Thermal management system for vehicle and method for controlling the same

Abstract

The present invention relates to a thermal management system for a vehicle and a method for controlling the same. The thermal management system for a vehicle may include: a vehicle interior temperature sensor for detecting the internal temperature of the vehicle; an ambient temperature sensor for detecting the ambient temperature; a battery thermal management device for regulating the battery temperature so that the battery is within an optimal operating temperature range; an air conditioning device for air conditioning inside the vehicle; and a controller configured to determine whether there is a request for compressor operation; if it is determined that there is a request for compressor operation, determine whether the requested compressor rotational speed is higher than the maximum compressor rotational speed; if it is determined that the requested compressor rotational speed is higher than the maximum compressor rotational speed, determine whether the air conditioning device is in a maximum cooling mode; and if it is determined that the air conditioning device is in a maximum cooling mode, modify the basic rotational speed of the pump of the battery thermal management device based on a first modification value determined by the battery temperature and the internal temperature of the vehicle, and control the operation of the pump based on the modified rotational speed.

Description

Technology Field

[0001] The present invention relates to a thermal management system for a vehicle and a control method thereof, which can ensure a cooling effect inside the vehicle when cooling the battery and prevent energy waste when heating the battery. Background Technology

[0002] An electric vehicle includes a high-voltage battery as the vehicle's power source. The electric vehicle further includes a battery thermal management device to regulate the temperature of the high-voltage battery so that it remains within an optimal operating temperature range. Additionally, the electric vehicle further includes an air conditioning system for interior heating, cooling, and dehumidification.

[0003] FIG. 1 is a schematic diagram illustrating a thermal management system of an electric vehicle. As illustrated in FIG. 1, the thermal management system of an electric vehicle may include a battery thermal management device (10) and an air conditioning device (20). The battery thermal management device (10) may include a high-pressure battery (12), a battery heater (13), a battery cooler (14), and a pump (15) connected via a battery coolant line (11). The air conditioning device (20) may include a compressor (22), a condenser (23), an expansion valve (24), and an evaporator (25) connected via a refrigerant line (21), and a blower (not shown) for introducing outside air. The battery cooler (14) is connected to the refrigerant line (21) of the air conditioning device (20) via a refrigerant connection line (31) and cools the high-pressure battery (12) using heat exchange between the refrigerant and the coolant. An expansion valve (32) is provided in the upstream refrigerant connection line (31) of the battery cooler (14). The battery cooler (14) of the battery thermal management device (10) is arranged in parallel with the evaporator (25) of the air conditioning device (20), so that the battery thermal management device (10) and the air conditioning device (20) can share the refrigerant of the refrigerant line (21).

[0004] Therefore, when the battery thermal management device (10) and the air conditioning device (20) of the electric vehicle operate simultaneously, the battery thermal management device (10) and the air conditioning device (20) influence each other. For example, in the case of a conventional thermal management system, when cooling of the high-voltage battery (12) is required, the rotational speed of the pump (15) is set based only on the temperature of the high-voltage battery (12) without considering the vehicle interior temperature. The higher the rotational speed of the pump (15), the greater the amount of refrigerant flowing from the refrigerant line (21) to the battery cooler (14) through the refrigerant connection line (31).

[0005] In other words, the ratio of the refrigerant flowing into the battery cooler (14) and the refrigerant flowing into the evaporator (25) is mainly determined by the cooling load of the battery thermal management device (10) and the cooling load of the air conditioning device (20). If the cooling load of the air conditioning device (20) remains unchanged and the cooling load of the battery thermal management device (10) is large or increases, the cooling effect of the air conditioning device (20) is reduced, causing inconvenience to the user.

[0006] In addition, if the battery thermal management device (10) is equipped with an expansion valve and the expansion valve cannot receive an external control signal for opening control and cannot be completely closed, when the high-voltage battery (12) is heated, the cooling water in the battery cooling water line (11) is cooled as it passes through the battery cooler (14), so energy waste occurs.

[0007] Therefore, a vehicle thermal management system is required that can ensure the cooling effect inside the vehicle when the battery is cooled and prevent energy waste when the battery is heated.

[0008] The matters described in this background technology section are written to enhance understanding of the background of the invention and may include matters that are not prior art already known to those skilled in the art to which this technology belongs. The problem to be solved

[0009] Various aspects of the present invention are intended to solve the aforementioned problems of the prior art, and those skilled in the art will clearly understand other technical problems not mentioned in this specification through the following detailed description of the specification.

[0010] Various aspects of the present invention aim to provide a thermal management system for a vehicle and a control method thereof that can ensure a cooling effect inside the vehicle when cooling the battery and prevent energy waste when heating the battery. means of solving the problem

[0011] According to one aspect of the present invention, a thermal management system for a vehicle is provided. The system may include a vehicle interior temperature sensor, an ambient temperature sensor, a battery thermal management device, an air conditioning unit, and a controller. The vehicle interior temperature sensor is provided inside the vehicle and used to detect the temperature inside the vehicle; the ambient temperature sensor is provided outside the vehicle and used to detect the ambient temperature; the battery thermal management device may include a battery, a battery temperature sensor, a battery heater, a battery cooler, and a pump to regulate the battery temperature; the air conditioning unit may include a blower, a temp door, and a compressor for air conditioning inside the vehicle; the controller determines whether there is a request to operate the compressor; if it is determined that there is a request to operate the compressor, it determines whether the requested compressor rotational speed is higher than the maximum compressor rotational speed; if it is determined that the requested compressor rotational speed is higher than the maximum compressor rotational speed, it determines whether the air conditioning unit is in a maximum cooling mode. When it is determined that the air conditioning system is in maximum cooling mode, the basic rotational speed of the pump of the battery thermal management system can be modified based on a first modification value determined by the battery temperature and the vehicle interior temperature, and the operation of the pump can be controlled based on the modified rotational speed.

[0012] In an embodiment, the controller may be further configured to modify the basic rotational speed of the pump of the battery thermal management device based on a second modification value determined by the battery temperature and the vehicle interior temperature and a third modification value determined by the number of blowers when it is determined that the air conditioning device is not in maximum cooling mode, and to control the operation of the pump based on the modified rotational speed.

[0013] In an embodiment, the controller may be further configured to determine whether there is a request for battery heater operation when it is determined that the compressor request rotational speed is less than or equal to the compressor maximum rotational speed; and when it is determined that there is no request for battery heater operation, to control the compressor to operate at the compressor request rotational speed and to control the pump to operate at the basic rotational speed.

[0014] In an embodiment, the controller may be further configured to execute an energy-saving control mode when it is determined that there is a request to operate the battery heater.

[0015] In an embodiment, in an energy saving control mode, the controller may be further configured to determine whether the battery is in a charged state; if it is determined that the battery is in a charged state, to control the compressor not to operate and to control the battery heater to operate; while the battery heater is operating, to determine whether the vehicle interior temperature is higher than a first predetermined temperature; and if it is determined that the vehicle interior temperature is higher than the first predetermined temperature, to control the compressor to operate.

