Thermal management control method and apparatus for vehicle

Abstract

A thermal management control method and apparatus for a vehicle. The method comprises: acquiring current thermal management parameters of a target vehicle, wherein the current thermal management parameters comprise the current battery body temperature, the current battery water intake temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode and the current passenger compartment air conditioner on-off state (S201); acquiring current weight coefficients corresponding to the current thermal management parameters, and on the basis of the current thermal management parameters and the current weight coefficients, determining the current cooling mode of a power battery (102) and a passenger compartment of the target vehicle (S202); and on the basis of the current cooling mode, performing cooling on the power battery (102) and / or the passenger compartment of the target vehicle (S203). By means of the present application, a corresponding cooling mode can be determined on the basis of current thermal management parameters of a target vehicle, so as to perform cooling to reduce the temperature of an engine coolant.

Description

A method and apparatus for thermal management control of a vehicle Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method and apparatus for thermal management control of a vehicle. Background Technology

[0002] The high-temperature cooling circuit of the thermal management system in hybrid electric vehicles (HEVs) is responsible for ensuring that the engine coolant temperature remains within a reasonable range. Currently, the maximum cooling performance of the high-temperature circuit in HEV thermal management systems is selected and verified according to certain design standards, which may not cover 100% of scenarios. In some situations, the high-temperature circuit may fail to provide sufficient cooling, leading to engine coolant temperature alarms. Excessively high engine coolant temperatures can even cause the expansion tank to burst. Therefore, a method for controlling vehicle thermal management to reduce engine coolant temperature is urgently needed. Summary of the Invention

[0003] Based on this, a method and apparatus for thermal management control of a vehicle are provided.

[0004] In a first aspect, a method for thermal management control of a vehicle is provided, the method comprising:

[0005] Obtain the current thermal management parameters of the target vehicle, wherein the current thermal management parameters include the current battery body temperature, the current battery inlet water temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode, and the current passenger compartment air conditioning switch status;

[0006] Obtain the current weight coefficient corresponding to the current thermal management parameter, and determine the current cooling mode of the power battery and passenger compartment of the target vehicle based on the current thermal management parameter and the current weight coefficient.

[0007] According to the current cooling mode, the power battery and / or passenger compartment of the target vehicle are cooled.

[0008] As an optional implementation, obtaining the current weighting coefficient corresponding to the current thermal management parameter includes:

[0009] Based on the current thermal management parameters and their hierarchical levels, determine the current weight coefficient for each of the current thermal management parameters; or,

[0010] Based on the ratio of the current thermal management parameter to the preset critical parameter, and the hierarchical level of the thermal management parameter, the current weight coefficient of each current thermal management parameter is determined.

[0011] As an optional implementation, determining the current weight coefficient for each of the current thermal management parameters based on the current thermal management parameters and their hierarchical levels includes:

[0012] The thermal management parameters include battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status.

[0013] The battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature are each stratified according to their numerical values ​​to obtain multiple stratification levels corresponding to the battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature.

[0014] The charging modes include different charging modes, and different charging modes correspond to different hierarchical levels;

[0015] The passenger cabin air conditioning switch status includes different switch statuses, and different switch statuses correspond to different hierarchical levels;

[0016] Determine the weighting coefficients corresponding to each stratification level. Different stratification levels of each thermal management parameter correspond to different weighting coefficients, and the sum of the weighting coefficients of each stratification level of each thermal management parameter is equal.

[0017] Based on the stratification level of the thermal management parameters, the current stratification level of the current thermal management parameter is determined, and based on the weight coefficients corresponding to each stratification level, the current weight coefficient corresponding to the current thermal management parameter is determined.

[0018] As an optional implementation, determining the current weight coefficient of each current thermal management parameter based on the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameters includes:

[0019] The thermal management parameters include battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status.

[0020] The current weighting coefficient corresponding to the current battery body temperature is the ratio of the current battery body temperature to the preset critical battery body temperature.

[0021] The current weighting coefficient corresponding to the current battery water inlet temperature is the ratio of the current battery water inlet temperature to the preset critical battery water inlet temperature.

[0022] The current weighting coefficient corresponding to the current engine coolant temperature is the ratio of the current engine coolant temperature to the preset critical engine coolant temperature.

[0023] The current weighting coefficient corresponding to the current ambient temperature is the ratio of the current ambient temperature to the preset critical ambient temperature.

[0024] The charging modes include different charging modes, and different charging modes correspond to different hierarchical levels;

[0025] The passenger cabin air conditioning switch status includes different switch statuses, and different switch statuses correspond to different hierarchical levels;

[0026] Determine the weighting coefficients corresponding to each hierarchical level of the charging mode and the passenger cabin air conditioning switch status, wherein different hierarchical levels of the charging mode and the passenger cabin air conditioning switch status correspond to different weighting coefficients, and the sum of the weighting coefficients of the charging mode is equal to the sum of the weighting coefficients of the passenger cabin air conditioning switch status.

[0027] Based on the current charging mode and the current tier level of the current passenger cabin air conditioning switch status, determine the current weight coefficient corresponding to the current charging mode and the current passenger cabin air conditioning switch status.

[0028] As an optional implementation, determining the current cooling mode of the target vehicle's power battery and passenger compartment based on the current thermal management parameters and the current weighting coefficient includes:

[0029] The current weight coefficient corresponding to the current thermal management parameter is compared with the weight coefficient of each cooling mode in the pre-stored cooling modes, and the cooling mode corresponding to the current weight coefficient is determined as the current cooling mode for the power battery and passenger compartment of the target vehicle.

[0030] As an optional implementation, the step of comparing the current weight coefficient corresponding to the current thermal management parameter with the weight coefficients of each cooling mode in the pre-stored cooling modes, and determining the cooling mode corresponding to the current weight coefficient as the current cooling mode for the power battery and passenger compartment of the target vehicle, includes:

[0031] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the first preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the first preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the first preset passenger compartment air conditioning switch status coefficient, the target vehicle is controlled not to cool the target vehicle's power battery and passenger compartment.

[0032] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the first preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient, or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the passenger compartment of the target vehicle is cooled.

[0033] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the second preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient; the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery.

[0034] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient; the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and the passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment.

[0035] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the first preset passenger compartment air conditioning switch status coefficient, the power battery of the target vehicle is cooled.

[0036] As an optional implementation, the method further includes:

[0037] During the driving process of the target vehicle in pure electric mode or hybrid mode, the motor temperature of the target vehicle is obtained.

