Method and control system for controlling a thermal management system of an electric vehicle

Abstract

Aspects of the invention relate to controlling a thermal management system of an electric vehicle. The electric vehicle comprises one or more thermal demand ends, each having a respective target operating temperature range. The method comprises: for each of the at least one thermal demand end, obtaining a respective thermal indicator indicating whether the respective thermal demand end is above, below or within the target operating temperature range for the thermal demand end; obtaining operating mode information for a plurality of operating modes of the thermal management system, the operating mode information for each operating mode comprising, for each of the at least one thermal demand end, a respective thermal criterion, each thermal criterion indicating whether the operating mode is compatible with the respective thermal demand end being above, below or within the target operating temperature range for the respective thermal demand end; based on a comparison between the at least one thermal indicator and the operating mode information for each operating mode, selecting one or more compatible operating modes among the plurality of operating modes; and providing an output indicating the selected one or more compatible operating modes.

Description

Technical Field

[0001] This disclosure relates to methods and control systems for controlling thermal management systems of electric vehicles. Aspects of the invention relate to methods, control systems, computer-readable instructions, computer-readable media, and vehicles. Background Technology

[0002] The temperature of certain components in an electric vehicle can significantly affect their operational efficiency. For example, at low temperatures, chemical reactions in the traction battery may be inhibited, and in extremely cold conditions, the electrolyte may freeze, significantly increasing battery losses. Conversely, as the temperature of the traction battery increases, resistive losses within the battery may increase. Therefore, it may be beneficial to maintain the traction battery of an electric vehicle within a certain temperature range. Similarly, the vehicle's motor, electronics, and other components, as well as the vehicle cabin for human comfort, can have desired temperature ranges within which they should ideally be maintained.

[0003] However, the temperature of components in the management system, such as when powering the resistance heater, may draw a large amount of power from the traction battery, which in itself may reduce the efficiency of the power supplied from the traction battery and thus shorten the driving range of the electric vehicle.

[0004] The purpose of this invention is to address one or more of the disadvantages associated with the prior art. Summary of the Invention

[0005] The various aspects and embodiments of the present invention provide methods for controlling a thermal management system, as claimed in the appended claims, and associated control systems, computer-readable instructions, computer-readable media, and vehicles.

[0006] The disclosed arrangement provides a method for controlling a thermal management system for an electric vehicle, the method comprising: receiving operating status information indicating an operating state of the thermal management system, wherein, for at least one component of the electric vehicle, the operating status information indicates whether the component is above, below, or within its target operating temperature range; selecting one or more operating modes of the thermal management system consistent with the operating status information of each of the at least one component; and providing an output indicating the selected one or more operating modes.

[0007] For example, each thermal customer in an electric vehicle may have a corresponding target operating temperature range. A thermal indicator indicates whether the corresponding thermal customer's operating temperature is above, below, or within that range. For the corresponding operating mode of the thermal management system and for the corresponding thermal customer, a thermal standard indicates whether the operating mode is compatible with the corresponding thermal customer's operating temperature range above, below, or within that range. A compatible operating mode is selected based on a comparison between the thermal indicator and the thermal standard. An output indicating the compatible operating mode is provided.

[0008] Therefore, it is possible to efficiently determine the operating mode that is consistent with the vehicle's operating status.

[0009] The operation status information can indicate the thermal demand of each of the at least one component (e.g., whether the component is to act as a source, a sink, or can be used to act as either one), and if the thermal demand of each of the at least one component is met in a certain operation mode (e.g., in which thermal energy is removed from each of the at least one component to act as a source and thermal energy is supplied to each of the at least one component to act as a sink), then the operation mode can be determined to be consistent with the operation status information.

[0010] One aspect of the present invention provides a method for controlling a thermal management system for an electric vehicle, the electric vehicle including one or more thermal demand terminals, each thermal demand terminal having a corresponding target operating temperature range, the method comprising: for at least one thermal demand terminal, obtaining a corresponding thermal indicator indicating whether the corresponding thermal demand terminal is above, below, or within the target operating temperature range of the thermal demand terminal; obtaining operation mode information for multiple operating modes of the thermal management system, for each operating mode, the operation mode information including a corresponding thermal standard for each of the at least one thermal demand terminal, each thermal standard indicating whether the operating mode is compatible with the corresponding thermal demand terminal being above, below, or within the target operating temperature range of the thermal demand terminal; selecting one or more compatible operating modes among multiple operating modes based on a comparison between at least one thermal indicator and the operation mode information for each operating mode; and providing an output indicating the selected one or more compatible operating modes.

[0011] Each operating mode can indicate the configuration of the thermal management system, and each configuration defines the thermal connection between one or more heat demand ends. Each operating mode can also indicate the arrangement of the thermal management system, wherein the arrangement indicates the operating state of each component of the thermal management system.

[0012] Advantageously, operating modes compatible with the vehicle's operating conditions can be determined efficiently. Compatibility can be based on determining modes that provide heat to components below their target operating temperature range and extract heat from components above their target operating temperature range.

[0013] Therefore, the thermal indicator can indicate whether the temperature of the corresponding thermal demand end is above, below, or within the target operating temperature range of the thermal demand end.

[0014] Electric vehicles may include a set of components, each with its own target temperature range, wherein each component in this set is a heat demand end. A thermal management system may be arranged to control the temperature of the heat demand ends, for example, to give each heat demand end a corresponding temperature within its respective target temperature range. Therefore, the heat demand ends may also be referred to as controlled components or control targets, as they can be considered as components of the electric vehicle ultimately controlled by the thermal management system. In some examples, the heat demand ends are not components of the thermal management system, but are thermally connected to it.

[0015] Therefore, the heat demand side can be distinguished from other components of an electric vehicle.

[0016] In some examples, obtaining a heat indicator for the heat demand side includes obtaining operational status information indicating the operational status of the thermal management system, and the operational status information includes the at least one heat indicator.

[0017] In some examples, selecting one or more compatible operating modes includes: for each operating mode, determining whether the operating mode is a compatible operating mode based on a comparison between the at least one thermal indicator and the operating mode information.

[0018] Therefore, the current operating status of the electric vehicle can be obtained, and the operating mode can be selected with the current operating status in mind.

[0019] In some examples, the operating mode information includes a lookup table that includes the at least one thermal standard.

[0020] Therefore, comparisons can be performed for all operating modes (among multiple operating modes). Thus, each operating mode can be evaluated for compatibility with hot indicators. This reduces the likelihood that suitable operating modes, such as potentially more efficient ones, will be overlooked.

[0021] In some examples, the one or more compatible operating modes are selected based on the following: in the compatible operating mode, each thermal standard is determined to be a corresponding thermal indicator that satisfies each of the at least one thermal demand end of the thermal management system.

[0022] For example, when, for each of the at least one heat demand terminal, the heat indicator of the heat demand terminal is consistent with the heat standard of the operating mode for that heat demand terminal, the operating mode can be a compatible operating mode, wherein the operating mode is consistent with the heat standard in any of the following cases: the heat indicator indicates that the heat demand terminal is above the target operating temperature range of the heat demand terminal, and the heat standard indicates that the operating mode is compatible with the corresponding heat demand terminal being above the target operating temperature range of the heat demand terminal; the heat indicator indicates that the heat demand terminal is below the target operating temperature range of the heat demand terminal, and the heat standard indicates that the operating mode is compatible with the corresponding heat demand terminal being below the target operating temperature range of the heat demand terminal; and the heat indicator indicates that the heat demand terminal is within the target operating temperature range of the heat demand terminal, and the heat standard indicates that the operating mode is compatible with the corresponding heat demand terminal being within the target operating temperature range of the heat demand terminal.

[0023] Therefore, it is possible to determine whether the operating mode is compatible with the hot indicator in a simple and efficient way.

[0024] In some examples, each corresponding thermal indicator includes a high indicator if the corresponding thermal demand is above the target operating temperature range of the thermal demand; a low indicator if the corresponding thermal demand is below the target operating temperature range of the thermal demand; or a range indicator if the corresponding thermal demand is within the target operating temperature range of the thermal demand.

[0025] In some examples, the high indicator, low indicator, and range indicator can be mutually exclusive, such that at any given time, each of the at least one heat demand terminal is associated with no more than one of the high indicator, low indicator, and range indicator. In another example, each of the at least one heat demand terminal is associated with exactly one of the high indicator, low indicator, and range indicator at any given time.

[0026] Therefore, the state of each thermal indicator can be simply represented in a way that facilitates the comparison of execution and operation mode information.

[0027] In some examples, each hot indicator includes a field for storing one of the high indicator, low indicator, and range indicator.

[0028] Therefore, the state of each thermal indicator can be represented efficiently in a way that facilitates comparison of execution and operation mode information.

[0029] In some examples, each of the high indicator, low indicator, and range indicator can be indicated by a corresponding symbol.

[0030] Therefore, high indicators, low indicators, and range indicators can be stored and represented efficiently.

[0031] In some examples, the high and low indicators can be numbers with opposite signs, and the range indicator can be zero. For example, the high indicator can be positive, and the low indicator can be negative. In some examples, the high indicator is "+1" and the low indicator is "-1".

[0032] This can provide an intuitive representation of high and low indicators, making it easy to use in computational methods.

[0033] In some examples, the absolute values ​​of the high and low indicators can indicate the target rate of heat transfer. For instance, the high and low indicators can indicate excess or insufficient heat in the associated thermal component, respectively. In some examples, the high and low indicators can depend on the difference between the current temperature at the heat demand end and the target operating temperature at the heat demand end.

[0034] Therefore, information about the target thermal energy transfer can be represented intuitively and efficiently by high and low indicators in a way that facilitates comparison of execution and operation mode information.

[0035] In some examples, the absolute values ​​of the high and low indicators can indicate the amount of heat energy to be transferred. For example, the high and low indicators can indicate excess or insufficient heat energy in the associated thermal component, respectively. In some examples, the high and low indicators can indicate the difference between the current temperature at the heat demand end and the target operating temperature at the heat demand end.

[0036] Therefore, the status of each thermal indicator can be visually represented in a way that facilitates comparison of execution and operation mode information.

[0037] In some examples, each thermal standard has a first state when the operating mode is compatible with the target operating temperature range of the corresponding thermal demand end above that thermal demand end; a second state when the operating mode is compatible with the target operating temperature range of the corresponding thermal demand end below that thermal demand end; and a third state when the operating mode is compatible with the target operating temperature range of the corresponding thermal demand end.

[0038] In some examples, the first state corresponds to the high standard, the second state to the low standard, and the third state to the range-bound thermal standard. In some examples, each of the high standard, low standard, and range-bound standard may be indicated by a corresponding symbol.

[0039] The first, second, and third states can be mutually exclusive, such that for a given operating mode, a thermal criterion is associated with no more than one of the first, second, and third states. In the example, for a particular operating mode, each thermal criterion is associated with exactly one of the first, second, and third states.

[0040] Therefore, the state of each thermal standard can be represented in a simple way that facilitates comparison with thermal indicators.

[0041] In some examples, each thermal standard includes a field for indicating one of the first, second, and third states (i.e., storing information indicating one of the first, second, and third states).

[0042] Therefore, the state of each thermal standard can be represented in an efficient manner that facilitates comparison with thermal indicators.

[0043] In some examples, the high and low standards are numbers with opposite signs, and the standard is zero within the range. For example, the high and low standards can be positive and negative, respectively. In some examples, the high and low standards are "+1" and "-1", respectively.

[0044] Therefore, the state of each thermal standard can be visually represented in a way that facilitates comparison with thermal indicators.

[0045] In some examples, the thermal standard is consistent with the thermal indicator if the thermal standard is a high standard and the thermal indicator is a high indicator, or if the thermal standard is a low standard and the thermal indicator is a low indicator, or if the thermal standard is a range standard and the thermal indicator is a range indicator.

[0046] Therefore, the state of each thermal indicator can be visually represented in a way that facilitates the comparison of thermal information with thermal indicators.

[0047] At least one of the heat demand ends can be designated as a heat storage component. A heat storage component is a heat demand end used to store excess heat energy when the heat storage component is within its target operating temperature range.

[0048] Therefore, excess heat can be stored in a heat storage component, thereby reducing energy waste caused by excess heat transferred to the vehicle's environment (e.g., air transferred to the outside of the vehicle via the radiator).

[0049] In some examples, at least one thermal storage component includes at least one of a battery or an electric drive unit.

[0050] Therefore, the traction battery or electric drive unit can have sufficient thermal capacity and a sufficiently wide target operating temperature range so that thermal energy can be stored until requested by other components of the system.

[0051] In some examples, the heat demand end acts as a heat source when it is above its target operating temperature range, acts as a heat sink when it is below its target operating temperature range, and can act as either a heat source or a heat sink when it is within its target operating temperature range, or neither.

[0052] Therefore, if the temperature at the heat demand end is outside this range, it can be brought closer to the target operating temperature range. Furthermore, some heat demand ends can be used to store thermal energy when they are within their respective target operating temperature ranges.

[0053] In some examples, the heat demand side (e.g., the first heat demand side) can be designated as a heat storage component. When a component designated as a heat storage component is within its target operating temperature range, the component can act as (i.e., optionally as) a heat energy source or heat sink.

[0054] In some examples, the thermal standard indicates that the operating mode is compatible with the corresponding heat demand end being within the target operating temperature range of that heat demand end in the following situations: the heat demand end does not act as a source or sink in that operating mode; and / or the heat demand end is determined to be usable as an optional heat source or optional heat sink in that operating mode.

[0055] Therefore, when a heat demand end does not act as a source or sink in a certain operating mode, the thermal standard indicates that the operating mode is compatible with the corresponding heat demand end within the target operating temperature range of that heat demand end. And when it is determined that a heat demand end can be used as an optional heat source or optional heat sink in an operating mode, the thermal standard indicates that the operating mode is compatible with the corresponding heat demand end within the target operating temperature range of that heat demand end.

[0056] If, when the heat demand end is within its target operating temperature range (e.g., when the heat demand end does not request heat transfer to meet a heat target associated with it), heat transfer to or from the heat demand end is indicated as permitted in a certain operating mode, then the heat demand end can be used as an optional heat source or optional heat sink in that operating mode. For example, when the heat demand end is within its target operating temperature range and is designated as a heat storage component.

[0057] In contrast, heat demand terminals above or below their target operating temperature can be considered necessary (or required) heat sinks or heat sources, respectively. This is because heat transfer is required to keep the heat demand terminal within its target operating temperature range, and ideally, the thermal management system should provide the heat transfer requested by the heat demand terminal, if possible.

[0058] Therefore, some heat demand side can be used to store excess heat energy instead of transferring it away from the vehicle. This can improve efficiency, for example, by allowing the stored excess heat energy to be supplied from the heat demand side to components with insufficient heat energy, rather than generating heat to meet the needs of components with insufficient heat energy.

[0059] In the examples, the heat demand end (e.g., the second heat demand end) is not designated as a heat storage component (or is designated as not a heat storage component). When a component not designated as a heat storage component is within its target operating temperature range, the component should neither act as a heat source nor a heat sink. In some examples, the compartment of an electric vehicle is not designated as a heat storage component.

[0060] Therefore, not all heat demand needs to act as heat storage components.

[0061] Therefore, in compatible operating mode, overheated heat demand terminals can be cooled, and undercooled heat demand terminals can be heated. Furthermore, heat demand terminals capable of being heated or cooled can be used as heat sources or heat sinks.

