A new energy vehicle thermal management power distribution control method, system and vehicle

Abstract

The application discloses a new energy automobile thermal management power distribution control method and system and a vehicle, relates to the new energy automobile control technical field, and comprises the following steps: acquiring environment perception data and user demand calibration data of the new energy automobile, respectively calculating thermal management demand power of the passenger cabin and the battery, integrating and determining demand power of each high-voltage component, and then combining power buffer amount to obtain total demand power; judging whether the total demand power exceeds the upper limit of the available power in the vehicle, if not, taking the demand power of each high-voltage component as the allowed power; if yes, determining a distribution mode according to the battery thermal management demand level, and distributing the allowed power to each high-voltage component within the upper limit of the available power in the vehicle according to the distribution mode; and taking the allowed power of each high-voltage component as the integral limiting condition of the corresponding PI controller, and using the limited weakening integral algorithm to control the power of each high-voltage component. The application can optimize the thermal management effect and improve the vehicle performance.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle control technology, and in particular to a new energy vehicle thermal management power distribution control method, system and vehicle. Background Technology

[0002] The Thermal Management System (TMS) of new energy vehicles is responsible for managing the temperature of core components such as the battery and passenger compartment. The electric compressor and high-voltage heater are the main power-consuming components, responsible for cooling and heating functions, respectively. Current thermal management control methods typically request the maximum total power of the high-voltage components from the Vehicle Control Unit (VCU) without accurately calculating the actual power requirements of the TMS. When the total vehicle power is limited, the thermal management strategy is switched according to different vehicle operating modes (such as driving and charging). However, the inaccurate matching of requested power with actual demand leads to deviations in the VCU's energy distribution across the vehicle, affecting overall vehicle performance. Furthermore, current methods typically use fixed priorities or simple ratios to allocate power to various power-consuming components, making it difficult to accurately track complex and variable actual heat load demands. This results in slow temperature control response, and near power thresholds, frequent start-stop switching due to small fluctuations in component power can lead to reduced component lifespan. Summary of the Invention

[0003] This invention provides a power allocation control method, system, and vehicle for thermal management of new energy vehicles. By introducing a method for predicting TMS power demand based on enthalpy difference and the law of energy conservation, combined with a hierarchical decision-making mechanism for battery thermal management request levels and a PI closed-loop control strategy with limit-based integral attenuation function, it can ensure the effectiveness of battery thermal management while ensuring passenger cabin comfort, improve overall vehicle performance, and solve the problems of low thermal management control accuracy, high latency, and poor effect caused by inaccurate power declaration and inflexible allocation strategy in existing thermal management power allocation control methods.

[0004] In a first aspect, the present invention provides a power distribution control method for thermal management of new energy vehicles.

[0005] A power distribution control method for thermal management of new energy vehicles, comprising: The system acquires environmental perception data and user demand calibration data of new energy vehicles, calculates the thermal management power requirements of the passenger compartment and battery respectively, integrates and determines the power requirements of each high-voltage component, and then calculates the total power requirements by combining the power buffer. Determine whether the total power demand exceeds the upper limit of the available power inside the vehicle. If it does not exceed the limit, the power demand of each high-voltage component is taken as the allowable power. If it exceeds the limit, determine the battery thermal management demand level, determine the allocation mode according to the level, and allocate the allowable power to each high-voltage component within the upper limit of the available power inside the vehicle according to the allocation mode. The allowable power of each high-voltage component is used as the integral limit condition of the corresponding PI controller, and the power control of each high-voltage component is performed by the limit-reducing integral algorithm.

[0006] The upper limit of available power inside the vehicle is the power limit value issued by the VCU. The power buffer is already included in the reporting of total power demand, thus reserving a safety margin for instantaneous power fluctuations. This can achieve a high degree of consistency between power declaration and actual consumption, and ensure the stable operation of the system through hierarchical decision-making and closed-loop control.

[0007] A further technical solution is that the thermal management power requirements of the crew compartment and battery include: crew compartment cooling power requirements, crew compartment heating power requirements, battery cooling power requirements, and battery heating power requirements; wherein, the calculation method for the crew compartment thermal management power requirements is as follows: Calculate the unit intake air mass based on the air density at the air inlet of the air conditioner and the unit intake air volume corresponding to the current fan speed set by the user. Based on the air conditioner's intake air temperature and the current external humidity, the intake air enthalpy value is obtained by consulting the air enthalpy value table; Based on the target temperature for air conditioning cooling or heating and the cabin humidity, the target enthalpy value for cooling or heating can be obtained by consulting the air enthalpy value table; The cooling power requirement of the passenger compartment is calculated by multiplying the difference between the intake air enthalpy and the target cooling enthalpy by the unit intake air mass. The heating power requirement of the passenger compartment is calculated by multiplying the difference between the target heating enthalpy and the intake air enthalpy by the unit intake air mass.

[0008] By adopting the above method, based on the enthalpy difference method and the law of conservation of energy, and by introducing an air thermodynamic physical model, the real-time heat load of the crew cabin can be accurately quantified, overcoming the shortcomings of traditional methods that rely on empirical estimation, which leads to excessive deviations in power declaration.

[0009] A further technical solution is provided, wherein the formula for calculating the air inlet temperature is: T airinlet =(T amb ×Percentage amb )+(T cabin ×(1-Percentage amb )); The formula for calculating the air density at the air inlet of the air conditioner is as follows: r air=P / [R×(T airinlet +273.15)]; in, r air Air density at the air conditioner inlet; P is standard atmospheric pressure, R is the dry air gas constant, taken as 287.13 J / (kg·K), T airinlet T represents the air intake temperature of the air conditioner. amb The value collected by the vehicle's external temperature sensor, T cabin Percentage of values ​​collected by the vehicle's interior temperature sensor amb This refers to the ratio of the vehicle's external air circulation damper.

[0010] By incorporating the external circulation damper ratio into the inlet air temperature calculation, the actual inlet air conditions under mixed internal and external circulation can be accurately reflected, thereby improving the accuracy of air density and subsequent enthalpy difference calculations.

[0011] A further technical solution involves calculating the battery's thermal management power requirements as follows: Based on the coolant density, coolant volumetric flow rate, and coolant specific heat capacity, the battery cooling power requirement and battery heating power requirement are calculated by using the temperature difference between the current temperature of the coolant at the battery pack inlet and the target inlet temperature of the battery pack.

[0012] Among them, the coolant volumetric flow rate is a volumetric flow rate parameter, and its specific value can be matched according to the configuration of the coolant circulation system of the project. The above calculation method is based on the first law of thermodynamics (the law of conservation of energy). By accurately modeling the coolant flow rate, density, specific heat capacity and the temperature difference between the inlet and outlet water, the real-time accurate prediction of the battery thermal management power requirements is realized.

[0013] A further technical solution is that the method for determining the battery thermal management requirement level is as follows: The determination is based on two parameters: the current average cell temperature of the battery pack and the rate of change of battery temperature. When the current average cell temperature of the battery pack exceeds the preset emergency boundary threshold, it is determined to be Level 3; When the current average cell temperature of the battery pack is between the preset alarm boundary threshold and the emergency boundary threshold, or when the battery temperature change rate exceeds the preset first change rate threshold, it is determined to be the second level. All other cases are classified as Level 1.

[0014] By adopting a dual-dimensional judgment mechanism of average cell temperature and temperature change rate, it can capture the current temperature status and predict the temperature trend. Compared with the single-dimensional judgment method that only relies on static temperature threshold, it can identify the urgency of battery thermal management earlier and more accurately, providing a reliable basis for subsequent allocation mode switching.

