Thermal management control method, thermal management system, and vehicle

Abstract

A thermal management control method, a thermal management system (100), and a vehicle (1000). The method is applied to the thermal management system (100); the thermal management system (100) comprises a first heating circuit (101) and a second heating circuit (102) for heat exchange; the first heating circuit (101) comprises a compressor (103) and a battery heating plate (108); and the second heating circuit (102) comprises a motor (104). The method comprises enabling or disabling an active heating function of a motor (104) on the basis of an inlet pressure of the compressor (103).

Description

Thermal management control method, thermal management system and vehicle

[0001] Priority information

[0002] The present application claims priority to and the benefit of the filing date of the Chinese Patent Application No. 2024113931359 filed on September 30, 2024, with the State Intellectual Property Office of China, and incorporates herein by reference in its entirety. TECHNICAL FIELD

[0003] The present application belongs to the technical field of battery heating, and in particular relates to a thermal management control method, a thermal management system and a vehicle. BACKGROUND

[0004] The performance of a battery is greatly affected by the working temperature. In cold regions or cold seasons, the performance of the battery will be significantly reduced. Therefore, in order to avoid the influence of temperature on the performance of the battery, the battery is generally heated. At present, there is a scheme of using a motor to run for active heating. However, the related technology starts the motor active heating when the ambient temperature is low. In the case where the heat generated by the system at present is sufficient to heat the battery, it will bring additional energy consumption. SUMMARY

[0005] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application provides a thermal management control method, a thermal management system and a vehicle, which can avoid unnecessary additional energy consumption caused by motor active heating.

[0006] In a first aspect, the present application provides a thermal management control method applied to a thermal management system, the thermal management system comprising a first heating circuit and a second heating circuit capable of heat exchange, the first heating circuit comprising a compressor and a battery heating plate, the second heating circuit comprising a motor, the method comprising starting or stopping the active heating function of the motor based on the inlet pressure of the compressor.

[0007] In a second aspect, the present application provides a control device comprising a processor and a memory, the memory storing a computer program, and the processor implementing the above-mentioned thermal management control method when executing the computer program.

[0008] In a third aspect, the present application provides a thermal management system comprising a first heating circuit, a second heating circuit and the above-mentioned control device, the first heating circuit comprising a compressor and a battery heating plate, and the second heating circuit comprising a motor.

[0009] In a fourth aspect, the present application provides a vehicle comprising the above-mentioned thermal management system and a battery, or comprising the above-mentioned control device and a battery.

[0010] In a fifth aspect, the present application provides a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the thermal management control method.

[0011] In a sixth aspect, the present application provides a computer program product comprising a computer program which, when executed by a processor, implements the thermal management control method.

[0012] The thermal management control method, the thermal management system and the vehicle provided by the embodiments of the present application are described above. The first heating circuit and the second heating circuit of the thermal management system exchange heat to heat the cold coal of the second heating circuit. The temperature of the heating medium of the second heating circuit and the cold coal of the second heating circuit are in a positive correlation, and the inlet pressure of the compressor and the refrigerant at the inlet are in a positive correlation. Therefore, the inlet pressure of the compressor and the temperature of the heating medium of the second heating circuit are in a positive correlation.

[0013] Based on this, by obtaining the inlet pressure of the compressor, the temperature of the heating medium of the second heating circuit is quickly determined, so as to determine whether the temperature of the heating medium of the second heating circuit meets the battery heating demand (for example, whether the temperature of the heating medium of the second heating circuit can heat the battery to a target temperature that meets the performance requirement), so as to start or stop the active heating function of the motor. In the case where the thermal management system itself meets the battery heating demand, the active heating function of the motor does not need to be started. In the case where the thermal management system itself cannot meet the battery heating demand, the active heating function of the motor needs to be started. In this way, unnecessary energy loss can be avoided while ensuring the performance of the battery.

[0014] Additional aspects and advantages of the embodiments of the present application will be in part apparent and in part pointed out hereinafter in the description of the embodiments of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0015] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the description of the embodiments, taken in conjunction with the following drawings in which:

[0016] FIG. 1 is an application scenario diagram of the thermal management control method provided by the embodiments of the present application;

[0017] FIG. 2 is a first flow diagram of the thermal management control method provided by the embodiments of the present application;

[0018] FIG. 3 is a second flow diagram of the thermal management control method provided by the embodiments of the present application;

[0019] FIG. 4 is a third flow diagram of the thermal management control method provided by the embodiments of the present application;

[0020] FIG. 5 is a fourth flowchart of a thermal management control method according to an embodiment of the present application;

[0021] FIG. 6 is a fifth flowchart of a thermal management control method according to an embodiment of the present application;

[0022] FIG. 7 is a sixth flowchart of a thermal management control method according to an embodiment of the present application;

[0023] FIG. 8 is a seventh flowchart of a thermal management control method according to an embodiment of the present application;

[0024] FIG. 9 is a block diagram of a thermal management control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0025] Embodiments of the present application are described in detail below with reference to the accompanying drawings, in which like or similar elements are denoted by the same or similar reference numerals, and the embodiments described below are exemplary only, and are not intended to limit the present application.