[0062] For each operating mode, the operating mode information includes an indication of the arrangement of the thermal management system in the corresponding operating mode, wherein identifying the arrangement of the thermal management system identifies the corresponding operating state of each component of the thermal management system in the operating mode, and wherein the operating mode includes a first operating mode and a second operating mode, the second operating mode having the same thermal system arrangement as the first operating mode, a first thermal standard of the first mode indicating that the first operating mode is one of the following: (i) compatible with a target operating temperature range above the corresponding heat demand end, or (ii) compatible with a target operating temperature range below the corresponding heat demand end, and the first thermal standard of the second mode indicating that the second operating mode is compatible with a target operating temperature range within the corresponding heat demand end.

[0063] The heat transfer to and from the components of the thermal management system can be the same in both the first and second operating modes. The first and second operating modes differ in their indicated compatibility. Therefore, inefficient potential operating modes can be omitted from the multiple operating modes in the operating mode information. That is, the operating mode information can include multiple operating modes corresponding to the same arrangement of the thermal management system. The operating modes corresponding to the same arrangement can differ in their indicated compatibility. This allows impractical or inefficient potential operating modes to be omitted from the operating mode information.

[0064] The layout can, for example, identify the valve position of each valve in the thermal management system, whether the heaters in the thermal management system are on or off, whether the coolers in the thermal management system are on or off, etc. In other words, the physical setup of the thermal management system can be the same in every mode of the same layout with the thermal management system.

[0065] In some examples, the method includes: obtaining an output indicating one or more compatible operating modes selected; selecting a recommended operating mode from the compatible operating modes, the recommended operating mode to be implemented in the thermal management system; and providing an output indicating the recommended operating mode.

[0066] Therefore, a recommended operating mode can be selected from compatible operating modes. Furthermore, the selection of a compatible operating mode can be performed before any evaluation associated with the selected operation. Thus, such evaluation may be unnecessary for operating modes not determined to be compatible.

[0067] In some examples, selecting a recommended operating mode includes: evaluating each of the compatible operating modes and selecting a recommended operating mode based on the evaluation. In some examples, for one or more compatible operating modes, the evaluation includes at least one of the following: evaluating the energy cost associated with the one or more compatible operating modes, and evaluating whether the heat transfer requested by each component can be achieved under the one or more compatible operating modes.

[0068] In some examples, evaluating the operating mode uses more computational resources compared to comparing the at least one thermal indicator with the operating mode information of the operating mode.

[0069] Therefore, for operating modes that do not provide heat to components that request thermal energy and do not remove heat from components with excess thermal energy, the evaluation of operating modes with (relatively) high computational requirements can be avoided.

[0070] In some examples, selection includes: evaluating each of the selected one or more operating modes, and evaluating each operating mode includes: obtaining the energy cost associated with one or more of the operating modes.

[0071] Advantageously, the operating mode of the thermal management system can be selected taking into account the energy costs associated with the operating mode. This promotes energy efficiency, for example, by enabling the selection of operating modes with low (or minimum) energy costs.

[0072] In some examples, for one or more compatible operating modes, the evaluation includes at least one of the following: evaluating the energy cost associated with the one or more compatible operating modes, and evaluating whether the heat transfer requested by each component can be achieved in the one or more compatible operating modes.

[0073] For example, considering energy costs when selecting an operating mode can improve efficiency compared to temperature-based selection. Assessing whether the target heat transfer can be achieved when selecting an operating mode helps maintain the performance of the thermal management system at the desired level.

[0074] In some examples, the energy cost of an operating mode includes at least one of the following: an actuator energy cost value representing the energy cost associated with operating the thermal management system in a certain operating mode; an energy cost associated with the battery; a thermal cost value representing the amount of thermal energy transferred from the electric vehicle in a certain operating mode; and a thermal cost value representing the amount of thermal energy transferred from the electric vehicle in a certain operating mode. The energy cost associated with a component can take into account or predict the operating parameters of that component in a certain operating mode. For example, in cases where an operating mode would cause an increase in battery temperature, changes in internal resistance and associated losses can be determined or estimated to obtain the energy cost associated with operating the battery in that operating mode. Similarly, the torque losses of the electric drive unit can be calculated to determine or estimate the energy cost associated with the electric drive unit.

[0075] Therefore, the energy cost of each potential operating mode of the thermal management system of an electric vehicle can be evaluated, and a mode can be selected based on this (e.g., the mode with the lowest energy cost, allowing the selection of the most efficient operating mode to meet the required heat transfer needs of the electric vehicle's components). Specifically, the energy cost can include both the cost of operating the thermal management system (e.g., the energy required to operate the compressor) and the thermal cost value representing the amount of heat energy lost from the electric vehicle (e.g., lost to the environment via the radiator). Thus, this method enables the selection of an operating mode for the thermal management system that retains as much heat energy as possible while meeting the required cooling and / or heating needs of the components, thereby improving overall efficiency.

[0076] In some examples, the actuator energy cost value associated with an operating mode represents at least one of the following: the energy cost of operating a compressor according to the operating mode; the valve actuation energy cost associated with the operating mode; the vehicle resistance cost associated with operating a heat exchanger according to the operating mode (e.g., vehicle resistance associated with active blade management); the energy cost of operating a pump according to the operating mode; and the energy cost of operating a fan according to the operating mode. The actuator energy cost may indicate at least one of the following: the continuous energy cost of operating the electric vehicle 200 in a certain operating mode; and the energy cost of changing from the current operating mode to that operating mode.

[0077] Advantageously, the method is able to take into account a range of energy costs associated with the operation of the thermal management system, including energy costs associated with switching the thermal management system from a first operating mode to a second operating mode, such as valve actuation costs.

[0078] In some examples, the method includes: obtaining operational state information indicating thermal energy transfer requested by each component, wherein the thermal energy transfer requested by each component indicates a target rate of thermal energy transfer to or from the corresponding component requesting thermal energy transfer, wherein the thermal energy transfer requested by each component can be realized in the compatible operating mode if, in a compatible operating mode, the rate at which thermal energy can be transferred to the corresponding component corresponds to the corresponding target rate of the indicated thermal energy transfer.

[0079] Therefore, it is worth considering whether the operating mode can bring the heat demand side toward the target operating temperature range of that heat demand side within an acceptable time scale.

[0080] In some examples, the method includes: obtaining operational status information indicating thermal energy transfer requested by each component, the thermal energy transfer requested by each component indicating the amount of thermal energy to be transferred to or from the corresponding component requesting thermal energy transfer, and if, in a compatible operating mode, the amount of energy that can be transferred to the corresponding component corresponds to the corresponding indicated amount of thermal energy, then the thermal energy transfer requested by each component can be realized in the compatible operating mode.

[0081] Therefore, it is worth considering whether the operating mode can bring the heat demand side closer to the target operating temperature range of that heat demand side.

[0082] In some examples, the components requesting heat transfer have a corresponding target operating temperature range, and the heat transfer requested by each component can be achieved in the compatible operating mode if, in a compatible operating mode, the amount of energy that can be transferred to the corresponding component causes the corresponding component to have a temperature within its corresponding target operating temperature range.

[0083] Therefore, it is worth considering whether the operating mode can bring the heat demand side closer to the target operating temperature range of that heat demand side.

[0084] In some examples, the method includes: obtaining operational status information indicating the target thermal energy transfer of each component, and evaluating whether the thermal energy transfer requested by each component can be achieved in a compatible operating mode, including: obtaining a thermal balance value based on aggregating the target thermal energy transfer of each component that is in thermal connection in the compatible operating mode, and determining whether the target thermal energy transfer is satisfied in the compatible operating mode based on the thermal balance value.

[0085] Therefore, the choice of operating mode can be based on whether the operating mode meets the heat transfer requirements or the degree to which the operating mode meets the heat transfer requirements.

[0086] In some examples, for each of the multiple operating modes, the operating mode information includes the following status indications: indicating the corresponding functional status of the components of the thermal management system in that operating mode, and the evaluation of each of the selected one or more operating modes is based on the status indications of that operating mode.

[0087] Therefore, the details of the operating mode can be included in the operating mode information along with the thermal standard.

[0088] In some examples, for components of the thermal management system, the status indication of the operating mode includes at least one of the following: whether the component of the thermal management system is on or off in the operating mode; and the duty cycle of the component of the thermal management system in the operating mode.

[0089] Therefore, the details of the operating mode can be determined. For example, the energy cost associated with operating in an operating mode can be determined by summing the individual energy costs associated with the components of the thermal management system that are indicated to be on. In some examples, the duty cycle of a component in an operating mode can indicate the energy cost associated with that component in that operating mode.

[0090] In some examples, each operating mode is associated with: a corresponding coolant configuration of the cooling system of the thermal management system, wherein each coolant configuration defines the flow direction of the heat transfer fluid to at least one component of the cooling system; and a corresponding refrigerant configuration of the refrigerant system of the thermal management system, wherein each refrigerant configuration defines the flow direction of the heat transfer fluid to at least one component of the refrigerant system.

[0091] Therefore, the coolant and refrigerant systems of the thermal management system can be configured to appropriately manage the temperature within the vehicle. In some cases, providing configurable flow within the configured coolant and refrigerant systems allows for the efficient movement of heat energy between components to meet their thermal requirements.

[0092] In some examples, the cooling system includes or is in thermal communication with at least one of the following: a traction battery; an electric drive unit; a radiator; and a coolant heater.

[0093] Therefore, various combinations of cooling system configuration and refrigerant system configuration can be considered. Depending on the implementation, each operating mode can be efficiently evaluated, even when the number of possible combinations of coolant and refrigerant configurations increases.

[0094] In some examples, each operating mode is also associated with a corresponding functional state of a thermal link component of the thermal management system, which can switch between a first functional state and a second functional state, in which the thermal link component provides thermal connectivity between the cooling system and the refrigerant system, and in the second functional state, the thermal link component does not provide thermal connectivity between the cooling system and the refrigerant system.

[0095] Therefore, in addition to the combination of cooling system configuration and refrigerant system configuration, the functional states of thermally connected components such as coolers (e.g., on or off) can also be considered. According to the implementation, each operating mode can be efficiently evaluated considering the states of the connected components, even if this results in a larger number of operating modes.

[0096] An example could provide a control system for controlling a thermal management system of an electric vehicle, the control system including one or more processors configured to: receive operating status information indicating the operating state of the thermal management system, wherein, for at least one component of the electric vehicle, the operating status information indicates whether the component is above, below, or within the target operating temperature range of the component; select one or more operating modes of the thermal management system consistent with the operating status information of each of the at least one component; and provide an output indicating the selected one or more operating modes.

[0097] An example could provide a control system for controlling a thermal management system of an electric vehicle, the electric vehicle including one or more thermal demand ends, each thermal demand end having a corresponding target operating temperature range, the control system including one or more processors configured to: for at least one thermal demand end, obtain a corresponding thermal indicator indicating whether the corresponding thermal demand end is above, below, or within the target operating temperature range of the thermal demand end; obtain operation mode information for multiple operating modes of the thermal management system, for each operation mode, the operation mode information including a corresponding thermal standard for each of the at least one thermal demand end, each thermal standard indicating whether the operation mode is compatible with the corresponding thermal demand end being above, below, or within the target operating temperature range of the thermal demand end; select one or more compatible operation modes among multiple operation modes based on a comparison between at least one thermal indicator and the operation mode information for each operation mode; and provide an output indicating the selected one or more compatible operation modes.

[0098] Aspects of the present invention provide a control system for controlling a thermal management system of an electric vehicle, the control system comprising one or more processing means (e.g., one or more processors) configured to perform any of the methods described herein.

[0099] Aspects of the present invention provide computer-readable instructions that, when executed by one or more processors, cause the one or more processors to perform any of the methods described herein.

[0100] Aspects of the present invention provide a computer-readable medium comprising computer-readable instructions that, when executed by a processor, cause to perform any of the methods described herein.

[0101] Computer-readable media can be non-transitory computer-readable media.

[0102] Aspects of the present invention provide a vehicle comprising: any of the control systems described herein; and a thermal management system communicatively coupled to the control system.

[0103] Within the scope of this application, it is expressly intended that various aspects, embodiments, examples, and alternatives set forth in the preceding paragraphs, in the claims, and / or in the following description and drawings, and in particular their various features, may be adopted independently or in any combination. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or combination, unless such features are incompatible. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including the right to modify any originally filed claim to be dependent on any other claim and / or incorporated into any feature of any other claim, although not initially claimed in this manner. Attached Figure Description

[0104] One or more embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which embodiments according to the invention are illustrated:

[0105] Figure 1 The thermal management system of the electric vehicle is shown;

[0106] Figure 2 It shows including Figure 1 Vehicles of the system;

[0107] Figure 3 A schematic diagram of the power system thermal management system is shown;

[0108] Figures 4A to 4FAn example configuration of the thermal management system is shown;

[0109] Figure 5 The refrigerant circuit of the climate control system is shown;

[0110] Figure 6 A method for controlling a thermal management system for electric vehicles is shown;

[0111] Figure 7 A method for controlling a thermal management system for electric vehicles is shown;

[0112] Figure 8 A method for controlling a thermal management system for electric vehicles is shown; and

[0113] Figure 9 A control system suitable for performing the methods described herein is shown. Detailed Implementation

[0114] The control system can select the operating mode of the thermal management system for an electric vehicle (e.g., a battery electric vehicle (BEV) or a plug-in hybrid electric vehicle (PHEV)). A compatible operating mode can be selected based on a comparison between one or more thermal indicators and corresponding thermal standards associated with the operating mode. The thermal indicator indicates whether the associated heat demand is above, below, or within the target operating temperature range for that heat demand, and the thermal standard indicates whether, in the associated operating mode, the corresponding heat demand is used as a heat source, heat sink, or neither. An output indicating the selected (compatible) operating mode is provided. Therefore, the compatible operating mode can be effectively determined.

[0115] In some examples, the operating mode can be selected based on the energy cost associated with it (e.g., the operating mode with the lowest energy cost). Therefore, energy-based calculations can be performed for at least some compatible operating modes of the thermal management system to determine the energy cost associated with that operating mode. A predictive thermal model of the thermal management system can be used to determine the energy cost. Determining the energy cost associated with modes that are not compatible with the operating mode can be avoided, thus providing computational efficiency in selecting the operating mode.

[0116] The selected operating mode can be output as a signal to provide an indication of the selected or recommended system operating mode to meet the current needs of the thermal management system, and the thermal management system can be controlled according to the output signal to put the thermal management system into the selected operating mode.

[0117] Compatible operating modes can also be referred to as candidate operating modes.

[0118] Reference Figure 1 A thermal management system 100 for an electric vehicle 200 according to an embodiment of the present invention is shown. The thermal management system 100 includes a controller 106 communicatively coupled to a powertrain thermal management system (PTM) 102 and a climate control system 104. The climate control system 104 may include a heating, ventilation, and air conditioning (HVAC) system. The controller 106 receives status information and / or sensor readings, such as temperature and mass flow rate values ​​(e.g., based on measurement results or models), from one or more components of the powertrain thermal management system 102 and the climate control system 104. The mass flow rate may indicate, for example, one or more of the following: the mass flow rate of coolant in a coolant circuit, the mass flow rate of refrigerant in a refrigerant circuit, or the air flow rate in an air conditioning unit.