[0016] In an embodiment, in an energy saving control mode, the controller determines whether it is in an anti-fogging mode when it is determined that the vehicle interior temperature is below a first predetermined temperature; when it is determined that it is in an anti-fogging mode, it determines whether the blower speed is above a first predetermined speed; when it is determined that the blower speed is above the first predetermined speed, it maintains the blower speed; and when it is determined that the blower speed is below the first predetermined speed, it may be further configured to increase the blower speed to the first predetermined speed.

[0017] In an embodiment, in an energy saving control mode, the controller may be further configured to determine whether it is in an anti-fogging mode when it is determined that the battery is not in a charged state; and when it is determined that it is not in an anti-fogging mode, to control the compressor not to operate and to control the battery heater to operate.

[0018] In an embodiment, in an energy saving control mode, if the controller determines that it is in an anti-fogging mode, it controls the compressor to operate and controls the battery heater to operate; while the compressor is operating and the battery heater is not operating, it determines whether the ambient temperature is below a second predetermined temperature; if it determines that the ambient temperature is below the second predetermined temperature, it determines whether the blower speed is above a first predetermined speed; if it determines that the blower speed is above the first predetermined speed, it maintains the blower speed and controls the temp door to open to a first predetermined position; and if it determines that the blower speed is below the first predetermined speed, it raises the blower speed to the first predetermined speed and controls the temp door to open to a first predetermined position.

[0019] In an embodiment, in an energy saving control mode, if the ambient temperature is determined to be higher than a second predetermined temperature, the controller determines whether the blower speed is greater than or equal to a second predetermined speed that is lower than the first predetermined speed; if it is determined that the blower speed is greater than or equal to the second predetermined speed, the blower speed is maintained; and if it is determined that the blower speed is lower than the second predetermined speed, the controller may be further configured to increase the blower speed to the second predetermined speed.

[0020] According to another aspect of the present invention, a method for controlling a thermal management system of a vehicle is provided. The control method may include the steps of: determining whether there is a request for compressor operation; determining, if it is determined that there is a request for compressor operation, whether the requested compressor rotational speed is higher than the maximum compressor rotational speed; determining, if it is determined that the requested compressor rotational speed is higher than the maximum compressor rotational speed, whether the air conditioning unit is in a maximum cooling mode; and, if it is determined that the air conditioning unit is in a maximum cooling mode, modifying the basic rotational speed of the pump of the battery thermal management unit based on a first modification value determined by the battery temperature and the vehicle interior temperature, and controlling the operation of the pump based on the modified rotational speed.

[0021] In an embodiment, the control method may further include the step of, when it is determined that the air conditioning unit is not in maximum cooling mode, modifying the basic rotational speed of the pump of the battery thermal management unit based on a second modification value determined by the battery temperature and the vehicle interior temperature and a third modification value determined by the number of blowers, and controlling the operation of the pump based on the modified rotational speed.

[0022] In an embodiment, the control method may further include the step of determining whether there is a request for battery heater operation when it is determined that the requested compressor rotational speed is less than or equal to the maximum compressor rotational speed; and the step of controlling the compressor to operate at the requested compressor rotational speed and controlling the pump to operate at the basic rotational speed when it is determined that there is no request for battery heater operation.

[0023] In an embodiment, the control method may further include the step of executing an energy-saving control mode when it is determined that there is a request to operate a battery heater.

[0024] In an embodiment, in an energy saving control mode, it is determined whether the battery is in a charged state; if it is determined that the battery is in a charged state, the compressor is controlled not to operate and the battery heater is controlled to operate; while the battery heater is operating, it is determined whether the vehicle interior temperature is higher than a first predetermined temperature; and if it is determined that the vehicle interior temperature is higher than the first predetermined temperature, the compressor is controlled to operate.

[0025] In an embodiment, in an energy saving control mode, if it is determined that the vehicle interior temperature is below a first predetermined temperature, it is determined whether it is an anti-fogging mode; if it is determined that it is an anti-fogging mode, it is determined whether the blower speed is greater than or equal to a first predetermined speed; if it is determined that the blower speed is greater than or equal to a first predetermined speed, the blower speed is maintained; and if it is determined that the blower speed is lower than a first predetermined speed, the blower speed can be increased to a first predetermined speed.

[0026] In an embodiment, in an energy saving control mode, if it is determined that the battery is not in a charged state, it is determined whether it is in an anti-fogging mode; if it is determined that it is not in an anti-fogging mode, the compressor is controlled not to operate and the battery heater is controlled to operate.

[0027] In an embodiment, when it is determined that the anti-fogging mode is in the energy saving control mode, the compressor is controlled to operate and the battery heater is controlled not to operate; when the compressor is operating and the battery heater is not operating, it is determined whether the ambient temperature is below a second predetermined temperature; when it is determined that the ambient temperature is below the second predetermined temperature, it is determined whether the blower speed is above a first predetermined speed; when it is determined that the blower speed is above the first predetermined speed, the blower speed is maintained and the temp door is controlled to open to a first predetermined position; and when it is determined that the blower speed is lower than the first predetermined speed, the blower speed is increased to the first predetermined speed and the temp door is controlled to open to a first predetermined position.

[0028] In an embodiment, in an energy saving control mode, if the ambient temperature is determined to be higher than a second predetermined temperature, it is determined whether the blower speed is greater than or equal to a second predetermined speed that is lower than the first predetermined speed; if it is determined that the blower speed is greater than or equal to the second predetermined speed, the blower speed is maintained; and if it is determined that the blower speed is lower than the second predetermined speed, the blower speed can be increased to the second predetermined speed. Effects of the invention

[0029] A thermal management system for a vehicle and a control method thereof according to an embodiment of the present invention can ensure the cooling effect of the battery and, at the same time, minimize user inconvenience caused by a decrease in the cooling effect of the air conditioning system by adjusting the flow rate of the refrigerant supplied to the battery thermal management device in consideration of the internal temperature of the vehicle.

[0030] A thermal management system for a vehicle and a control method according to an embodiment of the present invention can prevent energy waste and improve the heating performance of the battery to ensure the maximum charging speed of the battery by controlling the operation of the compressor according to the vehicle interior temperature and whether the anti-fogging mode is turned on when the battery is in a charged state and heating is required.

[0031] A thermal management system for a vehicle and a control method according to an embodiment of the present invention can ensure the safety of driving a vehicle by preventing energy waste and guaranteeing the anti-fogging performance of the air conditioning system by controlling the operation of a battery heater and a compressor according to whether the anti-fogging mode is turned on and the ambient temperature when the battery is not in a charged state and the vehicle is driving or preparing to drive.