[0015] A further technical solution is that the determination period for the battery thermal management request level does not exceed a set duration; within a single control cycle, the battery thermal management request level only increases and does not decrease; at the beginning of the next control cycle, the determination of the battery thermal management request level is re-executed independently.

[0016] The aforementioned "only upgrade, never downgrade" mechanism ensures that the battery protection priority will not be downgraded due to instantaneous data fluctuations within a single control cycle, effectively preventing sudden changes in power allocation strategy caused by frequent level switching and improving the stability of system control.

[0017] Further technical solutions, based on the level, determine the allocation model, including: When the battery thermal management request level is the first level, the passenger compartment priority mode is adopted. When the passenger compartment and battery demand are opposite, the upper limit of the available power inside the vehicle is first allocated to the high-voltage components corresponding to the passenger compartment thermal management, and the remaining power is allocated to the high-voltage components corresponding to the battery thermal management as needed. When the battery thermal management request level is the second level, a dynamic weight allocation mode is adopted; When the battery thermal management request level is level 3, the battery priority mode is adopted. When the passenger compartment and battery demand are opposite, the upper limit of the available power inside the vehicle is first allocated to the high-voltage components corresponding to the battery thermal management, and the remaining power is allocated to the high-voltage components corresponding to the passenger compartment thermal management as needed.

[0018] The three allocation modes mentioned above form a complete hierarchical decision-making system from "comfort priority (first level) → dynamic balance (second level) → safety priority (third level)," covering all working conditions from sufficient power to depth-limited scenarios, overcoming the shortcomings of existing technologies where fixed priority order cannot adapt to different levels of urgency.

[0019] Further technical solutions, in passenger compartment priority mode and battery priority mode, when the passenger compartment and battery demand direction are consistent, the upper limit of available power inside the vehicle is fully allocated to the corresponding demand component; when neither the passenger compartment nor the battery has thermal management requirements, the allowable power of the compressor and the allowable power of the heater are both set to zero. Among them, the demand direction of the passenger compartment and the battery is the same, which means that they both need to be heated and cooled at the same time. One needs to be heated and the other does not need to be cooled, and the other needs to be cooled and the other does not need to be cooled. The demand direction of the passenger compartment and the battery is opposite, which means that one needs to be heated and the other needs to be cooled.

[0020] A further technical solution is that the dynamic weight allocation mode is executed as follows: Using the lower and upper boundaries of the battery temperature corresponding to the second level as normalization endpoints, the current average cell temperature of the battery pack is mapped to a normalization factor with a value range of 0 to 1. When the passenger compartment is opposite to the battery demand direction, the normalization factor and its complement are used as the allocation ratio of the compressor's allowable power and the heater's allowable power relative to the upper limit of the available power inside the vehicle, respectively. When the passenger compartment is in the same direction as the battery demand direction, the upper limit of the available power inside the vehicle is fully allocated to the corresponding high-voltage components.

[0021] A further technical solution is that the normalization factor is calculated using the following formula: α=min{max[(T battery -T low ) / (T high -T low ), 0], 1}; Among them, T battery T represents the current average cell temperature of the battery pack. low T represents the lower limit of the battery temperature corresponding to the second level. high The upper boundary of the battery temperature corresponding to the second level; when the normalization factor α approaches 1, it indicates that the battery tends to need cooling, and when it approaches 0, it indicates that the battery tends to need heating.

[0022] In a further technical solution, the high-pressure component includes an electric compressor and a high-pressure heater, and the power buffer is determined based on the maximum power ramp-up of the electric compressor and the high-pressure heater in a single control cycle; when the thermal management system has no cooling or heating demand, the power buffer is not added to the total demand power.

[0023] By introducing a power buffer, a safety margin is reserved for instantaneous fluctuations in the power of high-voltage components, preventing forced shutdown caused by the component power climbing beyond the VCU limit. At the same time, the buffer is automatically canceled when there is no thermal management requirement, avoiding unnecessary power occupation.

[0024] A further technical solution uses the allowable power of each high-voltage component as the integral limiting condition for the corresponding PI controller, and employs a limit-based weakening integral algorithm to control the power of each high-voltage component, including: The average power of the current high-voltage component within a sliding window of a set duration is taken as the actual average power; the duration of the sliding window is 300ms to 1000ms. The difference between the target temperature and the actual temperature is used as the control error of the PI controller. When the actual average power is greater than or equal to the corresponding allowable power, if the control error has the same sign as the integral term of the current PI controller, it is determined that the error direction will cause the integral term to continue to increase, and the integral term update is stopped. If the control error has the opposite sign to the current integral term, it is determined that the error direction will cause the integral term to decrease, and the integral term update is allowed to continue according to the set integral step size. When the actual average power is less than the corresponding allowable power, the integral term update is not restricted.

[0025] By using the sliding window mean instead of instantaneous power as the judgment benchmark, the instantaneous noise of power measurement is effectively filtered out, avoiding misjudgment caused by short-term fluctuations; the limit-enhancing integral mechanism ensures from the control bottom layer that the integral term will not continue to accumulate to the limit, fundamentally eliminating the stability risk of frequent system switching caused by integral saturation.

[0026] Further technical solutions include: limiting the output of the PI controller by reverse-checking the calibration relationship between the component power and the control quantity according to the allowable power, as follows: For electric compressors, the calibration correspondence between compressor power and speed is looked up according to the compressor's allowable power to obtain the upper limit of speed, and the speed request value output by the PI controller is limited to the upper limit. For high-pressure heaters, the calibration correspondence between heater power and heating level or power command is looked up according to the allowable power of the heater to obtain the upper limit of the power command, and the upper limit limit is applied to the heating power request value output by the PI controller.

[0027] By reverse-checking the calibration correspondence, the output of the PI controller is limited twice, forming a dual protection mechanism of integral limiting and output limiting, which further ensures that the actual control command of the high-voltage component does not exceed the physical boundary corresponding to the allowable power.

[0028] Secondly, the present invention provides a power distribution control system for thermal management of new energy vehicles.

[0029] A power distribution control system for thermal management of new energy vehicles, comprising: The power prediction module is used to acquire environmental perception data and user demand calibration data of new energy vehicles, calculate the thermal management power requirements of the passenger compartment and battery respectively, integrate and determine the power requirements of each high-voltage component, and then calculate the total power requirements by combining the power buffer. The power distribution module is used to determine whether the total power demand exceeds the upper limit of the available power inside the vehicle. If it does not exceed the limit, the power demand of each high-voltage component is taken as the allowable power. If it exceeds the limit, the battery thermal management demand level is determined, the distribution mode is determined according to the level, and the allowable power is allocated to each high-voltage component within the upper limit of the available power inside the vehicle according to the distribution mode. The closed-loop control module is used to take the allowable power of each high-voltage component as the integral limiting condition of the corresponding PI controller, and to use the limit-reducing integral algorithm to control the power of each high-voltage component.

[0030] Thirdly, the present invention provides an electronic device, comprising: a memory for storing executable instructions; and a processor for executing the executable instructions stored in the memory to implement the above-mentioned new energy vehicle thermal management power distribution control method.

[0031] Fourthly, the present invention provides a computer-readable storage medium storing executable instructions for causing a processor to execute the executable instructions to implement the above-mentioned new energy vehicle thermal management power distribution control method.