[0119] In one implementation, controller 106 may be communicatively coupled to one or more components of electric vehicle 200, for example, via a controller area network (CAN) bus or similar network present on electric vehicle 200, and is operable to obtain operating status information from said components, which defines the thermal energy transfer requirements (e.g., thermal energy transfer requests / requirements made by a thermal demand end) for each component of electric vehicle 200. Controller 106 is also arranged to provide indications of selected operating modes to powertrain thermal management system 102 and climate control system 104 to influence the operation of these systems.

[0120] exist Figure 1 In this arrangement, the thermal management system 100 includes a controller 106, but it will be understood that this is merely illustrative. The controller includes a processing device (e.g., a processor 108) and a memory device (e.g., a memory device 110). The processing device may be one or more electronic processing devices operably executing computer-readable instructions 112. The memory device may be one or more memory devices 110. The memory devices are electrically coupled to the processing device. The memory devices are configured to store instructions 112, and the processing device is configured to access the memory devices and execute the instructions 112 stored thereon.

[0121] Figure 2 An electric vehicle 200, such as an automobile, is shown, which is equipped with a controller 106, a powertrain thermal management system 102, and a climate control system 104, such as... Figure 1As shown. The powertrain of the electric vehicle 200 includes at least one electric drive unit 202 (e.g., a front electric drive unit 202a and a rear electric drive unit 202b) and a traction battery 204. The electric drive unit 202 includes one or more electric traction motors for propelling the electric vehicle 200. The traction battery 204 is a high-voltage (HV) battery and is configured to supply current to at least one electric drive unit 202. In this embodiment, the electric vehicle 200 includes: a front electric drive unit 202a for driving the front wheels of the electric vehicle 200; and a rear electric drive unit 202b for driving the rear wheels of the electric vehicle 200. In use, both the front electric drive unit 202a and the rear electric drive unit 202b are powered by the traction battery 204. Each electric drive unit 202 may include power electronics, such as an inverter, to convert DC current from the traction battery 204 into AC current to supply to the electric traction motors. Figure 1 As shown, the powertrain thermal management system 102 is coupled to the climate control system 104 of the electric vehicle 200's cabin, which is capable of controlling the temperature of the vehicle cabin for occupant comfort.

[0122] While the traction battery 204, electric drive unit 202, and climate control system 104 may be the primary producers and / or users of heat energy supplied by the powertrain thermal management system 102, it will be recognized that other vehicle components may be coupled to the powertrain thermal management system 102 and may have thermal demands that are met by the thermal management system 100. For example, in one embodiment, the electric vehicle 200 may also include separate power electronics such as an onboard AC charger, which may be a significant producer of heat energy and requires cooling to maintain operating temperatures. Similarly, the electric vehicle 200 may be equipped with computer processing hardware that requires active cooling.

[0123] Components of the electric vehicle 200 may have target operating temperature ranges, and operating components outside these ranges may lead to increased power consumption in the components or the electric vehicle 200. For example, when the temperature of the traction battery 204 rises, the internal resistance loss within the traction battery 204 may also be expected to increase, while when cold, the chemical reactions within the traction battery 204 may be inhibited, similarly leading to increased losses within the battery 204. When powertrain components are not maintained within the desired operating temperature range, such losses may result in a reduction in the driving range of the electric vehicle 200.

[0124] The thermal management system 100 can operate as a thermal energy source (supply) or heat sink for the components of the vehicle 200. The powertrain thermal management system 102 is thermally coupled to the traction battery 204 and the electric drive unit 202, and is capable of extracting or supplying thermal energy to meet the thermal energy transfer needs of these components. Similarly, thermal energy can be transferred between the compartment and the climate control system 104. For example, when the electric vehicle 200 starts operating from cold, energy can be supplied to the traction battery 204 and the electric drive unit 202 to enable the components to reach the desired operating temperature range more quickly. During the operation of the electric vehicle 200, heat may be generated in the traction battery 204 and the electric drive unit 202, for example, due to the internal resistance of the cells in the traction battery 204. To maintain the temperature of the powertrain components within the desired temperature range, the heat generated in the powertrain components of the electric vehicle 200 can be extracted by the thermal management system 100. The extracted thermal energy can be transferred between the components of the electric vehicle 200 or can be transferred out of the electric vehicle 200, for example, via a cryogenic radiator, to transfer the thermal energy to the external environment.

[0125] The thermal management system 100 can operate in a wide range of different modes to meet the diverse heat transfer requirements of the components. Identifying the most efficient operating mode of the thermal management system 100 based on the current thermal requirements of the vehicle components can be difficult and may depend on a number of factors. Some of these factors may be external to the vehicle, such as ambient temperature.

[0126] Figure 3 A schematic illustration of an example powertrain thermal management system 102 is shown. A control valve device 302 is configured to control the circulation of heat transfer fluid or coolant for occupant comfort control, managing the thermal loads of the front electric drive unit 202a, the rear electric drive unit 202b, the battery 204, and the climate control system 104 of the vehicle compartment. The powertrain thermal management system 102 includes: a coolant heater 304; a first heat exchanger 306; and a second heat exchanger 308. The coolant heater 304 is configured to heat the coolant to provide rapid preheating of the traction battery 204, for example, during initial operation of the electric vehicle 200. The coolant heater 304 may be a high-voltage (HV) heater that draws power directly from the traction battery 204. In some examples, the cooling system includes or is in thermal communication with at least one of the following: the traction battery; the electric drive unit; a radiator (second heat exchanger 308); and the coolant heater.

[0127] The first heat exchanger 306 can be selectively configured to cool the coolant of the powertrain thermal management system 102. The refrigerant circuit of the climate control system 104 is coupled to the refrigerant side of the first heat exchanger 306 so that the first heat exchanger 306 operates as a cooler. Therefore, the first heat exchanger 306 allows heat extracted from the coolant to be transferred to the refrigerant of the climate control system 104. In this way, excess heat can be transferred from the powertrain components for heating the vehicle cabin. In some embodiments, the first heat exchanger 306 can be bidirectional, configured to transfer heat from the refrigerant of the climate control system 104 to the coolant of the powertrain thermal management system 102, for example, allowing heat to be supplied from the external environment via an external heat exchanger of the climate control system 104 to heat the coolant. The refrigerant circuit can be coupled to an external heat exchanger operable to transfer heat between the refrigerant and the external environment. The supply of refrigerant can be stopped to reduce or prevent heat exchange in the first heat exchanger 306. The second heat exchanger 308 is a low-temperature heat exchanger (or low-temperature radiator) and is operable to dissipate heat from the coolant to the external environment.

[0128] The control valve device 302 includes a first pump 310 and a second pump 312. The powertrain thermal management system 102 includes a first coolant circulation loop 314 and a second coolant circulation loop 316. Liquid coolant or heat transfer fluid circulates through the first coolant circulation loop 314 and the second coolant circulation loop 316 to perform the supply of heat energy to or absorption of heat energy from the front electric drive unit 202a and the rear electric drive unit 202b and the battery 204. At least one coolant temperature sensor 318 may be provided for measuring the temperature of the coolant. In the illustrated example, the coolant temperature sensor 318 is located at the inlet of the second pump 312. The coolant temperature sensor 318 measures the temperature of the coolant supplied to the second pump 312. An electric fan (not shown) may optionally be provided to circulate air above the second heat exchanger 308 to facilitate the cooling of the coolant.

[0129] A first coolant circulation loop 314 is configured to supply coolant to the traction battery 204. A coolant heater 304 and a first heat exchanger 306 are disposed in the first coolant circulation loop 314. The coolant heater 304 is disposed downstream of the traction battery 204 and is operable in use to heat the coolant. The first heat exchanger 306 is disposed upstream of the traction battery 204 and is configured in use to cool the coolant before it is introduced into the traction battery 204. As described herein, the first coolant circulation loop 314 and the second coolant circulation loop 316 may be selectively connected to each other to enable the supply of coolant from the first heat exchanger 306 to the front electric drive unit 202a and the rear electric drive unit 202b.

[0130] Bypass lines may be provided for one or more components of the first coolant loop 314 or the second coolant loop 316. The bypass lines may be controllably opened or closed by valves to control the coolant supply to the respective components. For example, the first coolant loop 314 includes a battery supply line 320 and a battery bypass line 322. The battery supply line 320 is configured to supply coolant to the battery 204. The battery bypass line 322 may be selectively opened and closed to control the coolant supply used to perform cooling of the battery 204.

[0131] The second coolant circulation loop 316 is configured to supply coolant to the front electric drive unit 202a and the rear electric drive unit 202b. A second heat exchanger 308 is disposed in the second coolant circulation loop 316, downstream of the front electric drive unit 202a and the rear electric drive unit 202b. In some examples, the front electric drive unit 202a and the rear electric drive unit 202b may each be provided with a corresponding bypass conduit (not shown) to selectively bypass the corresponding electric drive units 202a and 202b. Therefore, when the corresponding electric drive unit 202 is not bypassed, heat can be transferred to or from the front electric drive unit 202a and the rear electric drive unit 202b, and when the corresponding electric drive unit 202 is bypassed, heat transfer to or from the front electric drive unit 202a and the rear electric drive unit 202b can be prevented.

[0132] In operation, the second heat exchanger 308 discharges heat from the coolant to the external environment. The second coolant circulation loop 316 includes a heat exchanger coolant conduit 324 for supplying coolant to the second heat exchanger 308, and a heat exchanger bypass conduit 326 for selectively bypassing the second heat exchanger 308. A control valve device 302 can provide proportional control of the coolant flow rate through the heat exchanger bypass conduit 326, thereby controllably increasing or decreasing the flow rate through the second heat exchanger 308.

[0133] The control valve device 302 includes a crossflow valve 328 arranged to couple or decouple a first coolant circulation loop 314 (battery coolant circulation loop) from a second coolant circulation loop 316 (electric drive unit coolant circulation loop). Additionally, the crossflow valve 328 determines whether a first heat exchanger 306 is coupled to the battery 204 or the electric drive unit 202 in the coolant circulation loop. In other words, the crossflow valve 328 determines whether the first heat exchanger 306 is coupled to the first coolant circulation loop 314 or the second coolant circulation loop 316, or both when the first and second coolant circulation loops 314 and 316 are coupled. The coupling and decoupling of the first coolant circulation loop 314, the second coolant circulation loop 316, and the first heat exchanger 306, as well as the state (on or off) of the first heat exchanger 306, defines the configuration of the thermal management system 100.

[0134] When activated, the first heat exchanger 306 couples its coolant circulation loop to the refrigerant circuit. Therefore, the first heat exchanger 306 is an example of a thermal link component in the powertrain thermal management system 102. A thermal link component is a component capable of switching between a first state in which the thermal link component provides thermal communication between the cooling system and the refrigerant system, and a second state in which the thermal link component does not provide thermal communication between the cooling system and the refrigerant system. For example, the thermal link component can be placed in the first state by including it in both the coolant circulation loop and the refrigerant circuit (e.g., by not bypassing the thermal link component in the cooling system and not bypassing it in the refrigerant system). Similarly, the thermal link component can be placed in the second state by bypassing it in one or both of the cooling system and the refrigerant system.

[0135] In this document, the coupling between the first coolant circulation loop 314, the second coolant circulation loop 316, and / or the refrigerant circuit indicates that the first coolant circulation loop 314, the second coolant circulation loop 316, and / or the refrigerant circuit are thermally connected, allowing heat energy to be transferred between them. Similarly, when they are decoupled, they are not thermally connected, and no heat energy (or a negligible amount of heat energy) is transferred between them.

[0136] The control valve device 302 enables the controllable thermal management system 100 to selectively bypass certain components of the power system thermal management system 102, such as the second heat exchanger 308, and to selectively couple the first coolant circulation loop 314 and the second coolant circulation loop 316 together, so that thermal energy can be transferred between components served by different coolant circulation loops. This means that a large number of possible arrangements of the thermal management system 100 are possible. For each arrangement, one or more components can be controlled in different states; for example, the first heat exchanger 306 can be turned on or off depending on whether refrigerant is supplied to the first heat exchanger 306, and the second heat exchanger 308 can be selectively bypassed, etc. Therefore, for each configuration of the thermal management system 100, multiple operating modes of the thermal management system 100 can exist, resulting in a large number of possible operating modes of the thermal management system 100 from which the controller 106 selects the operating mode.

[0137] In one embodiment, the climate control system 104 includes a refrigerant circuit comprising: a compressor; at least one internal evaporator operable to extract heat energy from air in the cabin; at least one internal condenser operable to supply heat energy to air in the cabin; and an external heat exchanger for exchanging heat energy with the external environment. As discussed above, the refrigerant of the climate control system 104 can be selectively supplied to the first heat exchanger 306 so that heat energy can be transferred between the coolant of the powertrain thermal management system 102 and the refrigerant of the climate control system 104. Therefore, the climate control system 104 can operate in multiple modes. In some embodiments, the selection of the operating mode of the climate control system 104 can be coordinated with the selected operating mode of the powertrain thermal management system 102 to further improve the overall efficiency of the vehicle thermal management system 100. In some examples, the refrigerant system can have multiple refrigerant configurations, and each refrigerant configuration defines the flow direction of the heat transfer fluid to at least one component of the refrigerant system.

[0138] In the examples, the thermal management system 100 may include a cooling system and a refrigerant system. The cooling system may be operable under multiple coolant configurations, each defining the flow direction of heat transfer fluid to at least one component of the cooling system, and each operating mode may be associated with a corresponding coolant configuration. In some examples, the refrigerant system may be operable under multiple refrigerant configurations, each defining the flow direction of heat transfer fluid to at least one component of the refrigerant system, wherein each operating mode is associated with a corresponding refrigerant configuration. In some examples, each operating mode may be associated with both a corresponding coolant configuration and a corresponding refrigerant configuration. In some examples, each operating mode may also be associated with a corresponding state of a thermally linked component of the thermal management system 100, such that the operating mode depends on whether the coolant circulation loop is thermally connected to the refrigerant circuit via the thermally linked component.

[0139] Vehicle components may include one or more thermal demand terminals. Each thermal demand terminal may have a corresponding target operating temperature range or target operating temperature (e.g., where the upper and lower limits of the target operating temperature range may be considered the same). A thermal management system 100 may be arranged to control the temperature of the thermal demand terminals, for example, to give each thermal demand terminal a corresponding temperature within its respective target operating temperature range. Traction battery 204; electric drive unit 202; and vehicle compartment are examples of thermal demand terminals.

[0140] When the heat demand side is above its target operating temperature range, the heat demand side will act as a heat energy source; when the heat demand side is below its target operating temperature range, the heat demand side will act as a heat sink; and when the heat demand side is within its target operating temperature range, the heat demand side can be used as a heat energy source or a heat sink, or neither.

[0141] Figures 4A to 4F It shows including Figure 3 An example of the configuration of the thermal management system of the powertrain thermal management system. Here, the first coolant circulation loop 314 includes a battery 204 and a coolant heater 304, and the second coolant circulation loop 316 includes an electric drive unit 202 and a second heat exchanger 308. For illustrative purposes, the refrigerant circuit 408 is shown as having an internal evaporator 404 and an external heat exchanger 406, but the refrigerant circuit 408 may include other additional or alternative components.

