the same branch. When adding a new power component in the branch, there is no need to consider the topology change of the branch; the branch flow rate is still determined according to the above logic, thus achieving decoupling between software logic and branch topology. After determining the branch flow rate, feedforward compensation and amplitude limiting can be applied to the flow rate of each branch. Through feedforward compensation, it actively responds to environmental interference and vehicle load changes, preventing response lag from causing the component temperature to be too high and affecting the component life. Through extreme value limiting, it ensures the stable operation of the heat dissipation components. By using branch flow as the interface between the VCU and TMC, control of the cooling components is centralized in the TMC, eliminating the risk of command conflicts between the VCU and TMC for the same cooling component. This ensures stable operation of the cooling components and guarantees the vehicle's thermal management effectiveness. When the air conditioning compressor is running, the TMC performs pressure compensation on the first airflow, ensuring stable air conditioning operation. Based on vehicle operating information, the fan is compensated and / or corrected to adapt to different operating conditions, including cooling requirements, airflow conditions, and noise and vibration limitations, balancing energy consumption and acoustic comfort while maintaining effective thermal management.

[0114] Figure 5 This is a block diagram of a thermal management device according to an embodiment of this application. The device is used to perform the steps of the above-described thermal management method, see [link to relevant documentation]. Figure 5 The device includes: The basic flow acquisition unit 501 is configured to acquire the thermal management basic flow of each power component in the vehicle through the vehicle controller; The branch flow determination unit 502 is configured to determine the branch flow of each cooling branch based on the thermal management basic flow of the power components in each cooling branch of the vehicle. The thermal management unit 503 is configured to control the heat dissipation components in the vehicle to perform thermal management based on the flow rate of each branch and the thermal management demand flow rate of each non-power component through the thermal management controller.

[0115] In some embodiments, the basic flow acquisition unit 501 is configured to receive thermal management demand flow of a target power component through a vehicle controller in the vehicle, wherein the target power component is any power component in the vehicle. When the thermal management required flow rate of the target power component is the required coolant flow rate, the minimum coolant flow rate of the target power component is determined based on the component temperature of the target power component and the liquid temperature of the coolant. The maximum value between the required coolant flow rate and the minimum coolant flow rate is determined as the base coolant flow rate of the target power component. Given that the thermal management required airflow of the target power component is the required airflow, the minimum airflow of the target power component is determined based on the component temperature and component load. The maximum value between the required airflow and the minimum airflow is then determined as the basic airflow of the target power component.

[0116] In some embodiments, the branch flow determination unit 502 is configured to query the cooling branch to which each power component belongs in the vehicle's thermal management schematic diagram; In each cooling branch, the branch flow rate is determined based on the maximum value of the thermal management basic flow rate of at least one power component.

[0117] In some embodiments, the branch flow determination unit 502 is configured to perform feedforward compensation on the maximum value in the thermal management basic flow of at least one power component based on environmental information of the vehicle's environment and the vehicle's overall load, to obtain the desired maximum value. Based on the vehicle's operating information and the extreme values ​​of the cooling branch flow, the amplitude of the expected maximum value is limited to obtain the branch flow of each cooling branch.

[0118] In some embodiments, the branch flow rate is the branch coolant flow rate, and the heat dissipation component is a water pump; the thermal management unit 503 is configured to receive the branch coolant flow rate and the required coolant flow rate of each non-power component in the vehicle sent by the vehicle controller through the thermal management controller. Based on the vehicle's thermal management principle diagram, the coolant flow rate of each branch and the required coolant flow rate of each non-power component are combined to obtain the first coolant flow rate of each water pump in the vehicle. The second coolant flow rate is obtained by performing at least one of flow loss compensation and flow target control on the first coolant flow rate; The driving parameters of the water pump are determined based on the second coolant flow rate and the physical parameters of the water pump, so that the water pump can perform thermal management based on the driving parameters.