[0032] Fifthly, the present invention provides a vehicle including a vehicle controller, a battery management system, a thermal management controller, an electric compressor, and a high-voltage heater. The thermal management controller is communicatively connected to the vehicle controller and the battery management system. The thermal management controller is also controllably connected to the electric compressor and the high-voltage heater. The thermal management controller is configured to execute the above-described new energy vehicle thermal management power distribution control method.

[0033] The above one or more technical solutions have the following beneficial effects: This invention provides a power distribution control method, system, and vehicle for thermal management in new energy vehicles. By introducing a physical-mathematical model based on enthalpy difference and the first law of thermodynamics, it accurately predicts the cooling / heating power requirements of the passenger compartment and the battery. The sum of the power requirements of each component, combined with a power buffer, is used as the total power requirement reported to the VCU, ensuring a high degree of consistency between the reported power and the actual consumption of the TMS. This effectively avoids the impact of power reporting deviations on the accuracy of the VCU's overall vehicle energy distribution, overcoming the defect in existing technologies where inaccurate power reporting leads to a decline in vehicle performance. Furthermore, by introducing a three-level battery thermal management request level hierarchical decision-making mechanism based on the dual dimensions of average cell temperature and battery temperature change rate, it prioritizes battery safety in the third level, prioritizes passenger compartment comfort in the first level, and allows for... By using a battery temperature normalization factor to achieve continuous and smooth dynamic weight allocation of compressor and heater power, a complete progressive degradation logic from "comfort priority" to "safety priority" is formed, avoiding abrupt changes in control strategy and overcoming the defects of existing technologies where fixed priority order leads to excessive sacrifice of passenger cabin comfort or abrupt changes in critical state allocation strategy. Finally, by using the power allocation limit as the integral limit condition of the PI controller and adopting the limit-reducing integral algorithm, combined with the dual protection mechanism of sliding window mean power judgment and output back-check calibration limit, the total power of electric compressor and high-pressure heater is ensured from the control bottom layer to never exceed the limit value set by VCU. This fundamentally eliminates the stability risk of frequent switching between "allowed operation" and "forced shutdown" caused by integral saturation, and improves the robustness of thermal management system and the service life of high-pressure components.

[0034] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0035] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0036] Figure 1 This is an overall flowchart of the power distribution control method for thermal management of new energy vehicles proposed in this embodiment of the invention. Detailed Implementation

[0037] It should be noted that the following detailed descriptions are exemplary and are intended only to describe specific embodiments and to provide further explanation of the invention, and are not intended to limit the scope of exemplary embodiments of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0038] Terminology Explanation Thermal Management System (TMS): This refers to the system in new energy vehicles that is responsible for managing the temperature of core components such as batteries and passenger compartments. Its main high-voltage power consumption components are electric compressors and high-voltage heaters, which respectively undertake the functions of cooling and heating.

[0039] Vehicle Control Unit (VCU): This refers to the core controller for energy management in new energy vehicles. It is responsible for issuing power limit values ​​to the thermal management controller based on the current energy state of the vehicle (including battery state of charge, drive demand, etc.), which is the upper limit of the available power inside the vehicle.

[0040] Electric compressor: refers to the high-pressure component in the thermal management system that undertakes the refrigeration function. Its actual power is controlled by the thermal management controller through speed commands, and there is a calibrated correspondence between the compressor power and speed.

[0041] High Voltage Heater (HVH): refers to the high-voltage component in the thermal management system that performs the heating function. Its actual power is controlled by the thermal management controller through heating level or power command. There is a calibrated correspondence between the heater power and the heating level or power command.

[0042] As noted in the background section, existing thermal management control methods typically do not accurately calculate the actual power requirements of the TMS, but instead directly request the maximum total power of the high-voltage components in the thermal management system from the VCU. When the overall vehicle power is limited, the power is then allocated between the electric compressor and the high-voltage heater based on a static allocation strategy with fixed priority or a simple proportional allocation method. Existing methods have the following significant drawbacks: 1) Inflexible control methods: Most solutions adopt a fixed priority order (such as the battery always taking priority over the passenger compartment) or switch between a few discrete states. They cannot make a continuous and smooth transition according to the "urgency" of the battery thermal management needs, which may lead to excessive sacrifice of passenger compartment comfort in non-emergency situations or sudden changes in allocation strategy in critical situations. 2) Poor control accuracy and effect: Simple proportional distribution or on / off control is difficult to accurately track the complex and ever-changing actual heat load demand, especially when the battery temperature rise rate is fast and the environmental conditions change drastically, which can easily cause temperature control overshoot or slow response. 3) System stability risk: Near the power critical point, traditional control strategies are prone to frequent switching between "allowed operation" and "forced shutdown" due to small fluctuations in component power or calculation errors, which can lead to component life loss and cabin temperature fluctuations, seriously affecting user experience and system reliability. 4) Poor adaptability to scenarios with insufficient power or limited power: When the available power of the whole vehicle is severely insufficient, the existing methods often lack a clear and gradual degradation strategy from "comfort first" to "safety first", which may result in the battery thermal management not being able to obtain sufficient power guarantee at critical moments. 5) Affects power allocation to other systems: Traditional algorithms cannot accurately predict the power demand of the TMS, resulting in a large deviation between the reported power and the actual consumption, which in turn affects the accuracy of the VCU's calculation of power limits for other systems, and ultimately affects the overall vehicle performance.

[0043] Based on this, this invention proposes a power allocation control method for thermal management of new energy vehicles that integrates accurate power prediction, three-level hierarchical decision-making, and PI limit-reduction integral closed-loop control to solve the aforementioned technical problems. The overall implementation of the proposed method is as follows: First, a physical mathematical model is constructed based on the enthalpy difference method and the first law of thermodynamics (the law of conservation of energy) to accurately calculate the cooling / heating power requirements of the passenger compartment and the battery, respectively. The power requirements of each high-voltage component are then determined, and the total power requirement is calculated and reported to the VCU in conjunction with the power buffer. Second, the total power requirement is compared with the upper limit of available power within the vehicle. If the power is sufficient, it is allocated as needed; if the power is insufficient, the corresponding allocation mode (passenger compartment priority / dynamic weight / battery priority) is entered according to the battery thermal management request level (LV1 / LV2 / LV3) to allocate allowable power to each high-voltage component. Finally, the allowable power of each high-voltage component is used as the integral limit condition of the corresponding PI controller. A limit-reduction integral algorithm is used for closed-loop power control, and the limit is determined by back-checking the PI output, ensuring that the total power never exceeds the limit from the control layer. This invention replaces direct maximum power declaration with a precise physical model, replaces static allocation with fixed priority with three-level hierarchical dynamic decision-making, and replaces ordinary PI integral with limit-based weakening integral. These three elements work together to form a complete "prediction-decision-control" closed-loop system, which can ensure the comfort of the passenger compartment while ensuring the effectiveness of battery thermal management and improving the overall vehicle performance.

[0044] Example 1 This embodiment proposes a power distribution control method for thermal management in new energy vehicles. The method is executed within the thermal management controller of the new energy vehicle. Specifically: the thermal management controller communicates with the vehicle controller to receive power limit values ​​from the vehicle controller; the thermal management controller communicates with the battery management system to acquire information on the average cell temperature of the battery pack, the coolant temperature at the battery inlet, the battery temperature change rate, and the battery's cooling / heating requirements; the thermal management controller is also connected to the electric compressor and the high-pressure heater, issuing speed requests or power commands to them. The above components communicate via the vehicle's CAN bus or LIN bus, and can also be extended to the vehicle's Ethernet depending on specific project requirements. The thermal management controller also acquires environmental perception data such as the vehicle's outside temperature, inside temperature, external humidity, cabin humidity, and user-set fan speed through air conditioning system sensors. It should be understood that the above example environment is described for illustrative purposes only and does not imply any limitation on the scope of protection of this application. This application can also be applied to other new energy vehicle models or electric equipment scenarios with similar thermal management requirements.