[0026] For ease of understanding, the technical background of the present application and its application scenarios are introduced as follows:

[0027] Battery heating is a method of heating the battery by external means to improve the performance of the battery in low temperature environments. In low temperature conditions, the chemical reaction speed of the battery slows down, the internal resistance increases, resulting in a decrease in battery capacity and a decrease in performance. Therefore, battery heating technology is particularly important in electric vehicles, drones, portable electronic devices and other applications that need to work in low temperature environments.

[0028] The purposes of battery heating are as follows:

[0029] (1) Increase battery capacity: Low temperature can cause a decrease in battery capacity, and heating can restore the rated capacity of the battery.

[0030] (2) Reduce internal resistance: Heating can reduce the viscosity of the electrolyte and reduce internal resistance, thereby improving the output power of the battery.

[0031] (3) Prolong battery life: Charging at low temperatures can cause lithium ions in lithium-ion batteries to deposit on the negative electrode surface, forming lithium dendrites, and heating can reduce this risk and prolong the life of the battery.

[0032] (4) Speed up charging: In a warm environment, the charging efficiency of the battery is higher, and heating can help speed up the charging speed.

[0033] (5) Preventing condensation: Heating can prevent the formation of condensation inside the battery, avoiding electrical failures.

[0034] Motor Active Heating for Battery Warming is a technology that uses the heat generated by the motor to indirectly heat the battery. This method uses the waste heat generated by the motor during operation to raise the temperature of the battery, thereby improving the performance of the battery in low temperature environments.

[0035] When the motor is working, it will generate a certain amount of heat, which is usually dissipated as waste heat. But in low temperature environments, this part of the heat can be transferred to the battery through appropriate thermal management systems to raise the temperature of the battery. This method not only improves the performance of the battery, but also makes full use of the waste heat generated by the motor, improving the energy efficiency of the entire system.

[0036] When the motor is running, there are Field Excitation Current and Torque Current, which are two important parameters that describe the working characteristics of the motor. They correspond to different electrical and mechanical processes in the motor and are of great significance to the performance and control of the motor.

[0037] Among them, the field excitation current refers to the current applied to the field winding of the motor. For DC motors, the field excitation current is mainly used to generate a magnetic field; for AC motors, especially synchronous motors and permanent magnet synchronous motors (PMSM), the field excitation current is used to maintain or control the magnetic field of the motor.

[0038] Optionally, the greater the field excitation current, the greater the heat generated by the motor during operation, and vice versa. Therefore, by actively increasing the field excitation current, the heat generated by the motor during operation can be increased to improve the heating efficiency of the motor active heating on the battery.

[0039] Among them, the torque current refers to the current applied to the armature winding or stator winding of the motor, which is directly related to the torque generated by the motor. The role of the torque current is to generate torque to drive the motor to rotate.

[0040] Generally, when the motor is running to drive other components, the field excitation current will be minimized to avoid unnecessary energy consumption.

[0041] Currently, the heat generated by the motor during operation is fully utilized to conduct heat to the battery to achieve battery heating. When the motor is normally operated, although a part of heat is generated, the heat may not be sufficient to heat the battery to a target temperature (such as a temperature meeting the battery performance requirement), so the general solution is to start the motor active heating in the case of low ambient temperature, so that the motor provides more heat for battery heating. Or, in the case of low ambient temperature or low battery discharge power (such as lower than normal discharge power), start the motor active heating, so that the motor provides more heat for battery heating.

[0042] However, the heat generated by the normal operation of the motor may be sufficient to heat the battery to the target temperature, such as when the vehicle is running at high speed and the motor is running at high speed. Even if the motor active heating is not started, the heat generated is still high. If the motor active heating continues to be started, it will bring additional energy consumption.

[0043] The thermal management control method of the present application indirectly realizes the detection of the temperature of the heating medium by obtaining the inlet pressure of the compressor which is positively correlated with the temperature of the heating medium conducting the heat of the motor, so as to start or stop the motor active heating function based on whether the temperature of the heating medium meets the battery heating requirement, so as to not perform motor active heating when the temperature of the heating medium meets the battery heating requirement, thereby reducing unnecessary motor active heating and additional energy consumption.

[0044] Please refer to FIG. 1, which is an application scenario diagram of a thermal management control method provided by an embodiment of the present application. The application scenario provided by the present application includes a thermal management system 100 and a battery 200, and the thermal management control method provided by the present application can be executed by the thermal management system 100.

[0045] Among them, the battery 200 is a device for storing and providing power. For example, the battery can be a device that is powered by the battery to drive the motor to operate.

[0046] Optionally, the device can be an electric vehicle, an electric bicycle, an electric motorcycle, an electric fan, etc.

[0047] The thermal management system 100 can be a collection formed by a series of software and hardware for realizing the heat conduction of the motor to the battery 200.

[0048] Optionally, the thermal management system 100 includes a first heating circuit 101 and a second heating circuit 102 which can exchange heat. The first heating circuit 101 includes a compressor 103 and a battery heating plate 108, and the second heating circuit 102 includes a motor 104.