[0142] The first coolant circulation loop 314 and the second coolant circulation loop 316 can be selectively coupled or decoupled via a crossflow valve 328. Furthermore, the first heat exchanger 306 can be coupled to either the first coolant circulation loop 314 or the second coolant circulation loop 316 via the crossflow valve 328 (or, when the first coolant circulation loop 314 and the second coolant circulation loop 316 are coupled to each other, the first heat exchanger 306 is coupled to both). Figure 3 As shown, valves 328 in the first coolant circulation loop 314 and the second coolant circulation loop 316 can be arranged in multiple operating positions, thereby interconnecting their respective ports 1 to 4 and 5 to 8. Figures 4A to 4F In this arrangement, they have the following arrangement, as will become apparent from the description of the circulation loop formed when the valves are arranged in this way:

[0143] Figure 4A and Figure 4B :like Figure 3 As shown, ports 1 and 3, 2 and 4, 5 and 7, and 6 and 8 are interconnected;

[0144] Figure 4C and Figure 4D :and Figure 3 and Figure 4A The difference is that ports 5 and 8 are interconnected, and ports 6 and 7 are interconnected; and

[0145] Figure 4E and Figure 4F :and Figure 4C and Figure 4D Similarly, the difference is that ports 1 and 4 are interconnected, and ports 2 and 3 are also interconnected.

[0146] exist Figure 4A In this configuration, the first coolant circulation loop 314 and the second coolant circulation loop 316 are decoupled, and the first heat exchanger 306 is located in the first coolant circulation loop 314. The first heat exchanger 306 is inactive, thus decoupling the first coolant circulation loop 314 from the refrigerant circuit 408. This results in the formation of three thermal circuits. The first thermal circuit 402a corresponds to the first coolant circulation loop 314 and includes a battery 204 and a coolant heater 304. The second thermal circuit 402b corresponds to the second coolant circulation loop 316 and includes an electric drive unit 202 and a second heat exchanger 308. The third thermal circuit 402c corresponds to the refrigerant circuit 408 and includes an internal evaporator 404 and an external heat exchanger 406.

[0147] Figure 4B It shows the relationship with Figure 4AThe same configuration, wherein the first coolant circulation loop 314 and the second coolant circulation loop 316 are decoupled, and the first heat exchanger 306 is in the first coolant circulation loop 314. However, in Figure 4B In this configuration, the first heat exchanger 306 is active, and therefore the first coolant circulation loop 314 is coupled to the refrigerant loop 408. This forms two thermal loops. The first thermal loop 402a includes the battery 204, the coolant heater 304, the first heat exchanger 306, the internal evaporator 404, and the external heat exchanger 406. The second thermal loop 402b includes the electrically driven unit 202 and the second heat exchanger 308.

[0148] exist Figure 4C In this configuration, the first coolant circulation loop 314 and the second coolant circulation loop 316 are coupled together. The first heat exchanger 306 is also coupled to the first coolant circulation loop 314 and the second coolant circulation loop 316. The first heat exchanger 306 is inactive, thus decoupling the first coolant circulation loop 314 and the second coolant circulation loop 316 from the refrigerant circuit 408. This results in the formation of two thermal circuits. The first thermal circuit 402a corresponds to the combined first coolant circulation loop 314 and the second coolant circulation loop 316, and includes the battery 204, the coolant heater 304, the electric drive unit 202, and the second heat exchanger 308. The second thermal circuit 402b corresponds to the refrigerant circuit 408.

[0149] Figure 4D It shows the relationship with Figure 4C The same configuration, wherein the first coolant circulation loop 314 and the second coolant circulation loop 316 are coupled. However, in Figure 4D In this configuration, the first heat exchanger 306 is active, and thus the first coolant circulation loop 314 and the second coolant circulation loop 316 are coupled to the refrigerant circuit 408. This forms an arrangement having a single thermal circuit 402a including all the components shown.

[0150] exist Figure 4E In this process, the first coolant circulation loop 314 and the second coolant circulation loop 316 are decoupled, as follows: Figure 4A As before, but now the first heat exchanger 306 is in the second coolant circulation loop 316. The first heat exchanger 306 is inactive, thus decoupling the second coolant circulation loop 316 from the refrigerant circuit 408. This results in the formation of three thermal loops. These thermal loops are connected to... Figure 4A The arrangement is the same as the previous one, except that the first heat exchanger 306 is located in the second coolant circulation loop 316. Therefore, heat transfer in this arrangement is similar to... Figure 4A The layouts are the same or similar. However, these operating modes are not necessarily equivalent. For example, switching to... Figure 4A The energy cost of this mode may be less than switching to Figure 4E The energy cost of the mode, and therefore in this case, Figure 4A The pattern may be more Figure 4E A better mode of operation can be selected. The energy cost of switching may be associated, for example, with driving the actuator to control the crossflow valve 328. Other energy costs may be considered when selecting an operating mode, as described in more detail below.

[0151] Figure 4F It shows the relationship with Figure 4E The same configuration, wherein the first coolant circulation loop 314 and the second coolant circulation loop 316 are decoupled, and the first heat exchanger 306 is in the second coolant circulation loop 316. However, in Figure 4F In this configuration, the first heat exchanger 306 is active, and therefore the second coolant circulation loop 316 is coupled to the refrigerant loop 408. This forms two thermal loops. The first thermal loop 402a includes a battery 204 and a coolant heater 304. The second thermal loop 402b includes an electrically driven unit 202, the second heat exchanger 308, the first heat exchanger 306, an internal evaporator 404, and an external heat exchanger 406.

[0152] Such as Figure 3 as well as Figures 4A to 4F These arrangements result in a significant number of possible operating modes for the thermal management system 100. In each configuration, components such as the second heat exchanger 308, the coolant heater 304, and the external heat exchanger 406 can each be active or inactive. Similarly, one or more components can be bypassed in the heat transfer fluid loop, such that the bypassed components do not exchange heat energy via the thermal management system 100. In some examples, the number of modes can exceed one hundred. In some examples, the number of modes can exceed two hundred.

[0153] In systems where fewer configurations are possible, there are fewer potential operating modes and fewer options for heat transfer among the vehicle's components. In such systems, the selection of operating modes can be simple, for example, using a lookup table indicating modes based on the temperature of the vehicle's components (e.g., considering the temperatures of three or fewer components). However, the reduced options for heat transfer between components may limit the achievable energy efficiency.

[0154] In providing and Figure 3 as well as Figures 4A to 4FIn some systems with a range of configurations of the equivalent thermal management system 100, the full benefits of these configurations may not be realized if the system significantly limits the selectable combinations of configurations and component operating states (e.g., heater on / off or radiator used / bypassed). In such systems, only a small fraction of the potential modes are selectable. Similar to the case where fewer configurations are available, in such systems, the mode of the thermal system can be selected based on a table of selectable modes, according to the relative temperature of the components. In such systems, the number of selectable modes may be, for example, less than 20 or less than 15. Therefore, these systems offer limited flexibility in controlling heat transfer between components, potentially losing opportunities to improve energy efficiency.

[0155] As mentioned above, in systems with a relatively small number of selectable operating modes (e.g., 20 or fewer), the operating mode can be selected in a relatively simple way, such as from a table based on component temperature. The table (or other mode selection method) can be predefined based on the engineer's intuitive experience.

[0156] With a significant increase in the number of available operating modes, selecting modes based on engineers' intuitive experience becomes impractical, and it becomes increasingly difficult to reliably select the appropriate operating mode using simple table-based, rule-based, or similar methods.

[0157] When considering a large number of operating modes, it may be computationally infeasible to consider each mode in detail (e.g., by obtaining the energy cost for each mode). This can be improved by removing non-compliant operating modes from consideration without obtaining the associated energy costs. Computational efficiency can be important in situations with limited computational resources (e.g., in some onboard controllers within vehicles). Additionally, in some implementations, the interface with other components of the vehicle control system can impose strict time constraints on the selection of operating modes, and for this reason, computational efficiency may also be important when implementing operating mode selection.

[0158] Based on the examples in this paper, compatible, i.e., candidate, operating modes are determined. A compatible operating mode is one that removes heat from components with excess heat and provides heat to components with insufficient heat. A recommended operating mode is then selected based on the determination of the compatible operating modes. Therefore, compatible operating modes can form a short list of operating modes from which the recommended operating mode can be selected.

[0159] This may be computationally more efficient than selecting a single operation mode directly from the entire set of operation modes. This approach can be particularly beneficial, but not necessarily necessary, when there are a large number of operation modes, for example, by reducing the number of operation modes that need to be evaluated in detail when selecting a recommended operation mode.

[0160] In some examples, the energy costs associated with different operating modes are determined and used to select the operating mode to be implemented. This allows for a more reliable selection of high-energy-efficiency operating modes. Furthermore, compared to temperature-based, table-based, or rule-based methods, operating mode selection can better take into account the current state of the vehicle's components.

[0161] Figure 5 A schematic diagram of an example refrigerant circuit 408 of the climate control system 104 is shown. Figure 5 The refrigerant circuit includes an external heat exchanger 406, a cooler (first heat exchanger 306), an in-vehicle evaporator (internal evaporator 404), an in-vehicle condenser 502, and a compressor 504, all arranged in the circuit. The internal evaporator 404 may include more than one evaporator operable to provide multi-zone climate control within the vehicle. As those skilled in the art will understand, other components such as one or more expansion valves, bypass pipes, etc., may be included in the refrigerant circuit, but for clarity and brevity, they are not shown in the diagram. Figure 5 As shown in the image.

[0162] In operation, compressor 504 operates to increase the pressure of the refrigerant, which is then supplied to the inlet of condenser 502, where heat can be released for heating the cabin (if needed). The outlet of condenser 502 is coupled to the inlet of external heat exchanger 406, which may be bidirectional and capable of recovering heat from or expelling heat to the environment. The outlet of external heat exchanger 406 is coupled to the inlet of first heat exchanger 306. First heat exchanger 306 is configured to selectively cool the heat transfer fluid or coolant of power system thermal management system 102, enabling heat transfer from power system thermal management system 102 to the refrigerant of climate control system 104. The outlet of first heat exchanger 306 is coupled to the inlet of internal evaporator 404, where refrigerant can absorb heat from the cabin (i.e., provide cooling). The outlet of internal evaporator 404 is coupled to compressor 504 to complete refrigerant circuit 408.

[0163] One or more electric blowers or fans may be provided in association with the internal evaporator 404 and / or the in-vehicle condenser 502 to provide airflow above the evaporator / condenser and distribute heat energy through the compartment. Similarly, airflow may be provided to the external heat exchanger 406 by using electric fans or by one or more controllable ducts arranged to direct air from the external environment to above the external heat exchanger 406.

[0164] Multiple bypass valves are also provided in the refrigerant circuit 408 to selectively bypass components of the refrigerant circuit 408 according to the desired operating configuration of the climate control system 104. A first bypass valve 506 is arranged to selectively bypass the refrigerant around the external heat exchanger 406. A second bypass valve 508 is arranged to selectively bypass the refrigerant around the first heat exchanger 306. A third bypass valve 510 is arranged to selectively bypass the refrigerant around the internal evaporator 404. Bypassing these components effectively removes them from the refrigerant circuit 408, preventing heat transfer from occurring within them. For example, by selectively bypassing the first heat exchanger 306 using the second bypass valve 508, heat exchange between the climate control system 104 and the power system thermal management system 102 is disabled.

[0165] Example climate control modes of climate control system 104 may include:

[0166] • Cabin cooling, in which heat is discharged to the surrounding environment via external heat exchanger 406. In this climate control mode, second bypass valve 508 is selectively controlled to bypass first heat exchanger 306, while first bypass valve 506 and third bypass valve 510 are selectively controlled to allow refrigerant to pass through external heat exchanger 406 and internal evaporator 404;

[0167] • Cabin cooling and auxiliary power system cooling, wherein heat is discharged to the surrounding environment via external heat exchanger 406. In this climate control mode, the first bypass valve 506, the second bypass valve 508, and the third bypass valve 510 are selectively controlled to allow refrigerant to pass through external heat exchanger 406, first heat exchanger 306, and internal evaporator 404. Heat is transferred from the power system thermal management system 102 via the first heat exchanger 306, thereby providing increased cooling to the power system components coupled to the power system thermal management system 102;

[0168] • No cabin heating requirement and auxiliary power system cooling. In this climate control mode, the first bypass valve 506 and the second bypass valve 508 are selectively controlled to allow refrigerant to pass through the external heat exchanger 406 and the first heat exchanger 306. Since the cabin does not require heating / cooling, the third bypass valve 510 is selectively controlled to bypass the internal evaporator 404;

[0169] • Cabin heating supplied via ambient heat recovery. In this climate control mode, the second bypass valve 508 is selectively controlled to bypass the first heat exchanger 306 and the third bypass valve 510 is selectively controlled to bypass the internal evaporator 404, while the first bypass valve 506 is selectively controlled to allow refrigerant to pass through the external heat exchanger 406. Heat energy is recovered from the ambient environment via the external heat exchanger 406 and supplied to the cabin via the condenser 502;

[0170] • Cabin heating supplied via power system heat recovery. In this climate control mode, the first bypass valve 506 is selectively controlled to bypass the external heat exchanger 406 and the third bypass valve 510 is selectively controlled to bypass the internal evaporator 404, while the second bypass valve 508 is selectively controlled to allow refrigerant to pass through the first heat exchanger 306. Thermal energy is transferred from the power system thermal management system 102 to the refrigerant via the first heat exchanger 306 and supplied to the cabin via the condenser 502;

[0171] • Cabin heating is supplied through ambient heat recovery and power system heat recovery. In this climate control mode, the first bypass valve 506 and the second bypass valve 508 are selectively controlled to allow refrigerant to pass through the external heat exchanger 406 and the first heat exchanger 306. The third bypass valve 510 is selectively controlled to bypass the internal evaporator 404. Heat energy recovered from both the ambient environment and the power system is used to meet the cabin's heating needs.

[0172] for Figure 5 The climate control system 104 (loop 408) shown may have more than one climate control mode capable of meeting the thermal demands associated with the cabin of the vehicle 200. For example, to supply heat to the cabin, different operating modes can be used to obtain thermal energy from the powertrain via the powertrain thermal management system 102 and the first heat exchanger 306, and / or to obtain thermal energy from the surrounding environment via the external heat exchanger 406. Furthermore, the relative efficiency of each available operating mode of the climate control system 104 may depend on the configuration or arrangement of the powertrain thermal management system 102, which is itself reconfigurable to meet the thermal energy transfer requirements of the powertrain components. Therefore, a system-wide approach can be used to identify low-energy-cost operating modes for the vehicle thermal management system 100.

[0173] Figure 6A method 600 for controlling a thermal management system 100 of an electric vehicle 200 is illustrated. As described above, the electric vehicle includes one or more thermal demand ends, each having a corresponding target operating temperature range. At block 602, a corresponding thermal indicator is obtained for each of the at least one thermal demand end. The thermal indicator indicates whether the corresponding thermal demand end is above, below, or within the target operating temperature range of that thermal demand end. At block 604, operating mode information is obtained for multiple operating modes of the thermal management system 100. For each operating mode, the operating mode information includes: a corresponding thermal standard for each of the at least one thermal demand end, each thermal standard indicating whether the operating mode is compatible with the corresponding thermal demand end being above, below, or within the target operating temperature range of that thermal demand end. At block 606, one or more compatible operating modes are selected from the multiple operating modes. The selection of one or more compatible operating modes is based on a comparison between at least one thermal indicator and the operating mode information for each operating mode. At box 608, an output indicating one or more compatible operating modes is provided.

