An adaptive defogging and battery thermal management collaborative control system and method

Abstract

The application discloses a self-adaptive defogging and battery thermal management cooperative control system and method, which is especially suitable for defogging control of an R290 secondary heat exchange system architecture, and comprises the following steps: collecting in real time vehicle indoor temperature and humidity, vehicle window glass temperature and vehicle outdoor environment temperature data; determining a vehicle window fogging risk level according to the collected vehicle indoor temperature and humidity and vehicle window glass temperature; determining a current defogging working condition in combination with the vehicle outdoor environment temperature; acquiring in real time a power battery residual capacity, temperature and charging and discharging power demand; determining a current power battery heating or cooling demand according to the acquired power battery residual capacity, temperature and charging and discharging power demand; determining a current defogging mode based on a preset defogging mode judgment rule according to the current defogging working condition and the current power battery heating or cooling demand, and generating a corresponding defogging and battery thermal management cooperative control strategy; and monitoring an abnormal state in the defogging and battery thermal management cooperative control process, and executing a safety protection action when the abnormal state is detected.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology for new energy vehicles, specifically to an adaptive defogging and battery thermal management collaborative control system and method. Background Technology

[0002] Fogging windows are a frequent safety concern for electric vehicles: occupants' breathing and humid air increase cabin humidity, and when the windshield temperature is below the air dew point, water vapor easily condenses, obstructing the driver's view. Current mainstream automatic defogging technologies fall into two main categories, one compatible with traditional refrigerant-based air conditioning and the other with conventional heat pump systems. Both solutions have significant shortcomings and cannot be adapted to the integrated thermal management architecture of a secondary-loop heat pump.

[0003] The first category is the traditional R134a / R1234yf single-cooling / single-PTC air conditioning defogging solution. This solution relies on the compressor's start-stop cooling and dehumidification, and the PTC electric heater's heating to achieve defogging. The control logic is simple, but it has two inherent defects: First, the temperature and humidity regulation accuracy is poor, and the decoupling control of dehumidification and heating cannot accurately match the cabin comfort range; second, the energy consumption disadvantage is prominent. In winter, the low temperature relies entirely on PTC heating for defogging. The electric heating energy efficiency ratio is less than 1, which will consume a lot of power battery power and directly shorten the winter driving range of pure electric vehicles by 30% to 50%.

[0004] The second category is the independent defogging solution for conventional heat pump air conditioning. Conventional heat pumps have heat transfer capabilities, and their heating energy consumption is far lower than that of pure PTC. They can achieve basic dehumidification and defogging functions, but the control strategy design is relatively crude, lacking fine-grained zoning for all-season operating conditions, and also suffers from system fragmentation. Firstly, the adaptability to operating conditions is poor. In the low-load range of 0~25℃ in spring and autumn, simple cooling and dehumidification will result in excessively low outlet air temperature, while simple heat pump heating will result in excessively hot outlet air. It is difficult to maintain the outlet air temperature stably within the comfortable range of 15~35℃, which can easily lead to discomfort such as cold air stimulation and stuffiness. In the high-temperature and high-humidity environment of summer, dehumidification will encroach on the cabin cooling load, resulting in a contradiction between slow cooling and incomplete defogging. In the extremely low temperatures of winter, the heating capacity of the heat pump decreases, and relying solely on a fixed threshold to activate PTC auxiliary heating cannot dynamically match the fogging risk level to adjust the heat pump output, resulting in significant energy efficiency loss. Secondly, the thermal management systems are independent of each other. The existing defogging control logic is designed only around the air conditioning needs of the passenger compartment and is completely decoupled from the power battery cooling / heating circuit. During vehicle operation, the needs for defogging and battery temperature control often occur simultaneously. For example, the battery needs to be cooled during fast charging and preheated during low-temperature starts. These two systems independently control the compressor, electronic expansion valve, multi-way water pump, three-way valve, and other actuators. These components cannot work collaboratively, deviating from their optimal energy efficiency operating points for extended periods, resulting in significant waste of heat and cooling capacity and a reduction in overall vehicle thermal management efficiency of over 10%. Thirdly, there is a lack of targeted safety control for flammable refrigerants. Existing heat pump defogging algorithms are all developed based on non-flammable refrigerants and do not include coordinated control strategies for scenarios such as leaks and diffusion of flammable refrigerants, ignition source isolation, and rapid venting after leaks. If a heat exchanger or pipeline leaks, flammable refrigerant gas can easily accumulate in the confined spaces of the engine compartment and air conditioning unit. Contact with ignition sources such as PTC, high-voltage relays, and motor contacts poses a risk of fire and explosion, failing to meet vehicle safety regulations.

[0005] In summary, existing conventional heat pump defogging control strategies cannot simultaneously address the four major industry pain points of all-season driving comfort, vehicle energy consumption optimization, battery thermal management coordination, and flammable refrigerant safety management. They are also difficult to adapt to the new generation of integrated vehicle thermal management platforms. There is an urgent need for a new defogging control solution that is adaptive, multi-coordinated, and has built-in safety protection. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the aforementioned background technology and provide an adaptive, multi-cooperative, and self-protected defogging and battery thermal management collaborative control system and method.