[0045] In one implementation, such as Figure 1 As shown, the new energy vehicle thermal management power distribution control method executed by the thermal management controller includes the following steps S101 to S103, specifically: Step S101: Obtain environmental perception data and user demand calibration data of new energy vehicles, calculate the thermal management power requirements of the passenger compartment and battery respectively, integrate and determine the power requirements of each high-voltage component, and then calculate the total power requirements by combining the power buffer amount.

[0046] Specifically, environmental perception data is obtained through multiple types of onboard sensors, including: the vehicle's external ambient temperature T collected by the vehicle's external temperature sensor. amb (Unit: °C) Vehicle interior temperature (T) collected by the vehicle interior temperature sensor cabin (Unit: °C), Percentage of Vehicle External Circulation Airflow Damper amb (Unit: %, reflecting the mixing ratio of internal and external air circulation), current external ambient humidity (Hum) obtained through vehicle network information. amb (Unit: %) and cabin humidity (Hum) collected by the cabin humidity sensor. cabin (Unit: %); Simultaneously, user requirement calibration data is obtained through the vehicle control screen, including: the air conditioning unit intake volume V corresponding to the current user-set fan speed. air (Unit: m³ / h, from the individual test calibration data of the air conditioning unit in the corresponding project), evaporator target temperature T corresponding to the set temperature during air conditioning cooling. target_Teva (Unit: °C, calibration data) and the target temperature T of the heating core corresponding to the set temperature when the air conditioner is in heating mode. target_Theatcore (Unit: °C, calibration data).

[0047] The following combination Figure 1 The control flow shown describes in detail the calculation process of the thermal management power requirements of the crew cabin.

[0048] First, calculate the air inlet temperature T of the air conditioner. airinlet New energy vehicle air conditioning systems have two air intake modes: internal circulation and external circulation. The actual air intake temperature is a weighted average of the external ambient temperature and the vehicle interior temperature, adjusted according to the external circulation damper ratio. The calculation formula is as follows: T airinlet =(T amb ×Percentage amb )+(T cabin ×(1-Percentage amb )).

[0049] Therefore, the external circulation damper ratio is incorporated into the inlet air temperature calculation, which can accurately reflect the actual inlet air conditions under the mixed internal and external circulation state, and provide an accurate temperature reference for subsequent calculations of air density and enthalpy difference.

[0050] Secondly, calculate the air density at the air conditioner inlet. r air Based on the ideal gas law, with standard atmospheric pressure P (101325 Pa) and dry air gas constant R (287.13 J / (kg·K)) as known quantities, and combined with the aforementioned inlet air temperature T... airinlet Calculate air density using the following formula: r air =P / [R×(T airinlet +273.15)]; Among them, air density r air The unit is kg / m³; P is standard atmospheric pressure: 101325 Pa; R is dry air gas constant: 287.13 J / (kg·K); it should be understood that the actual air density decreases slightly with the increase of humidity, but this effect is small. The main influencing factor is temperature. Therefore, the dry air gas constant is used for calculation, which simplifies the calculation model while ensuring engineering accuracy.

[0051] Next, calculate the unit intake air mass M of the air conditioner. air Based on air density r air The unit air intake volume V corresponding to the current user-set fan speed air Multiplying them together, we get the unit intake air mass as: M air = r air ×V air ; Among them, the air intake mass of the air conditioner is M air The unit is kg / h; V air The data comes from the unit test calibration data of the corresponding project air conditioning unit. Different fan speeds correspond to different unit air intake volumes. The thermal management controller obtains the data in real time by looking up the table according to the fan speed currently set by the user.

[0052] Then, the enthalpy value for each operating condition is obtained by querying the air enthalpy table. The air enthalpy table (i.e., AirEnthalpyTable) uses air temperature and humidity as a two-dimensional index to store the air enthalpy value (unit J / g) for different temperature and humidity combinations, covering a temperature range of -40℃ to 90℃ and a humidity range of 0% to 100%. In this embodiment, the air enthalpy table is shown in Table 1 below.

[0053] Table 1. Air Enthalpy Table

[0054] Based on this, the thermal management controller uses a linear interpolation lookup table function to calculate the following three enthalpy values ​​respectively: inlet air enthalpy H airinlet Hum based on external environmental humidity amb and intake air temperature T airinlet The target enthalpy value H for refrigeration was obtained by looking up the table using an index. cabin_cool cabin humidity Hum cabin and evaporator target temperature T target_Teva The target enthalpy value for heating is obtained by looking up the table using an index. cabin_heat cabin humidity Hum cabin Target temperature T of the heating air core target_Theatcore This is obtained by looking up the table using an index. The above index lookup can be represented as: H airinlet = LookupTableLinear(AirEnthalpyTable, Hum amb , T airinlet ); H cabin_cool = LookupTableLinear(AirEnthalpyTable, Hum cabin , T target_Teva ); H cabin_heat = LookupTableLinear(AirEnthalpyTable, Hum cabin , T target_Theatcore ).

[0055] Finally, the cooling and heating power requirements of the crew cabin are calculated based on the enthalpy difference and the law of conservation of energy. The cooling power requirement P of the crew cabin is... cabin_cool The formula for calculating (unit W) is: P cabin_cool =[Req cabin_cool ×(H airinlet -H target_Teva )×M air [×1000] / 3600; Among them, Req cabin_cool This is a flag indicating the cooling demand of the passenger compartment (0 indicates no demand, 1 indicates cooling demand); in the formula, dividing by 3600 converts the unit from J / h to W, and multiplying by 1000 converts the enthalpy unit from J / g to J / kg. The passenger compartment heating demand power P... cabin_heat The calculation formula is: P cabin_heat =[Req cabin_heat ×(H target_Theatcore -H airinlet )×M air [×1000] / 3600; Among them, Req cabin_heat A flag is set for the heating demand of the crew cabin (0 indicates no demand, 1 indicates heating demand). Thus, an air thermodynamic physical model based on the enthalpy difference method and the law of conservation of energy enables precise quantification of the real-time heat load of the crew cabin, overcoming the shortcomings of traditional methods that rely on empirical estimations, leading to excessive deviations in power reporting.

[0056] In some embodiments, the calculation process for the battery thermal management power requirement is as follows: the battery thermal management uses a coolant circulation system for temperature regulation, and its power requirement is calculated based on the first law of thermodynamics (the law of conservation of energy). Battery cooling power requirement P battery_cool The calculation formula is: P battery_cool =[Req battery_cool × r coolant ×V coolant ×C coolant ×(T battery_inlet -T target_inlet )] / 3600; Battery heating power demand P battery_heat The calculation formula is: P battery_heat =[Req battery_heat × r coolant ×V coolant ×C coolant ×(T target_inlet -T battery_inlet )] / 3600; In the above formula, Req battery_cool Req is a battery cooling demand flag (0 indicates no demand, 1 indicates cooling demand); battery_heatThis is a battery heating demand flag (0 indicates no demand, 1 indicates heating demand). r coolant This refers to the density of the battery coolant, expressed in kg / L. Specific values ​​should be consulted in the corresponding coolant's technical manual. V coolant This refers to the volumetric flow rate of the battery pack coolant, expressed in L / h (volume flow rate, non-static total volume). The specific value needs to be matched based on the project's coolant circulation system configuration; C coolant This refers to the specific heat capacity of the battery coolant, expressed in J / kg. Specific values ​​should be consulted in the corresponding coolant's technical manual. (T) battery_inlet The current temperature, in °C (T), is collected by the coolant temperature sensor at the battery pack inlet. target_inlet The target inlet water temperature requested for the battery pack, in °C, is determined by the battery management system based on the battery thermal management requirements; dividing by 3600 in the formula converts the unit from J / h to W.