[0038] When the detected motor temperature is greater than or equal to the first preset motor temperature threshold and less than the second preset motor temperature threshold, the output power of the motor module is limited according to a preset proportional coefficient, and the current speed of the target vehicle is limited to less than the preset speed threshold until the current state of charge (SOC) of the target vehicle's power battery is zero, at which point the target vehicle is controlled to stop running.

[0039] When the detected motor temperature is greater than or equal to the second preset motor temperature threshold, the target vehicle is controlled to stop running.

[0040] As an optional implementation, the method further includes:

[0041] During the driving process of the target vehicle in fuel mode or hybrid mode, when the engine coolant temperature is detected to be greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold, the air conditioning in the passenger compartment is controlled to be turned off.

[0042] When the engine coolant temperature is detected to be greater than or equal to the second preset engine temperature threshold, and the duration reaches the preset duration threshold, the engine of the target vehicle is controlled to stop running, and the electric water pump and electric fan are controlled to operate at maximum power, so that the target vehicle can drive in pure electric mode.

[0043] As an optional implementation, after controlling the target vehicle to drive in pure electric mode, the method further includes:

[0044] During pure electric driving, if the engine coolant temperature is less than a third preset engine temperature threshold, the engine of the target vehicle is started, and the target vehicle is controlled to exit pure electric mode, wherein the third preset engine temperature threshold is less than a first preset engine temperature threshold.

[0045] During pure electric driving, if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold, it is determined whether the current SOC of the target vehicle's power battery is less than the preset state of charge. If the current SOC is less than the preset state of charge, the speed of the target vehicle is limited to less than the preset speed until the current SOC of the target vehicle's power battery is zero, at which point the target vehicle is controlled to stop running.

[0046] Secondly, a device for thermal management control of a vehicle is provided, the device comprising:

[0047] The first acquisition module is used to acquire the current thermal management parameters of the target vehicle, wherein the current thermal management parameters include the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode, and the current passenger compartment air conditioning switch status.

[0048] The determination module is used to obtain the current weight coefficient corresponding to the current thermal management parameter, and determine the current cooling mode of the power battery and passenger compartment of the target vehicle based on the current thermal management parameter and the current weight coefficient.

[0049] A refrigeration module is used to refrigerate the power battery and / or passenger compartment of the target vehicle according to the current refrigeration mode.

[0050] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 is a schematic diagram of the structure of a vehicle thermal management control system provided in an embodiment of this application;

[0053] Figure 2 is a flowchart of a vehicle thermal management control method provided in an embodiment of this application;

[0054] Figure 3 is a flowchart of an example of a vehicle thermal management control method provided in an embodiment of this application;

[0055] Figure 4 is a schematic diagram of the structure of a vehicle thermal management control device provided in an embodiment of this application. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0057] The vehicle thermal management control method provided in this application embodiment can be applied to a vehicle thermal management control system. As shown in FIG1, the vehicle thermal management control system includes a controller 101, a power battery 102, and a cooling device 103. The controller 101 is connected to both the power battery 102 and the cooling device 103, and the power battery 102 is connected to the cooling device 103.

[0058] The controller 101 is used to acquire the current thermal management parameters of the target vehicle, including the current battery body temperature, current battery inlet water temperature, current engine coolant temperature, current ambient temperature, current charging mode, and current passenger compartment air conditioning on / off status. It acquires the current weighting coefficients corresponding to the current thermal management parameters and determines the current cooling mode of the target vehicle's power battery 102 and passenger compartment based on the current thermal management parameters and current weighting coefficients. According to the current cooling mode, it cools the target vehicle's power battery 102 and / or passenger compartment using the cooling device 103.

[0059] The power battery 102 is used to provide electrical power to the target vehicle and drive it.

[0060] The refrigeration device 103 is used to receive instructions from the controller 101 to cool the power battery 102 or the crew compartment.

[0061] The following will describe in detail a method for thermal management control of a vehicle provided in this application embodiment, with reference to specific implementation methods. Figure 2 is a flowchart of a method for thermal management control of a vehicle provided in this application embodiment. As shown in Figure 2, the specific steps are as follows:

[0062] Step 201: Obtain the current thermal management parameters of the target vehicle, including the current battery body temperature, current battery inlet water temperature, current engine coolant temperature, current ambient temperature, current charging mode, and current passenger compartment air conditioning switch status.

[0063] In implementation, the high-temperature cooling circuit of the thermal management system in hybrid electric vehicles (HEVs) serves to ensure the engine coolant temperature remains within a reasonable range. Currently, the maximum cooling performance of the high-temperature circuit in HEV thermal management systems is selected and verified according to certain design standards, and may not cover 100% of scenarios. Some scenarios may lead to insufficient cooling performance of the high-temperature circuit, resulting in engine coolant temperature alarms. Excessive engine coolant temperature can even cause the expansion tank to burst. The air conditioning in HEVs is powered by the engine and the battery. The more cooling capacity the air conditioning produces, the more energy the engine and battery need to supply. The more energy the engine supplies, the higher the engine coolant temperature. Therefore, engine coolant and air conditioning control can be linked. To lower the engine coolant temperature, the air conditioning cooling mode can be adjusted, reducing the air conditioning's cooling capacity to lower the engine coolant temperature. Therefore, lowering the engine coolant temperature in a HEV can be achieved by reducing the cooling capacity of the air conditioning. Simultaneously, the cooling capacity of the air conditioning is used to cool the passenger compartment and the battery. High temperatures in the power battery can damage it, affecting the vehicle's performance in pure electric or hybrid modes. Since passenger cabin cooling is crucial for user comfort, reducing air conditioning capacity requires balancing the cooling capacity of the power battery and the passenger cabin. In some cases, passenger cabin comfort can be sacrificed to reduce cooling demand, thereby lowering the engine coolant temperature.

[0064] The relevant temperatures of a power battery include the battery body temperature and the battery inlet water temperature. The battery body temperature is the temperature of the power battery itself. Power batteries have their own cooling requirements; once the battery body temperature exceeds the preset normal operating temperature, the higher the temperature, the more cooling capacity is needed. The power battery temperature is lowered through the inlet water temperature, so the cooling principle of the inlet water temperature is similar to that of the battery body temperature. The battery body temperature also varies under different charging modes. Therefore, to determine whether the power battery needs cooling, it is necessary to obtain the current battery body temperature, the current battery inlet water temperature, and the current charging mode.