[0007] To achieve this objective, the adaptive defogging and battery thermal management coordinated control system designed in this invention includes:

[0008] The environmental perception module is used to collect real-time data on the temperature and humidity inside the vehicle, the temperature of the window glass, and the ambient temperature outside the vehicle. Based on the real-time collected data on the temperature and humidity inside the vehicle and the temperature of the window glass, it determines the risk level of window fogging and, in conjunction with the ambient temperature outside the vehicle, determines the current defogging condition.

[0009] The battery monitoring module is used to acquire the remaining power, temperature and charging / discharging power requirements of the power battery in real time. Based on the acquired remaining power, temperature and charging / discharging power requirements of the power battery, it determines the current heating or cooling requirements of the power battery.

[0010] The collaborative decision-making module is used to determine the current defogging mode based on the current defogging condition and the current heating or cooling demand of the power battery, and to generate a corresponding collaborative control strategy for defogging and battery thermal management based on preset defogging mode judgment rules.

[0011] Furthermore, the adaptive defogging and battery thermal management collaborative control system also includes a safety control module, which is used to monitor abnormal states during the defogging and battery thermal management collaborative control process and to perform safety protection actions when an abnormality is detected.

[0012] Furthermore, the method for determining the risk level of window fogging based on real-time collected in-vehicle temperature and humidity and window glass temperature, and combining this with the outside ambient temperature to determine the current defogging condition includes: calculating the difference between the current window glass temperature and the dew point temperature based on the real-time collected in-vehicle temperature and humidity and window glass temperature; when the difference is less than or equal to a first preset threshold, it is determined to be a high-risk fogging level; when the difference is greater than the first preset threshold and less than or equal to a second preset threshold, it is determined to be a medium-risk fogging level; when the difference is greater than the second preset threshold, it is determined to be a low-risk fogging level; the second preset threshold is greater than the first preset threshold; and determining the current season based on the outside ambient temperature to determine the current defogging condition.

[0013] Furthermore, the method for determining the current heating or cooling demand of the power battery based on the obtained remaining power capacity, temperature, and charging / discharging power requirements includes: determining the current heating or cooling demand level of the power battery based on the remaining power capacity, temperature, and charging / discharging power requirements, combined with a preset battery thermal management strategy.

[0014] Furthermore, the method for monitoring abnormal states during the coordinated control process of defogging and battery thermal management, and for performing safety protection actions when an abnormality is detected, includes: when a refrigerant leak is detected, cutting off the power supply to the refrigerant circuit and the high-voltage power supply equipment, starting the cabin blower and turning on the air conditioning external circulation until the blower reaches the set duration.

[0015] Furthermore, the method for determining the current defogging mode based on preset defogging mode judgment rules and generating a corresponding defogging and battery thermal management collaborative control strategy includes:

[0016] When the current defogging condition is the first defogging condition and the power battery has no heating or cooling requirements, the current defogging mode is determined to be either the first single cooling defogging mode or the first single heating defogging mode. In the first single cooling defogging mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator, so that the air conditioner outlet temperature is within the preset range and the coolant does not flow through the power battery. In the first single heating defogging mode, an air conditioning heating mode control command is generated to divert a portion of the refrigerant to not participate in heat exchange, so that the air conditioner outlet temperature is within the preset range and the coolant does not flow through the power battery.

[0017] When the current defogging condition is the first defogging condition and the power battery has a heating requirement, the current defogging mode is determined to be the first heating defogging plus battery heating mode. In the first heating defogging plus battery heating mode, an air conditioning heating mode control command is generated, a portion of the refrigerant is diverted to not participate in heat exchange, and the coolant flow is regulated through the power battery so that the air outlet temperature of the air conditioner is within the preset range while meeting the heating requirements of the power battery.

[0018] When the current defogging condition is the first defogging condition and the power battery has a cooling requirement, the current defogging mode is determined to be the first cooling defogging plus battery cooling mode. In the first cooling defogging plus battery cooling mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator and regulate the coolant flow through the power battery, so that the air outlet temperature of the air conditioner is within the preset range while meeting the cooling requirements of the power battery.

[0019] Furthermore, the method for determining the current defogging mode based on preset defogging mode judgment rules and generating a corresponding defogging and battery thermal management collaborative control strategy includes:

[0020] When the current defogging condition is the second defogging condition and the power battery has no heating or cooling requirements, the current defogging mode is determined to be the second single cooling defogging mode. In the second single cooling defogging mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator, so that the air outlet temperature of the air conditioner is maintained in the preset range and the coolant does not flow through the power battery.

[0021] When the current defogging condition is the second defogging condition and the power battery has a cooling requirement, the current defogging mode is determined to be the second cooling defogging plus battery cooling mode. In the second cooling defogging plus battery cooling mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator and regulate the coolant flow through the power battery so that the air conditioning outlet temperature is within the preset range while meeting the cooling requirements of the power battery.

[0022] Furthermore, the method for determining the current defogging mode based on preset defogging mode judgment rules and generating a corresponding defogging and battery thermal management collaborative control strategy includes:

[0023] When the current defogging condition is the third defogging condition and the power battery has no heating or cooling requirements, the current defogging mode is determined to be the third single heating defogging mode. In the third single heating defogging mode, an air conditioning heating mode control command is generated to divert a portion of the refrigerant to not participate in heat exchange, so that the air outlet temperature of the air conditioner is within the preset range and the coolant does not flow through the power battery.