[0119] In some embodiments, the thermal management unit 503 is configured to query at least one target cooling branch and a target non-powered component connected to the target water pump in the thermal management schematic of the vehicle, wherein the target water pump is any water pump in the vehicle. The branch coolant flow rate of at least one target cooling branch and the required coolant flow rate of the target non-powered component are combined to obtain the first coolant flow rate of the target water pump.

[0120] In some embodiments, the thermal management unit 503 is configured to determine a first mapping relationship between the coolant flow rate and the drive parameters of the water pump based on the physical parameters of the water pump. Based on the first mapping relationship, the first target driving parameter corresponding to the second coolant flow rate is determined so that the water pump performs thermal management based on the first target driving parameter.

[0121] In some embodiments, the thermal management unit 503 is configured to determine the actual coolant flow rate output by the water pump based on the pump's drive parameters and operating status parameters. The drive parameters are adjusted based on the comparison between the actual coolant flow rate and the second coolant flow rate.

[0122] In some embodiments, the branch flow rate is the branch air flow rate, and the heat dissipation component is a fan; the thermal management unit 503 is configured to receive the branch air flow rate and the required air flow rate of each non-power component in the vehicle sent by the vehicle controller through the thermal management controller. The maximum value among the branch airflow and the required airflow of each non-powered component is determined as the first airflow of the fan. The fan's drive parameters are determined based on the first airflow rate, so that the fan can perform thermal management based on the drive parameters.

[0123] In some embodiments, the thermal management unit 503 is configured to perform pressure compensation on the first airflow based on the air conditioning operating mode and refrigerant pressure when the vehicle's air conditioning compressor is in the start state.

[0124] In some embodiments, the thermal management unit 503 is configured to compensate and correct at least one of the first airflow based on vehicle operating information to obtain a second airflow. The fan's drive parameters are determined based on the second airflow rate, enabling the fan to perform thermal management based on these drive parameters.

[0125] In some embodiments, the thermal management unit 503 is configured to, if the fan is a speedless fan, determine a second target driving parameter corresponding to the second airflow based on a second mapping relationship between the fan's airflow and driving parameters, so that the fan performs thermal management based on the second target driving parameter; If the fan is a speed-controlled fan, the target fan speed is determined based on the second airflow, and the third target drive parameter corresponding to the target fan speed is determined so that the fan can perform thermal management based on the third target drive parameter.

[0126] This application provides a thermal management device. The VCU (Vehicle Cooling Unit) is responsible for acquiring the basic thermal management flow rate of each power component and determining the branch flow rate of each cooling branch in the vehicle based on the basic thermal management flow rate. The TMC (Transmission Control Controller) is responsible for controlling the heat dissipation components to perform thermal management based on the branch flow rate and the thermal management demand flow rate of non-power components. This method uses the branch flow rate as the interface between the VCU and TMC, centralizing the control of the heat dissipation components in the TMC. This eliminates the risk of command conflicts between the VCU and TMC for the same heat dissipation component, enabling the heat dissipation components to operate stably and ensuring the vehicle's thermal management effect.

[0127] It should be noted that the thermal management device provided in the above embodiments is only illustrated by the division of the above functional modules when running the application. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the thermal management device and the thermal management method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0128] Figure 6 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0129] Typically, vehicle 101 includes: a main control module 1016, a CAN interface 1017, a hard-wired input interface 1018, and a hard-wired output interface 1019. The main control module 1016 is connected to the CAN interface 1017, the hard-wired input interface 1018, and the hard-wired output interface 1019, respectively.

[0130] The main control module 1016 typically includes a processor and memory. The processor may include one or more processing cores, such as a 4-core processor or an 8-core processor. The processor can be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the vehicle's screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning. The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, a non-transitory computer-readable storage medium in the memory is used to store at least one computer program, which is executed by a processor to implement the thermal management method provided in the method embodiments of this application.

[0131] The CAN interface 1017 may include a powertrain CAN interface, a motor CAN interface, and a diagnostic CAN interface. The powertrain CAN interface is used to communicate with the vehicle's powertrain module, the motor CAN interface is used to communicate with the vehicle's motor controller, and the diagnostic CAN interface is used to communicate with diagnostic equipment.