[0065] When determining whether the passenger compartment requires cooling, the ambient temperature can be used as a reference. Higher ambient temperatures generally result in a greater demand for cooling. Cooling is applied to the passenger compartment when the air conditioning is on, and not when it is off. Therefore, determining whether cooling is needed requires obtaining both the current ambient temperature and the current status of the passenger compartment air conditioning system.

[0066] Therefore, the current thermal management parameters of the target vehicle must first be obtained. These parameters include the current battery body temperature, current battery inlet water temperature, current engine coolant temperature, current ambient temperature, current charging mode, and current passenger compartment air conditioning on / off status. Only then can the allocation of cooling capacity between the target vehicle and the passenger compartment be determined based on these parameters.

[0067] Step 202: Obtain the current weight coefficient corresponding to the current thermal management parameters, and determine the current cooling mode of the target vehicle's power battery and passenger compartment based on the current thermal management parameters and the current weight coefficient.

[0068] In implementation, the current thermal management parameters of the target vehicle are obtained. Based on these parameters, the current weight coefficient corresponding to each thermal management parameter can be retrieved from a pre-stored hierarchical table of thermal management parameters. This pre-stored hierarchical table represents the correspondence between thermal management parameters, hierarchical levels, and weight coefficients. Thus, the current weight coefficient of the current thermal management parameter is determined. Then, based on this current weight coefficient, the current cooling mode corresponding to the current weight coefficient is retrieved from a pre-stored list of thermal management cooling modes. This pre-stored list of cooling modes represents the correspondence between thermal management parameters, weight coefficients, and cooling modes; different cooling modes correspond to different weight coefficients for different thermal management parameters. Alternatively, the current weight coefficient of the current thermal management parameter can be compared one by one with the weight coefficients in each different cooling mode to ultimately obtain the current cooling mode corresponding to the current thermal management parameter. Therefore, based on the current thermal management parameters and current weight coefficients, the current cooling mode for the target vehicle's power battery and passenger compartment is determined.

[0069] Specifically, the process of executing step 202 is as follows:

[0070] Step 1: Determine the current weight coefficient for each current thermal management parameter based on the current thermal management parameters and their hierarchical levels.

[0071] In implementation, since the pre-stored hierarchical levels of thermal management parameters can be represented by a correspondence table of thermal management parameters, hierarchical levels, and weighting coefficients, the current weighting coefficient of the current thermal management parameter can be determined based on the current thermal management parameter and the pre-stored hierarchical levels of thermal management parameters.

[0072] Specifically, the process of performing step one is as follows:

[0073] Step 1) Based on the battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, different charging modes corresponding to the charging mode, and different air conditioning switch states corresponding to the passenger compartment air conditioning switch states, the thermal management parameters are stratified to obtain multiple stratification levels corresponding to the battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning switch states.

[0074] In implementation, different components of the target vehicle have their own cooling requirements, and different temperatures necessitate different cooling capacities. Therefore, the battery body temperature, battery inlet water temperature, and engine coolant temperature can be stratified, resulting in multiple stratification levels for each parameter. Higher ambient temperatures require greater cooling capacity, and lower ambient temperatures require less; therefore, different ambient temperatures can also be stratified, resulting in multiple stratification levels. Different charging modes of the target vehicle require different cooling capacities; therefore, stratification can be based on different charging modes. The cooling capacity required also varies depending on the on / off state of the passenger compartment air conditioning; therefore, stratification can be based on the air conditioning's on / off status. The number of stratification levels for different parameters also varies. Since different parameters have different cooling requirements, the required cooling capacity for different stratification levels also differs. Therefore, subsequent steps can assign different weighting coefficients to different stratification levels.

[0075] Step 2) Based on the multiple hierarchical levels corresponding to the battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning switch status, determine the weight coefficient corresponding to each hierarchical level. Different hierarchical levels correspond to different weight coefficients, and the sum of the weight coefficients of each thermal management parameter is equal.

[0076] In implementation, the number of stratification levels for different parameters varies, and the cooling requirements for different parameters also differ. Therefore, the required cooling capacity varies depending on the stratification level. The weighting coefficient represents the required cooling capacity; a larger weighting coefficient indicates a greater cooling capacity required, and a smaller weighting coefficient indicates a less cooling capacity required. Therefore, the weighting coefficient for each stratification level can be determined based on the multiple stratification levels corresponding to battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status. Different stratification levels correspond to different weighting coefficients. Since the cooling requirements of all parameters in the thermal management parameters are equally important, the sum of the weighting coefficients for all thermal management parameters is equal.

[0077] Step 3) Determine the current weight coefficient corresponding to the current thermal management parameter based on the current stratification level of the current thermal management parameter.

[0078] In implementation, based on the pre-stored hierarchical levels of thermal management parameters shown in Table 1, the current thermal management parameters can be stratified to determine their current hierarchical level. Different hierarchical levels correspond to different weighting coefficients. After determining the current level of the current thermal management parameter, the current weighting coefficient corresponding to the current thermal management parameter is determined based on the current hierarchical level. Thus, the current hierarchical level corresponding to the current thermal management parameter is queried from the pre-stored hierarchical levels, and the current weighting coefficient corresponding to the current thermal management parameter is determined based on the current level.

[0079] Furthermore, this application employs a multi-factor weighted hierarchical analysis method to determine six thermal management parameters: battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status. Weighting coefficients K are then obtained based on their respective influence proportions. This allows for more precise control of the air conditioning's cooling mode for thermal management, more rational allocation of cooling capacity, and protection of critical hardware such as the power battery and engine. Based on the battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature, different temperature values ​​for these parameters are categorized into multiple temperature stratification levels. Different temperatures have different cooling requirements; therefore, each stratification level corresponds to a different weighting coefficient. A larger weighting coefficient indicates a greater required cooling capacity. Different charging modes and different air conditioning on / off statuses in the passenger compartment further stratify the thermal management parameters. Different charging modes and the on / off status of the passenger compartment air conditioning also require different cooling capacities, thus requiring different weighting coefficients. This results in multiple hierarchical levels corresponding to battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status. The target vehicle considers the cooling requirements of each parameter in the thermal management parameters to be equally important; therefore, the sum of the weighting coefficients for each parameter is equal. Furthermore, for ease of weighting coefficient allocation, the sum of the weighting coefficients for each parameter is set to 10. In practical applications, other values ​​can be used, such as 100, etc., without restriction here.