[0032] Furthermore, other effects that can be obtained or predicted by the embodiments of the present invention will be disclosed directly or implicitly in the detailed description of the embodiments of the present invention. That is, various effects predicted according to the embodiments of the present invention will be disclosed within the detailed description to be set forth below. Brief explanation of the drawing

[0033] The aforementioned objectives and other objectives, features, and other advantages of the present invention will be more clearly understood through the detailed description below, together with the accompanying drawings. Figure 1 is a schematic diagram illustrating a thermal management system of an electric vehicle. FIG. 2 is a schematic diagram illustrating the configuration of a thermal management system of a vehicle according to an embodiment of the present invention. FIG. 3 is a flowchart illustrating a control method for a thermal management system of a vehicle according to an embodiment of the present invention. FIG. 4 is a flowchart illustrating an energy-saving control mode of a thermal management system of a vehicle according to an embodiment of the present invention. It will be understood that the drawings are not drawn in a fixed proportion, but rather represent various features explaining the basic principles of the present invention in a somewhat simplified manner. In the attached drawings, the same reference numerals refer to the same or equivalent parts. Specific details for implementing the invention

[0034] It should be understood that the terms “vehicle,” “of a vehicle,” or other similar terms as used herein generally include mobility vehicles such as sports utility vehicles (SUVs), buses, trucks, and various commercial vehicles, passenger cars, various boats, vessels including ships, aircraft, etc., and also include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (such as fuels derived from resources other than petroleum).

[0035] Although exemplary embodiments have been described as performing an exemplary process using multiple units, it should be understood that the exemplary process may be performed by one or more modules. It should also be understood that the terms “control unit,” “controller,” or other similar terms refer to a hardware device comprising memory and a processor. The memory is configured to store modules, and the processor is configured specifically to execute said modules to complete one or more processes further described below.

[0036] The terms used herein are merely for describing embodiments and are not intended to limit the invention. The singular forms “one,” “one,” and “above” used herein include the plural forms unless otherwise explicitly indicated in the context. Furthermore, the term “included” as used herein specifies the presence of the feature, number, step, operation, element, and / or component, but does not exclude the presence or addition of one or more other features, number, step, operation, element, component, and / or combinations thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0037] A thermal management system for a vehicle and a control method thereof according to an embodiment of the present invention will be described below with reference to the drawings.

[0038] FIG. 2 is a schematic diagram illustrating the configuration of a thermal management system of a vehicle according to an embodiment of the present invention.

[0039] As illustrated in FIG. 2, a thermal management system for a vehicle according to an embodiment of the present invention may include a vehicle interior temperature sensor (101), an ambient temperature sensor (102), a battery thermal management device (200), an air conditioning device (300), and a controller (400).

[0040] The vehicle interior temperature sensor (101) is the vehicle interior temperature (T inside It can be installed inside the vehicle to detect the ambient temperature. The ambient temperature sensor (102) detects the ambient temperature (T AMB It can be installed on the exterior of the vehicle to detect ).

[0041] The battery thermal management device (200) may include a battery (201), a battery temperature sensor (202), a battery heater (203), a battery cooler (204), and a pump (205). The battery thermal management device (200) heats the battery (201) using the battery heater (203) and cools the battery (201) using the battery cooler (204), thereby keeping the battery temperature (T) of the battery (201) within an optimal operating temperature range. B ) can be adjusted.

[0042] The battery (201) may be a high-voltage battery of an electric vehicle. The battery temperature sensor (202) measures the battery temperature (T) of the battery (201). BA battery heater (203) may be installed in the battery (201) to detect the battery (201), and the battery heater (203) may be an electric heater (e.g., a PTC heater). The battery cooler (204) is connected to the refrigerant line of the air conditioning unit (300) through a refrigerant connection line to receive refrigerant from the refrigerant line, and can cool the battery (201) by utilizing heat exchange between the refrigerant and the cooling water. An expansion valve is installed in the refrigerant connection line upstream of the battery cooler (204) to expand the refrigerant flowing into the battery cooler (204). The pump (205) may be an electric pump that circulates cooling water in the cooling water line of the battery thermal management unit (200).

[0043] The air conditioning unit (300) may include a blower (301), a temp door (302), and a compressor (303). Additionally, the air conditioning unit (300) may include a condenser, an expansion valve, an evaporator, etc., which are not listed individually here.

[0044] A blower (301) and a temp door (302) can be provided to the heating, ventilation, and air conditioning (HVAC) (not shown) of the air conditioning unit (300). The blower (301) can introduce outside air into the vehicle interior. The temp door (302) can regulate the temperature inside the vehicle by changing the ratio of hot and cold air entering the vehicle interior by adjusting its position. The compressor (303) can compress the refrigerant in the refrigerant line of the air conditioning unit (300) to a high temperature and high pressure state. Through the operation of the compressor (303), the refrigerant can circulate in the refrigerant line of the air conditioning unit (300) to realize air conditioning inside the vehicle.

[0045] The controller (400) may be a controller for the battery thermal management device (200) or the air conditioning device (300), or it may be a separately installed controller. The controller (400) communicates with the vehicle interior temperature sensor (101), the ambient temperature sensor (102), the battery thermal management device (200), and the air conditioning device (300) to receive data from the vehicle interior temperature sensor (101), the ambient temperature sensor (102), the battery thermal management device (200), and the air conditioning device (300), and transmits data to the battery thermal management device (200) and the air conditioning device (300) to perform control.

[0046] Preferably, the controller (400) detects the vehicle interior temperature (T) from the vehicle interior temperature sensor (101). inside ) received, and ambient temperature (T) detected from ambient temperature sensor (102) AMB ) can be received. The controller (400) receives the battery temperature (T) of the battery (201) detected by the battery temperature sensor (202) by the battery thermal management device (200). B It can receive ). In addition, the controller (400) can receive various air conditioning parameters from the air conditioning device (300). The air conditioning parameters include the number of blowers (301), the position of the temp door (302), and the compressor requested rotational speed (RPM). COMP_REQUEST It may include an operating mode of the air conditioning unit (300). Preferably, the controller (400) can communicate with the vehicle interior temperature sensor (101), the ambient temperature sensor (102), the battery thermal management unit (200), and the air conditioning unit (300) via CAN.

[0047] In an embodiment, the controller (400) can communicate with the air conditioning unit (300) to determine whether there is a request to operate the compressor. The presence of a request to operate the compressor means that the compressor (303) must be operated.

[0048] When it is determined that there is a request for compressor operation, the controller (400) additionally receives from the air conditioning unit (300) the request for compressor rotation speed (RPM) COMP_REQUEST ) Receives the requested compressor rotation speed (RPM COMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAX It can determine whether it is higher than ). When the battery thermal management device (200) cools the battery (201), the battery thermal management device (200) may request the air conditioning device (300) to operate the compressor (303). Requested compressor rotation speed (RPM) COMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAX The fact that it is higher than ) means that both the battery thermal management device (200) and the air conditioning device (300) require the operation of the compressor (303), the operating load of the compressor (303) is high, and the compressor (303) is at the compressor maximum rotational speed (RPM) MAX This means that even when driving, it is difficult to simultaneously satisfy the cooling requirements of the battery (201) and the cooling requirements of the vehicle interior. In this situation, a conventional thermal management system will prioritize the cooling requirements of the battery (201) regardless of the vehicle interior temperature. If the vehicle interior temperature is high, the cooling effect of the air conditioning unit (300) decreases, which may cause discomfort to the user.

[0049] The thermal management system according to an embodiment of the present invention can ensure a cooling effect of the battery (201) and minimize user inconvenience by adjusting the flow rate of the refrigerant supplied to the battery thermal management device (200) in consideration of the internal temperature of the vehicle.