[0132] The hard-wired input interface 1018 is used to receive hard-wired control signals. The hard-wired output interface 1019 is used to send control commands to the vehicle's electronic control components, causing the vehicle's electronic control components to perform corresponding actions. These vehicle electronic control components include a power management system, a motor controller, an on-board charger, and a body control system.

[0133] The main control module 1016 can communicate with the vehicle's powertrain module, motor controller, and diagnostic equipment via the CAN interface 1017, and generate control commands based on the hard-wired control signals received by the hard-wired input interface 1018, so as to send the control commands to the vehicle's electronic control components via the hard-wired output interface 1019.

[0134] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on vehicle 101 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0135] This application also provides a computer-readable storage medium storing at least one computer program, which is loaded and executed by a processor of an electronic device to implement the operations performed by the electronic device in the thermal management method of the above embodiments. For example, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0136] This application also provides a computer program product, including a computer program loaded and executed by a processor to implement the thermal management method as described in the above embodiments.

[0137] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0138] The above are merely optional embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A thermal management method, characterized in that, The method includes: The basic thermal management flow rate of each power component in the vehicle is obtained through the vehicle controller. Based on the thermal management baseline flow rate corresponding to the power components in each cooling branch of the vehicle, the branch flow rate of each cooling branch is determined. The thermal management controller controls the heat dissipation components in the vehicle to perform thermal management based on the flow rate of each branch and the thermal management demand flow rate of each non-power component.

2. The method according to claim 1, characterized in that, The process of obtaining the basic thermal management flow rate of each power component through the vehicle controller in the vehicle includes: The thermal management demand flow of the target power component is received by the vehicle controller in the vehicle, wherein the target power component is any power component in the vehicle; When the thermal management required flow rate of the target power component is the required coolant flow rate, the minimum coolant flow rate of the target power component is determined based on the component temperature of the target power component and the liquid temperature of the coolant. The maximum value between the required coolant flow rate and the minimum coolant flow rate is determined as the base coolant flow rate of the target power component. When the thermal management required flow rate of the target power component is the required air flow rate, the minimum air flow rate of the target power component is determined based on the component temperature and component load of the target power component, and the maximum value of the required air flow rate and the minimum air flow rate is determined as the basic air flow rate of the target power component.

3. The method according to claim 1, characterized in that, The determination of the branch flow rate of each cooling branch based on the thermal management baseline flow rate corresponding to the power components in each cooling branch of the vehicle includes: Locate the cooling branch to which each power component belongs in the vehicle's thermal management schematic diagram; In each of the cooling branches, the branch flow rate of each cooling branch is determined based on the maximum value of the thermal management basic flow rate of at least one of the power components.

4. The method according to claim 3, characterized in that, In each of the cooling branches, determining the branch flow rate based on the maximum value of the thermal management basic flow rate of at least one of the power components includes: Based on the environmental information of the vehicle's environment and the vehicle's overall load, feedforward compensation is performed on the maximum value in the thermal management basic flow of at least one of the power components to obtain the desired maximum value. Based on the vehicle's operating information and the extreme values ​​of the cooling branch flow, the amplitude of the expected maximum value is limited to obtain the branch flow of each cooling branch.

5. The method according to claim 1, characterized in that, The branch flow rate is the branch coolant flow rate, and the heat dissipation component is a water pump; the step of controlling the heat dissipation component in the vehicle for thermal management based on the flow rates of each branch and the thermal management flow requirements of each non-power component via a thermal management controller includes: The thermal management controller receives the coolant flow rate of each branch circuit and the required coolant flow rate of each non-power component in the vehicle from the vehicle controller. Based on the vehicle's thermal management principle diagram, the coolant flow rate of each branch and the required coolant flow rate of each non-power component are combined to obtain the first coolant flow rate of each water pump in the vehicle. The second coolant flow rate is obtained by performing at least one of flow loss compensation and flow target control on the first coolant flow rate; The driving parameters of the water pump are determined based on the second coolant flow rate and the physical parameters of the water pump, so that the water pump can perform thermal management based on the driving parameters.