[0049] Optionally, the battery cooling plate 108 is a key component for battery thermal management, especially in electric vehicles (EVs), hybrid electric vehicles (HEVs), and energy storage systems. Its main function is to effectively remove excess heat generated during battery operation through heat conduction and convection, etc., to maintain the battery pack within an appropriate operating temperature range, ensuring the performance and lifespan of the battery. The battery cooling plate is usually installed at the bottom or side of the battery module, through close contact with the battery module, using its good thermal conductivity to achieve heat transfer between the battery and other media, such as heat dissipation or heating.

[0050] The battery cooling plate 108 and the compressor 103 are both located in the first heating circuit 101. After the refrigerant is heated by the compressor 103, it flows out from the outlet (exhaust port) of the compressor 103, passes through the battery cooling plate 108, and conducts heat to the battery 200 through the battery cooling plate 108 to achieve heating of the battery 200.

[0051] The motor 104 is located in the second heating circuit 102. The first heating circuit 101 and the second heating circuit 102 exchange heat (e.g., the pipes of the first heating circuit 101 and the pipes of the second heating circuit 102 are arranged adjacent to each other) to transfer the heat generated by the motor 104 to the refrigerant, thereby increasing the temperature of the refrigerant and improving the heating efficiency of the battery cooling plate 108 in the first heating circuit 101.

[0052] Optionally, the thermal management system 100 also includes an electronic expansion valve 105. The electronic expansion valve 105 is arranged in the first heating circuit 101, and the compressor 103, the battery cooling plate 108, and the electronic expansion valve 105 are connected in sequence. The electronic expansion valve 105 is used to adjust the flow rate of the refrigerant in the first heating circuit 101. The greater the opening of the electronic expansion valve 105, the greater the flow rate of the refrigerant. The smaller the opening of the electronic expansion valve 105, the smaller the flow rate of the refrigerant.

[0053] Optionally, the thermal management system 100 also includes a heat exchanger 106. The heat exchanger is a device used to transfer heat between two or more fluids. For example, the heat exchanger can be a tube-in-shell heat exchanger, a plate heat exchanger, a plate-fin heat exchanger, etc.

[0054] The heat exchanger 106 is located in both the first heating circuit 101 and the second heating circuit 102, thereby achieving heat exchange between the media in the first heating circuit 101 and the second heating circuit 102. The heating medium in the second heating circuit 102 and the refrigerant in the first heating circuit 101 exchange heat in the heat exchanger 106 to heat the refrigerant, which flows through the battery cooling plate 108 to heat the battery cooling plate 108.

[0055] Based on the position of the heat exchanger 106, the refrigerant at different positions of the first heating loop 101 can be heated. For example, the heat exchanger 106 is arranged between the inlet (suction port) of the compressor 103 and the battery heating plate 108, and the refrigerant flowing into the compressor 103 can be heated to improve the heating efficiency of the compressor 103, thereby indirectly improving the heating efficiency of the battery heating plate 108. Alternatively, the heat exchanger 106 can be arranged between the outlet (discharge port) of the compressor 103 and the battery heating plate 108, and the refrigerant flowing through the battery heating plate 108 can be heated to directly improve the heating efficiency of the battery heating plate 108, and indirectly improve the temperature of the refrigerant flowing into the inlet of the compressor 103.

[0056] Alternatively, in order to realize the heat conduction of the motor 104, the heating medium (such as water) in the second heating loop 102 needs to be circulated to continuously take away the heat generated by the motor 104, so as to be conducted to the first heating loop 101. Therefore, the thermal management system 100 further comprises a water pump 107, and the water pump 107 is arranged in the second heating loop 102 to realize the circulation of the heating medium in the second heating loop 102.

[0057] Alternatively, the water pump 107 is used to pump the heating medium out of the outlet of the motor 104, and the heating medium flows through the heat exchanger 106 and then flows into the motor 104 from the inlet of the motor 104 again.

[0058] In some embodiments, the application scenario further includes a vehicle 1000, and the vehicle 1000 can include a battery 200 and a thermal management system 100.

[0059] If the battery heating function of the vehicle 1000 is started, the compressor 103 of the thermal management system 100 starts to work to heat the battery heating plate 108 by the refrigerant, and during the driving of the vehicle 1000, the motor 104 rotates continuously to generate heat, and the heat generated by the motor 104 is conducted to the first heating loop 101 where the compressor 103 is arranged to heat the refrigerant, thereby improving the heating efficiency of the thermal management system 100 on the battery heating plate 108. In the case of starting the motor active heating, the excitation current of the motor 104 is increased to generate more heat to heat the refrigerant, thereby further improving the heating efficiency of the battery 200 to heat the battery 200 to the target temperature that can meet the performance requirements.

[0060] In some embodiments, the application scenario further includes a controller 300 configured to execute the thermal management control method of the present application. Optionally, the controller 300 can include at least one of a controller of the thermal management system 100 and a controller of the vehicle 1000. That is, the thermal management control method of the present application can be executed by the controller of the thermal management system 100 independently, by the controller of the vehicle 1000, or by the controller of the thermal management system 100 in cooperation with the controller of the vehicle 1000. Hereinafter, the scenario in which the controller of the vehicle 1000 executes the thermal management control method of the present application is taken as an example for description, and those skilled in the art can apply the thermal management control method provided in the embodiments of the present application to other types of scenarios (e.g., the controller of the thermal management system 100 executes or the controller of the thermal management system 100 cooperates with the controller of the vehicle 1000) according to the understanding of the following description.