[0024] When the current defogging condition is the third defogging condition and the power battery has a heating requirement, the current defogging mode is determined to be the third heating defogging plus battery heating mode. In the third heating defogging plus battery heating mode, an air conditioning heating mode control command is generated, a portion of the refrigerant is diverted to not participate in heat exchange, and the coolant flow is regulated through the power battery so that the air outlet temperature of the air conditioner is within the preset range while meeting the heating requirements of the power battery.

[0025] When the current defogging condition is the third defogging condition and the power battery has a cooling requirement, the current defogging mode is determined to be the third heating defogging plus battery cooling mode. In the third heating defogging plus battery cooling mode, an air conditioning heating mode control command is generated, a portion of the refrigerant is diverted to not participate in heat exchange, and the coolant is regulated to flow through the power battery to achieve cooling, so that the air conditioning outlet temperature is maintained within the preset range, while meeting the cooling requirements of the power battery.

[0026] Furthermore, an adaptive defogging and battery thermal management collaborative control method based on the aforementioned adaptive defogging and battery thermal management collaborative control system includes: real-time acquisition of in-vehicle temperature and humidity, window glass temperature and outside ambient temperature data; determining the risk level of window fogging based on the real-time acquired in-vehicle temperature and humidity and window glass temperature; and determining the current defogging condition in conjunction with the outside ambient temperature.

[0027] The remaining power capacity, temperature, and charging / discharging power requirements of the power battery are obtained in real time. Based on the obtained remaining power capacity, temperature, and charging / discharging power requirements of the power battery, the current heating or cooling requirements of the power battery are determined.

[0028] Based on the current defogging condition and the current heating or cooling demand of the power battery, the current defogging mode is determined according to the preset defogging mode judgment rules, and a corresponding defogging and battery thermal management collaborative control strategy is generated.

[0029] Furthermore, a computer program product includes a computer program that, when executed by a processor, implements the steps of the method.

[0030] The beneficial effects of this invention are as follows: This invention can classify the fogging risk level based on the difference between the window glass temperature and the dew point temperature, and distinguish three categories of defogging conditions (spring / autumn, summer, and winter, corresponding to the first, second, and third, respectively) based on the ambient temperature. Combined with refrigerant flow control and hot air bypass regulation to stabilize the air outlet temperature, it adaptively completes defogging operations in all seasons, effectively solving problems such as unsuitable air outlet temperature in spring and autumn, conflict between dehumidification and cooling in summer, and reduced heat pump heating capacity in winter. This ensures clear driving visibility and significantly improves in-vehicle comfort. This invention breaks the traditional model of separate control of cabin air conditioning and battery temperature control. Through a collaborative decision-making module, it uniformly allocates hot and cold energy, simultaneously completing window defogging and power battery heating or cooling needs. This avoids conflicting hot and cold energy and redundant work by various actuators, improving the overall thermal management efficiency of the vehicle. Simultaneously, it reduces the use of high-power PTC in winter, alleviating the industry problem of significantly reduced range of pure electric vehicles in winter. This invention is particularly suitable for R290 flammable natural refrigerant. Equipped with an independent safety control module, it monitors system malfunctions in real time. Upon detecting refrigerant leaks or other faults, it can trigger protective actions such as compressor shutdown, full-speed external circulation purging, and high-pressure ignition source cutoff to prevent the accumulation of flammable gas and the risk of fire and explosion, meeting the safety regulations for low-GWP refrigerant heat pump vehicles. The solution is compatible with integrated thermal management architectures in secondary circuits equipped with IHX, WCDC plate heat exchangers, low-temperature radiators, heater cores, and nine-way valves. It can switch coolant piping according to different operating conditions, relying on WCDC to complete heat exchange between the refrigerant circuit and the battery water circuit, maximizing the recovery and utilization of thermal energy and fully leveraging the heat exchange advantages of the integrated thermal management system. This invention divides the system into nine subdivided collaborative working modes based on fogging risk level, external environmental season, and battery heating and cooling requirements. It can dynamically switch to the optimal control strategy, simultaneously considering driving defogging safety, power battery temperature control accuracy, and optimal energy distribution for the entire vehicle. The complete solution includes a full hardware control system, collaborative control methods, and directly executable computer program products. It can be quickly integrated into the vehicle's thermal management controller without requiring large-scale modifications to the vehicle's hardware structure. It is compatible with various new energy vehicles equipped with heat pump systems using flammable refrigerants, such as R290, and offers strong ease of engineering implementation. Compared to existing technologies, the control system designed in this invention ensures a balanced defogging comfort throughout the year, solving the problem that existing dual-mode defogging (cooling / heating) systems cannot achieve coordinated temperature and humidity regulation, resulting in excessively cold airflow during cooling / dehumidification and excessively hot airflow during heating / dehumidification, making it difficult to stably control the comfortable airflow temperature. Furthermore, it resolves the conflict between dehumidification and cooling loads in high-humidity summer conditions, making it difficult to simultaneously achieve cooling and defogging; and the problem of reduced heat pump heating capacity in extremely cold winter environments, where fixed logic for PTC activation leads to unnecessary energy waste.Addressing the issues of high energy consumption and significant range reduction during winter defogging, particularly the enormous energy consumption of traditional pure PTC defogging systems, this invention employs a hot gas bypass low-temperature stable circulation strategy. When the ambient temperature drops below 0°C, the heat pump COP (a core indicator of heat pump / heating equipment heating efficiency) does not drop significantly, eliminating excessive reliance on high-power PTC reheating and ensuring the electric vehicle's winter range while balancing defogging performance and overall vehicle energy consumption. Furthermore, the system achieves balanced cabin defogging and battery thermal management control, resulting in high system energy efficiency. A unified total energy demand allocation mechanism is established. When defogging and battery cooling / heating demands exist simultaneously, the compressor, water pump, and electronic expansion valve can output targets uniformly, preventing heat and cold conflicts, redundant work by components, and low system energy utilization. Meanwhile, this invention designs a demisting safety linkage logic adapted to flammable refrigerants, integrating flammable refrigerant leakage monitoring, hazardous condition isolation, and gas purging procedures: it sets linkage actions such as compressor shutdown, blower external circulation full-speed exhaust, and high-voltage spark source power cut-off after leakage; the forced purging process during the start and stop phase of the demisting mode ensures that residual leaked gas in the pipeline can be discharged in time, avoiding safety hazards. Attached Figure Description