[0050] Specifically, the requested compressor rotational speed (RPM) COMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAXIf it is determined to be greater than ), the controller (400) can communicate with the air conditioning unit (300) to determine whether the operating mode of the air conditioning unit (300) is the maximum cooling mode. If the operating mode of the air conditioning unit (300) is the maximum cooling mode, the user [can] the vehicle interior temperature (T inside It means that you feel the temperature is very high and expect the vehicle's interior temperature to drop quickly.

[0051] Accordingly, when it is determined that the operating mode of the air conditioning unit (300) is the maximum cooling mode, the controller (400) can improve the cooling effect inside the vehicle by reducing the rotational speed of the pump (205) of the battery thermal management unit (200) and reducing the flow rate of the refrigerant supplied to the battery thermal management unit (200).

[0052] Specifically, the controller (400) controls the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside The basic rotational speed (RPM) of the pump (205) of the battery thermal management device (200) based on the first modification value (A) determined by ) EWP_BASIC Modify ) and the modified rotational speed (RPM EWP The operation of the pump (205) can be controlled based on ). The controller (400) controls the rotational speed (RPM) of the pump (205) modified according to the following mathematical formula 1. EWP ) can be calculated.

[0053] Mathematical formula 1:

[0054] RPM EWP = RPM EWP_BASIC -A

[0055] Here, RPM EWP_BASIC is the basic rotational speed of the unmodified pump (205), and A is the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside It is the first correction value determined by ).

[0056] Basic rotational speed (RPM) of the pump (205)EWP_BASIC ) is the battery temperature (T) of the battery (201) B It can be determined by ). Also, battery temperature (T B Due to fluctuations in ), the basic rotational speed (RPM) of the pump (205) EWP_BASIC To prevent ) from changing frequently, the battery temperature (T B Depending on whether the basic rotational speed (RPM) of the pump (205) increases or decreases EWP_BASIC ) can be set differently.

[0057] Table 1 below shows the first correction value (A) and the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside Represents the mapping relationship of ).

[0058] T B T inside 0 36 38 40 42 44 0 0 0 0 0 0 0 30 900 700 500 300 100 0 32 1000 800 600 400 200 0 34 1100 900 700 500 300 0 36 1200 1000 800 600 400 0

[0059] As shown in Table 1, the first correction value (A) is generally the battery temperature (T) of the battery (201). B It is inversely proportional to ), and the vehicle interior temperature (T inside It is directly proportional to the vehicle interior temperature (T inside If ) does not change, the battery temperature (T) of the battery (201) B As ) increases, the first correction value (A) becomes smaller. The battery temperature (T) of the battery (201) B If ) does not change, the vehicle interior temperature (T inside As ) increases, the first correction value (A) increases. However, the battery temperature (T) of the battery (201) B If ) is high and exceeds the optimal operating temperature range (e.g., T B ≥44℃), the first modification value (A) is 0. That is, the pump (205) operates at the basic rotational speed (RPM) without modification to ensure the operating performance of the battery (201). EWP_BASIC Drives as ).

[0060] Table 1 shows the first correction value (A) and the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (Tinside Although the mapping relationship of ) has been shown exemplarily, embodiments of the present invention are not limited thereto, and the values ​​in Table 1 may be changed as needed.

[0061] If the operating mode of the air conditioning unit (300) is not the maximum cooling mode, the user can [set] the vehicle interior temperature (T inside This means that it is not felt that ) is very high, or that the air conditioning system (300) determines that the cooling load is not very large. However, the vehicle interior temperature (T inside The battery temperature (T) of the battery (201) without considering ) B If the rotational speed of the pump (205) is set based solely on ), the impact of the battery thermal management device (200) on the air conditioning device (300) may still cause inconvenience to the user.

[0062] In order to prevent causing inconvenience to the user, if the operating mode of the air conditioning unit (300) is determined not to be the maximum cooling mode, the controller (400) [controls] the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside The basic rotational speed (RPM) of the pump (205) of the battery thermal management device (200) based on the second modification value (B) determined by ) and the third modification value (C) determined by the number of blowers EWP_BASIC Modify ) and the modified rotational speed (RPM EWP The operation of the pump (205) can be controlled based on ). The controller (400) controls the rotational speed (RPM) of the pump (205) modified according to the following mathematical formula 2. EWP ) can be calculated.

[0063] Mathematical formula 2:

[0064] RPM EWP = RPM EWP_BASIC - B - C

[0065] Here, RPM EWP_BASICis the basic rotational speed of the unmodified pump (205), and B is the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside The second correction value is determined by ), and C is the third correction value determined by the number of blowers (301).

[0066] Table 2 below shows the second correction value (B) and the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside Represents the mapping relationship of ).

[0067] T B T inside 0 36 38 40 42 44 0 0 0 0 0 0 0 30 500 400 300 200 100 0 32 600 500 400 300 200 0 34 700 600 500 400 300 0 36 800 700 600 500 400 0

[0068] As shown in Table 2, the second modification value (B) is generally inversely proportional to the battery temperature (T) of the battery (201) and the vehicle interior temperature (T inside It is directly proportional to the vehicle interior temperature (T inside If ) does not change, the battery temperature (T) of the battery (201) B As ) increases, the second correction value (B) becomes smaller. The battery temperature (T) of the battery (201) B If ) does not change, the vehicle interior temperature (T inside As ) increases, the second correction value (B) increases. The battery temperature (T) of the battery (201) B If ) is high and exceeds the optimal operating temperature range (e.g., T B ≥44℃), the second correction value (B) becomes 0.

[0069] Also, the battery temperature (T) of the battery (201) B ) and vehicle interior temperature (T inside If ) is the same, the second correction value (B) is smaller than the first correction value (A). For example, the battery temperature (T) of the battery (201). B ) is 36℃ and the vehicle interior temperature (T inside When ) is 30℃, the second correction value (B) is 400 and is smaller than the first correction value (A) (i.e., 700).

[0070] Table 2 shows the second correction value (B) and the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside The mapping relationship between ) is shown only as an example, and embodiments of the present invention are not limited thereto, and the values ​​in Table 2 may be changed as needed.

[0071] Table 3 below shows the mapping relationship between the third modification value (C) and the number of blowers (301).

[0072] Blower speed cutoff 0 1 2 3 4 5 6 7 8 C 0 0 200 300 400 500 600 700 800

[0073] As shown in Table 3, the third correction value (C) is generally directly proportional to the number of blower stages. That is, as the number of blower stages increases, the third correction value (C) increases. This means that even though the operating mode of the air conditioning unit (300) is not the maximum cooling mode, if the user sets the number of blower stages high, the user feels hot. Therefore, depending on the number of blower stages of the blower (301), the rotational speed (RPM) of the pump (205) EWP ) can be modified.

[0074] Therefore, the requested compressor rotational speed (RPM) COMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAX If it is higher than ), it can be determined whether it is a maximum cooling mode according to the operating mode of the air conditioning unit (300), and the basic rotational speed (RPM) of the pump (205) of the battery thermal management unit (200) EWP_BASIC ) can be modified. Therefore, the cooling effect of the battery (201) can be ensured, and at the same time, the cooling effect of the air conditioning device (300) can be improved, thereby improving the comfort of the user.