6. The method according to claim 5, characterized in that, Based on the vehicle's thermal management schematic, the coolant flow rates of each branch circuit and the required coolant flow rates of each non-power component are combined to obtain the first coolant flow rate of each water pump in the vehicle, including: In the thermal management schematic diagram of the vehicle, at least one target cooling branch and target non-powered component connected to the target water pump are queried, wherein the target water pump is any water pump in the vehicle; The branch coolant flow rate of the at least one target cooling branch and the required coolant flow rate of the target non-powered component are combined to obtain the first coolant flow rate of the target water pump.

7. The method according to claim 5, characterized in that, The step of determining the driving parameters of the water pump based on the second coolant flow rate and the physical parameters of the water pump, so that the water pump performs thermal management based on the driving parameters, includes: A first mapping relationship between the coolant flow rate and the drive parameters of the water pump is determined based on the physical parameters of the water pump. Based on the first mapping relationship, a first target driving parameter corresponding to the second coolant flow rate is determined so that the water pump performs thermal management based on the first target driving parameter.

8. The method according to claim 5, characterized in that, After determining the driving parameters of the water pump based on the second coolant flow rate and the physical parameters of the water pump, so that the water pump performs thermal management based on the driving parameters, the method further includes: Based on the driving parameters and operating status parameters of the water pump, the actual coolant flow rate output by the water pump is determined; Based on the comparison between the actual coolant flow rate and the second coolant flow rate, the drive parameters are adjusted.

9. The method according to claim 1, characterized in that, The branch flow rate is the branch airflow rate, and the heat dissipation component is a fan; the step of controlling the heat dissipation component in the vehicle for thermal management based on the branch flow rate and the thermal management flow requirements of each non-power component through a thermal management controller includes: The thermal management controller receives the airflow of each branch circuit and the required airflow of each non-powered component in the vehicle from the vehicle controller. The maximum value among the airflow of the branch and the required airflow of each of the non-powered components is determined as the first airflow of the fan; The drive parameters of the fan are determined based on the first airflow rate, so that the fan performs thermal management based on the drive parameters.

10. The method according to claim 9, characterized in that, Before determining the fan's drive parameters based on the first airflow rate, so that the fan performs thermal management based on the drive parameters, the method further includes: When the vehicle's air conditioning compressor is in the start-up state, pressure compensation is performed on the first air flow based on the air conditioning's operating mode and refrigerant pressure.

11. The method according to claim 9, characterized in that, The step of determining the fan's drive parameters based on the first airflow rate, so that the fan performs thermal management based on the drive parameters, includes: Based on the vehicle's operating information, at least one of the following is performed: compensation and correction of the first airflow to obtain the second airflow; The drive parameters of the fan are determined based on the second airflow rate, so that the fan performs thermal management based on the drive parameters.

12. The method according to claim 11, characterized in that, The step of determining the fan's drive parameters based on the second airflow rate, so that the fan performs thermal management based on the drive parameters, includes: If the fan is a speedless fan, a second target driving parameter corresponding to the second airflow is determined based on the second mapping relationship between the fan's airflow and driving parameters, so that the fan performs thermal management based on the second target driving parameter; If the fan is a speed-controlled fan, the target fan speed is determined based on the second airflow, and the third target drive parameter corresponding to the target fan speed is determined so that the fan performs thermal management based on the third target drive parameter.

13. A thermal management device, characterized in that, The device includes: The basic flow acquisition unit is configured to acquire the basic thermal management flow of each power component in the vehicle through the vehicle controller; The branch flow determination unit is configured to determine the branch flow of each cooling branch based on the thermal management basic flow of the power components in each cooling branch of the vehicle. The thermal management unit is configured to control the heat dissipation components in the vehicle to perform thermal management based on the flow rates of each branch and the thermal management demand flow rates of each non-powered component via a thermal management controller.

14. A vehicle, characterized in that, The vehicle includes a main control module, which includes a processor and a memory. The memory is used to store at least one computer program, which is loaded by the processor and executed according to any one of claims 1 to 12.

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