[0031] To more clearly illustrate the technical solutions of the embodiments disclosed in this invention, the accompanying drawings of the embodiments will be briefly described below. These drawings are for illustration only and are not intended to limit the scope of protection of this invention.

[0032] Figure 1 This is a schematic diagram of the module connections for the adaptive defogging and battery thermal management collaborative control system designed in this invention;

[0033] Figure 2 This is a schematic diagram of a heat pump system in the first, second, or third heating modes of the present invention, with or without battery cooling.

[0034] Figure 3 This is a schematic diagram of the heat pump system in the first single heating or third single heating demisting mode of the present invention;

[0035] Figure 4 This is a schematic diagram of the heat pump system in the first heating or third heating and demisting superimposed battery heating mode of the present invention;

[0036] Among them, 1—compressor, 2—isolated heat exchanger, 3—liquid storage tank, 4—IHX, 5—plate heat exchanger, 6—main circuit electronic expansion valve, 7—bypass electronic expansion valve, 8—heater core, 9—PTC, 10—low temperature radiator, 11—motor, 12—three-way valve, 13—water pump, 14—nine-way valve, 15—battery, 16—water tank. Detailed Implementation

[0037] The technical solutions (including preferred technical solutions) of the present invention will be further described in detail below with reference to the accompanying drawings and by way of listing some optional embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0038] The following is an explanation of some of the technical terms and technical solutions involved in this invention:

[0039] R290: Propane, a natural refrigerant with an extremely low GWP (Global Warming Potential, a measure of a greenhouse gas's ability to absorb heat) and a safety rating of A3 (flammable).

[0040] Electronic expansion valve: used for precise control of refrigerant flow.

[0041] PTC: Electric heater, used for auxiliary heating.

[0042] Chiller: A battery cooler (or plate heat exchanger) used to exchange heat with the battery coolant circuit via the refrigerant circuit.

[0043] COP: Coefficient of Performance, a metric that measures the heating efficiency of a heat pump.

[0044] ΔT: The difference between glass temperature (Tw) and dew point temperature (Td) is the core parameter for judging the risk of fogging.

[0045] EnergyReq: Energy requirement value, used to quantify the driver's heat requirement for the passenger compartment.

[0046] IHX: The internal heat exchanger of the vehicle's air conditioning heat pump system, used to exchange heat between hot and cold refrigerants to improve cooling and heating efficiency.

[0047] Low-temperature heat sink: A water cooling system for cooling power devices such as electronic control units and chargers.

[0048] Heating core: A heat exchange component inside the instrument air conditioning unit that uses the heat from the coolant to heat the passenger compartment.

[0049] WCDC: Isolated heat exchanger, with refrigerant on one side and coolant on the other, to achieve heat exchange between water circuit and air conditioning refrigerant.

[0050] High-voltage power supply equipment: The vehicle's high-power electrical assembly of 60V or above consists of components such as power battery, distribution box, electric compressor, PTC, and motor controller. It is responsible for supplying high-voltage power to high-power loads such as drive, heat pump thermal management, and charging, and is equipped with insulation and overcurrent safety protection.

[0051] Example 1

[0052] This embodiment provides a coordinated control system for adaptive defogging and battery thermal management. The system of this embodiment is adapted to the integrated heat pump architecture of a flammable refrigerant secondary loop, and includes a hardware heat exchange execution component and four major control modules.