[0061] Based on the above description of the related scenarios, the embodiments of the present application provide a thermal management control method, which is described in detail as follows.

[0062] Referring to FIG. 2, the thermal management control method provided in the embodiments of the present application is implemented by steps 011 and 012, which are described in detail as follows.

[0063] Step 011: based on the inlet pressure of the compressor, the active heating function of the motor is turned on or off.

[0064] In this case, the battery heating refers to heating the battery by the thermal management system. After the compressor of the thermal management system is turned on, the battery heating can be realized.

[0065] In this case, the inlet pressure of the compressor refers to the pressure at the gas inlet of the compressor. The pressure can be detected by a pressure sensor.

[0066] Specifically, the inlet pressure of the compressor is positively correlated with the temperature of the refrigerant entering the inlet of the compressor. The higher the temperature of the refrigerant entering the inlet of the compressor, the greater the inlet pressure of the compressor.

[0067] The refrigerant in the first heating circuit in which the compressor is located is heated by the water in the second heating circuit, so that the temperature of the refrigerant entering the inlet of the compressor is increased, thereby increasing the inlet pressure of the compressor. The higher the temperature of the water in the second heating circuit, the higher the temperature of the refrigerant heated by the water. Therefore, the temperature of the refrigerant entering the inlet of the compressor is positively correlated with the temperature of the water in the second heating circuit.

[0068] Optionally, the inlet pressure is positively correlated with the temperature of the heating medium of the second heating circuit. That is, the inlet pressure of the compressor is positively correlated with the temperature of the refrigerant entering the inlet of the compressor, and the temperature of the refrigerant entering the inlet of the compressor is positively correlated with the temperature of the water in the second heating circuit, so the inlet pressure of the compressor is positively correlated with the temperature of the water in the second heating circuit.

[0069] Therefore, by obtaining the inlet pressure of the compressor, the temperature of the water in the second heating circuit can be quickly determined, and it can be determined whether the compressor cooperating with the first heating circuit can heat the battery to the target temperature meeting the performance requirement.

[0070] The active heating function refers to the function of actively heating the motor in the thermal management system. The active heating function of the motor can be realized by increasing the excitation current of the motor. In the case of starting the active heating function, the heating efficiency of the battery heating plate is higher than that of heating only by the compressor.

[0071] Specifically, since the inlet pressure of the compressor is positively correlated with the temperature of the water in the second heating circuit, by the inlet pressure of the compressor, it can be determined whether the compressor cooperating with the first heating circuit can heat the battery to the target temperature meeting the performance requirement, so as to accurately control the start or stop of the active heating function of the motor.

[0072] Optionally, referring to FIG. 3, step 011 includes:

[0073] Step 0111: In the case that the inlet pressure of the compressor is greater than the first pressure threshold, the active heating function of the motor of the vehicle is turned off.

[0074] Step 0112: In the case that the inlet pressure of the compressor is less than the first pressure threshold, the active heating function of the motor of the vehicle is started.

[0075] The first pressure threshold is determined based on the target heat required for the battery heating plate to heat to the target temperature. In this way, by comparing the inlet pressure of the compressor with the first pressure threshold, it can be accurately determined whether the heat currently generated by the second heating circuit can heat the battery heating plate to the target temperature, so as to accurately start or stop the active heating function of the motor.

[0076] Optionally, the target heat is a preset heat (i.e. an empirical value determined in advance) or the sum of the heat of the water in the second heating circuit when the inlet pressure of the compressor is the first pressure threshold and the heat of the refrigerant when the compressor is running. In this way, by presetting the target heat, the accuracy of starting or stopping the active heating function of the motor can be improved.

[0077] When the inlet pressure of the compressor is greater than the first pressure threshold, it is determined that the temperature of the water in the second heating circuit matches the target temperature that the compressor of the first heating circuit can heat the battery heating plate to, at which point the active heating function of the motor of the vehicle can be turned off to avoid unnecessary additional energy consumption of the active heating function of the motor.

[0078] When the inlet pressure of the compressor is less than the first pressure threshold, it is determined that the temperature of the water in the second heating circuit does not match the target temperature that the compressor of the first heating circuit can heat the battery heating plate to, at which point the active heating function of the motor of the vehicle needs to be turned on to ensure the performance of the battery. In this way, the active heating function of the motor can be accurately turned on or off.

[0079] Optionally, referring to FIG. 4, step 011 further includes:

[0080] Step 0113: When the inlet pressure of the compressor is less than the second pressure threshold, turn off the active heating function of the motor of the vehicle.

[0081] The second pressure threshold is the pressure at which the compressor triggers low-pressure protection, and the compressor stops working when low-pressure protection is triggered.