[0174] according to Figure 6 Method 600 can effectively determine operating modes compatible with the vehicle's operating state. For example, by identifying heat transfer requirements based on the requested heat flow direction via a heat indicator and identifying the heat transfer requirements suitable for each operating mode, the number of modes to be considered can be effectively reduced. It is also possible to distinguish between operating modes compatible with states requiring heat transfer at the heat demand end (i.e., overheating or undercooling) and operating modes compatible with those usable for heat transfer when heat transfer to / from the heat demand end is not required (e.g., acting as a heat storage component).

[0175] In the example, selecting one or more compatible operating modes includes: for each operating mode, determining whether an operating mode is a compatible operating mode based on a comparison between at least one thermal indicator and operating mode information. For example, compatibility could be based on determining a mode that supplies heat to heat demand terminals below its target operating temperature range and extracts heat from heat demand terminals above its target operating temperature range.

[0176] In some examples, one or more compatible operating modes are selected based on the following: in the compatible operating mode, each thermal standard is determined to satisfy a corresponding thermal indicator for each of one or more thermal demand ends in the thermal management system. In some examples, one or more compatible operating modes are selected based on the following: in the compatible operating mode, each thermal standard is determined to satisfy a corresponding thermal indicator for at least one thermal demand end in the thermal management system.

[0177] Comparisons can be performed efficiently for all operating modes (among multiple operating modes). Therefore, the compatibility of each operating mode with the hot indicator can be evaluated. This reduces the likelihood that suitable operating modes (e.g., potentially more efficient operating modes) will be overlooked.

[0178] Each operating mode can indicate the configuration of the thermal management system, and each configuration defines the thermal connection between one or more heat demand ends. Each operating mode can also indicate the arrangement of the thermal management system, wherein the arrangement indicates the operating state of each component of the thermal management system. For example, the selection of the operating mode can define the valve positions of the valves in the coolant circulation loops 314 and 316, the valve positions of the valves in the refrigerant circuit 408, whether the first heat exchanger 306 is on or off, whether the coolant heater 304 is on or off, whether a component is bypassed (e.g., the second heat exchanger 308), whether an external heat exchanger is on or off, etc., where "on or off" includes whether the corresponding fan or duct is activated.

[0179] Method 600 may include obtaining operational status information indicating the operational status of the thermal management system. The operational status information may include at least one thermal indicator.

[0180] Obtaining a thermal indicator for each of at least one thermal demand end may include obtaining operational status information indicating the operational status of the thermal management system 100, which may include at least one thermal indicator or information that can be derived from at least one thermal indicator. For example, the operational status information may describe the temperature of components (including thermal demand ends) of the electric vehicle 200. A thermal indicator is an example of the heat transfer demand of the corresponding component / demand end.

[0181] Heat demanders above their target operating temperature range can be described as overheated or having excess heat. Heat demanders below their target operating temperature range can be described as undercooled, lacking sufficient heat, or requesting heat.

[0182] The heat demand side may include one or more of the following: traction battery; electric drive unit; and cabin air conditioning unit; etc. The traction battery or electric drive unit may have sufficient heat capacity and a sufficiently wide target operating temperature range so that thermal energy can be stored until requested by other components of the system.

[0183] When heat demand terminals are within their target operating temperature range, some (e.g., one or more) heat demand terminals can be designated as suitable for receiving or supplying heat energy (e.g., acting as a source or sink). For example, when a heat demand terminal is within its target operating temperature range and has the ability to supply heat energy to other components or store excess heat energy, such a heat demand terminal can be designated as a heat storage component.

[0184] Components designated as heat storage components have an associated operating temperature range and, when within their target operating temperature range, can be used to store excess heat energy. This reduces heat transfer from the electric vehicle 200, instead retaining the heat energy on the electric vehicle 200 for potential future use. Therefore, if a component subsequently lacks sufficient heat energy, previously stored excess heat energy can be extracted from the heat storage component and supplied to the component with insufficient heat energy. This can, for example, avoid or reduce the use of the coolant heater 304 to address heat energy shortages, resulting in a corresponding reduction in the electrical energy drawn from the traction battery 204 to power the coolant heater 304. Thus, when a component designated as a heat storage component is within its target operating temperature range, it can act as a heat source or heat sink.

[0185] In some examples, one or both of the traction battery or electric drive unit may be designated as a thermal storage component.

[0186] When heat demand terminals are within their target operating temperature range, some heat demand terminals may be designated not to receive or supply heat energy. That is, in some examples, one or more heat demand terminals are not designated as heat storage components (or are designated as non-heat storage components). When a component designated as a non-heat storage component is within its target operating temperature range, that component will neither act as a heat source nor a heat sink (i.e., when the component is within its target operating temperature range, it will neither act as a heat source nor a heat sink).

[0187] Therefore, when the heat demand end is designated not to be used as a heat storage component, an indication that the heat demand end is below its target operating temperature range can correspond to a state where heat energy will be supplied to the heat demand end (i.e., the heat demand end will act as a heat sink); an indication that the heat demand end is above its target operating temperature range can correspond to a state where heat energy will be extracted from the heat demand end (i.e., the heat demand end will act as a heat source); and an indication that the heat demand end is within its target operating temperature range can correspond to a state where heat energy will not be transferred from or to the heat demand end (i.e., the heat demand end will neither act as a heat source nor a heat sink).

[0188] In some examples, the compartment of the electric vehicle 200 can be designated as not suitable for use as a heat storage component. This avoids, for example, undesirable temperature variations within the compartment.

[0189] Therefore, in some examples, when the heat demand end is above its target operating temperature range, it will act as a heat source; when the heat demand end is below its target operating temperature range, it will act as a heat sink; and when the heat demand end is within its target operating temperature range, it can be used as either a heat source or a heat sink (if it is designated as a heat storage component), or neither (if it is designated as a non-heat storage component). If the thermal standard indicates that the operating mode is consistent with these transmissions, the operating mode can be determined as a compatible operating mode.

[0190] Therefore, if the temperature of the heat demand end is outside the target operating temperature range, it can be brought closer to the target operating temperature range. Furthermore, some heat demand ends can be used to store thermal energy when within their respective target operating temperature ranges. Thus, in compatible operating modes, overheated heat demand ends can be cooled, and undercooled heat demand ends can be heated. Additionally, heat demand ends with the ability to be heated or cooled can be used as heat sources or heat sinks (i.e., if they are designated as heat storage components).

[0191] When a component designated as a heat storage component is within its target operating temperature range, the component can be used as (i.e., optionally as) a heat energy source or heat sink, at least while it remains within its target operating temperature range.

[0192] In some examples, the thermal standard indicates that the operating mode is compatible with the corresponding heat demand end being within the target operating temperature range of that heat demand end in the following cases: the heat demand end does not act as a source or sink in the operating mode; and / or the heat demand end is determined to be available as an optional heat source or optional heat sink in the operating mode.

[0193] Therefore, when the heat demand end does not act as a source or sink in the operating mode, the heat standard indicates that the operating mode is compatible with the target operating temperature range of the corresponding heat demand end; and when the heat demand end is determined to be usable as an optional heat source or optional heat sink in the operating mode, the heat standard indicates that the operating mode is compatible with the target operating temperature range of the corresponding heat demand end.

[0194] When a heat demand end is within its target operating temperature range (e.g., when the heat demand end does not request heat transfer to meet a heat objective associated with it), if heat transfer to or from the heat demand end is indicated as permitted in the operating mode, then the heat demand end is available as an optional heat source or optional heat sink in that operating mode. For example, when the heat demand end is within its target operating temperature range and is designated as a heat storage component. In some embodiments, whether a heat demand end can act as a source or sink may depend on the temperature difference between the heat demand end and the corresponding heat transfer fluid. This can be determined independently of determining that the heat demand end is within its target operating temperature range and can be used as a source or sink. That is, in some examples, the operating mode may be determined to be a compatible operating mode, and a subsequent determination may be made regarding whether the heat transfer achievable in the operating mode (e.g., including whether the heat demand end can act as a particular source or sink) is consistent with the desired heat transfer.

[0195] In contrast, heat demanders above or below their target operating temperatures can be considered necessary (or required) heat sinks or sources, respectively. This is because, in order to keep heat demanders within their target operating temperature range, heat energy needs to be transferred, and the thermal management system should ideally provide the heat energy transfer requested by the heat demanders (if possible).

[0196] Operational status information can be obtained. Thermal indicators can be included in or derived from the operational status information. In addition to thermal indicators, the operational status information can describe the status of other components of the electric vehicle 200. For example, the operational status information can indicate heat transfer requested by each component. The heat transfer requested by each component can indicate the target rate of heat transfer to or from the corresponding component requesting the heat transfer. The heat transfer requested by each component can indicate the amount of heat energy to be transferred to or from the corresponding component requesting the heat transfer.

[0197] Operational status information may include one or more of the following: the temperature of one or more components, the amount of heat energy to be supplied to or extracted from one or more components, or the rate at which heat energy is supplied to or extracted from one or more components. The components described by the operational status information may include heat demand sides.

[0198] In some examples, the operating status information may indicate the temperature at the heat demand side, and the heat indicator may be derived from the indicated temperature and other information about the system, such as a lookup table storing the target operating temperature range associated with the heat demand side and / or information indicating whether a component is available to store excess heat energy. In this way, the heat indicator may be indicated by the operating status information without being explicitly included in the operating status information. In other examples, the heat transfer requirement may be explicitly included in the operating status information.

[0199] For each operating mode, the operating mode information includes a thermal standard for each corresponding heat demand end. Each thermal standard indicates whether the operating mode is compatible with the corresponding heat demand end above, below, or within the target operating temperature range of that heat demand end. Therefore, if the operating mode is compatible with the corresponding heat demand end above the target operating temperature range of that heat demand end, each thermal standard has a first state; if the operating mode is compatible with the corresponding heat demand end below the target operating temperature range of that heat demand end, each thermal standard has a second state; and if the operating mode is compatible with the corresponding heat demand end within the target operating temperature range of that heat demand end, each thermal standard has a third state.

[0200] The 604 operating mode information can be obtained in the form of a lookup table that includes thermal standards.

[0201] Obtaining the thermal standard in this way allows for a simple and computationally efficient comparison between the direction of heat flow under this model and the direction of heat flow requested by the heat demand side.

[0202] Selecting one or more compatible operating modes 606 may include: for each operating mode, determining whether the operating mode is a compatible operating mode based on a comparison between at least one thermal indicator and operating mode information.

[0203] Therefore, if, in an operating mode, the thermal management system is arranged to remove heat from components (heat demand ends) indicated by thermal indicators as being above their target operating temperature range and to supply heat to components indicated by thermal indicators as being below their target operating temperature range, then this operating mode can be a compatible operating mode. Thus, a compatible operating mode can be considered an operating mode with appropriate heat transfer direction (i.e., cooling or removing heat from heat demand ends indicated as overheated; and heating or supplying heat to undercooled heat demand ends).

[0204] A compatible operating mode can be selected based on the following: in a compatible operating mode, each thermal standard is determined to satisfy a corresponding thermal indicator for each of at least one thermal demand end in the thermal management system. For example, an operating mode can be a compatible operating mode if each thermal standard of the operating mode satisfies or matches a corresponding thermal indicator. Therefore, determining a compatible operating mode can be based on determining whether the operating mode heats all overcooled thermal demand ends (i.e., temperatures below their target operating temperature range) and cools all overheated thermal demand ends (i.e., temperatures above their target operating temperature range). A compatible operating mode can also additionally not transfer or receive thermal energy to or from thermal demand ends that are indicated not to provide or receive thermal energy (e.g., when the thermal demand end is within its target operating temperature range and is not designated as a thermal storage component).

[0205] An operating mode can be identified as a compatible operating mode when, for each of at least one heat demand terminal, the heat indicator of the heat demand terminal is consistent with the heat standard of the heat demand terminal. The operating mode is consistent with the heat standard in any of the following cases: (a) the heat indicator indicates that the heat demand terminal is above the target operating temperature range of that heat demand terminal, and the heat standard indicates that the operating mode is compatible with the corresponding heat demand terminal being above the target operating temperature range of that heat demand terminal; (b) the heat indicator indicates that the heat demand terminal is below the target operating temperature range of that heat demand terminal, and the heat standard indicates that the operating mode is compatible with the corresponding heat demand terminal being below the target operating temperature range of that heat demand terminal; and (c) the heat indicator indicates that the heat demand terminal is within the target operating temperature range of that heat demand terminal, and the heat standard indicates that the operating mode is compatible with the corresponding heat demand terminal being within the target operating temperature range of that heat demand terminal.

[0206] The output 608 indicates a compatible operating mode. In some examples, the output may be provided as a signal to a module of controller 106, for example, to select the recommended operating mode to be implemented in the thermal management system 100 from among compatible operating modes. Modules of controller 106 may be hardware modules, software modules, routines, etc.

[0207] In some examples, a recommended operating mode can be selected from compatible operating modes. The recommended operating mode can be the operating mode to be implemented in the thermal management system 100. According to some examples, an output indicating the compatible operating mode (operation 608) is obtained, and the recommended operating mode is selected from the compatible operating modes. Then, an output indicating the recommended operating mode is provided.

[0208] Figure 7 A method 700 for controlling a thermal management system 100 of an electric vehicle 200 is shown, wherein the method includes selecting a recommended operating mode. According to method 700, operating status information and operating mode information are obtained at operation 702, similar to... Figure 6 Operations 602 and 604. Operation status information includes thermal indicators associated with the thermal demand side of the electric vehicle 200.

[0209] At operation 704, a compatible operating mode is determined from one or more operating modes, similar to... Figure 6 Operation 606.

[0210] At operation 706, a recommended operating mode can be selected from compatible operating modes. For example, the selection can be based on the energy cost associated with the operating mode. The recommended operating mode can be based on the output of operation 704 received at operation 606 (e.g., with...). Figure 6 The output at position 608 corresponds to the operation.

[0211] At operation 708, an output indicating the recommended operating mode (which may also be referred to herein as the selected operating mode) is provided. The output can be provided as a signal to indicate the recommended operating mode of the system. In some examples, the output causes the thermal management system 100 to switch to the selected operating mode.

[0212] Selecting a recommended operating mode may include: evaluating each of the compatible operating modes and selecting a recommended operating mode based on the evaluation. Evaluating the operating mode may include one or more of the following: assessing whether the operating mode is consistent with the indicated heat transfer requirements (e.g., whether it is consistent with the target rate or magnitude of heat transfer indicated by the heat transfer requirements); assessing the degree to which the operating mode is consistent with the heat transfer requirements; and assessing the energy costs associated with the operating mode. Energy costs may be based on, for example, one or more of the following: the energy usage associated with the operating mode; and the heat transferred to the environment according to the operating mode.

[0213] In some examples, the assessment may include: assessing the energy costs associated with one or more compatible operating modes; and assessing whether heat transfer requested by the heat demand side can be achieved in one or more compatible operating modes. In some examples, if the rate at which heat can be transferred to the corresponding component in a candidate operating mode corresponds to the corresponding indicated target rate of heat transfer, then the heat transfer requested by each component is achievable in that candidate operating mode (e.g., the requested heat transfer may be indicated in the operating status information). In some examples, if the amount of energy that can be transferred to the corresponding component in a candidate operating mode corresponds to the corresponding indicated amount of heat energy, then the heat transfer requested by each component is achievable in that candidate operating mode.