[0053] In some embodiments, as Figure 2 shown in FIG. 4, the hardware heat exchange execution component specifically includes a compressor 1, an isolated heat exchanger 2, a liquid storage tank 3, an IHX 4, a plate heat exchanger 5, a main-circuit electronic expansion valve 6, a bypass electronic expansion valve 7, a heater core 8, a PTC 9, a low-temperature radiator 10, a motor 11, a three-way valve 12, a water pump 13, a nine-way valve 14, a power battery 15, and a water tank 16. The system is divided into an independent refrigerant loop and a coolant loop. The refrigerant loop uses the compressor 1 as the circulating power, with the liquid storage tank 3, IHX 4, isolated heat exchanger 2, and plate heat exchanger 5 connected in series, and relies on the main-circuit electronic expansion valve 6 and the bypass electronic expansion valve 7 to precisely adjust the refrigerant flow rate. The bypass electronic expansion valve 7 can realize hot gas bypass (adjusting the flow rate of the heat-exchanging refrigerant) to stabilize the cabin air outlet temperature under the first (spring and autumn) defogging working condition. The coolant loop relies on the water pump 13 to provide circulating power, and switches the flow direction of the coolant pipeline through the three-way valve 12 and the nine-way valve 14, so that the coolant can flow through the heater core 8, power battery 15, low-temperature radiator 10, and motor 11 as required. As an isolated heat exchange component, the isolated heat exchanger 2 realizes the exchange and reuse of cold and heat energy between the refrigerant loop and the battery coolant loop. The low-temperature radiator 10 is responsible for taking away the waste heat of the motor 11 and electronic control components. The heater core 8 relies on the heat of the coolant to heat the cabin and perform defogging. The IHX 4 completes countercurrent heat exchange between high-pressure and low-pressure refrigerants to improve the overall heat exchange efficiency of the heat pump. The PTC 9, as an auxiliary heating component, is only activated to supplement heat when the heating capacity of the heat pump is insufficient.

[0054] As Figure 1 shown in the figure, the four major control modules are respectively an environment perception module, a battery monitoring module, a collaborative decision-making module, and a safety control module.

[0055] The environment perception module is equipped with three types of sensors for in-vehicle temperature and humidity, window glass temperature, and outside ambient temperature, which can collect the temperature, humidity and ambient temperature data of the entire vehicle in real time, calculate the difference ΔT between the window glass temperature and the air dew point temperature, divide the fogging risk into three levels of high, medium and low according to the difference, then distinguish three basic defogging working conditions of spring and autumn (first), summer (second) and winter (third) in combination with the outside ambient temperature, and synchronously transmit the fogging risk level and defogging working condition signal to the collaborative decision-making module.

[0056] The battery monitoring module establishes communication with the BMS system matched with the power battery 15, collects the remaining capacity, cell temperature, and charging / discharging power demand of the power battery 15 in real time, determines the heating or cooling demand level of the power battery 15 in combination with the preset battery temperature control threshold, and synchronously transmits the battery cold and heat demand signal to the collaborative decision-making module.

[0057] The collaborative decision-making module receives three types of signals: fogging condition, fogging risk level, and battery heating / cooling requirements. It then retrieves nine preset collaborative defogging mode judgment rules and matches the corresponding operating mode. These nine collaborative defogging modes include: spring / autumn cooling defogging (single cabin), spring / autumn heating defogging (single cabin), summer cooling defogging (single cabin), winter heating defogging (single cabin), spring / autumn cooling defogging + battery cooling, spring / autumn heating defogging + battery heating, summer cooling defogging + battery cooling, winter heating defogging + battery heating, and winter heating defogging + battery cooling. Simultaneously, it integrates a heat pump energy demand algorithm to calculate the cabin defogging energy demand and the battery temperature control energy demand separately. The maximum value of these two values ​​is taken as the total system energy demand, and control commands are uniformly output to all actuators, including compressor 1, main electronic expansion valve 6, bypass electronic expansion valve 7, water pump 13, three-way valve 12, nine-way valve 14, and PTC9, to achieve collaborative energy allocation between cabin defogging and battery thermal management.

[0058] The safety control module monitors the pressure, temperature, and feedback signals from the dedicated combustible gas sensor of the entire refrigerant circuit in real time. It continuously monitors the compressor 1, isolated heat exchanger 2, liquid receiver 3, IHX4, plate heat exchanger 5, and other heat exchangers and pipelines for abnormal conditions such as leaks, overheating, and actuator failures. Once a refrigerant leak is detected, it will immediately execute a full set of safety protection actions, including but not limited to cutting off the power supply to compressor 1, controlling the cabin blower to switch to full-speed external circulation mode to purge the air conditioning unit and pipelines, cutting off the high-voltage power supply to PTC9 and motor 11 to isolate the ignition source, and automatically starting the pipeline E-Vent purging program after all defogging modes are exited to vent residual combustible propane gas inside the system.

[0059] Example 2

[0060] This method applies the adaptive defogging and battery thermal management collaborative control system described in Example 1. The complete operation steps are as follows:

[0061] Step 1: Collect environmental sensing data and determine basic defogging conditions. The environmental sensing module collects in real time the vehicle's interior temperature and humidity, window glass temperature (Tw), and exterior ambient temperature (Tamb), calculating the difference between the glass temperature and dew point temperature, ΔT = Tw - Td. First and second preset thresholds are set: ΔT ≤ the first preset threshold indicates a high risk of fogging; ΔT < ΔT ≤ the second preset threshold indicates a medium risk of fogging; and ΔT > the second preset threshold indicates a low risk of fogging. Based on the ambient temperature (Tamb), three basic defogging conditions are defined: 0℃ < Tamb ≤ 25℃ is the first (spring and autumn) defogging condition; Tamb ≥ 25℃ is the second (summer) defogging condition; and Tamb ≤ 0℃ is the third (winter) defogging condition. The fogging risk level and seasonal condition data are simultaneously sent to the collaborative decision-making module. In some embodiments, the first preset threshold is 2℃, and the second preset threshold is 5℃. Specifically, ΔT ≤ 2℃ is considered a high risk of fogging, 2℃ < ΔT ≤ 5℃ is considered a medium risk of fogging, and ΔT > 5℃ is considered a low risk of fogging. When the fogging risk is medium or high, it is determined to be the first, second, or third defogging condition.