[0075] Table 3 merely illustrates the mapping relationship between the third modification value (C) and the number of blowers (301) by way of example, and embodiments of the present invention are not limited thereto, and the values ​​in Table 3 may be changed as necessary. In addition, the compressor requested rotational speed (RPM) COMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAXIf it is determined that the value is less than or equal to ), it means that the performance of the compressor (303) can simultaneously satisfy the requirements for vehicle interior cooling and battery cooling. Additionally, the controller (400) can communicate with the battery thermal management device (200) to determine whether there is a request to operate the battery heater (203). If there is no request to operate the battery heater (203), it means that there is no need to heat the battery (201). In this case, even if the compressor (303) is operated, no energy waste occurs due to the heating and cooling of the coolant. Therefore, if it is determined that there is no request to operate the battery heater (203), the controller (400) operates the compressor (303) at the compressor request rotational speed (RPM). COMP_REQUEST ) drive at the basic rotational speed (RPM) of the pump (205). EWP_BASIC It can be controlled to drive as ).

[0076] When there is a request to operate the battery heater (203), it means that the battery (201) must be heated. If the expansion valve installed upstream of the battery cooler (204) cannot receive an external control signal for opening control and cannot be completely closed, the coolant heated when passing through the battery heater (203) is cooled when passing through the battery cooler (204), resulting in energy waste. To prevent energy waste, the thermal management system according to an embodiment of the present invention sets an energy-saving control mode.

[0077] In an embodiment, when it is determined that the operation request of the compressor (303) and the operation request of the battery heater (203) exist simultaneously, the controller (400) determines that the conditions for executing an energy-saving control mode are satisfied and can execute the energy-saving control mode.

[0078] In energy-saving control mode, the controller (400) can determine whether the battery (201) is in a charged state. In the case of an electric vehicle, if the battery (201) is in a charged state, the vehicle must be parked. At this time, the anti-fogging performance of the air conditioning unit (300) does not affect the driving safety of the vehicle, so the anti-fogging performance of the air conditioning unit (300) is not very important. In this case, the battery heater (203) can be operated, but the compressor (303) is not operated, so the battery (201) is heated first to ensure the charging speed of the battery (201).

[0079] Conversely, when the battery (201) is not in a charged state and the vehicle is in motion or preparing to be driven, the anti-fogging performance of the air conditioning system (300) is very important because it affects the safety of driving the vehicle. In this case, the operation of the compressor (303) can be determined depending on whether the anti-fogging mode is turned on. When the anti-fogging mode is turned on, it indicates that fog may have formed on the vehicle, and although the compressor (303) can be operated, the battery heater (203) is not operated, so anti-fogging is performed first to ensure the safety of driving the vehicle.

[0080] Specifically, when it is determined that the battery (201) is in a charged state, the controller (400) can control the compressor (303) not to operate and control the battery heater (203) to operate. Thus, the temperature of the battery (201) can rise rapidly, thereby ensuring the charging speed of the battery (201).

[0081] Additionally, when the battery heater (203) is in operation, the controller (400) controls the vehicle interior temperature (T insideThe operation of the compressor (303) can be determined based on the temperature. For example, if a vehicle is parked in a low-temperature environment for a certain period and then moved to a high-temperature charging station to charge, the internal temperature of the vehicle (T inside A situation where ) is high may occur. Vehicle interior temperature (T inside When ) is high, the controller (400) can control the compressor (303) to operate at low power. Thus, while ensuring the charging speed of the battery (201), the excessive temperature (T) inside the vehicle inside Prevents user inconvenience caused by ). Vehicle interior temperature (T inside When the value is low, the controller (400) controls the compressor (303) not to operate, thereby ensuring the charging speed of the battery (201) and preventing energy waste.

[0082] Specifically, the controller (400) detects the vehicle interior temperature (T) from the vehicle interior temperature sensor (101). inside ) receiving the vehicle interior temperature (T inside It is possible to determine whether ) is higher than the first predetermined temperature (T1). Vehicle interior temperature (T inside If it is determined that ) is higher than the first predetermined temperature (T1), the controller (400) controls the compressor (303) to operate at low power, thereby lowering the vehicle interior temperature (T inside ) is maintained below a first predetermined temperature (T1). Preferably, the first predetermined temperature (T1) may be 28℃.

[0083] Vehicle interior temperature (T insideWhen it is determined that the temperature is below the first predetermined temperature (T1), the controller (400) can determine whether it is in an anti-fogging mode. When it is determined that it is in an anti-fogging mode, anti-fogging can be performed using the blower (301). The controller (400) can determine whether the blower speed is high, and if the blower speed is high, the blower speed is maintained, and if the blower speed is low, the blower speed is increased. Therefore, anti-fogging can be performed using a high blower speed while the compressor (303) is not operating.

[0084] Specifically, when it is determined that the anti-fogging mode is active, the controller (400) can determine whether the blower speed is greater than or equal to a first predetermined speed. If it is determined that the blower speed is greater than or equal to the first predetermined speed, the controller (400) can maintain the blower speed. If it is determined that the blower speed is lower than the first predetermined speed, the controller (400) can increase the blower speed to the first predetermined speed. Preferably, when the maximum speed of the blower (301) is 8 speeds, the first predetermined speed may be 5 speeds.

[0085] Vehicle interior temperature (T inside If it is determined that the first predetermined temperature (T1) or lower is not in the anti-fogging mode, the controller (400) can keep the compressor (303) from operating.

[0086] Therefore, when the battery (201) is in a charged state, the vehicle interior temperature (T inside Only when ) is high does the compressor (303) operate at low power. Vehicle interior temperature (T insideWhen the temperature is low, even if the anti-fogging mode is turned on, anti-fogging is performed using only the blower (301), and the compressor (303) is not operated. Therefore, the cooling water of the battery thermal management device (200) is heated by the battery heater (203) and cooled by the battery cooler (204), thereby preventing energy waste. In addition, the heating performance of the battery (201) is improved, so the charging speed of the battery (201) can be guaranteed to the maximum.

[0087] Additionally, in the energy saving control mode, if it is determined that the battery (201) is not in a charged state, the controller (400) can communicate with the air conditioning unit (300) to determine whether the anti-fogging mode of the air conditioning unit (300) is turned on. The controller (400) can determine whether to operate the compressor (303) depending on whether the anti-fogging mode is turned on. The compressor (303) can be operated only when the anti-fogging mode is turned on in order to ensure the safety of vehicle driving.

[0088] Specifically, if it is determined that the anti-fogging mode is not turned on, the controller (400) can control the battery heater (203) to operate and control the compressor (303) not to operate. Thus, energy waste can be prevented.

[0089] When it is determined that the anti-fogging mode is turned on, the controller (400) controls the compressor (303) to operate and controls the battery heater (203) not to operate, thereby ensuring the anti-fogging performance first and preventing energy waste. In a state where the compressor (303) is operating and the battery heater (203) is not operating, the controller (400) controls the ambient temperature (T AMB It can additionally determine whether ) is low. Ambient temperature (T AMBIf ) is low, it means that there is a high possibility of fogging occurring on the vehicle. Accordingly, to improve the anti-fogging performance of the air conditioning unit (300), the operation of the blower (301), the temp door (302), and the heater (not shown) of the HVAC module can be additionally controlled. Specifically, the controller (400) controls the ambient temperature (T) detected by the ambient temperature sensor (102). AMB Receive ) and ambient temperature (T AMB It is possible to determine whether ) is lower than the second predetermined temperature (T2). Preferably, the second predetermined temperature (T2) may be 5℃.

