Integrated thermal management system, vehicle and thermal management control method

Abstract

An integrated thermal management system, a vehicle and a thermal management control method, which relate to the field of vehicle technology. The integrated thermal management system includes a heat pump subsystem, a battery detection module, an interactive module, a high-pressure system cooling subsystem and an entire vehicle thermal management controller, the heat pump subsystem includes a heat pump subsystem detection module for detecting status information of the heat pump subsystem, and the high-pressure system cooling subsystem is used for exchanging heat with the heat pump subsystem and the high-pressure system of the vehicle. The battery detection module is used for detecting status information of the battery of the vehicle. The interactive module is used for receiving setting information of a thermal demand of a passenger compartment. The entire vehicle thermal management controller is used for determining a thermal management demand of a battery of the vehicle according to the status information of the battery of the vehicle, determining a thermal management demand of the passenger compartment according to the setting information, and determining a heat supplement demand according to the thermal management demand of the battery of the vehicle, the thermal management demand of the passenger compartment and the status information of the heat pump subsystem.

Description

[Technical field]

[0001] The present disclosure relates to the field of vehicle technology, and more particularly to an integrated thermal management system, and a vehicle and thermal management control method using the integrated thermal management system. [Background technology]

[0002] In the related art, the vehicle thermal management system and the water PTC heating circuit have a large heat loss at low temperatures and the heating efficiency is not high. In addition, both the battery heating and the air conditioner auxiliary heating use this circuit, which consumes a lot of energy and affects the driving time. When cooling the battery, there are two heat exchanges between the refrigerant, the coolant and the battery, and the heat exchange efficiency is low. Adding an auxiliary heater circuit to assist the air conditioner heating makes the system complicated and increases the cost. Summary of the Invention [Problem to be solved by the invention]

[0003] An integrated thermal management system, vehicle, and thermal management control method are provided that reduce energy consumption, improve the energy usage efficiency of the entire vehicle, and reduce costs. [Means for solving the problem]

[0004] In a first aspect, the present disclosure provides an integrated thermal management system including: a heat pump subsystem including a heat pump subsystem detection module for detecting status information of the heat pump subsystem; a high pressure system cooling subsystem for exchanging heat with the heat pump subsystem and a high pressure system of a vehicle; a battery detection module for detecting status information of a vehicle battery; an interactive module for receiving setting information of a thermal demand of a passenger compartment; and a controller for determining a thermal management demand of the vehicle battery based on the status information of the vehicle battery, determining a thermal management demand of the passenger compartment based on the setting information, and determining a heat replenishment demand based on the thermal management demand of the vehicle battery, the thermal management demand of the passenger compartment, and the status information of the heat pump subsystem.

[0005] According to the integrated thermal management system of the embodiment of the present disclosure, by combining the heat pump subsystem and the high-pressure system cooling subsystem, the controller determines the heat supplement demand based on the thermal management demand of the vehicle's battery, the thermal management demand of the passenger compartment, and the status information of the heat pump subsystem. Thus, when there is a heating demand in the vehicle's battery and / or passenger compartment but the heat pump subsystem cannot meet it, the high-pressure system cooling subsystem can support the heat supplement of the heat pump system using the waste heat generated in the high-pressure system. And, the integrated thermal management system of the embodiment of the present disclosure can realize the tight integration and cooperative control of each module of the thermal management system of the entire vehicle, realize the efficient management of the energy of the entire vehicle, improve the overall energy utilization rate, and reduce costs.

[0006] In a second aspect, the present disclosure provides a vehicle, the vehicle including an integrated thermal management system.

[0007] According to a vehicle of an embodiment of the present disclosure, by using the integrated thermal management system of the above embodiment, when there is a heating demand in the vehicle's battery and / or passenger compartment but the heat pump subsystem cannot meet it, the high-pressure system cooling subsystem can be used to support heat replenishment for the heat pump subsystem, and tight integration and coordinated control of each module of the thermal management system of the entire vehicle can be realized, thereby realizing efficient management of the energy of the entire vehicle and improving the overall energy utilization rate.

[0008] In a third aspect, the present disclosure provides a thermal management control method, the thermal management control method including: acquiring status information of a vehicle battery, and acquiring setting information of a thermal demand of a passenger compartment; determining a thermal management demand of the vehicle battery based on the status information of the vehicle battery, and determining a thermal management demand of the passenger compartment based on the setting information, and controlling an operation mode of the heat pump subsystem based on the thermal management demand of the passenger compartment and the thermal management demand of the vehicle battery; acquiring status information of a heat pump subsystem; and determining whether there is a heat supplement demand in the heat pump subsystem based on the thermal management demand of the vehicle battery, the thermal management demand of the passenger compartment, and the status information of the heat pump subsystem.

[0009] According to the thermal management control method of the embodiment of the present disclosure, based on the thermal management needs of the vehicle battery, the thermal management needs of the passenger compartment, and the status information of the heat pump subsystem, it is possible to determine whether there is a heat replenishment need in the heat pump subsystem, provide a basis for heat replenishment to the heat pump subsystem of the high-pressure system cooling subsystem, and make the heat sources of the entire vehicle work in a more coordinated manner, thereby improving the energy utilization rate of the entire vehicle.

[0010] Additional aspects and advantages of the disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. [Brief description of the drawings]

[0011] The above and / or additional aspects and advantages of the present disclosure will become apparent and be readily understood from the following detailed description of the embodiments taken in conjunction with the accompanying drawings. [Figure 1] FIG. 1 is a block diagram of an integrated thermal management system according to one embodiment of the present disclosure. [Diagram 2] FIG. 1 is a schematic diagram of an integrated thermal management system according to one embodiment of the present disclosure. [Diagram 3] FIG. 2 is a schematic diagram of a high voltage electric drive control circuit according to one embodiment of the present disclosure. [Figure 4] 1 is a flow chart of a thermal management control method according to one embodiment of the present disclosure. [Diagram 5] 1 is a flow chart of a thermal management control method according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present disclosure are described in detail below, and the embodiments are illustrated by way of example with reference to the accompanying drawings, in which: FIG.

[0013] Hereinafter, an integrated thermal management system according to an embodiment of the first aspect of the present disclosure will be described in detail with reference to FIGS.

[0014] 1 is a block diagram of an integrated thermal management system 100 according to one embodiment of the present disclosure. As shown in FIG. 1, the integrated thermal management system 100 of the embodiment of the present disclosure includes a heat pump subsystem 101, a battery detection module 102, an interactive module 103, a high pressure system cooling subsystem 105, and a controller 104.

[0015] The heat pump subsystem 101 includes a heat pump subsystem detection module, which is used to detect status information of the heat pump subsystem 101, such as the ambient temperature inside and outside the vehicle, the refrigerant pressure and refrigerant temperature in the heat pump subsystem 101, etc. The high-pressure system cooling subsystem 105 is the cooling circuit of the high-pressure system, and in the embodiment of the present application, the high-pressure system cooling subsystem 105 can exchange heat with the heat pump subsystem 101 and the high-pressure system of the vehicle respectively.

[0016] The high-pressure system cooling subsystem 105 is used to cool the high-pressure system so as to absorb heat from the high-pressure system. The heat from the high-pressure system may provide heat to the heat pump subsystem 101. Specifically, the heat from the high-pressure system heats the coolant in the high-pressure system cooling subsystem 105, and exchanges heat with the heat pump subsystem 101 to realize heat supplement for the heat pump subsystem 101.

[0017] The battery detection module 102 is used to detect the status information of the battery of the vehicle, such as the battery temperature, the remaining battery power, the voltage, etc. The interactive module 103 is used to receive the setting information of the heat demand of the passenger compartment, and the user sets the heat demand of the passenger compartment through the interactive module 103, such as the air conditioner cooling on / off, the air conditioner heating on / off, whether heating dehumidification is required or whether the battery needs to be heated, and the temperature to which it needs to be heated.

[0018] The controller 104 is used to determine a thermal management need of the vehicle battery based on the status information of the vehicle battery, determine a thermal management need of the passenger compartment based on the setting information, and determine a heat replenishment need based on the thermal management need of the vehicle battery, the thermal management need of the passenger compartment, and the status information of the heat pump subsystem 101.