[0057] Therefore, by accurately modeling the coolant flow rate, density, specific heat capacity, and inlet / outlet water temperature difference, the real-time and accurate prediction of the battery thermal management power requirements can be achieved.

[0058] After calculating the power requirements for thermal management of each subsystem of the crew compartment and battery, the thermal management controller integrates the power requirements of each high-voltage component. Since the electric compressor simultaneously handles both crew compartment and battery cooling, and the high-voltage heater simultaneously handles both crew compartment and battery heating, the total power requirement P of the compressor is calculated as follows: comp_req Total power demand P of heater heater_req The calculation methods are as follows: P comp_req =P cabin_cool +P battery_cool ; P heater_req =P cabin_heat +P battery_heat .

[0059] Therefore, the power requirements of each high-voltage component cover the entire thermal management requirements of both the crew cabin and battery subsystems, providing complete input for the subsequent calculation and reporting of total power requirements.

[0060] In some embodiments, the high-voltage components include an electric compressor and a high-voltage heater, with a power buffer P. buffer The power demand P of the electric compressor and high-pressure heater is determined based on the maximum power ramp-up of the electric compressor and high-pressure heater within a single control cycle, typically ranging from 200W to 400W. The thermal management system reports the total power demand P of the VCU. total_req The calculation formula is: P total_req =P comp_req +P heater_req +[P buffer ×(Reqcabin_cool |Req cabin_heat |Req battery_cool |Req battery_heat )]; The logical OR operator "|" indicates that a power buffer is added as long as any cooling or heating demand exists. When the thermal management system has no cooling or heating demand, all demand flags are 0, the logical OR result is 0, and no power buffer is added to the total demand power to avoid unnecessary power consumption. total_req The data is reported to the VCU, serving as the basis for the VCU to manage vehicle energy and allocate power.

[0061] Ultimately, the required power P of the output compressor is... comp_req Heater power requirement P heater_req And report the total power demand P of the VCU total_req Therefore, the physical and mathematical model based on enthalpy difference and the law of conservation of energy accurately predicts the real-time power consumption of the TMS, making the power demand reported by the VCU highly consistent with the actual consumption, effectively avoiding the impact of power reporting deviations on the accuracy of the VCU's vehicle energy distribution.

[0062] Step S102: Determine whether the total power demand exceeds the upper limit of the available power inside the vehicle. If it does not exceed the limit, the power demand of each high-voltage component is taken as the allowable power. If it exceeds the limit, determine the battery thermal management demand level, determine the allocation mode according to the level, and allocate the allowable power to each high-voltage component within the upper limit of the available power inside the vehicle according to the allocation mode.

[0063] Specifically, the thermal management controller first receives the total power limit value P allocated to the thermal management system from the VCU. limit and according to P allow = max[(P limit - P buffer ), 0] Calculate the upper limit of available power P inside the vehicle allow That is, subtract the power buffer amount P from the VCU limit value. buffer This provides a safety margin for instantaneous power fluctuations in high-voltage components, preventing power fluctuations from exceeding limits and ensuring that the total power actually allocated to high-voltage components does not exceed the VCU limit value minus the buffer margin.

[0064] Furthermore, the restricted decision logic is as follows: If P total_req No more than P limit (i.e. P) limit ≥ P total_req When the power is sufficient, the thermal management controller directly uses the power demand of each high-pressure component as the allowable power, that is, the compressor's allowable power P at this time. comp_allow equals P comp_req The heater allows power Pheater_allow equals P heater_req Otherwise, if the power is insufficient, the thermal management controller will enter the dynamic allocation logic and first determine the battery thermal management requirement level.

[0065] In some embodiments, the battery thermal management requirement level is determined as follows: the thermal management controller uses the current average cell temperature T of the battery pack as the reference. battery The determination is based on two parameters: (provided by the battery management system via the CAN bus, in °C) and the battery temperature change rate (the change in cell temperature per unit time, calculated by the battery management system and provided via the CAN bus, or calculated by the thermal management controller based on historical temperature data). The specific determination rule is: when the current average cell temperature T of the battery pack... battery When the preset emergency boundary threshold is exceeded, it is judged as Level 3 (i.e., emergency battery demand); when T battery When the battery temperature falls between the preset alarm threshold and the emergency threshold, or when the battery temperature change rate exceeds the preset first change rate threshold, it is classified as Level 2 (i.e., normal battery demand); all other situations are classified as Level 1 (i.e., weak battery demand). Therefore, this dual-dimensional judgment mechanism, based on both average cell temperature and temperature change rate, can capture the current temperature state and predict temperature trends. Compared to a single-dimensional judgment method that relies solely on static temperature thresholds, it can identify the urgency level of battery thermal management earlier and more accurately.

[0066] In some embodiments, the determination period for the battery thermal management request level does not exceed a set duration; within a single control cycle, the battery thermal management request level only increases and never decreases; at the start of the next control cycle, the determination of the battery thermal management request level is re-executed independently. For example, when the battery temperature briefly drops from the alarm range to the normal range at a certain moment, the level in the current control cycle remains unchanged at level two until the next control cycle re-determines. This "only increases, never decreases" mechanism ensures that the battery protection priority will not be downgraded due to instantaneous data fluctuations within a single control cycle, effectively preventing sudden changes in power allocation strategies caused by frequent level switching and improving the stability of system control.

[0067] The following combination Figure 1 The allocation decision logic shown describes in detail the specific execution method of determining the allocation mode based on the level, as follows: When the battery thermal management request level is Level 1 (LV1), the battery condition is mild, and a passenger cabin priority mode is adopted to prioritize passenger cabin comfort. In this mode, the passenger cabin and battery demand directions are opposite, meaning one needs heating while the other needs cooling; the passenger cabin and battery demand directions are the same, meaning both need heating, both need cooling, one needs heating while the other has no demand, or one needs cooling while the other has no demand. The specific allocation logic under this level is as follows: If the passenger compartment needs cooling and the battery needs cooling, or the passenger compartment needs cooling but the battery does not, or the passenger compartment does not need cooling but the battery does (i.e., the demand direction is consistent), then P will be... allow Allocate the full amount to the compressor, i.e., P comp_allow =P allow P heater_allow =0; If the passenger compartment requires heating and the battery also requires heating, or if the passenger compartment requires heating but the battery does not, or if the passenger compartment does not require heating but the battery does (the demand direction is consistent), then P will be... allow Fully allocated to the heater, i.e., P comp_allow =0, P heater_allow =P allow ; If the crew cabin needs cooling and the battery needs heating (opposite demands), then priority should be given to cooling the crew cabin. comp_allow =min(P cabin_cool , P allow ), P heater_allow =max[(P allow -P comp_allow ), 0]; If the passenger compartment needs heating and the battery needs cooling (opposite demand directions), then passenger compartment heating will be prioritized. heater_allow =min(P cabin_heat , P allow ), P comp_allow =max[(P allow -P heater_allow ), 0]; If neither the crew compartment nor the battery requires thermal management, then P heater_allow =0, P comp_allow =0.