[0082] When the inlet pressure of the compressor is less than the second pressure threshold, the compressor stops working at this time due to triggering of low-pressure protection, and the refrigerant of the first heating circuit cannot continue to circulate to heat the battery heating plate. If the motor continues to turn on the active heating function, the additional heat generated by the active heating function is wasted, which not only cannot guarantee the performance of the battery, but also causes unnecessary energy consumption. Therefore, the active heating function of the motor needs to be turned off in a timely manner at this time.

[0083] The first heating circuit and the second heating circuit of the thermal management control method and the thermal management system of the present application exchange heat to heat the cold coal of the second heating circuit. The temperature of the heating medium of the second heating circuit and the cold coal of the second heating circuit have a positive correlation, and the inlet pressure of the compressor and the refrigerant at the inlet have a positive correlation. Therefore, the inlet pressure of the compressor and the temperature of the heating medium of the second heating circuit have a positive correlation.

[0084] Therefore, by acquiring the inlet pressure of the compressor, the temperature of the heating medium of the second heating circuit is quickly determined, so as to determine whether the temperature of the heating medium of the second heating circuit meets the battery heating requirement (for example, whether the temperature of the heating medium of the second heating circuit can heat the battery to the target temperature meeting the performance requirement), so as to start or stop the active heating function of the motor. In the case that the operation of the thermal management system itself meets the battery heating requirement, the active heating function of the motor does not need to be started; in the case that the operation of the thermal management system itself cannot meet the battery heating requirement, the active heating function of the motor needs to be started. In this way, unnecessary energy loss can be avoided while ensuring the performance of the battery.

[0085] In some embodiments, referring to FIG. 5, the thermal management control method further includes steps 013 and 014, which are specifically described as follows.

[0086] Step 013: predicting the target discharge power of the battery based on the driving information of the vehicle;

[0087] Step 014: determining whether to heat the battery based on the available discharge power and the target discharge power of the battery.

[0088] The driving information of the vehicle refers to information related to the driving of the vehicle. For example, the driving information includes at least one of position information (the geographical position where the vehicle is currently located), navigation information (the starting point, destination and driving route of the vehicle, etc.), and traffic information (for example, the type of the road (such as a highway or an urban road), the time required for waiting for a red light (for example, the more red lights on the driving route, the longer the time required for waiting for a red light), and the degree of traffic congestion (the more vehicles on the road, the more congested the traffic is), etc.).

[0089] Specifically, the battery heating will cause additional energy consumption, so the battery heating is generally not started unless necessary. The target discharge power of the vehicle is predicted based on the driving information of the vehicle, so as to determine whether to heat the battery based on the comparison between the target discharge power required by the driving of the vehicle and the available discharge power of the battery. Whether to heat the battery is determined by judging whether the battery meets the driving requirement (that is, whether the target discharge power is greater than the available discharge power of the battery).

[0090] For example, in the case that the battery meets the driving requirement (that is, the target discharge power is greater than or equal to the available discharge power of the battery), the battery heating does not need to be started; in the case that the battery does not meet the driving requirement (that is, the target discharge power is less than the available discharge power of the battery), the battery heating needs to be started to increase the available discharge power of the battery (the available discharge power will also become lower when the temperature of the battery is lower).

[0091] Optionally, referring to FIG. 6, step 013 includes:

[0092] Step 0131: determining the average speed of the vehicle based on the driving information of the vehicle.

[0093] Step 0132: determining the target discharging power of the vehicle based on the average speed.

[0094] Specifically, the driving distance and the estimated driving time are determined based on the location information, the traffic information and the navigation information. The driving distance can be determined according to the destination of the navigation information, the location information and the driving route, and the estimated driving time can be determined according to the driving distance, the type of the road (e.g., the driving time on the highway is shorter than that on the urban road because the speed limit on the highway is higher), the time required for waiting for the red light, and the degree of traffic congestion (the higher the degree of traffic congestion, the longer the estimated driving time).

[0095] The average speed of the driving can be calculated after the driving distance and the estimated driving time are determined.

[0096] Alternatively, in the absence of the navigation information, the average speed can also be determined based on the driving speeds corresponding to the current location in the historical driving information and the driving speeds corresponding to the current time.

[0097] When the vehicle is not navigating, the navigation information cannot be obtained, and the moving track of the user is generally regular, such as the path to and from work. Therefore, the average speed can be quickly determined in the absence of the navigation information by calculating the average driving speed and the median speed based on the driving speed when the user drives to the current location each time and the driving speed at the current time in the historical driving information of the user.

[0098] Then, the target discharging power of the vehicle is determined based on the average speed. For example, the target discharging power and the average speed are positively correlated. Alternatively, the driving speed of the vehicle is divided into multiple speed ranges, and each speed range has a corresponding preset discharging power. In this case, the speed range in which the average speed is located is determined first, and then the preset discharging power corresponding to the speed range is determined as the target discharging power.

[0099] For example, the driving speed of the vehicle is divided into a first speed range corresponding to a highway scenario, a second speed range corresponding to an urban scenario, and a third speed range corresponding to a congestion scenario, and the first preset discharging power corresponding to the first speed range, the second preset discharging power corresponding to the second speed range, and the third preset discharging power corresponding to the first speed range decrease in turn. In this way, by dividing the scenarios, the accurate preset discharging power in multiple typical scenarios is obtained, thereby improving the determination accuracy of the target discharging power.