[0080] In some embodiments, the weighting coefficient K is obtained based on the battery body temperature. This can be achieved by stratifying the battery body temperature. When the battery body temperature is higher than the first battery body temperature, overheating damage is likely to occur, and the corresponding weighting coefficient is higher than that of other strata. When the battery body temperature is lower than the second battery body temperature, the power battery is in the normal operating temperature range and does not require cooling, so the corresponding weighting coefficient is 0. When the battery body temperature is between the first and second battery body temperatures, further stratification can be performed, with the weighting coefficient of each stratum decreasing from high to low temperature.

[0081] In some embodiments, similar to the principle of battery body temperature control, the weighting coefficient K is obtained based on the battery inlet water temperature. It can be that when the battery inlet water temperature is higher than the first battery inlet water temperature, a large amount of cooling capacity is required to lower the temperature, so the weighting coefficient is 6. When the battery inlet water temperature is lower than the second battery inlet water temperature, there is no need for cooling, so the weighting coefficient is 0. When the battery inlet water temperature is between the first and second battery inlet water temperatures, less cooling capacity is required, and the corresponding weighting coefficient is also smaller, so the weighting coefficient is 4.

[0082] In some embodiments, the weighting coefficient K based on the engine coolant temperature can be obtained by stratifying the engine coolant temperature, with the weighting coefficient decreasing for each stratum from highest to lowest temperature. When the engine coolant temperature is lower than the first engine coolant temperature, the engine is within its normal operating temperature range and does not require cooling, so the weighting coefficient is 0. When the engine coolant temperature is higher than the second engine coolant temperature, it is prone to overheating and potentially causing the expansion tank to burst, thus requiring a large amount of cooling capacity. This necessitates shutting down the engine and cutting off the passenger compartment air conditioning to prevent the engine from continuing to generate heat, so the weighting coefficient is 6. When the engine coolant temperature is between the first and second engine coolant temperatures, less cooling capacity is required, so the weighting coefficient is 4.

[0083] In some embodiments, the weighting coefficient K is obtained based on the ambient temperature. This can be achieved by stratifying the ambient temperature, with the weighting coefficient decreasing for each stratum from high to low. When the ambient temperature is below the first ambient temperature, it is considered a comfortable temperature for the human body, requiring no cooling capacity, so the weighting coefficient is 0. When the ambient temperature is above the second ambient temperature, it is considered an unbearable temperature for the human body, requiring cooling capacity, so the weighting coefficient is 5. When the ambient temperature is between the first and second ambient temperatures, further stratification can be performed, with the demand for air conditioning cooling capacity decreasing from high to low, and the corresponding weighting coefficient decreasing for each stratum.

[0084] Different charging modes generate different amounts of heat, requiring different amounts of cooling. In some embodiments, different charging modes correspond to different weighting coefficients. For example, when the target vehicle is not in charging mode, it does not generate heat due to charging, so the weighting coefficient is 0. When the target vehicle is in charging mode, it generates more heat and requires cooling. In this case, it can be further determined whether the charging mode is slow charging or fast charging, and different weighting coefficients can be assigned to fast charging and slow charging modes. Alternatively, fast charging and slow charging modes can be not distinguished, and a uniform weighting coefficient can be set. The sum of the weighting coefficient in this case and the weighting coefficient when the target vehicle is not in charging mode should be the preset total weighting coefficient.

[0085] The cooling capacity corresponding to the on and off states of the passenger cabin air conditioning is different. In some embodiments, different weighting coefficients are assigned to different on / off states of the passenger cabin air conditioning. For example, when the passenger cabin air conditioning is in the off state, the weighting coefficient is 0; when the passenger cabin air conditioning is in the on state, a certain weighting coefficient is set. The sum of this weighting coefficient and the weighting coefficient when the passenger cabin air conditioning is in the off state should be the preset total weighting coefficient.

[0086] In some embodiments, the specific stratification levels and weight coefficients of each thermal management parameter are shown in Table 1. The above embodiments use an assignment method for stratification. Based on the performance of the thermal management parameters, the stratification levels shown in the table below are established, and then influence weights are assigned to each stratification level to obtain the weight coefficient K of each thermal management parameter.

[0087] Table 1

[0088] [Revised according to Rule 26, 2026]

[0089] In some other embodiments, when performing step one, the current weight coefficient of the current thermal management parameter can also be determined by a ratio method. Based on the ratio of the current thermal management parameter to the preset critical parameter, and the hierarchical level of the thermal management parameter, the current weight coefficient of each current thermal management parameter is determined. The specific process is as follows:

[0090] Step 1: Obtain the current actual temperature values ​​of each parameter, including battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature. Then, determine the ratio of the current actual temperature value of each parameter to the preset critical temperature value as the current weighting coefficient corresponding to the current battery body temperature, current battery inlet water temperature, current engine coolant temperature, and current ambient temperature.

[0091] In implementation, the ratio method uses the ratio of the actual temperature value to a preset critical parameter. This allows for the determination of the current weighting coefficients for the thermal management parameters based on their actual temperature values ​​and preset critical parameters. Since the ratio method uses ratios between temperatures, it can determine the current weighting coefficients for parameters such as battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature. The current battery body temperature, current battery inlet water temperature, current engine coolant temperature, and current ambient temperature are obtained, and the ratio of the current actual temperature value of each parameter to the preset critical parameter is used to determine the current weighting coefficient for each of these parameters. The preset critical parameter for each parameter is a critical temperature value preset by the technician, which can be the temperature boundary value of the highest stratification level. For example, the current weighting coefficient for the current battery body temperature can be the ratio of the current battery body temperature to the highest stratification level temperature boundary value of 52°C. The current weighting coefficient for the current battery inlet water temperature can be the ratio of the current battery inlet water temperature to the highest stratification level temperature boundary value of 28°C. The current weighting factor for the current engine coolant temperature can be the ratio of the current engine coolant temperature to the highest stratification level temperature boundary value of 125°C. The current weighting factor for the current ambient temperature can be the ratio of the current ambient temperature to the highest stratification level temperature boundary value of 38°C.

[0092] Step 2: Based on the charging modes corresponding to each charging mode and the air conditioning switch status corresponding to the passenger cabin air conditioning switch status, the charging modes and passenger cabin air conditioning switch status are stratified to obtain multiple stratification levels corresponding to each charging mode and passenger cabin air conditioning switch status.