[0019] In one embodiment of the present disclosure, Fig. 2 is a schematic diagram of an integrated thermal management system 100 according to one embodiment of the present disclosure. As shown in Fig. 2, the heat pump subsystem 101 includes a compressor 1, a first heat exchanger 3, a first electronic expansion valve 5, a first solenoid valve 6, a second heat exchanger 7, a first check valve 13, a plate heat exchanger 15, a second solenoid valve 16, a second check valve 17, a second electronic expansion valve 19, a third check valve 18, a battery pack direct cold plate 21, a diameter-adjustable throttle valve 23, a third solenoid valve 24, a fourth solenoid valve 25, a fourth check valve 26, a gas-liquid separator 27, a fifth check valve 29, a fifth solenoid valve 30, a third heat exchanger 31, and a third electronic expansion valve 32.

[0020] The output end of the compressor 1 is connected to a first interface of the first heat exchanger 3, the second interface of the first heat exchanger 3 is connected to a first interface of the second heat exchanger 7, a first electronic expansion valve 5 and a first solenoid valve 6 are set in a pipeline between the second interface of the first heat exchanger 3 and the first interface of the second heat exchanger 7, the second interface of the second heat exchanger 7 is connected to a first interface of the first check valve 13, and the second interface of the first check valve 13 is respectively connected to a second interface of the plate heat exchanger 15. a third electronic expansion valve 32 is set in a pipeline between the second interface of the first check valve 13 and the second interface of the third heat exchanger 31; a first interface of the third heat exchanger 31 is connected to a second interface of the fifth check valve 29; a first interface of the fifth check valve 29 is connected to a second interface of the fourth check valve 26; a fifth solenoid valve 30 is provided in a pipeline between the first and second interfaces of the fourth check valve 26 and the second check valve 17; a first interface of the fourth check valve 26 is connected to a first end of the gas-liquid separator 27, a second end of the gas-liquid separator 27 is connected to an input end of the compressor 1; a first interface of the plate heat exchanger 15 is connected to a second interface of the second check valve 17; a second solenoid valve 16 is provided in a pipeline between the first interface of the plate heat exchanger 15 and the second interface of the second check valve 17; and a first node is provided between the second solenoid valve 16 and the second interface of the second check valve 17. The first node is connected between the first electronic expansion valve 5 and the first solenoid valve 6, a first interface of the second check valve 17 and a first interface of the third check valve 18 are both connected to a second end of the battery pack direct cooling plate 21, a second electronic expansion valve 19 is installed at the second end of the battery pack direct cooling plate 21, and a first end of the battery pack direct cooling plate 21 is respectively connected to the output end of the compressor 1 and the second interface of the fourth check valve 26 through a throttle valve 23, and a third solenoid valve 24 is installed in the pipeline between the throttle valve 23 and the output end of the compressor 1;A fourth solenoid valve 25 is provided in a pipeline between the throttle valve 23 and the second interface of the fourth check valve 26.

[0021] Based on the above heat pump subsystem 101, the thermal management circuit of the battery is connected to the thermal management circuit of the passenger compartment, and the battery pack direct cooling plate 21 is used to realize heating or cooling of the battery by direct cooling and heating of the battery. When the battery pack needs to be cooled, the compressor 1 drives the refrigerant to enter the battery pack direct cooling plate 21 to cool the battery by evaporative heat absorption. When the battery pack needs to be heated, the compressor 1 drives the refrigerant to enter the battery pack direct cooling plate 21 to heat the battery by condensation heat dissipation, the process is latent heat heat exchange, the medium undergoes phase change to exchange heat, and the temperature is kept within a narrow range in the battery pack. This saves the coolant circuit, pump 12, and plate type heat exchanger 15 in the battery thermal management circuit, and reduces the cost of the system. The battery is heated or cooled by using the means of direct cooling and heating of the battery, and the heat exchange in the system converts two heat exchanges into one heat exchange, and the contact between the battery pack direct cooling plate 21 and the cells is good, which has a higher heat exchange efficiency than the conventional cooling plate and can reduce power consumption. In this application, the cooling or heating means of the battery is direct cooling and heating, that is, heat exchange is performed by refrigerant phase change, the heat exchange coefficient is higher, the battery can be cooled and heated quickly, the proportion of the battery in the high and low temperature inappropriate operating temperature range is reduced, and the battery life is extended. The temperature change of the refrigerant in the heat exchange process by phase change is small, and the battery has good temperature uniformity, which is favorable for the battery consistency management and life.

[0022] In addition, a variable diameter throttle valve 23 is installed at the first end of the battery pack direct cooling plate 21 in the circuit of the heat pump subsystem 101, and when there is a simultaneous cooling or heating demand for the battery and the air conditioner, the required diameter of the throttle valve 23 can be obtained by searching a table, and the diameter can be actively adjusted, and the pressure and temperature of the system can be adjusted to realize temperature control of the flowing medium in the passenger compartment and the battery thermal management module (the direct cooling and direct heating refrigerant temperature directly affects the battery temperature).

[0023] In a specific example, the controller 104 controls the heat pump subsystem 101 by switching different valve combinations to achieve different operating modes to meet the heating and cooling needs of the passenger compartment and / or the battery pack.

[0024] In one embodiment of the present disclosure, the high voltage system may include an electric drive system. The electric drive system includes a motor. In a specific embodiment, the electric drive system may further include a motor controller, a transmission, and the like. Similarly, the high voltage system may be a charging and distribution system, and the charging and distribution system includes DC-DC, an OBC (On board charger), a distribution box, and the like. A high voltage system cooling subsystem 105 is installed corresponding to the high voltage system, and the coolant pipes in the high voltage system cooling subsystem 105 are installed in contact with heat generating devices such as the motor coil and the IGBT of the motor controller, and when the coolant flows through the heat generating devices such as the motor coil and the IGBT of the motor controller, it can remove heat from the heat generating devices such as the motor coil and the IGBT of the motor controller. Similarly, it is used to adjust the heat generation amount of the heat generating devices such as the motor coil and the IGBT of the motor controller and heat the coolant flowing therethrough.

[0025] 3 is a schematic diagram of a high-voltage electric drive control circuit according to one embodiment of the present application. Specifically, the electric drive system includes a battery, a motor controller, a motor (three-phase AC motor), an inductor, and a switch. The battery is connected to the motor controller via positive and negative DC buses, the motor controller is connected to the motor with a three-phase line, the three-phase coils of the motor are interconnected to form a neutral point, N lines are led out from the neutral point and connected to the inductor via the inductor switch K1, the inductor is connected to the energy storage capacitor C2, and the energy storage capacitor C2 is connected to the motor controller via the bus negative pole switch K2. When the system is used for charging, the positive and negative poles of an external power supply device (charging station) are respectively connected to both ends of the energy storage capacitor C2.

[0026] As shown in FIG. 2, the high-pressure system cooling subsystem 105 comprises a pump 12, a motor radiator 8, a fan 9, and a three-way valve 10. The heat exchange medium pipeline of the high-pressure system cooling subsystem 105 is installed in contact with the heat-generating device of the high-pressure system, and the heat generated by the operation of the high-pressure system is used to heat the heat exchange medium in the heat exchange medium pipeline.

[0027] The high-pressure system cooling subsystem 105 realizes heat exchange with the heat pump subsystem 101 through the plate heat exchanger 15 of the heat pump subsystem 101. Specifically, the first interface of the pump 12 is connected to the third interface of the plate heat exchanger 15 of the heat pump subsystem 101, the second interface of the pump 12 is connected to the first cooling interface of the high-pressure system, the port C of the three-way valve 10 is connected to the fourth interface of the plate heat exchanger 15 of the heat pump subsystem 101, the port B of the three-way valve 10 is connected to the second cooling interface of the high-pressure system, the port A of the three-way valve 10 is connected to the first interface of the motor radiator 8, the second interface of the motor radiator 8 is connected to the second cooling interface of the high-pressure system, and the fan 9 is installed corresponding to the motor radiator 8.

[0028] In some embodiments, the heat pump subsystem 101 further includes a heat pump subsystem detection module, which is used to detect status information of the heat pump subsystem 101, such as the ambient temperature inside and outside the vehicle, the refrigerant pressure and temperature, etc. The controller 104 determines the heat supplement demand and the required heat supplement power based on the thermal management demand of the vehicle battery, the thermal management demand of the passenger compartment, and the status information of the heat pump subsystem 101.