[0100] In some embodiments, please refer to FIG. 7. The thermal management control method further includes step 015, which is described below.

[0101] Step 015: In the case of battery heating by the thermal management system, based on the state parameters of each component of the thermal management system, the operating parameters of the thermal management system are controlled.

[0102] Wherein, the state parameters of each component of the thermal management system refer to the parameters related to the heating efficiency of the battery of each component of the thermal management system. For example, the supercooling degree, temperature, etc. of the battery heating plate.

[0103] Wherein, the operating parameters of the thermal management system refer to the parameters related to the operating conditions of the components when the thermal management system is heating. Such as the rotating speed of the compressor, the opening degree of the electronic expansion valve, etc.

[0104] Specifically, in the case of having determined to carry out battery heating, the compressor of the thermal management system is started at this time to carry out battery heating. When carrying out battery heating, in order to ensure the best heating efficiency, it is necessary to dynamically adjust the operating parameters of the thermal management system based on the state parameters of each component of the thermal management system.

[0105] Optionally, referring to FIG. 8, the state parameters include the real-time temperature of the battery heating plate, and step 015 includes:

[0106] Step 0151: Based on the real-time temperature and the target temperature of the battery heating plate, the target rotating speed of the compressor is determined;

[0107] Step 0152: The operating parameters of the compressor are controlled to make the rotating speed of the compressor reach the target rotating speed.

[0108] Specifically, the dynamic adjustment of the rotating speed of the compressor is carried out to make the rotating speed of the compressor reach the target rotating speed as soon as possible, so that the compressor can carry out battery heating and the temperature of the battery constantly rises towards the target temperature.

[0109] Wherein, the target rotating speed is determined based on the following formula: n comp,i = n comp,i-1 + K p_comp * ΔT i + K d_comp * (ΔT i - ΔT i-1 ); 0 < n comp,i < n comp,max ; ΔT i = T in,aim - T in,i ;

[0110] Wherein, n comp,i is the target rotating speed, n comp,max is the maximum rotating speed of the compressor, K p_comp is the proportional coefficient of the proportional differential control of the compressor; Kd_comp T is a differential coefficient of the compressor proportional differential control ib,aim T is a target temperature in,i T is a real-time temperature of the battery heating plate.

[0111] Optionally, please continue to refer to FIG. 8, the state parameter further includes a real-time supercooling degree of the battery heating plate, and step 015 further includes:

[0112] Step 0153: adjusting the opening degree of the electronic expansion valve based on the real-time supercooling degree and the target supercooling degree of the battery heating plate.

[0113] Specifically, the real-time supercooling degree of the battery heating plate cannot be too high or too low, and too high or too low supercooling degree will lead to a decrease in the heating efficiency of the battery heating plate, and the supercooling degree needs to be within a certain supercooling degree range to achieve the best heating efficiency.

[0114] For example, a difference between the target supercooling degree and the real-time supercooling degree can be calculated. When the difference is greater than a first preset supercooling degree threshold, that is, the real-time supercooling degree is too large, the opening degree of the electronic expansion valve is reduced to reduce the real-time supercooling degree; and / or, when the difference is less than a second preset supercooling degree threshold, that is, the real-time supercooling degree is too small, the opening degree of the electronic expansion valve is increased to increase the real-time supercooling degree, and the second preset supercooling degree threshold is less than the first preset supercooling degree threshold; and / or, when the difference is between the second preset supercooling degree threshold and the first preset supercooling degree threshold, that is, the real-time supercooling degree is relatively appropriate, the opening degree of the electronic expansion valve is maintained unchanged to maintain the best heating effect.

[0115] When the difference is between the second preset supercooling degree threshold and the first preset supercooling degree threshold, the first heating efficiency of the battery heating plate is higher than the second heating efficiency when the difference is less than the second preset supercooling degree threshold and the third heating efficiency when the difference is greater than the first preset supercooling degree threshold.

[0116] Optionally, the difference between the target supercooling degree and the real-time supercooling degree is a signed numerical value, and the absolute values of the first preset supercooling degree threshold and the second preset supercooling degree threshold are the same. In this way, a reasonable supercooling degree range can be set, and the numerical value of the difference is a signed numerical value, and the numerical value judgment of the difference is relatively simple.

[0117] According to the method described in the above embodiments, the embodiments of the present application further provide a thermal management control device 300 for executing the steps in the above thermal management control method. Please refer to FIG. 9, which is a module schematic diagram of the thermal management control device 300 provided by the embodiments of the present application. The thermal management control device 300 includes:

[0118] The heating control module 302 turns on or off the active heating function of the motor based on the inlet pressure of the compressor.

[0119] It should be noted that the specific details of each module unit in the above thermal management control device have been described in detail in the embodiments of the above thermal management control method, and will not be repeated here.

[0120] In the embodiments of the present application, the term "module" or "unit" refers to a computer program or a part of a computer program with a predetermined function, and works together with other related parts to achieve a predetermined target, and can be implemented entirely or partially by using software, hardware (such as a processing circuit or a memory) or a combination thereof. Similarly, one processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be a part of an overall module or unit that includes the functions of the module or unit.