[0093] In implementation, since the ratio method determines the current weighting coefficient by comparing the actual temperature value with the maximum temperature value, and since the charging mode and the passenger cabin air conditioning on / off status do not have temperature values, the current weighting coefficients for the current charging mode and the current passenger cabin air conditioning on / off status are determined through the process described in step one above. Based on the various charging modes corresponding to the charging modes and the air conditioning on / off status corresponding to the passenger cabin air conditioning on / off status, the charging modes and passenger cabin air conditioning on / off status are stratified, resulting in multiple stratification levels for each.

[0094] Step 3: For the charging mode and the passenger cabin air conditioning on / off status, determine the weight coefficients for each of the multiple hierarchical levels. Different hierarchical levels correspond to different weight coefficients, and the sum of the weight coefficients for the charging mode is equal to the sum of the weight coefficients for the passenger cabin air conditioning on / off status.

[0095] In implementation, multiple hierarchical levels are defined for each of the charging mode and the passenger cabin air conditioning on / off status. The weight coefficients for each hierarchical level are determined, with different weight coefficients for different hierarchical levels. The sum of the weight coefficients for the charging mode is equal to the sum of the weight coefficients for the passenger cabin air conditioning on / off status.

[0096] Step 4: Determine the current weight coefficients corresponding to the current charging mode and the current passenger cabin air conditioning switch status, based on the current hierarchical level of the current charging mode and the current passenger cabin air conditioning switch status.

[0097] In implementation, the current weight coefficients corresponding to the current charging mode and the current passenger cabin air conditioning switch status are determined based on the current hierarchical level of the charging mode and the current passenger cabin air conditioning switch status.

[0098] Step two: After determining the current weighting coefficients of the current battery body temperature, current battery inlet water temperature, current engine coolant temperature, and current ambient temperature through the ratio method or assignment method, and the current weighting coefficients of the current charging mode and current passenger compartment air conditioning on / off status through the assignment method, determine the current cooling mode for the target vehicle's power battery and passenger compartment based on the current weighting coefficients corresponding to the current thermal management parameters and the pre-stored cooling mode.

[0099] In implementation, after determining the current weighting coefficients for the current battery body temperature, current battery inlet water temperature, current engine coolant temperature, and current ambient temperature using a ratio method or assignment method, and the current weighting coefficients for the current charging mode and current passenger compartment air conditioning on / off status using an assignment method, the pre-stored thermal management cooling mode establishes a correspondence between thermal management parameters, weighting coefficients, and cooling modes. Different cooling modes correspond to different weighting coefficients for different thermal management parameters. Therefore, the current cooling mode for the target vehicle's power battery and passenger compartment can be determined based on the current weighting coefficients corresponding to the current thermal management parameters and the pre-stored thermal management cooling mode.

[0100] The steps for executing step two are as follows: compare the current weight coefficient corresponding to the current thermal management parameter with the weight coefficient of each cooling mode in the pre-stored cooling modes, and determine the cooling mode corresponding to the current weight coefficient as the current cooling mode for the power battery and passenger compartment of the target vehicle.

[0101] In implementation, as shown in Table 2 below, the pre-stored thermal management cooling modes contain the correspondence between cooling modes and the weight coefficients of thermal management parameters. Different cooling modes correspond to different weight coefficients for thermal management parameters. The current weight coefficient corresponding to the current thermal management parameter is compared with the weight coefficients of each cooling mode in the pre-stored cooling modes to determine the current weight coefficient. The cooling mode corresponding to the current weight coefficient is the required current cooling mode for the current thermal management parameter. Therefore, the cooling mode corresponding to the weight coefficient can be determined as the current cooling mode for the target vehicle's power battery and passenger compartment. In this way, based on the current weight coefficient of the current thermal management parameter and the pre-stored cooling modes, the required current cooling mode is determined.

[0102] Specifically, the execution steps compare the current weight coefficient corresponding to the current thermal management parameters with the weight coefficients of each cooling mode in the pre-stored cooling modes, and determine the cooling mode corresponding to the current weight coefficient as the current cooling mode for the target vehicle's power battery and passenger compartment as follows:

[0103] In Mode 1, when the following conditions are met: the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the first preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the first preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the first preset passenger compartment air conditioning switch status coefficient, the target vehicle is controlled not to cool the target vehicle's power battery and passenger compartment.

[0104] In some embodiments, as shown in Table 2, when the current weighting coefficients for the current battery body temperature, current battery inlet water temperature, current engine coolant temperature, current ambient temperature, current charging mode, and current passenger compartment air conditioning switch status are all 0, it indicates that the relevant current battery body temperature and current battery inlet water temperature of the target vehicle's power battery are low. Simultaneously, the current ambient temperature is low, the current charging mode is not charging, and the current passenger compartment air conditioning switch status is not on, resulting in a low passenger compartment temperature. Therefore, there is no need to cool the power battery or passenger compartment. Thus, a no-cooling mode is entered, where no cooling is applied to the power battery or passenger compartment.

[0105] Mode 2: When the following conditions are met, the passenger compartment of the target vehicle is cooled.

[0106] In some embodiments, as shown in Table 2, when the current weighting coefficients for the current battery body temperature, current battery inlet water temperature, and current engine coolant temperature are 0, 2, 3, or 5 for the current ambient temperature, 0 for the current charging mode, and 10 for the current passenger compartment air conditioning switch status, it indicates that the target vehicle's power battery temperature is associated with low current battery body temperature and low current battery inlet water temperature. Although the current charging mode is not charging, the current ambient temperature is high, and the current passenger compartment air conditioning switch status is on, resulting in a high passenger compartment temperature. Therefore, the passenger compartment cooling mode is activated. In this mode, cooling of the power battery is unnecessary; only cooling of the passenger compartment is required.

[0107] Mode 3: When the following conditions are met, the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient, the current weighting coefficient of the current battery inlet water temperature is the second preset battery inlet water temperature coefficient, the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weighting coefficient of the current charging mode is the first preset charging mode coefficient, and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery.

[0108] In some embodiments, as shown in Table 2, when the current weighting coefficient of the current battery body temperature is 0 or 1, the current weighting coefficient of the current battery inlet water temperature is 4, the current weighting coefficient of the current engine coolant temperature is 0, the current weighting coefficient of the current ambient temperature is 2, 3, or 5, the current weighting coefficient of the current charging mode is 0, and the current weighting coefficient of the current passenger compartment air conditioning on / off status is 10, it indicates that the current battery body temperature and the current battery inlet water temperature of the target vehicle are both high, causing the power battery to require cooling. Although the current charging mode is not charging, the current ambient temperature is high, and the passenger compartment air conditioning is on, which significantly affects the temperature of the passenger compartment. In this case, the passenger compartment has a higher priority than the power battery. Therefore, the system enters a mode where both the power battery and the passenger compartment are cooled simultaneously, with priority given to the passenger compartment. In this mode, both the power battery and the passenger compartment are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than that of the power battery.