[0214] In some examples, the components requesting heat transfer have corresponding target operating temperature ranges, and the heat transfer requested by each component can be achieved in the candidate operating mode if the amount of energy that can be transferred to the corresponding component causes the temperature of the corresponding component to be within its corresponding target operating temperature range.

[0215] In some examples, the operating status information indicates the target thermal energy transfer of the components, and the evaluation of whether the thermal energy transfer requested by each component can be achieved in the candidate operating mode includes: obtaining a thermal balance value based on the aggregation of the target thermal energy transfer of the components that are in thermal connection in the candidate operating mode (via the thermal management system 100); and determining whether the target thermal energy transfer is satisfied in the candidate operating mode based on the thermal balance value.

[0216] By determining whether an operating mode is a compatible operating mode before performing the evaluation, it is possible to avoid evaluating operating modes that are not compatible. In other words, in some examples, evaluation can be performed only on operating modes that are determined to be compatible.

[0217] In some examples, evaluating a compatible operating mode may require more computational resources (e.g., memory, processor cycles, etc.) than determining whether an operating mode is compatible (e.g., evaluating an operating mode requires more computational resources than comparing at least one thermal indicator with the operating mode information of the operating mode). Therefore, for operating modes that do not supply heat to thermal demand ends below their target operating temperature range and do not remove heat from thermal demand ends above their target operating temperature range, the (relatively) computationally demanding evaluation of the operating mode can be avoided.

[0218] In some examples, selecting a recommended operating mode includes: evaluating each operating mode from the compatible operating modes, and selecting a recommended operating mode based on the evaluation. For one or more compatible operating modes, the evaluation may include: obtaining the energy cost associated with the corresponding operating mode of one or more compatible operating modes.

[0219] Figure 7 The illustrated method 700 is suitable for rapidly considering a large number of operating modes to select the operating mode to be implemented. This may be particularly beneficial for real-time use in vehicles with limited onboard computing resources, but other possibilities are also envisioned. In some examples, method 700 can be repeated during the operation of electric vehicle 200 (e.g., when electric vehicle 200 is in motion) to reassess whether the current operating mode is still the desired operating mode. For example, method 700 can be repeated at regular intervals (e.g., intervals corresponding to the time steps of the vehicle control system) to select an operating mode. In some examples, method 700 can be executed in response to other triggers rather than periodically, or in any form other than periodically. For example, method 700 can be executed in response to changes in the condition of electric vehicle 200, such as changes in driving mode or changes based on average driving speed. Similarly, for example, if it is determined that battery 204 needs to be pre-processed, i.e., heated in preparation for charging, a selection can be performed.

[0220] If the corresponding heat demand is above the target operating temperature range of that heat demand, each heat indicator may include a high indicator; if the corresponding heat demand is below the target operating temperature range of that heat demand, each heat indicator may include a low indicator; or if the corresponding heat demand is within the target operating temperature range of that heat demand, each heat indicator may include a range indicator. A heat indicator may include a field for storing one of the high, low, and range indicators.

[0221] In some examples, the high indicator, low indicator, and range indicator can be mutually exclusive, such that at any given time, the heat demand side is associated with no more than one of the high indicator, low indicator, and range indicator. In the examples, each of at least one heat demand side is associated with exactly one of the high indicator, low indicator, and range indicator at any given time.

[0222] In some examples, one of the high indicator, low indicator, and range indicator can be stored in a field of the thermal indicator, where the field stores the value or symbol indicating one of the high, low, and range indicators, for example, by storing one of a first symbol, a second symbol, or a third symbol (or a first value, a second value, or a third value). The first value or first symbol indicates that the corresponding thermal demand is below the target operating temperature range of that thermal demand, the second value or second symbol indicates that the corresponding thermal demand is above the target operating temperature range of that thermal demand, and the third value or third symbol indicates that the corresponding thermal demand is within the target operating temperature range of that thermal demand.

[0223] For example, the first value or first sign can be -1, the second value or second sign can be +1, and the third value or third sign can be 0. Therefore, the high indicator can be +1, the low indicator can be -1, and the range indicator can be 0. However, other values ​​or signs can be used. Furthermore, in some examples, the first value can be negative, the second value can be positive, and the third value can be 0 (here, 0 is considered unsigned and neither positive nor negative, making neither the first nor the second value zero). Therefore, the high indicator can be positive, the low indicator can be negative, and the range indicator can be 0. In some examples, the negative or positive numbers representing the first and second values ​​can correspond to the amount of heat energy to be transferred to or from the heat demand side, or the rate at which heat energy is transferred to or from the heat demand side. In some examples, the number can indicate the temperature difference between the current temperature of the heat demand side and the target operating temperature (or target operating temperature range) of the heat demand side.

[0224] The absolute values ​​of the high and low indicators can indicate the target rate of heat transfer from or to the heat demand side, respectively. Similarly, in some examples, the absolute values ​​of the high and low indicators can indicate the amount of heat energy to be transferred from or to the heat demand side. For example, the high and low indicators can indicate excess or insufficient heat energy in the associated heat demand side, respectively. In some examples, the high and low indicators can originate from or be based on the difference between the current temperature of the heat demand side and its target operating temperature.

[0225] Regarding the energy transfer requested by the heat demander, the meaning of the range indicator depends on whether the heat demander can be used to store excess heat energy (i.e., whether the heat demander is designated as a heat storage component). Whether the heat demander is designated as a heat storage component can be a predetermined state fixed for the heat demander, or it can be included in the operating status information.

[0226] Therefore, when a corresponding heat demand end is designated as a heat storage component, the heat indicator for that heat demand end can correspond to the following: an indication that heat energy is requested by the corresponding heat demand end (e.g., required or necessary heat energy transfer to the heat demand end when the heat demand end is below its target operating temperature range); an indication that the corresponding heat demand end has excess heat energy (e.g., required or necessary heat energy transfer from the heat demand end when the heat demand end is above its target operating temperature range); or an indication that the corresponding heat demand end is capable of receiving or supplying heat energy (e.g., optional heat energy transfer is possible when the heat demand end is within its target operating temperature range). Each of these indications can be associated with a corresponding value of a field (e.g., -1, +1, or 0, respectively).

[0227] When the corresponding heat demand end is designated as a non-thermal storage component, the heat indicator for the corresponding heat demand end may correspond to the following: as described above, an indication that heat energy is requested by the corresponding heat demand end and an indication that the corresponding heat demand end has excess heat energy; or an indication that no heat energy is to be transferred to or from the heat demand end (e.g., the heat demand end is within its target operating temperature range and will be maintained at its current temperature). Each of these indications may be associated with a corresponding value of a field (e.g., -1, +1, or 0, respectively).

[0228] Therefore, it is possible to efficiently and intuitively indicate whether a component (i) acts as a sink, (ii) acts as a source, (iii) can be used as a sink or source, or (iv) cannot be used as either a heat sink or a heat source.

[0229] As described above, mode information for the operating mode is obtained. For each operating mode, this mode information includes: a thermal standard for each heat demand terminal (at least a subset of the heat demand terminals). The thermal standard indicates whether the operating mode is compatible with the corresponding heat demand terminal above, below, or within the target operating temperature range of that heat demand terminal.

[0230] As described above, each thermal standard can have a first state if the operating mode is compatible with a target operating temperature range above the corresponding heat demand; a second state if the operating mode is compatible with a target operating temperature range below the corresponding heat demand; and a third state if the operating mode is compatible with a target operating temperature range within the corresponding heat demand. The first state may correspond to a high standard, the second state to a low standard, and the third state to a range standard. In some examples, each of the high, low, and range standards can be indicated by a corresponding symbol. For example, a thermal standard can be represented by a field of mode information that stores one of the first, second, or third states (e.g., high, low, or range standard).

[0231] The first, second, and third states can be mutually exclusive, such that for a given operating mode, a thermal criterion is associated with no more than one of the first, second, and third states. In the example, for a particular operating mode, each thermal criterion is associated with exactly one of the first, second, and third states.

[0232] The high and low standards can be numbers with opposite signs, and the standard can be zero within a range. For example, the high and low standards can be positive and negative, respectively. In some examples, the high and low standards are "+1" and "-1", respectively.

[0233] Determining whether an operating mode is a compatible operating mode may include comparing the thermal standard with the thermal indicator.

[0234] In some examples, the thermal standard is consistent with the thermal indicator if the thermal standard is a high standard and the thermal indicator is a high indicator, or if the thermal standard is a low standard and the thermal indicator is a low indicator, or if the thermal standard is a range standard and the thermal indicator is a range indicator.

[0235] In some examples, the thermal indicator has a value of +1, -1, or 0 to indicate whether the thermal demand is above, below, or within the target operating temperature range of the thermal demand, respectively. Similarly, the thermal standard has a value of +1, -1, or 0 to indicate whether the operating mode is compatible with the corresponding thermal demand being above, below, or within the target operating temperature range of the thermal demand. In this case, if the thermal standard and thermal indicator have the same value, a match exists between them.

[0236] An operating mode can be a compatible operating mode if, for each heat demand end, there is a match between the heat standard associated with that heat demand end and the heat indicator associated with that heat demand end in this mode. An evaluation can be performed for all heat demand ends such that if a match exists between the corresponding heat indicator for each heat demand end and the corresponding heat standard for that operating mode, then the operating mode is a compatible operating mode. In some examples, each heat standard for each compatible operating mode is determined to match each corresponding heat indicator.

[0237] In some examples, the thermal indicator has a positive, negative, or zero value to indicate whether the thermal demand is above, below, or within the target operating temperature range of the thermal demand, respectively, and the thermal standard has a value of +1, -1, or 0 to indicate whether the operating mode is compatible with the corresponding thermal demand being above, below, or within the target operating temperature range of the thermal demand, respectively. In this case, a match exists between the thermal standard and the thermal indicator if (i) are both positive, (ii) are both negative, or (iii) are both zero.

[0238] Other representations are possible for thermal indicators and thermal standards, and implementations are not limited to the specific examples herein.

[0239] The thermal management system 100 may include various controllable components. In this document, the description of the state of each controllable element of the thermal management system 100 is referred to as the arrangement of the thermal management system 100.

[0240] Therefore, identifying the layout of the thermal management system allows us to identify the corresponding operating status of each component (or each controllable component) of the thermal management system.

[0241] The configuration described herein defines the thermal connectivity between the first coolant circulation loop 314, the second coolant circulation loop 316, and the refrigerant circuit 408. However, for a particular configuration, various possible arrangements may exist for other components of the thermal management system 100, such as the coolant heater 304. Therefore, each configuration can correspond to multiple arrangements.

[0242] The layout can, for example, identify the valve position of each valve in the thermal management system, whether the heaters in the thermal management system are on or off, and whether the coolers in the thermal management system are on or off.

[0243] In some examples, two or more operating modes may correspond to the same arrangement of the thermal management system 100. For example, an operating mode may be suitable for supplying heat to the battery 204 and thus satisfying a thermal indicator indicating that the battery 204 is cold. However, the same mode may be suitable for situations where the battery 204 is within its target operating temperature range and is therefore able to receive excess heat from other components. However, not all such modes are efficient or suitable in both cases.

[0244] For example, a first arrangement including active battery cooling (e.g., via an external heat exchanger) can be used when the battery is indicated by a corresponding thermal indicator to be above its target operating temperature range. However, the same arrangement may be inefficient when the battery is indicated by the corresponding thermal indicator to be within its target operating temperature range. Therefore, operating modes may include modes corresponding to the first arrangement that are indicated to be compatible with the battery above its target operating temperature. However, operating modes may omit the mode having the first arrangement that is indicated to be compatible with the battery within its target operating temperature range.

[0245] In contrast, a second arrangement for moving heat from the battery to the front electric drive unit can be practical when the battery is indicated to be above its target operating temperature range and the front electric drive unit is indicated to be below its target operating temperature range. The second arrangement can also be practical when the battery is indicated to be within its target operating temperature range and the front electric drive unit is indicated to be below its target operating temperature range, since the heat energy stored on the battery can be transferred to the front electric drive unit. Therefore, the operating mode information can include, corresponding to the second arrangement, an operating mode indicated to be compatible with the battery being above its target operating temperature range and the front electric drive unit being below its target operating temperature range, and the operating mode information can also include, corresponding to the second arrangement, an operating mode indicated to be compatible with the battery being within its target operating temperature range and the front electric drive unit being below its target operating temperature range.

[0246] Therefore, by including multiple operating modes corresponding to the same arrangement, it is possible to reliably determine the arrangement suitable for specific operating conditions, while excluding impractical or inefficient arrangements.

[0247] The physical setup of the thermal management system can be the same in every configuration with the same arrangement of the thermal management system.

[0248] Table 1 shows an example of a subset of operation mode information for a given pattern. In some examples, the number of patterns in the operation mode information may exceed 200. The order of the operation modes in the table is arbitrary. Furthermore, the implementation is not limited to a system or arrangement of components having the indicated parts.

[0249]

[0250] Table 1

[0251] Each row corresponds to an operating mode of the thermal management system 100. The mode column lists the operating modes. This number can be arbitrary.

[0252] The Cooling Mode (CM) column indicates the coupling between the first coolant circulation loop 314 and the second coolant circulation loop 316, as well as the coolant circulation loop including the first heat exchanger 306 (cooler). For example, Cooling Mode 2 can correspond to the first coolant circulation loop 314 and the second coolant circulation loop 316 being thermally connected to each other (so that the battery, the front electric drive unit 202a, the rear electric drive unit 202b, and the first heat exchanger 306 are all in the same thermal loop).

[0253] The cooler column indicates the status of the cooler. For example, a value of "-1" can indicate that the cooler is active and transferring heat from the coolant system to the refrigerant system. A value of "0" can indicate that the first heat exchanger 306 is off and not transferring heat between the coolant system and the refrigerant system. Therefore, the combined cooling mode column and cooler column indicate the configuration of the thermal management system 100. In this example, the cooler column can be viewed as indicating the heat transfer between the coolant system and the refrigerant system from the perspective of the coolant system (e.g., in Table 1, heat is transferred from the coolant system to the refrigerant system, thereby cooling the coolant system and heating the refrigerant system). Alternatively or additionally, a column indicating the heat transfer between the coolant system and the refrigerant system from the perspective of the refrigerant system can be provided. This column will indicate the opposite value of the cooler column (e.g., if the cooler column is "-1", then this column is "+1"; and if the cooler column is "0", then this column is "0").

[0254] The battery column, front (F) EDU column, rear (R) EDU column, and cabin column indicate the thermal standards associated with these heat demand ends, as described above. In some examples, the values ​​of the cabin column can be derived from the state of the components of the climate control system 104. For example, Table 1 gives examples of a cold (value "-1" in Table 1) condenser (condenser column) and an internal evaporator 404 (evaporator column) that does not require heat transfer (value "0" in Table 1). This corresponds to a cabin state where the cabin is cold and is requesting heat transfer to the cabin (e.g., from the external heat exchanger 406 or from the power system thermal management system 102).

[0255] In some examples, the compartment can be considered cold if the condenser 502 is cold and the internal evaporators 404 (or multiple internal evaporators 404) are not requesting heat transfer (i.e., are within their target operating temperature range). The compartment can be considered hot if the condenser 502 is not requesting heat transfer (i.e., is within its target operating temperature range) and the internal evaporators 404 (or at least one internal evaporator 404) are hot. The compartment can be considered within its target operating temperature range if neither the condenser 502 nor the internal evaporators 404 (or all internal evaporators 404) are requesting heat transfer (both are within their respective target operating temperature ranges).