[0062] Step 2: Collect battery data and determine the power battery's heating and cooling requirements. The battery monitoring module reads the SOC (remaining battery capacity), cell temperature, and charge / discharge power parameters of the power battery 15 in real time. By comparing these parameters with the preset battery temperature control threshold, it determines three states for the power battery 15: no heating or cooling requirements, heating requirements, or cooling requirements. The battery requirement level signal is then transmitted to the collaborative decision-making module.

[0063] Step 3: Match the collaborative operation mode, calculate the total energy demand, and output component control commands. The collaborative decision module matches nine subdivided collaborative defogging modes based on the current seasonal defogging conditions and the power battery's heating and cooling requirements. It simultaneously calculates the cabin defogging energy demand (EnergyReq_Defog) and the battery temperature control energy demand (EnergyReq_Batt). The total system energy demand is calculated using the formula EnergyReq_Total=Max(EnergyReq_Defog, EnergyReq_Batt). Based on the total energy demand, the module dynamically adjusts each actuator, executing corresponding control logic according to the operating conditions.

[0064] like Figure 2 As shown, in the spring and autumn defogging conditions (0℃<Tamb≤25℃), when the power battery 15 has no cooling or heating requirements, switch between the spring and autumn (first) single cooling defogging mode or the single heating defogging mode. In the spring and autumn single cooling defogging mode, the interfaces 5-1, 2-7, 3-9, and 8-4 of the nine-way valve 14 are connected, the compressor 1 is started, the main circuit electronic expansion valve 6 is adjusted to control the refrigerant flow, the coolant only flows through the heater core 8, the three-way valve 12 is controlled to prevent the coolant from entering the power battery 15 circuit, and the bypass electronic expansion valve 7 is opened appropriately to achieve hot air bypass, so that the cabin air outlet temperature is stably controlled within the comfortable range of 15~35℃. Figure 3 As shown, in the Spring / Autumn single heating and demisting mode, ports 2-1, 3-4, 5-9, and 8-7 of the nine-way valve 14 are connected, increasing the opening of the bypass electronic expansion valve 7 to divert a portion of the refrigerant that does not participate in heat exchange. The water pump 13 drives the coolant to circulate to the heater core 8, cutting off the water circuit of the power battery 15 through the three-way valve 12. When the power battery 15 requires heating, the Spring / Autumn heating and demisting combined with battery heating mode is switched, such as... Figure 4 As shown, ports 3-1, 2-4, 5-9, and 8-7 of the nine-way valve 14 are connected. The bypass electronic expansion valve 7 remains in a diversion state. The coolant pipeline is switched through the nine-way valve 14 and the three-way valve 12. The water pump 13 drives the high-temperature coolant to flow synchronously through the heater core 8 and the power battery 15. The cabin defogging and battery preheating are completed simultaneously by relying on the isolated heat exchanger 2 to recover the heat from the refrigerant. Only when the heat output of the heat pump is insufficient is the PTC9 activated for auxiliary heating. When the power battery 15 has a cooling requirement, the spring / autumn cooling and defogging combined with battery cooling mode is switched, such as... Figure 2 As shown, the nine-way valve 14 has ports 5-1, 2-7, 3-9, and 8-4 connected, increasing the refrigerant flow of the main electronic expansion valve 6. The three-way valve 12 diverts the coolant to the heater core 8 and the power battery 15 respectively. The plate heat exchanger 5 works in conjunction with the isolation heat exchanger 2 to output cooling capacity simultaneously, meeting the cabin dehumidification and defogging requirements and the cooling requirements of the power battery 15.

[0065] like Figure 2 As shown, in the summer (second) defogging condition (Tamb≥25℃), when the power battery 15 has no cooling or heating requirements, the summer single cooling defogging mode is executed. Interfaces 5-1, 2-7, 3-9, and 8-4 of the nine-way valve 14 are connected. The compressor 1 operates at medium speed. The main circuit electronic expansion valve 6 adjusts the refrigerant flow based on the superheat of the plate heat exchanger 5 outlet using a PID control. The coolant only flows through the heater core 8. The low-temperature radiator 10 is fully open to enhance heat dissipation. The water circuit of the power battery 15 is completely cut off through the three-way valve 12. When the power battery 15 has cooling requirements, the summer cooling defogging combined with battery cooling mode is switched. The compressor 1 speed is increased to match the total cooling capacity requirement. The water circuit of the power battery 15 is connected through the three-way valve 12. The coolant is supplied to both the heater core 8 and the power battery 15 simultaneously via two separate lines. The isolated heat exchanger 2 and the plate heat exchanger 5 work together to exchange heat, simultaneously completing cabin cooling and defogging, and power battery fast charging and heat dissipation.