[0090] Ambient temperature (T AMB If it is determined that the second predetermined temperature (T2) or lower, the controller (400) may determine that there is a high probability of fogging occurring on the vehicle. Additionally, the controller (400) may determine whether the blower speed is greater than or equal to the first predetermined speed. If it is determined that the blower speed is greater than or equal to the first predetermined speed, the controller (400) may maintain the blower speed. If it is determined that the blower speed is lower than the first predetermined speed, the controller (400) may increase the blower speed to the first predetermined speed. Thus, the blower (301) can be used to assist in preventing fogging. Furthermore, the controller (400) may further control the temp door (302) to open to the first predetermined position and control the operation of the heater (not shown) of the HVAC module of the air conditioning device (300). Preferably, the first predetermined position may mean that most of the mixed intake air of the air conditioning device (300) is hot air, and the outlet air temperature of the air conditioning device (300) rises so that the anti-fogging effect is improved.

[0091] Ambient temperature (T AMB Compared to the case where ) is below the second predetermined temperature (T2), the ambient temperature (T AMBIf it is determined that the second predetermined temperature (T2) is higher than the first predetermined temperature, the likelihood of vehicle fogging occurring is relatively low. Additionally, the controller (400) can determine whether the blower speed is higher than the second predetermined speed, which is lower than the first predetermined speed. Preferably, if the maximum speed of the blower (301) is 8 speeds, the second predetermined speed may be 3 speeds.

[0092] If it is determined that the blower speed is greater than or equal to the second predetermined speed, the controller (400) can maintain the blower speed. If it is determined that the blower speed is lower than the second predetermined speed, the controller (400) can increase the blower speed to the second predetermined speed. Thus, the blower (301) can be used to assist in preventing fogging.

[0093] In the process of executing the energy-saving control mode, the controller (400) can communicate with the air conditioning unit (300) to determine whether the on state of the anti-fogging mode changes. If the on state of the anti-fogging mode changes (e.g., from on to off), the controller (400) can determine whether the conditions for executing the energy-saving control mode are met. Additionally, the battery temperature (T) of the battery (201) B When the target battery temperature is reached, the controller (400) can stop the operation of the battery heater (203).

[0094] Therefore, when the battery (201) is not in a charged state and the vehicle is driving or preparing to drive, the compressor (303) operates only when the anti-fogging mode is turned on, and the battery heater (203) does not operate. Additionally, anti-fogging can be performed at a higher blower speed when the probability of fogging is high compared to when the probability of fogging is low. When the anti-fogging mode is not turned on, the battery heater (203) operates but the compressor (303) does not operate. Therefore, energy waste can be prevented as the compressor (303) and the battery heater (203) do not operate simultaneously. Furthermore, the anti-fogging performance of the air conditioning unit (300) can be guaranteed to ensure the safety of vehicle driving.

[0095] A thermal management system according to an embodiment of the present invention can control the operation of a battery heater (203) and a compressor (303) depending on whether the battery (201) is charged and whether the anti-fogging mode is turned on, thereby ensuring the safety of vehicle operation while preventing energy waste to the maximum extent.

[0096] FIG. 3 is a flowchart illustrating a control method of a thermal management system of a vehicle according to an embodiment of the present invention, and FIG. 4 is a flowchart illustrating an energy-saving control mode of a thermal management system of a vehicle according to an embodiment of the present invention. Steps (101) to (219) of the control method described below can be executed through the thermal management system of a vehicle illustrated in FIG. 2.

[0097] As illustrated in FIG. 3, in step (101), the controller (400) can communicate with the air conditioning unit (300) to determine whether there is a request to operate the compressor.

[0098] If it is determined that there is a request for compressor operation ('yes' in step (101)), in step (102), the controller (400) receives the requested compressor rotational speed (RPM) from the air conditioning unit (300). COMP_REQUEST ) Receives the requested compressor rotation speed (RPMCOMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAX You can determine whether it is higher than ).

[0099] Compressor requested rotational speed (RPM) COMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAX If it is determined to be higher than ('yes' in step (102)), in step (103), the controller (400) can communicate with the air conditioning unit (300) to determine whether the operating mode of the air conditioning unit (300) is the maximum cooling mode.

[0100] When it is determined that the operating mode of the air conditioning unit (300) is the maximum cooling mode ('yes' in step (103)), in step (104), the controller (400) determines the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside The basic rotational speed (RPM) of the pump (205) of the battery thermal management device (200) based on the first modification value (A) determined by ) EWP_BASIC Modify ) and the modified rotational speed (RPM EWP The operation of the pump (205) can be controlled based on ). Specifically, the controller (400) can control the rotational speed (RPM) of the pump (205). EWP ) the basic rotational speed (RPM) of the pump (205) EWP_BASIC Set the value obtained by subtracting the first modification value (A) from ), and set the pump (205) to a rotation speed (RPM) EWP It can be controlled to drive as ).

[0101] If it is determined that the operating mode of the air conditioning unit (300) is not the maximum cooling mode ('No' in step (103)), in step (105), the controller (400) determines the battery temperature (T) of the battery (201). B ) and vehicle interior temperature (T inside The basic rotational speed (RPM) of the pump (205) of the battery thermal management device (200) based on the second modification value (B) determined by ) and the third modification value (C) determined by the number of blowers EWP_BASICModify ) and the modified rotational speed (RPM EWP The operation of the pump (205) can be controlled based on ). Specifically, the controller (400) can control the rotational speed (RPM) of the pump (205). EWP ) the basic rotational speed (RPM) of the pump (205) EWP_BASIC Set the value obtained by subtracting the second correction value (B) and the third correction value (C) from ), and set the pump (205) to a rotational speed (RPM) EWP It can be controlled to drive as ).

[0102] In addition, the requested compressor rotation speed (RPM) COMP_REQUEST ) is the compressor's maximum rotational speed (RPM MAX If it is determined that it is less than ('no' in step (102)), in step (106), the controller (400) can communicate with the battery thermal management device (200) to determine whether there is a request to operate the battery heater (203).

[0103] If it is determined that there is no request to operate the battery heater (203) ('No' in step (106)), in step (107), the controller (400) sets the compressor (303) to the compressor request rotational speed (RPM) COMP_REQUEST Controls the pump (205) to operate at a basic rotational speed (RPM) EWP_BASIC It can be controlled to drive as ).

[0104] If it is determined that there is a request to operate the battery heater (203) ('yes' in step (106)), in step (200), the controller (400) can execute an energy-saving control mode. The energy-saving control mode will be described in detail below in conjunction with FIG. 4.

[0105] As illustrated in FIG. 4, in step (201), the controller (400) can determine whether the battery (201) is in a charged state.