[0029] In an embodiment, the controller 104 is further used to determine a heat replenishment mode based on the operating state of the vehicle in response to a heat replenishment demand, obtain a required heat replenishment power based on the status information of the heat pump subsystem 101, and control the operating current of the motor in the high-pressure system based on the required heat replenishment power and the heat replenishment mode to provide heat replenishment to the heat pump subsystem 101 by the high-pressure system cooling subsystem 105.

[0030] Based on the required heat replenishment power, the motor current required for heat replenishment can be obtained, and by controlling the high-pressure system based on the heat replenishment mode and the motor current required for heat replenishment and adjusting the current flowing through the high-pressure system, heat is generated in the components of the high-pressure system, and the heat generated in the high-pressure system heats the coolant in the high-pressure system cooling subsystem 105, which further exchanges heat with the heat pump subsystem 101, thereby realizing heat replenishment for the heat pump subsystem 101.

[0031] Specifically, taking the high-voltage system as an example of an electric drive system, as shown in Figure 3, the electric drive control circuit controls the motor controller by opening and closing control switches K1 and K2, so that the system realizes the functions of driving and parking charging. When the vehicle is in a driving state, the switches K1 and K2 are controlled to be cut off, so that the battery, the motor controller and the AC motor constitute a motor driving circuit, and the system realizes the driving function. When the charging station is connected to the high-voltage electric drive control circuit and the vehicle is in a parking charging state, the system controls the switches K1 and K2 to be closed, so that the battery, the motor controller, the AC motor, the inductor, the energy storage module and the charging station constitute a motor boost charging circuit, and the system realizes the boost charging function.

[0032] When the components of the high voltage system operate, heat is generated based on the Joule effect of the conductor, and the heat generated by the components of the high voltage system can be adjusted by adjusting the current flowing through the high voltage system, for example, the current flowing through the switch device and the motor coil of the high voltage system can be increased, thereby improving the heat generation amount of the switch device and the motor coil of the high voltage system. The heat generated by the high voltage system heats the coolant in the high voltage system cooling subsystem 105, and the high voltage system cooling subsystem 105 can exchange heat with the heat pump subsystem 101 through the plate heat exchanger 15, so that the high voltage system realizes heat supplementation for the heat pump subsystem 101 through the high voltage system cooling subsystem 105. Under different driving conditions of a vehicle, the operating methods of its electric drive system are different, and the corresponding heat replenishment modes are also different. The heat replenishment mode is determined based on the driving condition of the vehicle, the required heat replenishment power is obtained based on the state information of the heat pump subsystem 101, and based on the required heat replenishment power and the heat replenishment mode, the operating current of the motor in the high-pressure system is controlled to replenish heat to the heat pump subsystem 101 by the high-pressure system cooling subsystem 105, so that the heat from the high-pressure system can be fully used to replenish heat to the heat pump subsystem 101, thereby rationally using the energy of the entire vehicle, achieving a high energy utilization rate, and energy flows between the battery, the high-pressure system and the passenger compartment, achieving a highly integrated energy management.

[0033] Using a high-voltage system to provide heat supplementation to the heat pump subsystem involves modifying the on / off frequency of the upper and lower bridges of IGBTs (Insulated Gate Bipolar Transistors) in the motor controller to realize four methods, including motor-driven waste heat supplementation, motor reactive heat supplementation, motor stall heating, and motor boost synergistic heating heat supplementation, which are described in detail below.

[0034] In the integrated thermal management system 100 of the embodiment of the present disclosure, the heat pump sub-system 101 is integrated and connected to the high-pressure system cooling sub-system 105. When the heat pump sub-system 101 has a demand for heat supplementation, the heat generated by the motor can be fully used to actively control the heat generated by the motor according to different driving conditions of the vehicle. A circuit is designed in the motor heat pipe line, so that the coolant passing through the high-pressure system directly flows through port B of the three-way valve 10 to the plate heat exchanger 15, and the plate heat exchanger 15 supplements the heat to the heat pump sub-system 101, thereby realizing the tight integration and coordinated control of each module of the thermal management system of the entire vehicle, realizing the efficient management of the energy of the entire vehicle, improving the overall energy utilization rate, and using the heat generated by the motor to reuse the motor parts to realize the heating function, thereby reducing the performance and cost of the system in realizing multiple functions. Moreover, the suitable operating temperature of the non-enthalpy-increasing heat pump subsystem 101 can reach about -25°C, and the heat from the heat pump subsystem 101 can be used to heat the battery, so that the energy efficiency ratio is greater than 1, and energy consumption is greatly reduced.

[0035] Based on the above embodiment of the integrated thermal management system 100, an embodiment of the second aspect of the present disclosure provides a vehicle, which includes the above embodiment of the integrated thermal management system 100, and of course, the vehicle further includes other components and systems, which will not be listed one by one here.

[0036] According to the vehicle of the embodiment of the present disclosure, by using the integrated thermal management system 100 of the above embodiment, the heat pump sub-system 101 and the high-pressure system cooling sub-system 105 are combined, and the controller 104 determines the heat supplement demand and the required heat supplement power according to the thermal management demand of the vehicle's battery, the thermal management demand of the passenger compartment, and the status information of the heat pump sub-system 101. Thus, when there is a heating demand in the vehicle's battery and / or passenger compartment but the heat pump sub-system 101 cannot meet it, the high-pressure system cooling sub-system 105 can support the heat supplement of the heat pump sub-system 101, and further meet the demand of the vehicle's battery and / or passenger compartment. Moreover, the integrated thermal management system 100 of the embodiment of the present disclosure can realize the tight integration and cooperative control of each module of the thermal management system of the entire vehicle, realize the efficient management of the energy of the entire vehicle, improve the overall energy utilization rate, and reduce costs.

[0037] Based on the above embodiment of the integrated thermal management system 100, an embodiment of the third aspect of the present disclosure provides a thermal management control method, which will be described below with reference to Figures 4 to 5.

[0038] FIG. 4 is a flowchart of a thermal management control method according to one embodiment of the present disclosure. As shown in FIG. 4, the thermal management control method includes S1 to S4. At S1, vehicle battery status information is obtained, and passenger compartment heat demand setting information is obtained. In S2, a thermal management demand of the vehicle's battery is determined based on the status information, and a thermal management demand of the passenger compartment is determined based on the setting information, and an operating mode of the heat pump subsystem is controlled based on the thermal management demand of the passenger compartment and the thermal management demand of the vehicle's battery. In S3, the status information of the heat pump subsystem is obtained. At S4, it is determined whether there is a heat supplement demand in the heat pump subsystem based on the vehicle's battery thermal management demand, the passenger compartment thermal management demand, and the heat pump subsystem status information.

[0039] The battery status information is a parameter reflecting the internal state of the battery, such as the battery temperature, the amount of electricity, the voltage, etc., and is used to determine whether the battery needs to be heated and the required heating temperature. The passenger compartment heat demand setting information includes information on the passenger compartment heat demand set by the user, such as air conditioner cooling on, air conditioner heating on, whether heating and dehumidification are required, or whether the battery needs to be heated and the required heating temperature, and is used to determine the passenger compartment heat management demand and the required heating temperature. The heat pump subsystem status information includes, for example, the inside and outside temperatures, the refrigerant pressure and temperature, etc., and reflects the energy state of the heat pump subsystem.

[0040] Specifically, when it is determined that there is a heating demand for the vehicle battery and / or passenger compartment based on the battery status information and the passenger compartment heat demand setting information, the operation mode of the heat pump subsystem is controlled based on the passenger compartment thermal management demand and the vehicle battery thermal management demand. It is determined whether the heating demand for the vehicle battery and / or passenger compartment can be met based on the heat pump subsystem status information, and when the heat pump subsystem cannot meet the heating demand for the vehicle battery and / or passenger compartment, there is a heat supplement demand for the heat pump subsystem. When the heat pump subsystem can meet the heating demand for the vehicle battery and / or passenger compartment, there is no heat supplement demand for the heat pump subsystem.

[0041] In one embodiment, the high voltage system may include an electric drive system. The electric drive system includes a motor. As shown in FIG 5, the thermal management control method of the present application further includes S11 to S13.

[0042] If, at S11, it is determined that there is a heat supplement demand in the heat pump subsystem, a heat supplement mode is determined based on the vehicle operating conditions.