[0109] Mode 4: When the following conditions are met: the current weighting coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and the passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment.

[0110] In some embodiments, as shown in Table 2, when the current weighting coefficient of the current battery body temperature is 4 or 5, the current weighting coefficient of the current battery inlet water temperature is 6, the current weighting coefficient of the current engine coolant temperature is 0, the current weighting coefficient of the current ambient temperature is 2, 3 or 5, the current weighting coefficient of the current charging mode is 10, and the current weighting coefficient of the passenger compartment air conditioning on / off status is 10, it indicates that the current battery body temperature and the current battery inlet water temperature of the target vehicle are both very high, causing the power battery to require cooling. Simultaneously, the current charging mode is slow or fast charging, the current ambient temperature is high, and the passenger compartment air conditioning is on, further contributing to the high temperature in the passenger compartment. Since the power battery is for ensuring the normal operation of the target vehicle, while the passenger compartment is for ensuring user comfort, when both require significant cooling capacity, priority is given to cooling the power battery. Therefore, a mode is implemented where both the power battery and passenger compartment are cooled simultaneously, with priority given to power battery cooling. In this mode, both the power battery and passenger compartment are cooled simultaneously, and the cooling capacity of the power battery is greater than that of the passenger compartment.

[0111] Mode 5: Cooling is applied to the target vehicle's power battery when the following conditions are met: the current weighting coefficient of the current battery body temperature is the third or fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first, second, or third preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the first, second, third, or fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first or second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the first preset passenger compartment air conditioning switch status coefficient.

[0112] In some embodiments, as shown in Table 2, when the current weighting coefficient of the current battery body temperature is 4 or 5, the current weighting coefficient of the current battery inlet water temperature is 6, the current weighting coefficient of the current engine coolant temperature is 0, 4, or 6, the current weighting coefficient of the current ambient temperature is 0, 2, 3, or 5, the current weighting coefficient of the current charging mode is 0 or 10, and the current weighting coefficient of the current passenger compartment air conditioning on / off status is 0, it indicates that the current battery body temperature and the current battery inlet water temperature of the target vehicle are very high, causing the power battery to require cooling. Although the current charging mode is slow charging or fast charging, and the current ambient temperature is high, the passenger compartment air conditioning is not turned on. Therefore, the power battery cooling mode is entered. In this cooling mode, only the power battery needs to be cooled, and there is no need to cool the passenger compartment.

[0113] Furthermore, Table 2 shows the corresponding relationship between the weighting coefficient ranges of the cooling mode and thermal management parameters. To avoid malfunctions such as engine coolant overheating leading to expansion tank rupture or excessive battery temperature, some drivability and passenger compartment real-time performance can be sacrificed to reduce the likelihood of malfunctions in the target vehicle.

[0114] Furthermore, the relationship between battery body temperature and battery inlet water temperature is as follows: because the battery body's heat is dissipated and cooled by the battery inlet water, when the battery body temperature is low, the battery inlet water temperature will not be too high. When the current battery body temperature weight coefficient is 0, the current battery inlet water temperature weight coefficient is 0 or 4; when the current battery body temperature weight coefficient is 1, the current battery inlet water temperature weight coefficient is 4. The relationship between ambient temperature and the passenger compartment air conditioning status is as follows: the air conditioning status is determined by the user's operation. When the ambient temperature is low, the passenger compartment air conditioning is off; when the ambient temperature is high, the passenger compartment air conditioning may be on or off. Therefore, when the current ambient temperature weight coefficient is 0, the current passenger compartment air conditioning on / off status weight coefficient is definitely 0; when the current ambient temperature coefficient is 2, 3, or 5, the current passenger compartment air conditioning on / off status weight coefficient may be 0 or 10. The relationship between the charging mode weight coefficient and the engine coolant temperature weight coefficient is as follows: when charging, the current charging mode weight coefficient is 10, the vehicle is stationary, the engine will not start, so the current engine coolant temperature weight coefficient should be 0. Therefore, Table 2 contains the weighting coefficients for all cooling modes of the power battery and the passenger compartment.

[0115] Table 2

[0116]

[0117] Step 203: Cool the target vehicle's power battery and / or passenger compartment according to the current cooling mode.

[0118] During implementation, the power battery and / or passenger compartment of the target vehicle are cooled according to the current cooling mode corresponding to the current thermal management parameters.

[0119] Specifically, the process of executing step 203 is as follows:

[0120] Mode 1: When the current cooling mode is no cooling, the cooling equipment of the target vehicle is controlled to not cool the target vehicle's power battery and passenger compartment.

[0121] In practice, when the current cooling mode corresponding to the current thermal management parameters is no cooling, there is no need to cool the target vehicle, and the cooling equipment of the target vehicle is controlled not to cool the target vehicle's power battery and passenger compartment.

[0122] Mode 2: When the current cooling mode is passenger compartment cooling, control the cooling equipment to cool the passenger compartment of the target vehicle.

[0123] In practice, when the current cooling mode corresponding to the current thermal management parameters is passenger compartment cooling, it means that the power battery temperature and engine coolant temperature are low, and there is no need to cool the power battery. Instead, the cooling equipment is controlled to cool the passenger compartment of the target vehicle.

[0124] Mode 3: When the current cooling mode is to cool the power battery and the passenger compartment simultaneously, with priority given to cooling the passenger compartment, the cooling equipment is controlled to cool the power battery and the passenger compartment of the target vehicle simultaneously, and the cooling capacity of the passenger compartment is greater than that of the power battery.

[0125] In practice, when the current cooling mode corresponding to the current thermal management parameters is simultaneous cooling of the power battery and passenger compartment, with priority given to passenger compartment cooling, it indicates that the power battery temperature and engine coolant temperature are relatively high, but not extremely high, and the ambient temperature of the passenger compartment is also relatively high. Therefore, it is necessary to cool both the power battery and the passenger compartment simultaneously, with priority given to passenger compartment cooling. In other words, both the power battery and the passenger compartment are cooled simultaneously, but the cooling capacity of the passenger compartment is greater than that of the power battery.