[0256] In some examples, the values ​​in the compartment column can be considered as heat standards. The values ​​in the condenser and evaporator columns can be considered as heat indicators. In this case, the alternative compartment, condenser 502, and internal evaporator 404 can be considered as the heat demand side.

[0257] In some examples, the thermal indicators and / or thermal standards for a compartment can be derived from operational status information. Furthermore, in some examples, the thermal indicators for a compartment are not explicitly calculated.

[0258] Table 2 shows examples of thermal indicators that can be obtained with respect to the system in Table 1. Of the operating modes shown in Table 1, operating modes 65 and 66 are compatible with the thermal indicators in Table 2. Operating modes 65 and 66 have exactly the same values ​​in the columns shown in Table 1, but the differences between operating modes 65 and 66 will be explained below.

[0259]

[0260] Table 2

[0261] Note that, according to the thermal indicator in Table 2, the rear electric drive unit 202b can be used for optional heat transfer. However, this is inconsistent, for example, with the required (or necessary) cooling operating mode 69 indicated for the rear electric drive unit 202b.

[0262] Table 3 shows an expanded version of Table 1 according to some embodiments. The column headers in Table 1 have been abbreviated, and the condenser and evaporator columns have been omitted. The columns are in the same order in Table 3.

[0263]

[0264] Table 3

[0265] The additional columns in Table 3 may include status indicators to identify the arrangement of the thermal management system 100. These columns are merely examples, and additional columns may be included, and some columns shown in Table 3 may be omitted.

[0266] For example, a status indicator can indicate the corresponding functional status of a component of the thermal management system in an operating mode, such as whether the component is on or off in an operating mode, or whether the component is bypassed. For example, a status indicator can indicate whether the coolant heater 304 is on or off, or whether the first heat exchanger 306 (e.g., a radiator) is bypassed in the coolant circuit. In some examples, the status indicator can indicate the component's settings, such as duty cycle or other parameters. For example, it can indicate the power level of the coolant heater 304. In some cases, the status indicator can indicate whether a component acts as a heat source, a heat sink, or neither in an operating mode. In some examples, this can be indicated in a manner similar to the representation of thermal standards; for example, a component that transfers heat to the heat transfer fluid can be represented by a positive value, a component that removes heat from the heat transfer fluid can be represented by a negative value, and a component that does not transfer heat to or from the heat transfer fluid can have a zero value.

[0267] In some examples, the status indication is not used to determine whether a mode is a compatible operating mode, but can be used for subsequent evaluation of compatible operating modes. For example, it can be used to identify active components in the system so that their associated energy costs should be taken into account, or to identify the actuator costs required to switch to that operating mode.

[0268] For example, Table 3 includes an EDU mode column indicating which electric drive units 202 (if any) are bypassed in this mode. For example, EDU mode 0 may correspond to both electric drive units 202 being bypassed. EDU mode 1 may correspond to the rear electric drive unit 202b being bypassed and the front electric drive unit 202a not being bypassed. EDU mode 2 may correspond to the front electric drive unit 202a being bypassed and the rear electric drive unit 202b not being bypassed, and EDU mode 3 may correspond to neither electric drive unit 202 being bypassed. OHX may indicate the status of the external heat exchanger 406. For example, a value "0" may indicate that the external heat exchanger 406 is off and not transferring heat between the refrigerant circuit 408 and the ambient air. Similarly, a value "1" may indicate that the heat exchanger is operating in a heat pump mode for heating the cabin, and a value "-1" may indicate an air conditioning mode for cooling the refrigerant (e.g., for cooling the cabin or battery). When the refrigerant heater (304) is off, the heater can have a value of "0", and when the heater is on, the heater can have a value of "1". The R mode column can indicate the climate control mode and thus identify the valve position in the refrigerant circuit 408. For example, mode "7" in the example in Table 3 can indicate the powertrain heat recovery mode.

[0269] As described above, operating modes 65 and 66 have the same thermal standard. That is, both operating modes apply when the battery and front electric drive unit 202a are above their respective target operating temperatures, the rear electric drive unit 202b is within its target operating temperature range, and the compartment is below its target operating temperature range. These modes are identical, differing only in the EDU mode series. In operating mode 65, the rear electric drive unit 202b is bypassed, and therefore operating mode 65 corresponds to an arrangement where heat energy is not transferred between the rear electric drive unit 202b and the coolant. In contrast, operating mode 66 corresponds to the same mode as operating mode 65, except that the rear electric drive unit 202b is not bypassed. Therefore, in operating mode 65, the rear electric drive unit 202b can act as a heat source or a heat sink (at least one of these).

[0270] In Table 3, operating modes 66, 68, and 69 have identical arrangements (i.e., the same values ​​in the CM column, cooler column, EDU mode column, OHX column, heater column, and R mode column). Operating mode 69 corresponds to both the front electric drive unit 202a and the rear drive unit 202b, which act as the necessary heat energy source. That is, operating mode 69 is suitable when both the front electric drive unit 202a and the rear electric drive unit 202b are above their target operating temperature range. Operating mode 66 differs from operating mode 69 in that the rear electric drive unit 202b is indicated as an optional heat energy source or heat sink (i.e., the rear electric drive unit 202b is within its target operating temperature range). Similarly, operating mode 68 differs from operating mode 69 in that the front electric drive unit 202a is indicated as an optional heat energy source or heat sink (i.e., the front electric drive unit 202a is within its target operating temperature range).

[0271] Therefore, in some examples, for each operating mode, the operating mode information may include an indication of the arrangement of the thermal management system in the corresponding operating mode.

[0272] In some examples, the operating modes include a first operating mode and a second operating mode, the second operating mode having the same thermal system arrangement as the first operating mode, and a first thermal criterion of the first mode indicating that the first operating mode is compatible with a target operating temperature range for the corresponding heat demand end that is higher than the target operating temperature range for that heat demand end, or compatible with a target operating temperature range for the corresponding heat demand end that is lower than the target operating temperature range for that heat demand end, and a first thermal criterion of the second mode indicating that the second operating mode is compatible with the corresponding heat demand end that is within the target operating temperature range for that heat demand end.

[0273] This allows for separate consideration of arrangements where heat demand has optional heat transfer and the same arrangement where heat demand has mandatory heat transfer. It also allows for the omission of inefficient potential operating modes from the list of operating modes.

[0274] The heat transfer to and from components of the thermal management system can be identical in both the first and second operating modes. The first and second operating modes may differ in terms of their indicated compatibility. Therefore, inefficient potential operating modes (e.g., those corresponding to arrangements that are inefficient when heat transfer is optional but efficient when heat transfer is necessary) can be omitted from the multiple operating modes in the operating mode information. In other words, the operating mode information can include multiple operating modes corresponding to the same arrangement of the thermal management system. The operating modes corresponding to the same arrangement may differ in terms of their indicated compatibility. This allows impractical or inefficient potential operating modes to be omitted from the operating mode information.

[0275] In some examples, the recommended operating mode is selected based on a comparison of heat transfer requirements with the heat transfer achievable within the thermal management system according to that operating mode. Achievable heat transfer can be determined based on the aggregation of potential heat sources or heat sinks. The determination of achievable heat transfer can be based on status indications used to identify potential heat sources and heat sinks.

[0276] In some examples, assessing whether the heat transfer requested by each component can be achieved in one or more compatible operating modes may include: assessing the heat transfer requirement and the heat transfer that can be achieved for each thermal loop in that operating mode.

[0277] Such as about Figures 4A to 4F As described, each operating mode can be associated with a corresponding set of thermal loops, each thermal loop comprising a group of components that are in thermal communication with each other via a thermal management system in that operating mode. Comparing the heat transfer requirements with the heat transfer achievable in the operating mode can include, for each thermal loop in the set of thermal loops associated with that operating mode, determining whether the heat transfer achievable in the thermal loop is consistent with the heat transfer requirements of the components in the thermal loop. For example, in Figure 4AIn the illustrated mode, the achievable heat transfer in the first thermal loop 402a is compared with the heat transfer requirement associated with the first thermal loop 402a; the achievable heat transfer in the second thermal loop 402b is compared with the heat transfer requirement associated with the second thermal loop 402b; and the achievable heat transfer in the third thermal loop 402c is compared with the heat transfer requirement associated with the third thermal loop 402c. In some examples, if it is determined that the achievable heat transfer in each thermal loop of the operating mode is consistent with the heat transfer requirement in each corresponding thermal loop, then the operating mode can be determined to meet the heat transfer requirement. On the other hand, if it is determined that for any thermal loop of the operating mode, the achievable heat transfer in that thermal loop is inconsistent with the heat transfer requirement in that thermal loop, then the operating mode can be determined to not meet the heat transfer requirement.

[0278] A heat transfer requirement may indicate one or more of the following: a corresponding amount of heat transfer requested by the corresponding component requesting heat transfer; and a corresponding rate of heat transfer requested by the corresponding component requesting heat transfer. Therefore, a component's heat transfer requirement may include at least one of the following: an indication of the rate at which heat energy is to be supplied to the component; an indication of the rate at which heat energy is to be extracted from the component; an indication of the amount of heat energy to be supplied to the component; or an indication of the amount of heat energy to be extracted from the component.

[0279] In some examples, if in the operating mode the amount of energy that can be transferred to the corresponding component corresponds to the amount of heat energy indicated accordingly, then the heat energy transfer requested by each component can be achieved in that operating mode. In some examples, if in the operating mode energy can be transferred to the corresponding component at a rate corresponding to the rate indicated by the heat energy transfer accordingly, then the heat energy transfer requested by each component can be achieved in that operating mode.

[0280] Where the heat transfer demand indicates a target rate of heat transfer, the heat transfer demand can indicate a target rate of heating or cooling at the heat demand end so that the operating mode is considered satisfactory. Therefore, for each thermal loop in the operating mode, comparing the heat transfer demand with the heat transfer achievable in the operating mode can include: obtaining an indication of the achievable heat transfer rate in the thermal loop; obtaining an indication of the target heat transfer rate in the thermal loop; and comparing the indicated achievable heat transfer rate with the target heat transfer rate. In some examples, the target heat transfer rate at the heat demand end can be determined based on the temperature of the heat demand end and a target operating temperature range for the heat demand end. In some examples, the target heat transfer rate can be based on a model of the heat demand end. In some examples, the target heat transfer rate can be obtained from a lookup table. In some examples, the heat transfer demand at the heat demand end can be based on the difference between the current temperature of the heat demand end and the target operating temperature or target operating temperature range associated with the heat demand end. In some examples, the target heat transfer rate can be a fixed value for the corresponding heat demand end.

[0281] When a component has a target operating temperature range, the target operating temperature of the component can be either the highest or lowest point within that range. The target operating temperature can be the highest or lowest point within the target operating temperature range that is closest to the component's current temperature. For example, if the component is above its target operating temperature range, the target operating temperature can be the highest point within that range; and if the component is below its target operating temperature range, the target operating temperature can be the lowest point within that range.

[0282] When the heat transfer demand indicates the amount of heat energy to be transferred, the heat transfer demand can indicate the amount of heat energy to be supplied to or removed from the heat demand end to keep the heat demand end within its target operating temperature range. Therefore, for each thermal loop in an operating mode, comparing the heat transfer demand with the heat transfer achievable in that operating mode can include: obtaining an indication of the amount of heat energy available in the thermal loop; obtaining an indication of the amount of heat energy required in the thermal loop; and comparing the indicated amount of available heat energy with the indicated amount of heat energy required.

[0283] If there is more than one heat transfer requirement, then the operating mode can be considered to meet the heat transfer requirement if it meets all the heat transfer requirements.

[0284] Comparing the heat transfer requirement with the achievable heat transfers can be performed before obtaining the energy cost, and the operating mode can be indicated as accepted or rejected based on this comparison. In this case, the accepted operating modes include one or more operating modes for which the energy cost needs to be determined. Therefore, the rejection of an operating mode can be determined based on the achievable heat transfers before obtaining the associated energy cost, thus avoiding the determination of the energy cost associated with rejected operating modes. This can improve computational efficiency, especially when obtaining the energy cost associated with an operating mode uses more computational resources than determining whether an operating mode is accepted or rejected. In some examples, the energy cost is not obtained for rejected operating modes.

[0285] In some examples, selecting a recommended operating mode may include determining whether the heat transfer requirement is met under the operating mode. In some examples, when the operating mode does not meet the heat transfer requirement, the extent to which the operating mode does not meet the heat transfer requirement can be determined. Information about the extent to which the operating mode does not meet the heat transfer requirement can be used to select a recommended operating mode. For example, if it is determined that none of the operating modes meet the heat transfer requirement, the operating mode that is closest to meeting the heat transfer requirement can be selected.

[0286] In some examples, selecting a recommended operating mode may include: determining the difference between a target heat transfer rate and the heat transfer rate achievable in that operating mode when the operating mode does not meet the heat transfer requirements. In some examples, selecting a recommended operating mode may include: determining the difference between the amount of energy to be transferred according to the heat transfer requirements and the amount of energy transferred (or capable of being transferred) in that operating mode when the operating mode does not meet the heat transfer requirements.

[0287] Energy cost can indicate one or more of the following: the energy requirement for switching to the appropriate operating mode; and the energy requirement for operating the thermal management system in the appropriate operating mode. In some examples, the heat energy transferred from the vehicle in that operating mode may also be considered. For example, the energy cost associated with an operating mode may include one or more of the following: a heat cost value representing the amount of heat energy transferred from the vehicle in that operating mode; and an actuator energy cost value representing the energy cost associated with operating the thermal management system in that operating mode.

[0288] The energy cost associated with a component can be determined by taking into account the component's operating parameters or predicted operating parameters in that operating mode. For example, if the operating mode would cause an increase in battery temperature, the change in internal resistance and associated losses can be considered when obtaining the energy cost associated with operating the battery in that mode. Similarly, the torque losses of the electric drive unit can be considered when obtaining the energy cost associated with the electric drive unit.

[0289] The actuator energy cost value associated with the operating mode can represent at least one of the following: the energy cost of operating the compressor according to the operating mode; the valve actuation energy cost associated with the operating mode; the vehicle resistance cost associated with operating the heat exchanger according to the operating mode; the energy cost of operating the pump according to the operating mode; and the energy cost of operating the fan according to the operating mode.

[0290] Energy costs can be obtained, for example, from a lookup table, or by using a model of the thermal management system 100.

[0291] In some examples, actuator energy costs may include any energy associated with operating the thermal management system 100, such as the energy cost required to operate the compressor of the refrigerant circuit 408 to supply refrigerant to the first heat exchanger 306, or the resistance cost associated with providing airflow to an external heat exchanger. Examples of actuator energy costs associated with an operating mode may include: the energy cost of operating the compressor according to that operating mode; the valve actuation energy cost associated with that operating mode; vehicle resistance costs associated with operating the heat exchanger according to that operating mode (e.g., vehicle resistance associated with active blade management); the energy cost of operating the pump according to that operating mode; and the energy cost of operating the fan according to that operating mode. Certain actuators in the thermal management system 100, such as pumps, compressors, fans, etc., may have associated duty cycle or activation level settings to meet the heat transfer requirements of components when the thermal management system 100 operates in a particular operating mode. Actuator energy costs may also be calculated based on the duty cycle to provide a more accurate determination of the energy associated with operating the actuator.