[0043] Specifically, in different driving states of the vehicle, the high-voltage system can achieve different functions. In the driving state of the vehicle, the high-voltage system can be controlled to achieve a traveling drive function. When the vehicle is connected to a charging station via the high-voltage system, the vehicle is in a parking charging state, and the high-voltage system can be controlled to achieve a boost charging function. When the vehicle is in a parking state, the high-voltage system can also be controlled to generate heat. In different driving states of the vehicle, the operation manner of its electric drive system is different, and the corresponding heat supplement mode is also different. When it is determined that there is a heat supplement demand in the heat pump subsystem, the heat supplement mode at this time is determined based on the current driving state of the vehicle.

[0044] At S12, the required heat supplemental power is calculated based on the vehicle's battery thermal management needs, the passenger compartment thermal management needs, and the heat pump subsystem status information.

[0045] Specifically, based on the thermal management needs of the vehicle's battery and the thermal management needs of the passenger compartment, temperature information required to heat the vehicle's battery and the passenger compartment is obtained, and the status information of the heat pump subsystem reflects the current heat generation capacity of the heat pump subsystem. Based on the temperature information required to heat the vehicle's battery and the passenger compartment and the current heat generation capacity of the heat pump subsystem, the required heat replenishment power of the heat pump subsystem can be calculated.

[0046] In S13, heat supplement is provided to the heat pump subsystem by the high-pressure system cooling subsystem by controlling the operating current of the motor in the high-pressure system based on the heat supplement mode and the required heat supplement power.

[0047] Specifically, the coolant pipes in the high-pressure system cooling subsystem are installed in contact with heat-generating devices such as the motor coil and the IGBT of the motor controller, and the coolant flowing therethrough can be heated by adjusting the heat generation amount of the heat-generating devices such as the motor coil and the IGBT of the motor controller. The motor current required for heat replenishment is obtained based on the required heat replenishment power, and the high-pressure system is controlled based on the heat replenishment mode and the motor current required for heat replenishment, and the current flowing through the high-pressure system is adjusted, so that heat is generated in the components of the high-pressure system, and the heat from the high-pressure system heats the coolant in the high-pressure system cooling subsystem, and the high-pressure system cooling subsystem further exchanges heat with the heat pump subsystem, thereby realizing heat replenishment for the heat pump subsystem.

[0048] According to the thermal management control method of the embodiment of the present disclosure, based on the thermal management demand of the vehicle's battery, the thermal management demand of the passenger compartment, and the status information of the heat pump subsystem, it can determine whether there is a heat replenishment demand in the heat pump subsystem, provide a basis for heat replenishment to the heat pump subsystem of the high-pressure system cooling subsystem, and further meet the heating demand of the vehicle's battery and / or the passenger compartment.

[0049] In one embodiment of the present disclosure, the vehicle operating states include a running state, a parked state, and a motor boost charging state.

[0050] When the vehicle is in a running state, a motor-driven heat supplementation mode is used, and in the motor-driven heat supplementation mode, the motor is controlled to operate at a predetermined driving power, thereby using heat generated by the reactive power of the motor to perform heat supplementation, and the driving power is the output power of the motor, including active power and reactive power, the active power is used to drive the vehicle, and the reactive power is used to generate waste heat. When the vehicle is in a parking state, a motor stall heat supplementation mode is used, and in the motor stall heat supplementation mode, the motor is controlled to operate at a predetermined stall current, thereby using heat generated by the motor stall reactive operation to perform heat supplementation. When the vehicle is in a motor boost charging state, a motor boost synergistic heat supplementation mode is used, and in the motor boost synergistic heat supplementation mode, the motor is controlled to operate at a predetermined charging current, and the motor's three-phase coils are respectively superimposed with an unbalanced current to achieve heat supplementation of the motor. The predetermined charging current is the sum of the operating currents of the three-phase coils, and after the unbalanced current is superimposed, the sum of the operating currents of the three-phase coils is maintained equal to the predetermined charging current. It can be understood that a given charging current is used to charge the battery, and the operating current of the three-phase coil is used to generate waste heat.

[0051] Specifically, when the vehicle is in a running state, the electric drive system operates to provide driving force, and the driving power output by the motor drive is divided into two parts. One part is the active power that drives the drive motor to rotate and generate torque to drive the vehicle, and the other part is the heat generated by the motor and motor controller during the operation process, which belongs to reactive power, that is, the motor drive power is equal to the sum of active power and reactive power. When the high-voltage device generates heat due to reactive power and the heat pump subsystem needs to replenish heat, the heat generated by the reactive power that can be used to drive the motor can be used to replenish heat, thereby increasing energy utilization rate and reducing energy waste.

[0052] When the vehicle is parked, the electric drive system does not operate. By controlling the operating current of the motor, the motor stalls and generates heat. When the motor stalls, all of the power is used for heat generation. It can be understood that the active power portion of the motor's driving power is zero, and all of the motor's driving power is used for heat generation as reactive power, and the heat generation efficiency is high. Heat generation caused by the motor stall is controlled to supplement heat in the heat pump subsystem, without the need to add extra parts, making the most of the reuse of the vehicle's own devices, without the need to add extra hardware structures, and at low cost.

[0053] In the motor boost charging state, the vehicle is connected to an external power supply device and boost charging is achieved using the motor, and the motor controller is controlled to charge the motor with a predetermined charging current, causing the motor to generate heat during the motor boost charging process.

[0054] Specifically, the predetermined charging current is the charging current output from the charging stand to the battery, and may be adjusted based on the output capacity of the charging stand or based on the battery voltage, and is a preset current for charging the battery. The operating current of the motor's three-phase coil is the current that flows through the three-phase coil when the motor's three-phase coil operates, and as shown in Figure 3, the operating current of the motor's three-phase coil includes ia, ib, and ic, and the predetermined charging current is the vector sum of the operating currents of the three-phase coil. The charging power of the battery is determined by the predetermined charging current, and the heat generation power of the motor coil is determined by the operating currents of the motor's three-phase coil, ia, ib, and ic. When the electric drive system performs boost charging on the battery, the coil operating currents ia, ib, and ic flow through the three-phase bridge arms and three-phase coils of the motor controller of the electric drive system, and when the operating current of the three-phase coils meets the predetermined charging current, the unbalanced current is superimposed on the operating current of the three-phase coils of the motor, and after the unbalanced current is superimposed, the sum of the operating currents of the three-phase coils is maintained to be equal to the predetermined charging current, that is, the predetermined charging current is maintained to be unchanged, for example, the unbalanced current is superimposed on the operating currents ia, ib, and ic of the three-phase coils to obtain new operating currents ia+15, ib-10, and ic-5 of the three-phase coils. The sum of the new operating currents ia+15, ib-10, and ic-5 of the three-phase coils is still equal to the predetermined charging current, and the difference in unbalanced current between the operating currents of the three-phase coils is increased, which makes the heat generation power of the motor larger. In addition, at this time, the vehicle is connected to an external charging device and energy is provided by the external power supply device, which reduces the energy consumption of the battery itself and fully integrates the energy of the entire vehicle, thereby reducing the energy consumption of the vehicle.

[0055] The thermal management control method of the present application can use the energy of the high-pressure system more rationally by using a corresponding heat replenishment mode based on the driving state of the vehicle, and the heat generated by the high-pressure system under different operating states can be used to replenish the heat of the heat pump subsystem, and the waste heat of the high-pressure system can be flexibly used, thereby realizing the close integration and coordinated control of each module of the thermal management system of the entire vehicle, realizing efficient management of the energy of the entire vehicle, improving the overall energy utilization rate, and reducing costs.

[0056] In some embodiments, the interactive module further interacts with the user to meet the need for the user to adjust the heat supplement configuration based on the user's needs. In some embodiments, the interactive module inputs a heat supplement setting configuration selected by the user, such as an economical configuration or a performance configuration, and specifically, in response to the heat supplement demand, sends a heat supplement setting configuration confirmation command and controls the interactive module to display a heat supplement mode confirmation command, the interactive module receives the heat supplement setting configuration confirmed by the user, and the controller provides heat supplement to the heat pump subsystem by the high-pressure system cooling subsystem by controlling the operating current of the motor in the high-pressure system based on the heat supplement configuration, the heat supplement setting configuration, and the required heat supplement power.