[0126] Mode 4: When the current cooling mode is simultaneous cooling of the power battery and passenger compartment, with priority given to cooling the power battery, the cooling equipment is controlled to simultaneously cool the power battery and passenger compartment of the target vehicle, and the cooling capacity of the power battery is greater than that of the passenger compartment.

[0127] In practice, when the current cooling mode corresponding to the current thermal management parameters is simultaneous cooling of the power battery and passenger compartment, with priority given to power battery cooling, it indicates that the power battery temperature and engine coolant temperature are very high, and the ambient temperature of the passenger compartment is also relatively high, but not extremely high. Therefore, it is necessary to cool both the power battery and the passenger compartment simultaneously, with priority given to power battery cooling. In other words, both the power battery and the passenger compartment are cooled simultaneously, but the cooling capacity of the power battery is greater than that of the passenger compartment.

[0128] Mode 5: When the current cooling mode is power battery cooling, control the cooling equipment to cool the power battery of the target vehicle.

[0129] In practice, when the current cooling mode corresponding to the current thermal management parameters is battery cooling, it indicates that the current battery temperature is high, while the ambient temperature of the passenger compartment is at a comfortable level for humans. Therefore, the battery needs cooling, but the passenger compartment does not. Thus, when the current cooling mode is battery cooling, the cooling equipment is controlled to cool the target vehicle's battery.

[0130] As shown in Figure 3, during the pure electric mode operation of the target vehicle, the system will also determine whether the target vehicle needs to reduce its output power or stop based on the temperature of the motor module, in order to prevent the motor module from overheating and causing an accident. The specific process is as follows:

[0131] Step a: During the driving process of the target vehicle in pure electric mode or hybrid mode, obtain the motor temperature of the target vehicle.

[0132] During implementation, the motor temperature of the target vehicle is detected while it is driving in pure electric or hybrid mode. Subsequent steps use the detected motor temperature to determine whether the target vehicle is suitable for normal pure electric mode operation. Pure electric mode operation refers to a mode in which the target vehicle's engine does not participate in the vehicle's operation. When the target vehicle is in hybrid mode, it is necessary to simultaneously determine whether it is in pure electric or hybrid mode.

[0133] Furthermore, when the detected motor temperature of the target vehicle is lower than the first preset motor temperature threshold, it indicates that the current motor temperature is within the normal operating temperature range of a motor and will not hinder the normal operation of the target vehicle. Therefore, the target vehicle can be controlled to operate in pure electric mode, i.e., the vehicle operates normally as shown in Figure 3. The first preset motor temperature threshold can be 140℃, and can be set according to actual conditions; no restriction is imposed here.

[0134] Step b: When the detected motor temperature is greater than or equal to the first preset motor temperature threshold and less than the second preset motor temperature threshold, the output power of the motor module is limited according to a preset proportional coefficient, and the current speed of the target vehicle is limited to less than the preset speed threshold until the current state of charge (SOC) of the target vehicle's power battery is zero, at which point the target vehicle is controlled to stop running.

[0135] In implementation, the detected motor temperature of the target vehicle is compared with a first preset motor temperature threshold and a second preset motor temperature threshold. When the detected motor temperature is greater than or equal to the first preset motor temperature threshold but less than the second preset motor temperature threshold, it indicates that the motor temperature is too high, and the output power of the motor module needs to be limited to reduce its output power. Therefore, the output power of the motor module can be limited according to a preset proportional coefficient, limiting the current speed of the target vehicle to below a preset speed threshold. A slow-speed indicator light can also be controlled to illuminate to remind the driver to drive at a low speed. The vehicle will stop operating when the current state of charge (SOC) of the target vehicle's battery reaches zero. The first preset motor temperature threshold can be 140℃, the second preset motor temperature threshold can be 150℃, the preset proportional coefficient can be 50%, thus limiting the output power of the motor module to 50% of its normal output power, and the preset speed threshold can be 15 km / h.

[0136] Step c: When the detected motor temperature is greater than or equal to the second preset motor temperature threshold, control the target vehicle to stop running.

[0137] During implementation, the detected motor temperature of the target vehicle is compared with the second preset motor temperature threshold. When the detected motor temperature is greater than or equal to the second preset motor temperature threshold, it indicates that the motor temperature is too high. In order to prevent the target vehicle from having an accident, it is necessary to stop immediately. Therefore, the target vehicle is controlled to stop running.

[0138] As shown in Figure 3, during the target vehicle's fuel mode operation, the engine coolant temperature is used to determine whether it can continue driving or needs to switch to pure electric mode. The specific process is as follows:

[0139] Step d: During the driving process of the target vehicle in fuel mode or hybrid mode, when the engine coolant temperature is detected to be greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold, the air conditioning in the passenger compartment is turned off.

[0140] During implementation, while the target vehicle is driving in fuel mode or hybrid mode, after detecting the engine coolant temperature, the engine coolant temperature is compared with a first preset engine temperature threshold and a second preset engine temperature threshold. If the detected engine coolant temperature is greater than or equal to the first preset engine temperature threshold but less than the second preset engine temperature threshold, it indicates that the engine coolant temperature is high. Fuel mode refers to a mode where the electric motor module does not participate in the operation of the target vehicle. To prevent malfunctions, the coolant temperature warning light needs to be illuminated, and the instrument panel needs to display a high engine coolant temperature warning to alert the user and control the shutdown of the passenger compartment air conditioning. Specifically, when the engine coolant temperature is greater than or equal to the first preset engine temperature threshold but less than the second preset engine temperature threshold, it conforms to the above-mentioned no-cooling or battery-cooled mode, requiring the passenger compartment air conditioning to be shut off. This can be achieved by stopping the compressor or by closing the shut-off valve to cut off passenger compartment cooling. This ensures the normal operation of the battery, reduces passenger compartment comfort, and decreases engine load and heat generation. The second preset engine temperature threshold can be 125℃, which can be set according to the actual situation and is not limited here.

[0141] Furthermore, during the driving process of the target vehicle in fuel mode or hybrid mode, when the engine coolant temperature is detected to be lower than the first preset engine temperature threshold, the target vehicle is controlled to maintain fuel driving.

[0142] In practice, during the target vehicle's fuel-powered driving mode, the engine coolant temperature is monitored. When the detected engine coolant temperature is lower than a first preset engine temperature threshold, it indicates that the engine coolant temperature is low and will not affect the target vehicle's fuel-powered driving. Therefore, the target vehicle can continue to operate in fuel-powered mode, as shown in Figure 3, where the vehicle operates normally. The first preset engine temperature threshold can be 115℃.