[0068] Therefore, when the demand for battery thermal management is low, the comfort of the passenger cabin is given priority, while the remaining power is still allocated to battery thermal management as needed, thus achieving the rational use of resources.

[0069] When the battery thermal management request level is Level 3, the battery thermal management requirement is urgent and has the highest priority. A battery-first mode is adopted, prioritizing the needs of components directly related to battery thermal management. Remaining power is then allocated as needed to another component to meet the needs of the passenger compartment. The specific allocation logic under this mode is as follows: If the battery needs cooling and the passenger compartment needs cooling, or the battery needs cooling but the passenger compartment does not require it, or the battery does not require it but the passenger compartment does require cooling (the demand direction is consistent), then P will be... allow Allocate the full amount to the compressor, i.e., P comp_allow =P allow P heater_allow =0; If the battery needs heating and the passenger compartment needs heating, or if the battery needs heating but the passenger compartment does not require it, or if the battery does not require it but the passenger compartment does require it (the demand direction is consistent), then P will be... allow Fully allocated to the heater, i.e., P comp_allow =0, P heater_allow =P allow ; If the battery needs cooling and the passenger compartment needs heating (opposite demand), then battery cooling should be prioritized. comp_allow =min(P battery_cool , P allow ), P heater_allow =max[(P allow -P comp_allow ), 0]; If the battery needs heating and the passenger compartment needs cooling (opposite demand), then battery heating should be prioritized. heater_allow =min(P battery_heat , P allow ), P comp_allow =max[(P allow -P heater_allow ), 0]; If neither the crew compartment nor the battery requires thermal management, then P heater_allow =0, P comp_allow =0.

[0070] Therefore, when the need for battery thermal management is urgent, most of the available power resources are allocated to the battery to quickly respond to the risk of thermal runaway, while the remaining power is still allocated to the passenger cabin as needed, taking into account the basic thermal management needs of the passenger cabin.

[0071] In some embodiments, when the battery thermal management request level is Level 2, the battery is in a normal demand state and a dynamic weight allocation mode is adopted. This mode allocates power through continuous weights based on battery temperature, resulting in smoother power distribution. In this mode, the thermal management controller first calculates the battery temperature normalization factor α, which reflects the degree to which the actual battery temperature deviates from the ideal state. Specifically, it uses the lower limit T of the battery temperature corresponding to Level 2 as the reference. low and the upper boundary T high As the normalization endpoint, the current average cell temperature T of the battery pack is used. battery Mapped to the [0,1] interval, the normalization factor is calculated as follows: α=min{max[(T battery -T low ) / (T high -T low ), 0], 1}; Among them, T low and T highThe upper and lower bounds of the battery temperature corresponding to the second level are respectively, ensuring that α achieves a precise and continuous mapping of [0,1] within the second level temperature range. The dual cutoff functions min and max ensure that the normalization factor is always constrained within the [0,1] interval, so that the allocation ratio will not overflow even if the battery temperature exceeds the boundary range of the second level. When α approaches 1, it indicates that the battery is biased towards cooling; when it approaches 0, it indicates that the battery is biased towards heating.

[0072] Furthermore, the specific allocation logic of the dynamic weight allocation mode is as follows: If the battery needs cooling and the passenger compartment needs cooling, or the battery needs cooling but the passenger compartment does not require it, or the battery does not require it but the passenger compartment does require cooling (the demand directions are consistent), then P comp_allow =P allow P heater_allow =0; If the battery needs heating and the passenger compartment needs heating, or the battery needs heating but the passenger compartment does not require it, or the battery does not require it but the passenger compartment does require it (the demand directions are consistent), then P comp_allow =0, P heater_allow =P allow ; If the battery requires cooling and the passenger compartment requires heating (opposite demand directions), then the normalization factor α is used as the allocation ratio of the compressor's allowable power, P. comp_allow =P allow ×α, P heater_allow =P allow -P comp_allow ; If the battery requires heating and the passenger compartment requires cooling (opposite demand directions), then (1-α) is used as the allocation ratio of the allowable power of the heater, P heater_allow =P allow ×(1-α), P comp_allow =P allow -P heater_allow ; If neither the crew compartment nor the battery requires thermal management, then P heater_allow =0, P comp_allow =0.

[0073] Therefore, by using continuous normalized mapping to achieve smooth dynamic power allocation, the sudden changes in allocation caused by discrete strategy switching are avoided, and continuous, bidirectional power transition between compressor and heater is achieved within the second-level range.

[0074] The output of step S102 is the allowable power P of each high-voltage component. comp_allow and P heater_allowThis is used for the PI closed-loop control in step S103. The three allocation modes form a complete hierarchical decision-making system from "comfort priority (level 1) → dynamic balance (level 2) → safety priority (level 3)," covering all operating conditions from sufficient power to deep limitation. It should be understood that the switching of the above allocation modes is based solely on the battery thermal management request level, and the level determination result directly determines the allocation strategy, with clear logic and well-defined boundaries.

[0075] Step S103: The allowable power of each high-voltage component is used as the integral limiting condition of the corresponding PI controller, and the limit-reducing integral algorithm is used to control the power of each high-voltage component.

[0076] In step S103, the electric compressor and the high-pressure heater are each equipped with an independent PI controller. The PI controller uses the difference between the target temperature and the actual temperature as the control error: for the electric compressor, the control error is the difference between the target temperature and the actual temperature of the evaporator; for the high-pressure heater, the control error is the difference between the target temperature and the actual temperature of the heating element. The allowable power P output in step S102... comp_allow and P heater_allow These are used as integral limiting conditions for the corresponding PI controllers, and the power output of each high-voltage component is constrained by the limit-reducing integral algorithm.

[0077] In some embodiments, the execution process of the limit-based weakening integral algorithm is as follows: the thermal management controller uses the average actual power of the current high-voltage components within a sliding window of a set duration as the actual average power. The duration of the sliding window is 300ms to 1000ms. For example, when the electric compressor experiences a power spike within a certain 100ms, using the average value of the sliding window instead of the instantaneous power as the judgment benchmark can effectively filter out the instantaneous noise and avoid the integral term being incorrectly suppressed due to short-term fluctuations.

[0078] When the actual average power of a high-voltage component is greater than or equal to the corresponding allowable power, the thermal management controller processes the integral term of the PI controller for that component as follows: If the control error has the same sign as the current integral term of the PI controller, it is determined that the error direction will cause the integral term to continue to increase. In this case, the integral term update is stopped, and the current integral term value remains unchanged to prevent the integral term from exceeding the power limit due to continuous accumulation. If the control error has the opposite sign to the current integral term, it is determined that the error direction will cause the integral term to decrease. In this case, the integral term can continue to be updated according to the set integral step size, adjusting the integral term in the decreasing direction, which helps the power to fall back to the allowable range. When the actual average power of a high-voltage component is less than the corresponding allowable power, the integral term update is not restricted, and the normal PI algorithm is executed. Therefore, when the component power approaches or reaches the allocated limit, the PI controller will not continue to push up the power output due to integral saturation, eliminating power over-limit from the control layer and fundamentally eliminating the stability risk of frequent system switching caused by integral saturation.