[0057] Specifically, when determining that there is a heat supplement demand in the heat pump subsystem, the heat management control method of the embodiment of the present disclosure may further include receiving a heat supplement setting mode confirmed by a user. The heat supplement setting mode includes a performance mode and an economical mode. The economical mode is slow heating and temperature increase under the assumption of energy consumption. The performance mode is rapid heating and temperature increase at maximum capacity. For example, the whole vehicle controller sends a heat supplement setting mode command to the interactive module in response to the heat supplement demand, the whole vehicle thermal management controller controls the interactive module to display selection information of the heat supplement setting mode, and the user can select the required heat supplement setting mode, for example, the economical mode or the performance mode, through the operation interactive module, and the whole vehicle thermal management controller controls the operating current of the motor in the high pressure system according to the heat supplement mode, the heat supplement setting mode, and the required heat supplement power, thereby causing the high pressure system cooling subsystem to supplement heat in the heat pump subsystem to meet the heating demand of the vehicle and the demand of the user. By setting the performance and economical heat replenishment setting mode, users can adjust the heat replenishment mode according to their own needs, meet different needs of slow heating or fast heating, and make the method more humanized and flexible.

[0058] In an embodiment, the motor driving heat supplement mode may include a reactive heat generation heat supplement mode and a motor waste heat supplement mode. When the vehicle is in a running state and the heat supplement setting mode is a performance mode, the reactive heat generation heat supplement mode is used to hold the active power of the motor to maintain the torque output in the reactive heat generation heat supplement mode, and increase the reactive power of the motor until the reactive power is greater than the required heat supplement power.

[0059] Specifically, when the vehicle is in a running state, the motor output power must first ensure the vehicle's running driving demand, and the heat replenishment setting form of the heat pump subsystem is a performance form. When it is necessary to realize rapid heat generation within the power range that the motor can withstand, the motor's active power is maintained to maintain the torque output, and at the same time, the motor's reactive power is increased until the motor's reactive power is greater than the required heat replenishment power, that is, the heat generated by the motor's reactive power is greater than the required heat replenishment power calculated based on the vehicle's battery thermal management demand, the passenger compartment thermal management demand, and the heat pump subsystem status information, so that the motor can rapidly generate heat.

[0060] Or, when the vehicle is in a running state and the heat supplement setting mode is an economical mode, use the motor waste heat supplement mode, in which if the motor reactive power is greater than the required heat supplement power, the original driving power of the motor is maintained, if the motor reactive power is less than the required heat supplement power, the motor active power is maintained to maintain the torque output, and the motor reactive power is increased until it is equal to the required heat supplement power.

[0061] Specifically, when the vehicle is in a running state and the heat supplement setting mode is an economical mode, the heat supplement to the heat pump subsystem of the high-pressure system is premised on energy consumption, and only needs to meet the required heat supplement power of the heat pump subsystem. And the motor output power needs to first ensure the running driving demand of the vehicle. Determine whether the reactive power of the current driving power of the motor meets the required heat supplement power, and if the reactive power of the motor is greater than the required heat supplement power, that is, the active power in the current driving power of the motor can maintain the running driving demand of the vehicle, and the reactive power can maintain the required heat supplement power of the heat pump subsystem, then maintain the original driving power of the motor. If the reactive power of the motor is smaller than the required heat supplement power, maintain the active power in the current driving power of the motor to maintain the torque output, ensure the running driving demand of the vehicle, and increase the reactive power of the motor to be equal to the required heat supplement power, so that the motor meets the required heat supplement power and generates heat.

[0062] In the embodiment, the motor stall heat generation heat supplement mode includes a first stall heat generation heat supplement mode and a second stall heat generation heat supplement mode. When the vehicle is in a parked state and the heat supplement setting mode is a performance mode, the first stall heat generation heat supplement mode is used to realize rapid heat generation within the power range that the motor can withstand. When the vehicle is in a parked state and the motor is current flowing but torque is not generated, in the first stall heat generation heat supplement mode, all the power of the electric drive system is used for heat generation. It can be understood that the active power portion of the motor driving power is zero, and all the motor driving power is used for heat generation as reactive power, and the heat generation efficiency is high. By increasing the stall current of the motor, the reactive power of the motor is improved until the heat generation power of the motor at the stall current is greater than the heat supplement demand power, thereby meeting the heat supplement demand, and it can be understood that the heat generation power of the motor at the stall current is the reactive power of the motor.

[0063] Or, when the vehicle is in a parked state and the heat supplement setting mode is an economical mode, the second stall heat generation heat supplement mode is used to make the motor generate heat with reactive power equal to the required heat supplement power of the heat pump subsystem to ensure the heat supplement demand of the heat pump subsystem. In the second stall heat generation heat supplement mode, the stall current of the motor is increased to increase the reactive power of the motor until the heat generation power of the motor at the stall current is equal to the required heat supplement power, thereby ensuring the heat supplement demand of the heat pump subsystem.

[0064] In the embodiment, the motor boost synergistic heat-generating heat supplement mode includes a first boost synergistic heat-generating heat supplement mode and a second boost synergistic heat-generating heat supplement mode. When the vehicle is in the motor boost charging state and the heat supplement setting mode is a performance mode, the first boost synergistic heat-generating heat supplement mode is used, in which the motor is controlled to operate at a predetermined charging current, thereby ensuring the charging power of the battery, and the unbalanced current of the three-phase coil of the motor is increased until the heat generation power of the motor is greater than the required heat supplement power. That is, by superimposing the unbalanced current on the operating current of the three-phase coil respectively, the difference in absolute value of the operating current of the three-phase coil increases. It can be understood that superimposing the unbalanced current on the operating current of the three-phase coil respectively of the motor causes the operating current of the three-phase coil to be different, resulting in an unbalanced current difference. For example, the operating currents of the three-phase coils of the motor are ia, ib, and ic, the boost charging current for the battery of the motor is the sum of the operating currents of the three-phase coils ia, ib, and ic, the boost charging current for the battery of the motor is a predetermined charging current, and if the predetermined charging current does not change, the sum of ia, ib, and ic does not change. It can be understood that superimposing the unbalanced currents on the operating currents of the three-phase coils of the motor is performed by superimposing one balanced value on ia, ib, and ic respectively, so that the sum of ia, ib, and ic does not change and the difference between the absolute values ​​of two of ia, ib, and ic becomes larger, thereby making the difference in the unbalanced currents formed in the three-phase coils of the motor larger, and thus the heat generation power of the motor becomes larger, until the heat generation power of the motor is larger than the required heat replenishment power.

[0065] Alternatively, when the vehicle is in the motor boost charging state and the heat supplement setting mode is the economical mode, a second boost synergistic heat generation heat supplement mode is used, and when the heat generation power of the motor is greater than the required heat supplement power at the operating current of the three-phase coil of the motor, the operating current of the three-phase coil corresponding to the predetermined charging current of the motor is maintained, that is, the superimposed value of the unbalanced current of the operating current of the three-phase coil of the motor is zero.When the heat generation power of the motor is less than the required heat supplement power at the operating current of the three-phase coil of the motor, the superimposed value of the unbalanced current of the operating current of the three-phase coil is increased until the heat generation power is equal to the required heat supplement power.

[0066] As described above, based on the vehicle state and the heat supplement setting configuration, an appropriate heat supplement mode can be used to fully consolidate the energy of the entire vehicle, without the need to add additional hardware structures, and the cost is low.

[0067] In some embodiments, the status information of the heat pump subsystem includes a refrigerant temperature, a refrigerant pressure, and an environmental temperature, and determining whether there is a heat supplement demand in the heat pump subsystem based on the status information of the heat pump subsystem includes: When the environmental temperature is lower than the environmental temperature threshold, determining that the heat pump subsystem has a heat supplement demand when at least one of the refrigerant temperature is lower than the refrigerant temperature threshold and the refrigerant pressure is lower than the refrigerant pressure threshold is satisfied, or determining that the heat pump subsystem does not have a heat supplement demand when the refrigerant temperature is not lower than the refrigerant temperature threshold or the refrigerant pressure is not lower than the refrigerant pressure threshold, or determining that the heat pump subsystem does not have a heat supplement demand when the environmental temperature is higher than the environmental temperature threshold.