[0066] like Figure 3As shown, in the winter (third) defogging condition (Tamb≤0℃), when the power battery 15 has no heating or cooling requirements, it executes the winter single heating defogging mode. Interfaces 2-1, 3-4, 5-9, and 8-7 of the nine-way valve 14 are connected. The compressor 1 runs at high speed in the heat pump heating cycle, slightly opening the bypass electronic expansion valve 7 to increase the low-temperature heat pump COP. The coolant only flows through the heater core 8. If the heat pump heating capacity is insufficient, the PTC 9 is activated. When the power battery 15 has heating requirements, it switches to the winter heating defogging plus battery heating mode, such as... Figure 4 As shown, ports 3-1, 2-4, 5-9, and 8-7 of the nine-way valve 14 are connected. The water pump 13 diverts high-temperature coolant to the power battery 15 via the three-way valve 12 and the nine-way valve 14. The heat absorbed from the environment by the heat pump is reused to simultaneously achieve window defogging and battery preheating, reducing the PTC9's operating time and lowering energy consumption. When the power battery 15 requires cooling, a winter heating / defogging combined with battery cooling mode is switched, such as... Figure 2 As shown, the ports 5-1, 2-7, 3-9, and 8-4 of the nine-way valve 14 are connected. The compressor 1 continuously maintains the heat pump heating cycle to ensure cabin defogging. The isolation heat exchanger 2 and the plate heat exchanger 5 extract the refrigerant's cold energy and introduce it into the water circuit of the power battery 15, which suppresses the temperature rise of the power battery during fast charging while heating and defogging in winter.

[0067] Step 4: Real-time monitoring and fault protection of refrigerant safety. The safety control module collects refrigerant circuit pressure and combustible gas sensor signals throughout the process. If a refrigerant leak is detected in any component of the compressor 1, isolated heat exchanger 2, IHX4, or plate heat exchanger 5, the power supply to the compressor 1 is immediately cut off, the cabin blower is switched to full-speed external circulation, and the high-voltage power supply to PTC9 and motor 11 is disconnected to eliminate the ignition source. When any demisting mode is exited, the E-Vent purging program is automatically started, and the water pump 13 and blower run continuously for a fixed period of time to purge residual combustible refrigerant gas from the pipeline and air conditioning unit.

[0068] Step 5: Circularly collect data to dynamically correct the control strategy. The system continuously collects ambient temperature and humidity, power battery 15 status, and refrigerant circuit pressure and temperature data. It dynamically adjusts the compressor 1 speed, the opening of the main electronic expansion valve 6 and the bypass electronic expansion valve 7, the water pump 13 circulation flow, the switching opening of the three-way valve 12 and the nine-way valve 14, and the PTC9 output power in real time. It continuously matches the optimal collaborative control strategy to reduce the vehicle's thermal management energy consumption, stabilize the cabin air temperature, and maintain the human comfort range.

[0069] Example 3

[0070] The present invention provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in Embodiment 2.

[0071] It should be noted that the above description of the technical solutions is exemplary, and this specification may be embodied in different forms and should not be construed as limiting it to the technical solutions set forth herein. Rather, providing these descriptions will make the disclosure of this invention thorough and complete, and will fully convey the scope of this specification to those skilled in the art. Furthermore, the technical solutions of this invention are defined only by the scope of the claims.

[0072] When using the terms “comprising,” “having,” and “including” as described in this specification, there may be other parts, and the terms used may generally be singular or plural.

[0073] Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments and many variations are possible. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention should be considered within the protection scope of the present invention.

Claims

1. An adaptive defogging and battery thermal management collaborative control system, characterized in that, include: The environmental perception module is used to collect real-time data on the temperature and humidity inside the vehicle, the temperature of the window glass, and the ambient temperature outside the vehicle. Based on the real-time collected data on the temperature and humidity inside the vehicle and the temperature of the window glass, it determines the risk level of window fogging and, in conjunction with the ambient temperature outside the vehicle, determines the current defogging condition. The battery monitoring module is used to acquire the remaining power, temperature and charging / discharging power requirements of the power battery in real time. Based on the acquired remaining power, temperature and charging / discharging power requirements of the power battery, it determines the current heating or cooling requirements of the power battery. The collaborative decision-making module is used to determine the current defogging mode based on the current defogging condition and the current heating or cooling demand of the power battery, and to generate a corresponding collaborative control strategy for defogging and battery thermal management based on preset defogging mode judgment rules.

2. The adaptive defogging and battery thermal management collaborative control system as described in claim 1, characterized in that, Also includes: The safety control module is used to monitor abnormal states during the coordinated control process of defogging and battery thermal management, and to execute safety protection actions when an abnormality is detected.

3. The adaptive defogging and battery thermal management collaborative control system as described in claim 1, characterized in that, The method for determining the risk level of window fogging based on real-time collected in-vehicle temperature and humidity and window glass temperature, and combining this with the outside ambient temperature to determine the current defogging condition includes: calculating the difference between the current window glass temperature and the dew point temperature based on the real-time collected in-vehicle temperature and humidity and window glass temperature; when the difference is less than or equal to a first preset threshold, it is determined to be a high-risk fogging level; when the difference is greater than the first preset threshold and less than or equal to a second preset threshold, it is determined to be a medium-risk fogging level; when the difference is greater than the second preset threshold, it is determined to be a low-risk fogging level; the second preset threshold is greater than the first preset threshold; and the current defogging condition is determined based on the outside ambient temperature.

4. The adaptive defogging and battery thermal management collaborative control system as described in claim 1, characterized in that, The method for determining the current heating or cooling demand of the power battery based on the obtained remaining power, temperature, and charging / discharging power requirements includes: determining the current heating or cooling demand level of the power battery based on the remaining power, temperature, and charging / discharging power requirements of the power battery, combined with a preset battery thermal management strategy.