[0079] In some embodiments, the output of the PI controller is further limited by looking up the calibration correspondence between the component power and the control quantity according to the allowable power. Specifically, for an electric compressor, the thermal management controller limits the output based on the compressor's allowable power P. comp_allow The compressor power and speed calibration correspondence is reverse-checked (using a LookupTable) to obtain the corresponding compressor speed limit. The speed request value output by the PI controller is then capped to ensure that the speed request value sent to the electric compressor does not exceed this speed limit. For high-pressure heaters, the thermal management controller operates according to the heater's allowable power P. heater_allow The calibration correspondence between heater power and heating level or power command is reverse-checked (achieved through a LookupTable) to obtain the corresponding power command upper limit. The heating power request value output by the PI controller is then limited to this upper limit to ensure that the power request value sent to the high-pressure heater does not exceed this power command upper limit. Thus, through a dual protection mechanism based on integral limiting and output limiting, it is further ensured that the actual control command of the high-pressure component does not exceed the physical boundary corresponding to the allowable power. The output of step S103 is the limited compressor speed request value and heater power / level request value, which are sent to the electric compressor and high-pressure heater respectively, driving them to operate within the target state within the allowable power range.

[0080] Example 2 This embodiment proposes a power distribution control system for thermal management of new energy vehicles. Corresponding to the above embodiment of the power distribution control method for thermal management of new energy vehicles, the system includes a power estimation module, a power distribution module, and a closed-loop control module, specifically: The power estimation module is used to perform the above step S101, specifically configured to: acquire environmental perception data (including vehicle outside temperature, vehicle inside temperature, external circulation damper ratio, external ambient humidity, and cabin humidity) and user demand calibration data (including the unit air intake volume corresponding to the fan speed, evaporator target temperature, and heater core target temperature) from vehicle sensors and the vehicle network; and calculate the passenger compartment cooling demand power P based on the enthalpy difference method and the first law of thermodynamics. cabin_cool The power requirement for heating the crew cabin (P) cabin_heat Battery cooling power requirement P battery_cool and battery heating power demand P battery_heat Integrated calculation of compressor power demand P comp_req and heater power requirement P heater_req Combined power buffer P buffer The total power demand P is calculated. total_req And report it to VCU.

[0081] The power allocation module is used to perform the above step S102, and is specifically configured to: receive the power limit value P sent by the VCU. limit Calculate the upper limit of available power P inside the vehicle. allow Determine the total power demand P total_req Does it exceed P? limit If it does not exceed, then P will be... comp_req and P heater_req As P respectively comp_allow and P heater_allow If the requirement exceeds the limit, the battery thermal management requirement level is determined, and the appropriate mode is selected based on the level: passenger cabin priority mode, dynamic weight allocation mode, or battery priority mode. allow Within the range, the corresponding allowable power P is allocated to the electric compressor and the high-pressure heater. comp_allow and P heater_allow .

[0082] The closed-loop control module is used to execute the above step S103, and is specifically configured to: use P comp_allow and P heater_allow The integral limiting conditions for the PI controllers of the electric compressor and the high-pressure heater are respectively used. The limit-reduced integral algorithm is used to control the power of each high-pressure component. The upper limit of the PI controller output is then determined by looking up the calibration correspondence between the component power and the control quantity according to the allowable power. The speed request value after limiting is output to the electric compressor, and the power / gear request value after limiting is output to the high-pressure heater.

[0083] It should be understood that the above three modules are decoupled from each other and can operate independently, which facilitates engineering integration and maintenance; in some embodiments, the above modules can also be integrated into different software layers of the same thermal management controller.

[0084] Example 3 This embodiment provides an electronic device, including: a memory for storing executable instructions; and a processor for executing the executable instructions stored in the memory to implement the method provided in this embodiment.

[0085] Example 4 This embodiment also provides a computer-readable storage medium storing executable instructions, which, when executed by a processor, will cause the processor to execute the method described above in this embodiment.

[0086] Example 5 This embodiment provides a vehicle including a vehicle controller, a battery management system, a thermal management controller, an electric compressor, and a high-voltage heater. The thermal management controller is communicatively connected to the vehicle controller and the battery management system. The thermal management controller is also controllably connected to the electric compressor and the high-voltage heater. The thermal management controller is configured to execute the new energy vehicle thermal management power distribution control method provided in this embodiment.

[0087] The steps and methods involved in Embodiments 2 to 5 above correspond to those in Embodiment 1. For specific implementation details, please refer to the relevant description section of Embodiment 1. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.

[0088] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0089] The above description is only a preferred embodiment of the present invention. Although the specific embodiments of the present invention have been described in conjunction with the accompanying drawings, they are not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that, based on the technical solutions of the present invention, various modifications or variations that can be made by those skilled in the art without creative effort are still within the scope of protection of the present invention.

Claims

1. A power distribution control method for thermal management of new energy vehicles, characterized in that, include: The system acquires environmental perception data and user demand calibration data of new energy vehicles, calculates the thermal management power requirements of the passenger compartment and battery respectively, integrates and determines the power requirements of each high-voltage component, and then calculates the total power requirements by combining the power buffer. Determine whether the total power demand exceeds the upper limit of the available power inside the vehicle. If it does not exceed the limit, the power demand of each high-voltage component is taken as the allowable power. If it exceeds the limit, determine the battery thermal management demand level, determine the allocation mode according to the level, and allocate the allowable power to each high-voltage component within the upper limit of the available power inside the vehicle according to the allocation mode. The allowable power of each high-voltage component is used as the integral limit condition of the corresponding PI controller, and the power control of each high-voltage component is performed by the limit-reducing integral algorithm.

2. The new energy vehicle thermal management power distribution control method according to claim 1, characterized in that, The thermal management power requirements of the crew cabin and battery include: crew cabin cooling power requirements, crew cabin heating power requirements, battery cooling power requirements, and battery heating power requirements. The calculation method for the thermal management power requirement of the crew cabin is as follows: Calculate the unit intake air mass based on the air density at the air inlet of the air conditioner and the unit intake air volume corresponding to the current fan speed set by the user. Based on the air conditioner's intake air temperature and the current external humidity, the intake air enthalpy value is obtained by consulting the air enthalpy value table; Based on the target temperature for air conditioning cooling or heating and the cabin humidity, the target enthalpy value for cooling or heating can be obtained by consulting the air enthalpy value table; The cooling power requirement of the passenger compartment is calculated by multiplying the difference between the intake air enthalpy and the target cooling enthalpy by the unit intake air mass. The heating power requirement of the passenger compartment is calculated by multiplying the difference between the target heating enthalpy and the intake air enthalpy by the unit intake air mass.

3. The new energy vehicle thermal management power distribution control method according to claim 2, characterized in that, The formula for calculating the inlet air temperature is: T airinlet =(T amb ×Percentage amb )+(T cabin ×(1-Percentage amb )); The formula for calculating the air density at the air inlet of the air conditioner is as follows: ρ air =P / [R×(T airinlet +273.15)]; in, ρ air Air density at the air conditioner inlet; P is standard atmospheric pressure, R is the dry air gas constant, taken as 287.13 J / (kg·K), T airinlet T represents the air intake temperature of the air conditioner. amb The value collected by the vehicle's external temperature sensor, T cabin Percentage of values ​​collected by the vehicle's interior temperature sensor amb This refers to the ratio of the vehicle's external air circulation damper.