[0292] The energy cost of each operating mode can be determined using a predictive model of the thermal management system 100. In some embodiments, the predictive model of the thermal management system 100 may include multiple predictive models, each associated with a corresponding sub-component of the thermal management system 100. Therefore, the energy cost of each actuator can be calculated using a model of the corresponding actuator, which defines the relationship between one or more operating parameters of the thermal management system 100 and the energy cost associated with the actuator. For example, a predictive model of the compressor of the refrigerant circuit 408 can make it possible to determine the energy cost of operating the compressor based on certain operating parameters such as duty cycle. Each model can be determined empirically or through simulation of the thermal management system 100 and the climate control system 104. In some embodiments, the model of each actuator can be stored as a lookup table (LUT) that associates one or more operating parameters of the actuator with the associated actuator energy cost.

[0293] Similarly, predictive models can be provided for the first and second heat exchangers and the external heat exchanger of the refrigerant circuit 408 to enable the determination of the heat energy to be transferred from the vehicle to the external environment based on one or more measured parameters. For example, the heat discharged from the second heat exchanger 308 to the external environment can be predicted based on one or more of the following: the ambient temperature of the external environment; the flow rate and / or temperature of the coolant through the second heat exchanger 308; the functional state of the fan associated with the second heat exchanger 308, etc.

[0294] In implementations, the actuator energy cost of an operating mode can be determined by summing all actuator energy costs associated with operating the thermal management system 100 in that operating mode to meet the heat transfer requirements of components. In some examples, the energy cost associated with an operating mode can be calculated by summing the actuator energy cost with other energy costs, such as thermal costs associated with components such as batteries and electric drive units. For example, in cases where the operating mode would cause an increase in battery temperature, changes in internal resistance and associated losses can be determined. Similarly, torque losses of the EDU can be calculated. In some examples, the total amount of heat energy transferred from the vehicle via the external heat exchangers of the second heat exchanger 308 and the refrigerant circuit 408 can be considered when evaluating energy costs.

[0295] By assessing the energy costs associated with the corresponding operating modes, the selection of operating modes can improve energy efficiency, for example, by avoiding operating modes with high energy costs, compared to temperature-based methods. This can reduce the amount of energy that would otherwise be drawn from the traction battery, thereby increasing driving range and correspondingly improving the user experience.

[0296] Furthermore, by determining the energy costs associated with switching to and / or maintaining an operating mode, such as the energy required to supply actuators, heating elements, compressors, etc., an operating mode can be selected that helps avoid unnecessary energy usage.

[0297] In some examples, energy costs can be based in part on status indications in the operating mode information. Status indications can be used to determine which components are active in the operating mode and therefore increase energy costs. For example, heaters, compressors, etc., can be active and have associated energy costs when active, and can be indicated as active or inactive in the status information.

[0298] By employing a system-wide energy approach for multiple vehicle components, taking into account their thermal requirements, the amount of heat energy retained in the vehicle for use by other systems and components can be maximized or at least significantly increased compared to a temperature-based approach. This can be achieved, for example, by avoiding the dissipation (to the external environment) of heat generated in the traction battery during operation that could be usefully transferred to another system, such as the climate control system 104. This increase in retained heat energy reduces the amount of electrical energy that would otherwise be drawn from the traction battery to provide heat to other systems (e.g., via the coolant heater 304), thereby improving the efficiency of energy use in the electric vehicle, resulting in increased driving range and a correspondingly improved user experience.

[0299] In some examples, the selection of operating mode may take into account the vehicle's thermal requirements and the energy costs associated with those operating modes. For example, the operating mode with the lowest energy cost among those that meet the thermal transfer requirements may be selected. In another example, for instance, if it is determined that no operating mode meets the thermal transfer requirements, the operating mode that most closely meets those requirements may be selected.

[0300] By assessing the energy costs associated with various operating modes, it is possible to avoid selecting modes that are unnecessarily associated with high energy costs, thereby providing improved efficiency. Furthermore, by ensuring that various operating modes meet heat transfer requirements, the effectiveness of the thermal management system can be maintained.

[0301] Figure 8Method 800 according to some examples is shown. At operation 802, operation status information and operation mode information are received, and at operation 804, a first operation mode is selected as the current operation mode. At operation 806, it is determined whether the current operation mode is a compatible operation mode. If the operation mode is a compatible operation mode, the method proceeds to operation 808, where it is determined whether the current operation mode satisfies one or more heat transfer requirements. If the current operation mode is determined to satisfy one or more heat transfer requirements, the method proceeds to operation 810, where the energy cost of the current operation mode is determined. Then, the method proceeds to operation 812. If it is determined at operation 806 that the current operation mode is not a compatible operation mode, the method also proceeds to operation 812. Similarly, if it is determined at operation 808 that the current operation mode does not satisfy one or more heat transfer requirements, the method proceeds to operation 812. At operation 812, it is determined whether any other operation modes exist. If other operating modes exist to consider, the method proceeds to operation 814, where the next operating mode is selected as the current operating mode, and the method returns to operation 806. If it is determined at operation 812 that all operating modes to be considered have been considered, the method proceeds to operation 816, where a recommended operating mode is selected. The recommended operating mode can be selected from operating modes for which energy costs have been determined. In some examples, the operating mode with the lowest cost can be selected as the recommended operating mode. In some examples, the recommended operating mode can be selected based on a cost function, where the cost function is based on the energy cost of the operating mode and potentially on other factors. In some examples, where energy costs are not determined, for example, if it is determined at operation 808 that no operating mode satisfies one or more heat transfer requirements, the operating mode can be selected at operation 816 based on the performance of the operating mode relative to one or more heat transfer requirements. For example, the operating mode that best satisfies (e.g., most closely satisfies) one or more heat transfer requirements can be selected as the recommended operating mode. Figure 8For example, for operating modes that are not compatible with other operating modes, it is possible to avoid determining whether the operating mode satisfies one or more heat transfer requirements. Similarly, for operating modes that do not satisfy one or more heat transfer requirements, it is possible to avoid determining energy costs. This leads to the efficient selection of a recommended operating mode based on various considerations such as the suitability of the operating mode and the energy cost associated with it. In some examples, determining the energy cost associated with an operating mode may (on average) require more computational resources than determining whether the operating mode satisfies one or more heat transfer requirements. Similarly, determining whether an operating mode satisfies one or more heat transfer requirements may (on average) require more computational resources than determining whether the operating mode is a compatible operating mode. In such cases, Figure 8 Method 800 is particularly efficient.

[0302] In alternative arrangements, an assessment of the energy transfer rate / quantity can be performed before determining the compatible operating mode, such that rejected modes are identified before the compatible operating mode is determined, and the compatible operating mode is selected from the never-rejected modes. Then, the selection of a recommended operating mode can be performed, for example, based on the energy cost associated with the compatible operating mode. In other examples, a set of operating modes can be selected based on the energy cost of the operating modes, and a compatible operating mode can be selected from this set of operating modes. Then, the recommended operating mode can be selected from the compatible operating modes, for example, based on the energy transfer rate / quantity. In some examples, each stage can occur sequentially. For example, in... Figure 8In method 800, a list of compatible operating modes can be determined, followed by accepting or rejecting an operating mode based on the amount / rate of heat transfer, and then selecting an operating mode based on energy cost. Each stage can be completed before the next stage begins, such that a complete list of compatible operating modes is determined before the evaluation based on the amount / rate of heat transfer. This evaluation can be completed before determining the energy cost associated with the operating mode. Alternatively, these stages can be performed in parallel. For example, when a mode is determined to be a compatible operating mode, the evaluation based on the amount / rate of heat transfer can be performed immediately (or can be queued immediately for execution), while other operating modes continue to be evaluated regarding their compatibility. Similarly, when an operating mode is determined to be compatible with the amount / rate of heat transfer, the energy cost associated with that operating mode can be determined immediately (or can be queued immediately for determination), while the evaluation of other operating modes regarding the amount / rate of heat transfer continues to be evaluated. In some examples, the method may include identifying one or more unavailable operating modes and excluding these operating modes from consideration. For example, an external heat exchanger may not function below a certain temperature. In such cases, when it is determined that an external heat exchanger is ineffective, for example due to very low temperatures, the operating mode using an external heat exchanger can be omitted from consideration. More generally, if the conditions determined to make an operating mode unusable are met, that operating mode can be removed from consideration. In some examples, the determination of an unusable operating mode can be performed before determining a compatible operating mode. However, other possibilities are also envisioned. Some methods and systems described herein can be implemented by one or more processors that process program code retrieved from a storage medium such as a non-transitory storage medium.

[0303] Figure 9 An example of an apparatus 900 is shown, comprising a computer-readable storage medium (e.g., memory device 110) coupled to at least one processor 108. The computer-readable medium 110 can be any medium that can contain, store, or maintain programs and data for use by or in conjunction with an instruction execution system. The computer-readable medium 110 can include any of a number of physical media such as, for example, electronic, magnetic, optical, electromagnetic, or semiconductor media. More specific examples of suitable machine-readable media include, but are not limited to: hard disk drives, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory, or portable optical discs. Figure 9 In the middle, the computer-readable storage medium 110 includes a means for performing and Figure 6The program code 112 of method 600 corresponding to the illustrated implementation is as follows: (602) obtaining a corresponding thermal indicator for each of the at least one thermal demand terminals, the corresponding thermal indicator indicating whether the corresponding thermal demand terminal is above the target operating temperature range of the thermal demand terminal, below the target operating temperature range of the thermal demand terminal, or within the target operating temperature range of the thermal demand terminal; (604) obtaining operation mode information of multiple operation modes of the thermal management system, for each operation mode, the operation mode information including a corresponding thermal standard for each of the at least one thermal demand terminals, each thermal standard indicating whether the operation mode is compatible with the corresponding thermal demand terminal being above the target operating temperature range of the thermal demand terminal, below the target operating temperature range of the thermal demand terminal, or within the target operating temperature range of the thermal demand terminal; (606) selecting one or more compatible operation modes among multiple operation modes based on a comparison between at least one thermal indicator and the operation mode information of each operation mode; and (608) providing an output indicating the selected one or more compatible operation modes.

[0304] Device 900 may be included in controller 106 of electric vehicle 200, for example, Figure 2 As shown.

[0305] It will be understood that various changes and modifications can be made to the embodiments of the present invention without departing from the scope of this application.

Claims

1. A method for controlling a thermal management system of an electric vehicle, the electric vehicle including one or more thermal demand terminals, each thermal demand terminal having a corresponding target operating temperature range, the method comprising: For each of the at least one heat demand terminals, a corresponding heat indicator is obtained, which indicates whether the corresponding heat demand terminal is above the target operating temperature range of the heat demand terminal, below the target operating temperature range of the heat demand terminal, or within the target operating temperature range of the heat demand terminal. The operation mode information of the thermal management system is obtained for multiple operation modes. For each operation mode, the operation mode information includes a corresponding thermal standard for each of the at least one heat demand end. Each thermal standard indicates whether the operation mode is compatible with the corresponding heat demand end above its target operating temperature range, or with the corresponding heat demand end below its target operating temperature range, or with the corresponding heat demand end within its target operating temperature range. Based on a comparison between at least one thermal indicator and the operation mode information of each operation mode, one or more compatible operation modes are selected from the plurality of operation modes; as well as Provides output indicating one or more compatible operating modes selected.

2. The method according to claim 1, wherein, The one or more compatible operating modes are selected based on the following: in the compatible operating mode, each thermal standard is determined as a corresponding thermal indicator that satisfies each of the at least one thermal demand end of the thermal management system.

3. The method according to claim 1 or 2, wherein, Each thermal standard has a first state, provided that the operating mode is compatible with the corresponding thermal demand at a temperature higher than its target operating temperature range. Each thermal standard has a second state, provided that the operating mode is compatible with the corresponding heat demand side below its target operating temperature range. Each thermal standard has a third state provided that the operating mode is compatible with the corresponding thermal demand side within its target operating temperature range.

4. The method according to any one of claims 1 to 3, wherein, In this operating mode, the heat demand side does not act as a heat source or heat sink; And / or When the heat demand side is determined to be an optional heat source or optional heat sink in this operating mode. The thermal standard indicates that the operating mode is compatible with the corresponding heat demand side within its target operating temperature range.

5. The method according to any one of claims 1 to 4, wherein, For each operating mode, the operating mode information includes an indication of the arrangement of the thermal management system in the corresponding operating mode, wherein identifying the arrangement of the thermal management system identifies the corresponding functional state of each component of the thermal management system in that operating mode, and wherein... The operating modes include a first operating mode and a second operating mode, wherein the second operating mode has the same arrangement of the thermal management system as the first operating mode. The first thermal standard of the first mode indicates that the first operating mode is compatible with the corresponding heat demand side above its target operating temperature range, or compatible with the corresponding heat demand side below its target operating temperature range, and The first thermal standard of the second mode indicates that the second operating mode is compatible with the corresponding heat demand side within its target operating temperature range.

6. The method according to any one of claims 1 to 5, wherein the method comprises: Obtain the output indicating one or more compatible operating modes selected; Select a recommended operating mode from the compatible operating modes, and the recommended operating mode shall be implemented in the thermal management system; as well as Provides an output indicating the recommended operating mode.

7. The method according to claim 6, wherein, Selecting a recommended operating mode involves evaluating each of the compatible operating modes and selecting the recommended operating mode based on the evaluation. Wherein, for one or more of the compatible operating modes, the evaluation includes at least one of the following: Assess the energy costs associated with one or more of the compatible operating modes, and Evaluate whether the heat transfer requested by each component can be achieved in one or more compatible operating modes.

8. The method of claim 7, comprising: Obtain operational status information indicating the heat transfer requested by each component, wherein the heat transfer requested by each component indicates the target rate of heat transfer to and from each component requesting heat transfer, wherein... If, in a compatible operating mode, the rate at which heat energy can be transferred to each component corresponds to the corresponding target rate of heat energy transfer indicated, then the heat energy transfer requested by each component can be achieved in this compatible operating mode.

9. The method according to claim 7 or 8, wherein, For each of the multiple operating modes, the operating mode information includes a status indicator indicating the corresponding functional state of each component of the thermal management system in that operating mode, and... The evaluation of each of the selected one or more operating modes is performed based on the status indication of that operating mode.

10. The method according to any one of claims 1 to 9, wherein, Each operating mode is associated with the following: The thermal management system includes corresponding coolant configurations for its cooling system, wherein each coolant configuration defines the flow direction of the heat transfer fluid to at least one component of the cooling system; and The thermal management system has corresponding refrigerant configurations for its refrigerant system, wherein each refrigerant configuration defines the flow direction of the heat transfer fluid to at least one component of the refrigerant system.

11. The method according to claim 10, wherein, Each operating mode is also associated with a corresponding functional state of the thermal link component of the thermal management system, which can switch between a first functional state and a second functional state. In the first functional state, the thermal link component provides thermal connectivity between the cooling system and the refrigerant system, while in the second functional state, the thermal link component does not provide thermal connectivity between the cooling system and the refrigerant system.

12. A control system for controlling a thermal management system of an electric vehicle, the control system comprising one or more processors configured to perform the method according to any one of claims 1 to 11.

13. A computer-readable instruction that, when executed by one or more processors, causes the one or more processors to perform the method according to any one of claims 1 to 11.

14. A computer-readable medium comprising computer-readable instructions that, when executed by a processor, cause to perform the method according to any one of claims 1 to 11.

15. A vehicle comprising: The control system according to claim 12; as well as The thermal management system is communicatively coupled to the control system.

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