[0106] When it is determined that the battery (201) is in a charged state ('yes' in step (201)), in step (202), the controller (400) can control the compressor (303) not to operate and control the battery heater (203) to operate.

[0107] In step (203), the controller (400) detects the vehicle interior temperature (T) from the vehicle interior temperature sensor (101). inside ) receiving the vehicle interior temperature (T inside It is possible to determine whether ) is higher than the first predetermined temperature (T1).

[0108] Vehicle interior temperature (T inside If it is determined that ) is higher than the first predetermined temperature (T1) ('Yes' in step (203)), in step (204), the controller (400) controls the compressor (303) to operate at low power so that the vehicle interior temperature (T inside ) can be maintained below a first predetermined temperature (T1). Preferably, the first predetermined temperature (T1) may be 28℃.

[0109] Vehicle interior temperature (T inside If it is determined that ) is below the first predetermined temperature (T1) ('No' in step (203)), in step (205) the controller (400) can determine whether it is in anti-fogging mode.

[0110] When it is determined that the anti-fogging mode is active (e.g., 'yes' in step (205)), in step (206), the controller (400) can control the blower (301) to prevent fogging and control the compressor (303) not to operate.

[0111] Specifically, in step (206), the controller (400) can determine whether the number of blower stages is greater than or equal to a first predetermined stage. Preferably, when the maximum number of blower stages (301) is 8 stages, the first predetermined stage may be 5 stages.

[0112] If it is determined that the number of blower units is greater than or equal to the first predetermined number ('yes' in step (206)), then in step (207), the controller (400) can maintain the number of blower units.

[0113] If it is determined that the blower speed is lower than the first predetermined speed ('No' in step (206)), the controller (400) can increase the blower speed to the first predetermined speed.

[0114] If it is determined that the anti-fogging mode is not active ('No' in step (205)), the controller (400) can keep the compressor (303) in a non-operating state and repeat step (205).

[0115] Additionally, if it is determined that the battery (201) is not in a charged state ('No' in step (201)), in step (210), the controller (400) can communicate with the air conditioning unit (300) to determine whether the anti-fogging mode of the air conditioning unit (300) is turned on.

[0116] If it is determined that the anti-fogging mode is not turned on ('No' in step (210)), in step (211), the controller (400) can control the battery heater (203) to operate and control the compressor (303) not to operate.

[0117] When it is determined that the anti-fogging mode is turned on ('yes' in step (210)), in step (212), the controller (400) can control the compressor (303) to operate and control the battery heater (203) not to operate.

[0118] In the state where the compressor (303) is running and the battery heater (203) is not running, at step (213), the controller (400) detects the ambient temperature (T) from the ambient temperature sensor (102). AMB Receive ) and ambient temperature (T AMB It is possible to determine whether ) is below the second predetermined temperature (T2). Preferably, the second predetermined temperature (T2) may be 5℃.

[0119] Ambient temperature (T AMB If ) is determined to be below the second predetermined temperature (T2) ('Yes' in step (213)), in step (214) the controller (400) can determine that there is a high probability of fogging occurring on the vehicle.

[0120] Specifically, in step (214), the controller (400) can determine whether the number of blower stages is greater than or equal to a first predetermined number.

[0121] If it is determined that the blower speed is greater than or equal to the first predetermined speed ('yes' in step (214)), then in step (215), the controller (400) can maintain the blower speed. Additionally, the controller (400) can further control the temp door (302) to open to the first predetermined position and control the heater of the HVAC module of the air conditioning unit (300) to operate. Preferably, the first predetermined position may mean that most of the mixed intake air of the air conditioning unit (300) is hot air, and the outlet air temperature of the air conditioning unit (300) rises, thereby improving the anti-fogging effect.

[0122] If it is determined that the blower speed is lower than the first predetermined speed ('No' in step (214)), in step (216), the controller (400) can increase the blower speed to the first predetermined speed. Additionally, the controller (400) can further control the temp door (302) to open to the first predetermined position and control the heater of the HVAC module of the air conditioning device (300) to operate.

[0123] Ambient temperature (T AMB If it is determined that ) is higher than the second predetermined temperature (T2) ('No' in step (213)), in step (217) the controller (400) can determine that there is a low probability of fogging occurring on the vehicle.

[0124] Specifically, in step (217), the controller (400) can determine whether the number of blower stages is lower than the first predetermined stage and is greater than or equal to the second predetermined stage. Preferably, when the maximum number of blower stages (301) is 8 stages, the second predetermined stage may be 3 stages.

[0125] If it is determined that the number of blower units is greater than or equal to the second predetermined number ('yes' in step (217)), in step (218), the controller (400) can control the number of blower units to be maintained.

[0126] If it is determined that the blower speed is lower than the second predetermined speed ('No' in step (217)), in step (219), the controller (400) raises the blower speed to the second predetermined speed.

[0127] A thermal management system for a vehicle and a control method thereof according to an embodiment of the present invention can ensure the cooling effect of the battery and, at the same time, minimize user inconvenience caused by a decrease in the cooling effect of the air conditioning system by adjusting the flow rate of the refrigerant supplied to the battery thermal management device in consideration of the internal temperature of the vehicle.

[0128] A thermal management system for a vehicle and a control method according to an embodiment of the present invention can prevent energy waste and improve the heating performance of the battery to ensure the maximum charging speed of the battery by controlling the operation of the compressor according to the vehicle interior temperature and whether the anti-fogging mode is turned on when the battery is in a charged state and heating is required.

[0129] A thermal management system for a vehicle and a control method according to an embodiment of the present invention can ensure the safety of driving a vehicle by preventing energy waste and guaranteeing the anti-fogging performance of the air conditioning system by controlling the operation of a battery heater and a compressor according to whether the anti-fogging mode is turned on and the ambient temperature when the battery is not in a charged state and the vehicle is driving or preparing to drive.

[0131] Although preferred embodiments of the present invention have been described above, the present invention is not limited to the above embodiments and includes all modifications within the scope recognized as equivalent that can be easily made by those skilled in the art from the embodiments of the present invention.