[0068] For example, when there is a heating demand for the battery and / or passenger compartment of the vehicle, if the environmental temperature is lower than the environmental temperature threshold, the refrigerant temperature is lower than the refrigerant temperature threshold and / or the refrigerant pressure is lower than the refrigerant pressure threshold, i.e., the refrigerant temperature is lower than the refrigerant temperature threshold and the refrigerant pressure is lower than the refrigerant pressure threshold, it is determined that there is a heat supplement demand in the heat pump subsystem, or if the refrigerant temperature is not lower than the refrigerant temperature threshold and the refrigerant pressure is not lower than the refrigerant pressure threshold, it is determined that there is no heat supplement demand in the heat pump subsystem. Or, if the environmental temperature is higher than the environmental temperature threshold, it is determined that there is no heat supplement demand in the heat pump subsystem. If it is determined that there is a heat supplement demand in the heat pump subsystem, the controller obtains the required heat supplement power based on the state information of the heat pump subsystem, and further transmits the heat supplement demand and the required heat supplement power to the entire vehicle, thereby controlling the operating current of the motor in the high-pressure system to exchange heat with the heat pump subsystem by the high-pressure system cooling subsystem to realize heat supplement to the heat pump subsystem and meet the demand of the battery and / or passenger compartment of the vehicle.

[0069] In some embodiments, the thermal management control method further includes obtaining temperature information of the high pressure system and the high pressure system cooling subsystem, determining a thermal management need of the high pressure system cooling subsystem based on the temperature information, and controlling an operating mode of the high pressure system cooling subsystem based on the thermal management need of the high pressure system cooling subsystem.

[0070] Specifically, in an embodiment, the demand for cooling, heating, and heating / dehumidification of the passenger compartment comes from user settings, the demand for cooling and heating of the battery comes from a comparison of dynamic detection values ​​of the battery state (temperature, voltage, charge state, etc.) with a battery state (temperature, voltage, charge state, etc.) suitable for a predetermined operation, and the cooling demand of the high-pressure system comes from a comparison of dynamic detection values ​​of high-pressure system component and cooling circuit temperatures with a high-pressure system state (component temperature and cooling circuit temperature, etc.) suitable for a predetermined operation, each demand being transmitted to the heat pump subsystem controller, the entire vehicle controller, and the entire vehicle thermal management controller with a defined signal value, and the systems that the battery and the passenger compartment need to execute are both heat pump subsystems, and the systems that the high-pressure system needs to execute are individual detection modules and execution members.

[0071] As a result, the control method enables the rational use of the energy of the entire vehicle, achieves a high energy utilization rate, and realizes intelligent control of the system, improving the driving experience of the vehicle. The control method also enables energy to flow between the battery, the environment, the high-voltage system and the passenger compartment, achieving highly integrated energy management.

[0072] Specifically, when the heat pump subsystem controller and the whole vehicle controller receive the relevant demand signals, they first self-check whether the system is normal, the heat pump subsystem needs to self-check whether the system refrigerant pressure and temperature are within the normal range and whether the sampling of each sensor is normal, the high-pressure system cooling system needs to self-check whether the electronic pump is normal, whether the electronic fan is normal, and whether the sampling of each temperature and water temperature sensor is normal, if there is an abnormality, they will send an abnormal fault signal to each controller and to the whole vehicle thermal management controller, and bounce an alert signal to the user gauge based on the severity. If all are normal, the heat pump subsystem will comprehensively judge based on the passenger compartment demand and the battery demand to operate in different operation modes, and the high-pressure cooling subsystem will judge based on whether the heat pump subsystem needs heat replenishment to operate in different operation modes.

[0073] In some embodiments, when the performance of the heat pump subsystem is poor, the high-pressure system is controlled to supply heat to the heat pump subsystem through the high-pressure system cooling subsystem, and the motor controller controls the motor to operate in several operating modes, such as a motor-driven heat supply mode, a motor stall heat supply mode, and a motor boost synergistic heat supply mode, and generates different heat to supply the refrigerant circuit of the heat pump subsystem to realize heat supply. This allows the heat generated by the motor to be fully utilized, and the heat generated by the motor is actively controlled during the driving and charging process, and the tight integration and cooperative control of each module of the thermal management system of the entire vehicle is realized, and the efficient management of the energy of the entire vehicle is realized, and the overall energy utilization rate is improved. The heat generated by the motor is used to reuse the motor parts to realize the heating function, and the cost of the system is reduced while realizing the performance and multiple functions. As a result, the suitable operating temperature of the non-enthalpy-increasing heat pump subsystem can reach about -25°C, and the energy consumption is reduced.

[0074] As described above, the thermal management control method of the embodiment of the present disclosure combines a heat pump subsystem and a high-pressure system cooling subsystem, and when there is no heat replenishment demand in the heat pump subsystem, the operation mode of the heat pump subsystem can be controlled based on the thermal management demand of the vehicle's battery and the thermal management demand of the passenger compartment; or when there is a heat replenishment demand in the heat pump subsystem, the high-pressure system can be controlled to provide heat replenishment to the heat pump subsystem by the high-pressure system cooling subsystem, and the operation mode of the high-pressure system cooling subsystem can be controlled based on the status information of the high-pressure system, thereby rationally using the energy of the entire vehicle to realize heat flow between the passenger compartment and the battery, realizing energy management, meeting user needs, and improving the driving experience.

[0075] Hereinafter, the operation modes of controlling the heat pump sub-system 101 and the high pressure system cooling sub-system based on different thermal management demands will be described with reference to Figs. 1 and 5 as examples.

[0076] In some embodiments, when it is determined that there is a cooling demand in the passenger compartment and a cooling demand in the vehicle battery, the heat pump sub-system 101 is controlled to operate in a first heat pump operating mode, and as shown in FIG. 2, in the first heat pump operating mode, the second solenoid valve 16, the third solenoid valve 24 and the fifth solenoid valve 30 are all controlled to be closed, and the first solenoid valve 6 and the fourth solenoid valve 25 are all controlled to be opened, and a target diameter of the throttle valve 23 in the heat pump sub-system 101 is obtained based on the system pressure and the pressure demand, and the throttle valve 23 is adjusted. 2, in the first heat pump operation mode, the refrigerant circulation circuit is the compressor 1 → first heat exchanger 3 (in-vehicle condenser) 3 → electromagnetic electronic expansion valve 5 → solenoid valve 6 → external condenser 7 → check valve 13 → (check valve 18 → two-way electronic expansion valve 19 → battery pack direct cooling plate 21 → throttle valve 23 → solenoid valve 25) / (electronic expansion valve 32 → evaporator 31 → check valve 29) → check valve 26 → gas-liquid separator 27 → compressor 1. As a result, the passenger compartment is cooled by heat exchange in the first heat exchanger 3 (in-vehicle condenser) 3, and the battery is cooled by the battery pack direct cooling plate 21.

[0077] In one embodiment, it is determined that there is a cooling demand in the high pressure system, and the high pressure system cooling subsystem 105 is controlled to operate in a first high pressure cooling mode of operation, and as shown in Fig. 2, in the first high pressure cooling mode of operation, the three-way valve 10 in the high pressure system cooling subsystem 105 is controlled to close ports A and B and close ports B and C, and the three-way valve 10 is controlled to communicate port A with port C. The coolant flow path is the pump 12 → plate type heat exchanger 15 → three-way valve 10AC → motor radiator 8 → high pressure system 11 → pump 12, in this way realizing heat dissipation and cooling for the high pressure system 11.

[0078] In some embodiments, when it is determined that there is no heat replenishment demand in the heat pump sub-system 101, the operation mode of the heat pump sub-system 101 is controlled based on the thermal management demand of the passenger compartment and the thermal management demand of the battery, and the specific refrigerant flow circuit can be set based on the actual situation with reference to FIG. 2, and the description is omitted here.

[0079] In some embodiments, the heat pump subsystem 101, based on the demand value, compares it with the values ​​collected by conventional system sensors, searches the table to obtain target values ​​such as compressor 1 speed, electronic fan 9 speed, blower range, electronic expansion valve, damper opening, etc., and sends them to each execution component for operation, especially in the first heat pump operation mode and the third heat pump operation mode, searches the table for the diameter of the diameter-adjustable throttle valve 23 based on the current system pressure and demand, and further adjusts the refrigerant pressure and temperature at the battery pack direct cold plate and evaporator of the system to meet the demand, and the searched table is calculated and calibrated at the system and component level, and is obtained by correction based on the whole vehicle representation.