5. The adaptive defogging and battery thermal management collaborative control system as described in claim 2, characterized in that, The method for monitoring abnormal states in the coordinated control process of defogging and battery thermal management, and for performing safety protection actions when an abnormality is detected, includes: when a refrigerant leak is detected, cutting off the power supply to the refrigerant circuit and the high-voltage power supply equipment, starting the cabin blower and turning on the air conditioning external circulation until the blower reaches the set time.

6. The adaptive defogging and battery thermal management collaborative control system as described in claim 1, characterized in that, The method for determining the current defogging mode and generating a corresponding defogging and battery thermal management collaborative control strategy based on preset defogging mode judgment rules includes: When the current defogging condition is the first defogging condition and the power battery has no heating or cooling requirements, the current defogging mode is determined to be either the first single cooling defogging mode or the first single heating defogging mode. In the first single cooling defogging mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator, so that the air conditioner outlet temperature is within the preset range and the coolant does not flow through the power battery. In the first single heating defogging mode, an air conditioning heating mode control command is generated to divert a portion of the refrigerant to not participate in heat exchange, so that the air conditioner outlet temperature is within the preset range and the coolant does not flow through the power battery. When the current defogging condition is the first defogging condition and the power battery has a heating requirement, the current defogging mode is determined to be the first heating defogging plus battery heating mode. In the first heating defogging plus battery heating mode, an air conditioning heating mode control command is generated, a portion of the refrigerant is diverted to not participate in heat exchange, and the coolant flow is regulated through the power battery so that the air outlet temperature of the air conditioner is within the preset range while meeting the heating requirements of the power battery. When the current defogging condition is the first defogging condition and the power battery has a cooling requirement, the current defogging mode is determined to be the first cooling defogging plus battery cooling mode. In the first cooling defogging plus battery cooling mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator and regulate the coolant flow through the power battery, so that the air outlet temperature of the air conditioner is within the preset range while meeting the cooling requirements of the power battery.

7. The adaptive defogging and battery thermal management collaborative control system as described in claim 1, characterized in that, The method for determining the current defogging mode and generating a corresponding defogging and battery thermal management collaborative control strategy based on preset defogging mode judgment rules includes: When the current defogging condition is the second defogging condition and the power battery has no heating or cooling requirements, the current defogging mode is determined to be the second single cooling defogging mode. In the second single cooling defogging mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator, so that the air outlet temperature of the air conditioner is maintained in the preset range and the coolant does not flow through the power battery. When the current defogging condition is the second defogging condition and the power battery has a cooling requirement, the current defogging mode is determined to be the second cooling defogging plus battery cooling mode. In the second cooling defogging plus battery cooling mode, an air conditioning cooling mode control command is generated to control the refrigerant flow through the evaporator and regulate the coolant flow through the power battery so that the air conditioning outlet temperature is within the preset range while meeting the cooling requirements of the power battery.

8. The adaptive defogging and battery thermal management collaborative control system as described in claim 1, characterized in that, The method for determining the current defogging mode and generating a corresponding defogging and battery thermal management collaborative control strategy based on preset defogging mode judgment rules includes: When the current defogging condition is the third defogging condition and the power battery has no heating or cooling requirements, the current defogging mode is determined to be the third single heating defogging mode. In the third single heating defogging mode, an air conditioning heating mode control command is generated to divert a portion of the refrigerant to not participate in heat exchange, so that the air outlet temperature of the air conditioner is within the preset range and the coolant does not flow through the power battery. When the current defogging condition is the third defogging condition and the power battery has a heating requirement, the current defogging mode is determined to be the third heating defogging plus battery heating mode. In the third heating defogging plus battery heating mode, an air conditioning heating mode control command is generated, a portion of the refrigerant is diverted to not participate in heat exchange, and the coolant flow is regulated through the power battery so that the air outlet temperature of the air conditioner is within the preset range while meeting the heating requirements of the power battery. When the current defogging condition is the third defogging condition and the power battery has a cooling requirement, the current defogging mode is determined to be the third heating defogging plus battery cooling mode. In the third heating defogging plus battery cooling mode, an air conditioning heating mode control command is generated, a portion of the refrigerant is diverted to not participate in heat exchange, and the coolant is regulated to flow through the power battery to achieve cooling, so that the air conditioning outlet temperature is maintained within the preset range, while meeting the cooling requirements of the power battery.

9. A method for adaptive defogging and battery thermal management coordinated control based on the adaptive defogging and battery thermal management coordinated control system according to any one of claims 1-8, characterized in that, include: Real-time data collection of in-vehicle temperature and humidity, window glass temperature, and outside ambient temperature; assessment of the risk level of window fogging based on real-time in-vehicle temperature and humidity and window glass temperature; and determination of the current defogging status based on the outside ambient temperature. The remaining power capacity, temperature, and charging / discharging power requirements of the power battery are obtained in real time. Based on the obtained remaining power capacity, temperature, and charging / discharging power requirements of the power battery, the current heating or cooling requirements of the power battery are determined. Based on the current defogging condition and the current heating or cooling demand of the power battery, the current defogging mode is determined according to the preset defogging mode judgment rules, and a corresponding defogging and battery thermal management collaborative control strategy is generated.

10. A computer program product, comprising a computer program, characterized in that: When the computer program is executed by a processor, it implements the steps of the method of claim 9.

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