[0121] In some embodiments, the thermal management control device in the embodiments of the present application can be implemented in hardware, such as an electronic device or a component in an electronic device, for example, an integrated circuit or a chip; the thermal management control device can also be implemented in software, such as an application installed in an electronic device.

[0122] The embodiments of the present application also provide a control device, which includes a processor and a memory, the memory stores a computer program, and the processor implements each process of the embodiments of the above thermal management control method when executing the computer program, and achieves the same technical effects. To avoid repetition, details will not be repeated here.

[0123] The thermal management system of the embodiments of the present application includes a control device. By controlling each component of the thermal management system through the control device, each process of the embodiments of the above thermal management control method can be implemented, and the same technical effects can be achieved. To avoid repetition, details will not be repeated here.

[0124] The vehicle of the embodiments of the present application can include a battery and a control device. Alternatively, the vehicle can include a battery and a thermal management system. Through the control device or the thermal management system, the vehicle can implement each process of the embodiments of the above thermal management control method, and achieve the same technical effects. To avoid repetition, details will not be repeated here.

[0125] The embodiments of the present application also provide a non-transitory computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement each process of the embodiments of the above thermal management control method, and achieve the same technical effects. To avoid repetition, details will not be repeated here.

[0126] The processor can be a processor of the control device and / or a controller of the vehicle. The computer readable storage medium can be a computer readable only memory ROM, a random access memory RAM, a magnetic disk or an optical disk, etc.

[0127] Computer-readable media can include computer storage media and communication media. Computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. Computer storage media includes, but is not limited to, RAM, ROM, Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), flash memory or other solid state memory technology, CD-ROM, Digital Versatile Disc (DVD), or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices. It should be understood by those skilled in the art that computer storage media does not limit the computer-readable media to the foregoing examples.

[0128] The embodiment of the present application further provides a computer program product, comprising a computer program which, when executed by a processor, implements the above-mentioned thermal management control method. The processor can be a processor of a control device and / or a controller of a vehicle. The computer program, when executed by the processor, implements each process of the embodiment of the above-mentioned thermal management control method and can achieve the same technical effects. To avoid repetition, details are not described here.

[0129] It can be understood that in the specific embodiments of the present application, data related to the identity or characteristics of the user is involved, and when the above embodiments of the present application are applied to specific products or technologies, the user's permission or consent is required, and the collection, use and processing of relevant data need to comply with relevant laws, regulations and standards of countries and regions.

[0130] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management control method, wherein, The method is applied to a thermal management system, and the method comprises: opening or closing an active heating function of a motor based on an inlet pressure of a compressor of the thermal management system, heating a battery when the motor opens the active heating function.

2. The thermal management control method of claim 1, wherein, The thermal management system comprises a first heating circuit and a second heating circuit capable of heat exchange, the first heating circuit comprises the compressor and a battery heating plate, and the second heating circuit comprises the motor.

3. The thermal management control method of claim 1, wherein, The opening or closing of the active heating function of the motor based on the inlet pressure of the compressor comprises: closing the active heating function of the motor when the inlet pressure of the compressor is greater than a first pressure threshold; opening the active heating function of the motor when the inlet pressure of the compressor is less than the first pressure threshold.

4. The thermal management control method of claim 3, wherein, The first pressure threshold is determined based on a target heat required for the battery heating plate to heat to a target temperature.

5. The thermal management control method of claim 4, wherein, The target heat is a preset heat or is determined based on a real-time temperature and the target temperature of the battery heating plate.

6. The thermal management control method of any one of claims 1-5, wherein, The opening or closing of the active heating function of the motor based on the inlet pressure of the compressor comprises: closing the active heating function of the motor when the inlet pressure of the compressor is less than a second pressure threshold.

7. The thermal management control method of claim 6, wherein, The second pressure threshold is determined based on a pressure at which the compressor triggers low-pressure protection and stops working.

8. The thermal management control method of claim 6, wherein, The second pressure threshold is equal to the pressure at which the compressor triggers low-pressure protection and stops working.

9. The thermal management control method of claim 1, wherein, Further comprising: predicting a target discharge power of the battery based on driving information of a vehicle; determining whether to heat the battery based on an available discharge power of the battery and the target discharge power.

10. The thermal management control method of claim 9, wherein, The driving information comprises at least one of position information, navigation information and traffic information.

11. The thermal management control method according to claim 9 or 10, wherein The prediction of the target discharge power of the battery based on the driving information of the vehicle comprises: determining an average speed of the vehicle based on the driving information of the vehicle; determining the target discharge power of the vehicle based on the average speed.

12. The thermal management control method of claim 11, wherein, The driving information comprises position information, navigation information and traffic information, and the determination of the average speed of the vehicle based on the driving information of the vehicle comprises: determining a driving distance and an estimated driving duration based on the position information, the traffic information and the navigation information; calculating the average speed based on the driving distance and the estimated driving duration.

13. The thermal management control method of claim 11, wherein, The driving information further comprises historical driving information, and the determination of the average speed of the vehicle based on the driving information of the vehicle comprises: determining the average speed based on each driving speed corresponding to a current position in the historical driving information and each driving speed corresponding to a current time.