[0080] In an embodiment, depending on the heat supplement mode, heat supplement setting configuration and required heat supplement power, the high pressure system is controlled to provide heat supplement to the heat pump subsystem by the high pressure system cooling subsystem, including several situations:

[0081] When there is a demand for battery heating and the heat pump subsystem determines that it is necessary to connect to the high-pressure system to perform heat replenishment, when the entire vehicle controller receives the heat replenishment demand of the heat pump subsystem and requests heat replenishment power, the first step is to first detect the vehicle speed, gear and charging gun signal of the entire vehicle to confirm whether the motor operating state is driving state, parked state, or charging state; for example, if the charging gun is not connected, the entire vehicle is allowed to discharge and the gear is in parking gear, it is in the parked state; for example, if the charging gun is not connected, the entire vehicle is allowed to discharge and the gear is in driving gear, it is in the driving state; for example, if the charging gun is connected and the entire vehicle is allowed to charge, it is in the parked charging state.

[0082] When the vehicle is in a running state and the thermal supplement setting mode is a performance mode, a reactive heat generation thermal supplement mode is used, in which the active power of the motor is maintained to maintain the torque output, and the reactive power of the motor is increased until the reactive power is greater than the required thermal supplement power, and by default, both the first switch and the second switch in the high voltage system are cut off.

[0083] Or, when the vehicle is in a running state and the heat supplement setting mode is an economical mode, a motor waste heat supplement mode is used, in which when the motor's reactive power is greater than the required heat supplement power, the original driving power of the motor is maintained, or when the motor's reactive power is less than the required heat supplement power, the motor's active power is maintained to maintain the torque output, and the motor's reactive power is increased to be equal to the required heat supplement power, and by default, the first switch and the second switch in the high voltage system are both cut off.

[0084] Or, when the vehicle is in park and the heat supplement setting configuration is the performance configuration or the economy configuration, a motor stall heat supplement mode is used to increase the motor stall current until the motor heat power at the stall current is greater than the required heat supplement power in the first stall heat supplement mode, and increase the motor stall current until the motor heat power at the stall current is equal to the required heat supplement power in the second stall heat supplement mode, and by default, the first switch and the second switch in the high voltage system are both off.

[0085] Or, when the vehicle is in the motor boost charging state and the thermal supplement setting configuration is the performance mode, use the first boost synergistic heat generating heat supplement mode to control the motor to operate at a predetermined charging current, and increase the unbalanced current of the three-phase coil of the motor until the heat generating power is greater than the required heat supplement power; or, when the vehicle is in the motor boost charging state and the thermal supplement setting configuration is the economic mode, when the operating current of the three-phase coil of the motor is greater than the required heat supplement power, maintain the operating current of the three-phase coil corresponding to the predetermined charging current of the motor; when the operating current of the three-phase coil of the motor is less than the required heat supplement power, increase the superposition value of the unbalanced current of the operating current of the three-phase coil until the heat generating power is equal to the required heat supplement power; in the motor boost synergistic heat generating heat supplement mode, both the first switch and the second switch in the high voltage system are closed by default.

[0086] In an embodiment of the present application, a motor current that meets the heat replenishment power is converted based on the current voltage, and a heat replenishment setting mode confirmation command is sent to the high-voltage system controller, and then sent to the entire vehicle thermal management controller and bounced to the gauge, selected by the user. A feedback command generated based on the user selected command is transmitted to the entire vehicle controller, and then the current motor current and the magnitude of the heat replenishment demand motor current are compared to combine a selectable heat replenishment mode, and a motor operating state command and operating current are sent to the motor controller to perform heat replenishment for the heat pump system, and the temperatures of the motor, motor controller and inductor are detected and protected in real time during the entire vehicle process, ensuring that the high-voltage system is controlled to perform heat replenishment for the heat pump system without burning out the devices.

[0087] As shown in Figure 3, in the case of stall heat heat supplement, K1 and K2 are cut off, and the motor controller controls the motor to operate at a constant and same current value according to the operating current to generate heat; in the motor drive heat supplement mode, K1 and K2 are cut off, and the motor controller controls the motor to operate at the current value according to the current required for driving; in the reactive heat heat supplement mode, K1 and K2 are cut off, and the motor controller controls the motor to transfer from the energy consumption priority torque rotation speed map table to the heating priority torque rotation speed map table, and checks and controls the motor to operate at the corresponding torque current and excitation current according to the operating current.

[0088] In the motor boost synergistic heat generation heat supplement mode, K1 and K2 are closed, and charging in a low temperature environment is taken as an example, that is, the battery needs to be heated and the heat pump system needs to perform heat supplementation. When charging in a low temperature environment, there are usually three stages:

[0089] First, the charging stage is mainly heating, in which the battery temperature is low, the charging capacity is weak, and the charging current is small, that is, the heating demand is large, so the battery temperature needs to be raised as soon as possible, and the corresponding heat pump system has a large heat supplement demand current, that is, it is necessary to realize a high-power heat pump system with heat supplement under the low current charging condition of the battery, in which the heat supplement is mainly heating at this stage, and after the charging stand outputs current to the bus capacitor, the amount of electricity in the capacitor is consumed through the heat supplement control, and the charging current of the battery after the two are offset is small. Therefore, the current in the inductor is small, but the current flowing through the motor and motor controller is large, so it is necessary to carry out real-time temperature detection and protection, and ensure that the heat supplement operation current is controlled without burning out the device.

[0090] And with the rise of the battery temperature, the charging capacity of the battery increases continuously, the charging current increases continuously, and at the same time, a large thermal replenishment power is also guaranteed, the temperature of the battery also increases continuously, and because of the large charging current, there is a certain amount of heat generated inside the battery, the heating demand of the battery is slightly lower than before, and the corresponding thermal replenishment demand power of the heat pump system is also slightly lower, the current output from the charging station to the bus capacitor is large, and the current in the capacitor consumed by the heat generation thermal replenishment control is small, and after the two are offset, the charging current of the battery is large. Therefore, in the inductor, the current flowing through the motor and the motor controller is both large, and it is necessary to carry out real-time temperature detection and protection, and ensure that the control is optimally controlled to achieve the synergistic effect between the battery charging current and the thermal replenishment operating current without burning out the device.

[0091] Finally, when the battery temperature is high, high-power DC charging is possible, and the inside of the battery generates a large amount of heat, which is favorable for maintaining the battery temperature, so the demand for heating power decreases, and the corresponding heat supplement demand of the heat pump system also decreases, and charging is mainly performed at this stage. The current output from the charging station to the bus capacitor is large, and the current in the capacitor consumed by the heat generation heat supplement control is small, and after the two are offset, the charging current is large. Therefore, the current flowing through the inductor is large, and it is necessary to carry out real-time temperature detection and protection, and ensure that the charging power of the battery is controlled to be the largest without burning out the device.

[0092] In addition, based on the architecture of the integrated thermal management system of the embodiment of the present disclosure, the method of adding a make-up gas enthalpy boost circuit and an enthalpy boost compressor, such as a reheater, subcooler, flasher, etc., is a means of heat supplementation for a heat pump system. The principle and structure are basically the same, and this can be regarded as a modification of the technical method of the present application. In addition, in the integrated thermal management system of the embodiment of the present disclosure, there are a plurality of three-way valves, solenoid valves, electromagnetic electronic expansion valves, etc., and the thermal management system with different types and specifications of valve bodies, such as integrated valve bodies (valve bodies that are physically integrated and functionally integrated) and four-way valves, is a circuit control and switching assembly that realizes the same principle and the same control, and is also within the protection scope of the system architecture of the embodiment of the present disclosure. In addition, the control method of performing waste heat supplementation and reactive power supplementation when driving, and generating heat due to the stall of the motor and the imbalance of the three-phase current caused by control when parking, that is, controlling the motor to generate heat mainly and passively during charging and discharging, is also a modification of this patent.

[0093] In summary, the integrated thermal management system, vehicle and thermal management control method according to the embodiments of the present disclosure provide smarter control of car usage and car booking, and higher overall energy usage throughout the vehicle.

[0094] In the description herein, references such as "one embodiment," "several embodiments," "exemplary embodiments," "examples," "specific examples," or "several examples" mean that the specific features, structures, materials, or characteristics described in the embodiment or examples are included in at least one embodiment or example of the present disclosure. In the description herein, exemplary references of the above terms do not necessarily refer to the same embodiment or example.

[0095] Although embodiments of the present disclosure have been shown and described, it will be understood that those skilled in the art can make various changes, modifications, substitutions, and variations to these embodiments without departing from the principles and spirit of the present disclosure, and the scope of the present disclosure is limited by the claims and their equivalents.