4. The new energy vehicle thermal management power distribution control method according to claim 2, characterized in that, The calculation method for the thermal management power requirement of a battery is as follows: Based on the coolant density, coolant volumetric flow rate, and coolant specific heat capacity, the battery cooling power requirement and battery heating power requirement are calculated by using the temperature difference between the current temperature of the coolant at the battery pack inlet and the target inlet temperature of the battery pack.

5. The new energy vehicle thermal management power distribution control method according to claim 1, characterized in that, The method for determining the battery thermal management requirement level is as follows: The determination is made based on two parameters: the current average cell temperature of the battery pack and the rate of change of battery temperature. When the current average cell temperature of the battery pack exceeds the preset emergency boundary threshold, it is determined to be Level 3; When the current average cell temperature of the battery pack is between the preset alarm boundary threshold and the emergency boundary threshold, or when the battery temperature change rate exceeds the preset first change rate threshold, it is determined to be the second level. All other cases are classified as Level 1.

6. The new energy vehicle thermal management power distribution control method according to claim 5, characterized in that, The determination period for the battery thermal management request level does not exceed the set duration; within a single control cycle, the battery thermal management request level only increases and does not decrease; at the beginning of the next control cycle, the determination of the battery thermal management request level is re-executed independently.

7. The new energy vehicle thermal management power distribution control method according to claim 1, characterized in that, The allocation pattern is determined based on the level, including: When the battery thermal management request level is the first level, the passenger compartment priority mode is adopted. When the passenger compartment and battery demand are opposite, the upper limit of the available power inside the vehicle is first allocated to the high-voltage components corresponding to the passenger compartment thermal management, and the remaining power is allocated to the high-voltage components corresponding to the battery thermal management as needed. When the battery thermal management request level is the second level, a dynamic weight allocation mode is adopted; When the battery thermal management request level is level 3, the battery priority mode is adopted. When the passenger compartment and battery demand are opposite, the upper limit of the available power inside the vehicle is first allocated to the high-voltage components corresponding to the battery thermal management, and the remaining power is allocated to the high-voltage components corresponding to the passenger compartment thermal management as needed.

8. The new energy vehicle thermal management power distribution control method according to claim 7, characterized in that, In passenger compartment priority mode and battery priority mode, when the passenger compartment and battery demand are aligned, the maximum available power inside the vehicle is fully allocated to the corresponding components; when neither the passenger compartment nor the battery has thermal management requirements, the allowable power of the compressor and the allowable power of the heater are both set to zero. Among them, the demand direction of the passenger compartment and the battery is the same, which means that they both need to be heated and cooled at the same time. One needs to be heated and the other does not need to be cooled, and the other needs to be cooled and the other does not need to be cooled. The demand direction of the passenger compartment and the battery is opposite, which means that one needs to be heated and the other needs to be cooled.

9. The new energy vehicle thermal management power distribution control method according to claim 7, characterized in that, The execution method of the dynamic weight allocation mode is as follows: Using the lower and upper boundaries of the battery temperature corresponding to the second level as normalization endpoints, the current average cell temperature of the battery pack is mapped to a normalization factor with a value range of 0 to 1. When the passenger compartment is opposite to the battery demand direction, the normalization factor and its complement are used as the allocation ratio of the compressor's allowable power and the heater's allowable power relative to the upper limit of the available power inside the vehicle, respectively. When the passenger compartment is in the same direction as the battery demand direction, the upper limit of the available power inside the vehicle is fully allocated to the corresponding high-voltage components.

10. The new energy vehicle thermal management power distribution control method according to claim 9, characterized in that, The formula for calculating the normalization factor is as follows: α=min{max[(T battery -T low ) / (T high -T low ), 0],1}; Among them, T battery T represents the current average cell temperature of the battery pack. low T represents the lower limit of the battery temperature corresponding to the second level. high The upper boundary of the battery temperature corresponding to the second level; when the normalization factor α approaches 1, it indicates that the battery tends to need cooling, and when it approaches 0, it indicates that the battery tends to need heating.

11. The power distribution control method for thermal management of new energy vehicles according to claim 1, characterized in that, The high-pressure components include an electric compressor and a high-pressure heater. The power buffer is determined based on the maximum power ramp-up of the electric compressor and the high-pressure heater in a single control cycle. When the thermal management system has no cooling or heating demand, the power buffer is not added to the total power demand.

12. The new energy vehicle thermal management power distribution control method according to claim 1, characterized in that, The allowable power of each high-voltage component is used as the integral limiting condition for the corresponding PI controller. A limit-based weakening integral algorithm is employed to control the power of each high-voltage component, including: The average power of the current high-voltage component within a sliding window of a set duration is taken as the actual average power; the duration of the sliding window is 300ms to 1000ms. The difference between the target temperature and the actual temperature is used as the control error of the PI controller. When the actual average power is greater than or equal to the corresponding allowable power, if the control error has the same sign as the integral term of the current PI controller, it is determined that the error direction will cause the integral term to continue to increase, and the integral term update is stopped. If the control error has the opposite sign to the current integral term, it is determined that the error direction will cause the integral term to decrease, and the integral term update is allowed to continue according to the set integral step size. When the actual average power is less than the corresponding allowable power, the integral term update is not restricted.

13. The new energy vehicle thermal management power distribution control method according to claim 12, characterized in that, Also includes: The output of the PI controller is limited by looking up the calibration relationship between the component power and the controlled quantity according to the allowable power. For electric compressors, the calibration correspondence between compressor power and speed is looked up according to the compressor's allowable power to obtain the upper limit of speed, and the speed request value output by the PI controller is limited to the upper limit. For high-pressure heaters, the calibration correspondence between heater power and heating level or power command is looked up according to the allowable power of the heater to obtain the upper limit of the power command, and the upper limit limit is applied to the heating power request value output by the PI controller.

14. A power distribution control system for thermal management of new energy vehicles, characterized in that, include: The power prediction module is used to acquire environmental perception data and user demand calibration data of new energy vehicles, calculate the thermal management power requirements of the passenger compartment and battery respectively, integrate and determine the power requirements of each high-voltage component, and then calculate the total power requirements by combining the power buffer. The power distribution module is used to determine whether the total power demand exceeds the upper limit of the available power inside the vehicle. If it does not exceed the limit, the power demand of each high-voltage component is taken as the allowable power. If it exceeds the limit, the battery thermal management demand level is determined, the distribution mode is determined according to the level, and the allowable power is allocated to each high-voltage component within the upper limit of the available power inside the vehicle according to the distribution mode. The closed-loop control module is used to take the allowable power of each high-voltage component as the integral limiting condition of the corresponding PI controller, and to use the limit-reducing integral algorithm to control the power of each high-voltage component.

15. An electronic device, characterized in that, include: Memory, used to store executable instructions; The processor, when executing executable instructions stored in the memory, implements the new energy vehicle thermal management power distribution control method according to any one of claims 1-13.

16. A computer-readable storage medium, characterized in that, The device stores executable instructions that, when executed by a processor, implement the power distribution control method for thermal management of new energy vehicles as described in any one of claims 1-13.

17. A vehicle, characterized in that, The device includes a vehicle controller, a battery management system, a thermal management controller, an electric compressor, and a high-voltage heater. The thermal management controller is communicatively connected to the vehicle controller and the battery management system. The thermal management controller is also controllably connected to the electric compressor and the high-voltage heater. The thermal management controller is configured to execute the new energy vehicle thermal management power distribution control method according to any one of claims 1-13.

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