14. The thermal management control method of any of claims 11-13, wherein, The driving speed of the vehicle is divided into a plurality of speed ranges, each of the speed ranges has a corresponding preset discharge power, and the determination of the target discharge power of the vehicle based on the average speed comprises: determining the discharge power corresponding to the speed range in which the average speed is located as the target discharge power.

15. The thermal management control method of claim 14, wherein, The driving speed of the vehicle is divided into a first speed range corresponding to a high-speed scene, a second speed range corresponding to an urban scene, and a third speed range corresponding to a congestion scene, and the first preset discharge power corresponding to the first speed range, the second preset discharge power corresponding to the second speed range, and the third preset discharge power corresponding to the first speed range decrease in turn.

16. The thermal management control method of any one of claims 9-15, wherein, The available discharge power is output in real time by a battery management system of the battery, and the determination of whether to heat the battery based on the available discharge power and the target discharge power of the battery comprises: In the case where the available discharge power is greater than the target discharge power, it is determined not to heat the battery; In the case where the available discharge power is less than the target discharge power, it is determined to heat the battery.

17. The thermal management control method of claim 2, wherein, The method further comprises: In the case where the battery is heated by the thermal management system, the operating parameters of the thermal management system are controlled based on the state parameters of each component of the thermal management system.

18. The thermal management control method of claim 17, wherein, The state parameters comprise the real-time temperature of the battery heating plate, and the control of the operating parameters of the thermal management system based on the state parameters of each component of the thermal management system comprises: determining the target rotating speed of the compressor based on the real-time temperature and the target temperature of the battery heating plate; and controlling the operating parameters of the compressor so that the rotating speed of the compressor reaches the target rotating speed.

19. The thermal management control method of claim 18, wherein, The target rotational speed is determined based on the following equation: n comp,i = n comp,i-1 + K p_comp * ΔT i + K d_comp * (ΔT i - ΔT i-1 ); 0 < n comp,i < n comp,max ; ΔT i = T in,aim - T in,i ; Wherein, n comp,i is the target speed, n comp,max is the maximum speed of the compressor, K p_comp is the proportional coefficient of the compressor proportional differential control; K d_comp is the differential coefficient of the compressor proportional differential control, T in,aim is the target temperature, T in,i is the real-time temperature of the battery heating plate.

20. The thermal management control method of any of claims 17-19, wherein, The first heating circuit of the thermal management system further comprises an electronic expansion valve, and the compressor, the battery heating plate, and the electronic expansion valve are connected in turn, the state parameters further comprise the real-time supercooling degree of the battery heating plate, and the control of the operating parameters of the thermal management system based on the state parameters of each component of the thermal management system further comprises: adjusting the opening degree of the electronic expansion valve based on the real-time supercooling degree and the target supercooling degree of the battery heating plate.

21. The thermal management control method of claim 20, wherein, The adjustment of the opening degree of the electronic expansion valve based on the real-time supercooling degree and the target supercooling degree of the battery heating plate comprises: calculating the difference between the target supercooling degree and the real-time supercooling degree; decreasing the opening degree of the electronic expansion valve when the difference is greater than a first preset supercooling degree threshold; and / or, increasing the opening degree of the electronic expansion valve when the difference is less than a second preset supercooling degree threshold, the second preset supercooling degree threshold being less than the first preset supercooling degree threshold; and / or, maintaining the opening degree of the electronic expansion valve unchanged when the difference is between the second preset supercooling degree threshold and the first preset supercooling degree threshold.

22. The thermal management control method of claim 21, wherein, The absolute values of the first preset supercooling degree threshold and the second preset supercooling degree threshold are the same.

23. The control device of claim 1, wherein, The control device comprises a processor and a memory, and the memory stores a computer program, and the processor implements the thermal management control method of any one of claims 1-22 when executing the computer program.

24. A thermal management system, wherein, The thermal management system comprises a first heating circuit, a second heating circuit, and the control device of claim 23, the first heating circuit comprises a compressor and a battery heating plate, and the second heating circuit comprises a motor.

25. The thermal management system of claim 24, wherein, The heat management system further comprises a heat exchanger, which is located in both the first heating circuit and the second heating circuit, and the heating medium in the second heating circuit and the coolant in the first heating circuit exchange heat in the heat exchanger to heat the coolant, and the coolant flows through the battery heating plate to heat the battery heating plate.

26. The thermal management system of claim 25, wherein, The second heating circuit further comprises a water pump, which is used to draw the heating medium out of the output port of the motor, and after the heating medium flows through the heat exchanger, the heating medium flows into the motor again from the input port of the motor.

27. A vehicle, wherein, The heat management system according to any one of claims 24-26 and the battery; or, the battery and the control device according to claim 23.

28. A computer readable storage medium according to claim 1, having stored thereon a computer program, wherein, The computer program is executed by a processor to implement the heat management control method according to any one of claims 1-22.

29. A computer program product according to claim 1, wherein, The computer program is executed by a processor to implement the heat management control method according to any one of claims 1-22.

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