Claims

Claim 1 A thermal management system for a vehicle comprising: a vehicle interior temperature sensor provided inside the vehicle to detect the vehicle interior temperature; an ambient temperature sensor provided outside the vehicle to detect the ambient temperature; a battery thermal management device including a battery, a battery temperature sensor, a battery heater, a battery cooler, and a pump to regulate the battery temperature; an air conditioning device including a blower, a temp door, and a compressor for air conditioning inside the vehicle; and a controller configured to determine whether there is a request for compressor operation, and if it is determined that there is a request for compressor operation, determine whether the requested compressor rotational speed is higher than the maximum compressor rotational speed, and if it is determined that the requested compressor rotational speed is higher than the maximum compressor rotational speed, determine whether the air conditioning device is in a maximum cooling mode, and if it is determined that the air conditioning device is in a maximum cooling mode, modify the basic rotational speed of the pump of the battery thermal management device based on a first modification value determined by the battery temperature and the vehicle interior temperature, and control the operation of the pump based on the modified rotational speed. Claim 2 A thermal management system of a vehicle according to claim 1, wherein the controller is further configured to modify the basic rotational speed of the pump of the battery thermal management device based on a second modification value determined by the battery temperature and the vehicle interior temperature and a third modification value determined by the number of blowers when it is determined that the air conditioning device is not in maximum cooling mode, and to control the operation of the pump based on the modified rotational speed. Claim 3 A thermal management system for a vehicle according to claim 1, wherein the controller determines whether there is a request for battery heater operation when it is determined that the compressor request rotational speed is less than or equal to the compressor maximum rotational speed; and when it is determined that there is no request for battery heater operation, controls the compressor to operate at the compressor request rotational speed and controls the pump to operate at the basic rotational speed. Claim 4 In paragraph 3, the thermal management system of a vehicle is further configured such that the controller executes an energy-saving control mode when it is determined that there is a request for battery heater operation. Claim 5 A thermal management system for a vehicle, further configured in the fourth paragraph, wherein in an energy saving control mode, the controller determines whether the battery is in a charged state; if it is determined that the battery is in a charged state, controls the compressor not to operate and controls the battery heater to operate; determines whether the vehicle interior temperature is higher than a first predetermined temperature while the battery heater is operating; and if it is determined that the vehicle interior temperature is higher than the first predetermined temperature, controls the compressor to operate. Claim 6 A thermal management system for a vehicle according to claim 5, wherein in an energy saving control mode, the controller determines whether it is in an anti-fogging mode when it is determined that the vehicle interior temperature is below a first predetermined temperature; when it is determined that it is in an anti-fogging mode, it determines whether the blower speed is above a first predetermined speed; when it is determined that the blower speed is above the first predetermined speed, it maintains the blower speed; and when it is determined that the blower speed is below the first predetermined speed, it raises the blower speed to the first predetermined speed. Claim 7 A thermal management system of a vehicle according to claim 5, further configured such that, in an energy saving control mode, the controller determines whether it is in an anti-fogging mode when it is determined that the battery is not in a charged state; and when it is determined that it is not in an anti-fogging mode, it controls the compressor not to operate and controls the battery heater to operate. Claim 8 A thermal management system for a vehicle according to claim 7, further configured such that, in an energy-saving control mode, when the controller determines that it is in an anti-fogging mode, it controls the compressor to operate and controls the battery heater not to operate; when the compressor is operating and the battery heater is not operating, it determines whether the ambient temperature is below a second predetermined temperature; when it determines that the ambient temperature is below the second predetermined temperature, it determines whether the blower speed is above a first predetermined speed; when it determines that the blower speed is above the first predetermined speed, it maintains the blower speed and opens the temp door to a first predetermined position; and when it determines that the blower speed is below the first predetermined speed, it raises the blower speed to the first predetermined speed and controls the temp door to open to a first predetermined position. Claim 9 A thermal management system of a vehicle according to claim 8, wherein, in an energy-saving control mode, the controller determines whether the blower speed is greater than or equal to a second predetermined speed that is lower than the first predetermined speed when it is determined that the ambient temperature is higher than a second predetermined temperature; maintains the blower speed when it is determined that the blower speed is greater than or equal to the second predetermined speed; and further configures to increase the blower speed to the second predetermined speed when it is determined that the blower speed is lower than the second predetermined speed. Claim 10 A method for controlling a thermal management system of a vehicle, comprising: a step of determining whether there is a request for compressor operation; a step of determining, if it is determined that there is a request for compressor operation, whether the requested compressor rotational speed is higher than the maximum compressor rotational speed; a step of determining whether the air conditioning unit is in a maximum cooling mode if it is determined that the requested compressor rotational speed is higher than the maximum compressor rotational speed; and a step of, if it is determined that the air conditioning unit is in a maximum cooling mode, modifying the basic rotational speed of the pump of the battery thermal management unit based on a first modification value determined by the battery temperature and the vehicle interior temperature, and controlling the operation of the pump based on the modified rotational speed. Claim 11 A method for controlling a thermal management system of a vehicle, further comprising the step of, in claim 10, modifying the basic rotational speed of a pump of a battery thermal management device based on a second modification value determined by the battery temperature and the vehicle interior temperature and a third modification value determined by the number of blowers, and controlling the operation of the pump based on the modified rotational speed when it is determined that the air conditioning device is not in maximum cooling mode. Claim 12 A method for controlling a thermal management system of a vehicle, further comprising: a step of determining whether there is a request for battery heater operation when it is determined that the requested compressor rotational speed is less than or equal to the maximum compressor rotational speed in claim 10; and a step of controlling the compressor to operate at the requested compressor rotational speed and controlling the pump to operate at the basic rotational speed when it is determined that there is no request for battery heater operation. Claim 13 A method for controlling a thermal management system of a vehicle, wherein, in paragraph 12, it further comprises the step of executing an energy-saving control mode when it is determined that there is a request to operate a battery heater. Claim 14 A method for controlling a thermal management system of a vehicle according to claim 13, wherein in an energy saving control mode, the system determines whether the battery is in a charged state; if it is determined that the battery is in a charged state, the system controls the compressor not to operate and controls the battery heater to operate; while the battery heater is operating, the system determines whether the vehicle interior temperature is higher than a first predetermined temperature; and if it is determined that the vehicle interior temperature is higher than the first predetermined temperature, the system controls the compressor to operate. Claim 15 A method for controlling a thermal management system of a vehicle according to claim 14, wherein, in an energy saving control mode, if it is determined that the vehicle interior temperature is below a first predetermined temperature, it determines whether it is in an anti-fogging mode; if it is determined that it is in an anti-fogging mode, it determines whether the blower speed is above a first predetermined speed; if it is determined that the blower speed is above a first predetermined speed, it maintains the blower speed; and if it is determined that the blower speed is below a first predetermined speed, it raises the blower speed to a first predetermined speed. Claim 16 A method for controlling a thermal management system of a vehicle according to claim 14, wherein in an energy saving control mode, if it is determined that the battery is not in a charged state, it determines whether it is in an anti-fogging mode; and if it is determined that it is not in an anti-fogging mode, it controls not to operate the compressor and controls to operate the battery heater. Claim 17 A method of controlling a thermal management system of a vehicle according to claim 16, wherein if it is determined that the energy saving control mode is an anti-fogging mode, the compressor is controlled to operate and the battery heater is controlled not to operate; while the compressor is operating and the battery heater is not operating, the ambient temperature is determined to be below a second predetermined temperature; if it is determined that the ambient temperature is below the second predetermined temperature, the blower speed is determined to be above a first predetermined speed; if it is determined that the blower speed is above the first predetermined speed, the blower speed is maintained and the temp door is controlled to open to a first predetermined position; and if it is determined that the blower speed is lower than the first predetermined speed, the blower speed is increased to the first predetermined speed and the temp door is controlled to open to a first predetermined position. Claim 18 A method for controlling a thermal management system of a vehicle according to claim 17, wherein in an energy saving control mode, if the ambient temperature is determined to be higher than a second predetermined temperature, the method determines whether the blower speed is greater than or equal to a second predetermined speed that is lower than the first predetermined speed; if the blower speed is determined to be greater than or equal to the second predetermined speed, the method maintains the blower speed; and if the blower speed is determined to be lower than the second predetermined speed, the method increases the blower speed to the second predetermined speed.

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