[0096] This disclosure claims priority to a Chinese patent application filed on May 11, 2021, bearing application number 202110511353.8 and entitled "Integrated thermal management system, vehicle and thermal management control method," the entire contents of which are incorporated herein by reference.

Claims

1. a heat pump subsystem including a heat pump subsystem detection module for detecting status information of the heat pump subsystem; a high pressure system cooling subsystem for exchanging heat with the heat pump subsystem and with a high pressure system of the vehicle; A battery detection module for detecting status information of a battery of a vehicle; an interactive module for receiving information on a heat demand setting for a passenger compartment; a controller for determining a thermal management need of the vehicle battery based on status information of the vehicle battery, determining a thermal management need of the passenger compartment based on the configuration information, and determining a heat replenishment need based on the thermal management need of the vehicle battery, the thermal management need of the passenger compartment, and status information of the heat pump subsystem; The heat pump subsystem status information includes a refrigerant temperature, a refrigerant pressure, and an environmental temperature, and determining a heat supplement demand based on the heat pump subsystem status information, based on the heat pump subsystem status information, determining that the heat pump subsystem has a heat supplement demand when the environmental temperature is lower than an environmental temperature threshold, if either the refrigerant temperature is lower than a refrigerant temperature threshold or the refrigerant pressure is lower than a refrigerant pressure threshold, and determining that the heat pump subsystem does not have a heat supplement demand when the refrigerant temperature is not lower than the refrigerant temperature threshold and the refrigerant pressure is not lower than a refrigerant pressure threshold; or determining that there is no heat supplement demand in the heat pump subsystem when the environmental temperature is greater than an environmental temperature threshold.

2. the high voltage system includes an electric drive system, the electric drive system includes a motor; The integrated thermal management system of claim 1, wherein the controller is further used to provide heat supplement to the heat pump subsystem by the high-pressure system cooling subsystem by determining a heat supplement mode based on an operating state of the vehicle in response to the heat supplement demand, obtaining a required heat supplement power based on status information of the heat pump subsystem, and controlling an operating current of the motor in the high-pressure system based on the required heat supplement power and the heat supplement mode.

3. A vehicle comprising an integrated thermal management system according to claim 1 or 2.

4. Obtaining vehicle battery status information and passenger compartment heat demand setting information; determining a thermal management need of the vehicle's battery based on the status information of the vehicle's battery, and determining a thermal management need of the passenger compartment based on the setting information, and controlling an operation mode of a heat pump subsystem based on the thermal management need of the passenger compartment and the thermal management need of the vehicle's battery; obtaining status information of the heat pump subsystem; determining whether there is a heat supplement demand in the heat pump subsystem based on a thermal management demand of a battery of the vehicle, a thermal management demand of the passenger compartment, and status information of the heat pump subsystem; The state information of the heat pump subsystem includes a refrigerant temperature, a refrigerant pressure, and an environmental temperature, and determining whether the heat pump subsystem has a heat supplement demand based on the state information of the heat pump subsystem includes: determining that the heat pump subsystem has a heat supplement demand when the environmental temperature is lower than an environmental temperature threshold, if either the refrigerant temperature is lower than a refrigerant temperature threshold or the refrigerant pressure is lower than a refrigerant pressure threshold, and determining that the heat pump subsystem does not have a heat supplement demand when the refrigerant temperature is not lower than the refrigerant temperature threshold and the refrigerant pressure is not lower than a refrigerant pressure threshold; or determining that there is no heat supplement demand in the heat pump subsystem when the environmental temperature is greater than an environmental temperature threshold.

5. The high voltage system includes an electric drive system, the electric drive system including a motor, and the thermal management control method further comprises: determining a heat supplemental mode based on an operating condition of the vehicle when determining that the heat pump subsystem has a heat supplemental demand; calculating a required thermal supplemental power based on the vehicle's battery thermal management needs, the passenger compartment thermal management needs, and status information of the heat pump subsystem; 5. The thermal management control method of claim 4, further comprising providing heat supplement to the heat pump subsystem by a high pressure system cooling subsystem by controlling an operating current of the motor in the high pressure system based on the heat supplement mode and the required heat supplement power.

6. determining a thermal replenishment mode based on an operating condition of the vehicle; When the vehicle is in a running state, a motor-driven heat supplement mode is used, and in the motor-driven heat supplement mode, heat supplement is performed using heat generated by reactive power of the motor drive; When the vehicle is in a parked state, a motor stall heat generation heat supplement mode is used, and in the motor stall heat generation heat supplement mode, heat is supplemented using heat from a motor stall override operation; When the vehicle is in a motor boost charging state, a motor boost synergistic heat generation heat supplement mode is used, and in the motor boost synergistic heat generation heat supplement mode, the motor is controlled to operate at a predetermined charging current, and an unbalanced current is respectively superimposed on the operating current of the three-phase coils of the motor to realize heat generation in the motor, the predetermined charging current is the sum of the operating currents of the three-phase coils, and after the unbalanced current is superimposed, the sum of the operating currents of the three-phase coils is maintained equal to the predetermined charging current; 6. The thermal management control method of claim 5, wherein superimposing the unbalanced currents on the operating currents of the three-phase coils of the motor includes superimposing one balanced value on each of ia, ib, and ic, so that the sum of ia, ib, and ic remains unchanged while the difference between the absolute values ​​of two of ia, ib, and ic becomes large, thereby making the difference in the unbalanced currents formed in the three-phase coils of the motor larger.

7. The thermal management control method further comprises: receiving a user confirmed heat replenishment setting profile, including a performance profile and an economic profile; 7. The thermal management control method of claim 6, further comprising providing heat supplement to the heat pump subsystem by the high-pressure system cooling subsystem by controlling the operating current of the motor in the high-pressure system based on the heat supplement mode, the heat supplement setting configuration and the required heat supplement power.

8. providing heat supplement to the heat pump subsystem by the high pressure system cooling subsystem by controlling an operating current of the motor in the high pressure system based on the heat supplement mode, the heat supplement configuration, and the required heat supplement power; when the vehicle is in motion and a thermal supplement configuration is the performance configuration, maintaining torque output by holding active power of the motor and increasing the reactive power of the motor until reactive power is greater than the required thermal supplement power; Alternatively, when the vehicle is in a running state and the heat supplement setting mode is the economical mode, the thermal management control method further comprises: maintaining the original driving power of the motor when the reactive power of the motor is greater than the required heat supplement power; or, when the reactive power of the motor is less than the required heat supplement power, maintaining the active power of the motor to maintain the torque output, and increasing the reactive power of the motor until it is equal to the required heat supplement power.

9. providing heat supplement to the heat pump subsystem by the high pressure system cooling subsystem by controlling an operating current of the motor in the high pressure system based on the heat supplement mode, the heat supplement configuration, and the required heat supplement power; increasing the stall current of the motor until the heat generating power of the motor at stall current is greater than the required heat supplement power when the vehicle is in a parked state and a heat supplement setting configuration is in the performance configuration; or increasing the stall current of the motor until the motor's heat generating power at stall current is equal to the required heat supplement power when the vehicle is in a parked state and a heat supplement setting configuration is the economical configuration.

10. providing heat supplement to the heat pump subsystem by the high pressure system cooling subsystem by controlling an operating current of the motor in the high pressure system based on the heat supplement mode, the heat supplement configuration, and the required heat supplement power; When the vehicle is in a motor boost charging state and the thermal replenishment setting mode is the performance mode, controlling the motor to operate at a predetermined charging current, and increasing a superposition value of an unbalanced current of the operating current of the three-phase coil until the heat generation power of the motor is greater than the required thermal replenishment power; Or, when the vehicle is in a motor boost charging state and the heat supplement setting configuration is the economical configuration, When the heat generating power of the motor is greater than the required heat replenishment power at the operating current of the three-phase coils of the motor, the operating current of the three-phase coils is maintained corresponding to a predetermined charging current of the motor; 8. The thermal management control method of claim 7, further comprising: when the heat generation power of the motor is less than the required heat replenishment power with the operating current of the three-phase coil of the motor, increasing a superposition value of the unbalanced current of the operating current of the three-phase coil until the heat generation power of the motor is equal to the required heat replenishment power.

11. The thermal management control method further comprises: obtaining temperature information for the high pressure system and the high pressure system cooling subsystem; determining a thermal management demand for the high pressure system cooling subsystem based on the temperature information; and and controlling an operation mode of the high-pressure system cooling subsystem based on the thermal management demands of the high-pressure system.

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