[0143] Step e: When the engine coolant temperature is detected to be greater than or equal to the second preset engine temperature threshold and the duration reaches the preset duration threshold, the engine of the target vehicle is controlled to stop running, and the electric water pump and electric fan are controlled to operate at maximum power, so that the target vehicle can drive in pure electric mode.

[0144] In implementation, after detecting the engine coolant temperature of the target vehicle, the engine coolant temperature is compared with a second preset engine temperature threshold. When the detected engine coolant temperature is greater than or equal to the second preset engine temperature threshold, and the duration reaches a preset duration threshold, it indicates that the engine coolant temperature is too high, which will affect the normal operation of the target vehicle in fuel mode. Therefore, it is also necessary to control the water temperature warning light to illuminate and control the instrument panel to display an engine coolant temperature too high warning to alert the user. Then, the engine of the target vehicle is controlled to stop running, and the electric water pump and electric fan are controlled to operate at maximum power. The electric water pump is located in the engine water circuit, which can be located at the engine inlet or outlet. The electric fan is located behind the front grille of the vehicle, and after being powered on, it can dissipate heat by blowing air. In this way, the electric water pump and electric fan are used to dissipate heat from the engine, ensuring that the engine coolant temperature is within a reasonable range. The target vehicle is then controlled to drive in pure electric mode. The preset duration threshold can be 10 seconds. The engine of the target vehicle is controlled to stop running, and the motor module is controlled to start running, thus the target vehicle enters pure electric mode.

[0145] Step f: During pure electric mode driving, if the engine coolant temperature is lower than the third preset engine temperature threshold, start the engine of the target vehicle and control the target vehicle to exit pure electric mode, wherein the third preset engine temperature threshold is lower than the first preset engine temperature threshold.

[0146] During implementation, while driving in pure electric mode, the engine coolant temperature is continuously monitored and compared with a third preset engine temperature threshold. If the engine coolant temperature is lower than the third preset threshold, it indicates that the engine coolant temperature is low enough to continue driving in fuel mode. Therefore, the target vehicle's engine can be started, controlling the target vehicle to exit pure electric mode and thus control the target vehicle to drive in fuel mode. The third preset engine temperature threshold is lower than the first preset engine temperature threshold. The third preset engine temperature threshold can be 105℃, and can be set according to actual conditions; no restriction is imposed here.

[0147] Step g: During pure electric mode driving, if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold, it is determined whether the current SOC of the target vehicle's power battery is less than the preset state of charge. If the current SOC is less than the preset state of charge, the speed of the target vehicle is limited to less than the preset speed until the current state of charge (SOC) of the target vehicle's power battery is zero, and then the target vehicle is controlled to stop running.

[0148] In implementation, during pure electric mode driving, if the engine coolant temperature is greater than or equal to a third preset engine temperature threshold, the state of charge (SOC) of the power battery is also detected. The detected current SOC is compared with the preset SOC to determine if the target vehicle's current SOC is less than the preset SOC. If the current SOC is less than the preset SOC, it indicates that the current battery charge is low or insufficient for long-term driving. Therefore, the target vehicle's speed is limited to a preset speed, and the slow-motion indicator light is illuminated until the target vehicle's current SOC reaches zero, at which point the vehicle stops. The preset SOC can be 10%, and the preset speed can be [km / h].

[0149] This application provides a method for thermal management control of a vehicle. Based on the thermal management parameters of the target vehicle, the thermal management parameters are stratified and graded, with different weighting coefficients assigned to each. Then, a corresponding cooling mode is matched to each weight, thereby determining the appropriate cooling mode based on the current thermal management parameters of the target vehicle and cooling it accordingly. This avoids the possibility of the expansion tank bursting due to excessively high engine coolant levels. To prevent a Level 1 fault (expansion tank bursting) caused by excessively high engine coolant levels in scenarios exceeding design conditions, the thermal management control strategy is optimized to provide more intuitive prompts to the user, or to reduce the vehicle fault level by sacrificing some drivability and passenger cabin comfort.

[0150] It should be understood that although the steps in the flowcharts of Figures 2 and 3 are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in Figures 2 and 3 may include multiple steps or stages, which are not necessarily completed at the same time, but may be executed at different times. The execution order of these steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least some of the steps or stages in other steps.

[0151] It is understood that the same / similar parts between the various embodiments of the methods described above in this specification can be referred to each other. Each embodiment focuses on the differences from other embodiments, and relevant parts can be referred to the description of other method embodiments.

[0152] This application embodiment also provides a vehicle thermal management control device, as shown in FIG4, the device comprising:

[0153] The first acquisition module 401 is used to acquire the current thermal management parameters of the target vehicle, wherein the current thermal management parameters include the current battery body temperature, the current battery water inlet temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode, and the current passenger compartment air conditioning switch status.

[0154] The determination module 402 is used to obtain the current weight coefficient corresponding to the current thermal management parameter, and determine the current cooling mode of the power battery and passenger compartment of the target vehicle based on the current thermal management parameter and the current weight coefficient.

[0155] The refrigeration module 403 is used to refrigerate the power battery and / or passenger compartment of the target vehicle according to the current refrigeration mode.

[0156] As an optional implementation, the determining module 402 is specifically used for:

[0157] Based on the current thermal management parameters and their hierarchical levels, determine the current weight coefficient for each of the current thermal management parameters; or,

[0158] Based on the ratio of the current thermal management parameter to the preset critical parameter, and the hierarchical level of the thermal management parameter, the current weight coefficient of each current thermal management parameter is determined.

[0159] As an optional implementation, the determining module 402 is specifically used for:

[0160] The thermal management parameters include battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status.

[0161] The battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature are each stratified according to their numerical values ​​to obtain multiple stratification levels corresponding to the battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature.

[0162] The charging modes include different charging modes, and different charging modes correspond to different hierarchical levels;

[0163] The passenger cabin air conditioning switch status includes different switch statuses, and different switch statuses correspond to different hierarchical levels;

[0164] Determine the weighting coefficients corresponding to each stratification level. Different stratification levels of each thermal management parameter correspond to different weighting coefficients, and the sum of the weighting coefficients of each stratification level of each thermal management parameter is equal.

[0165] Based on the stratification level of the thermal management parameters, the current stratification level of the current thermal management parameter is determined, and based on the weight coefficients corresponding to each stratification level, the current weight coefficient corresponding to the current thermal management parameter is determined.

[0166] As an optional implementation, the determining module 402 is specifically used for:

[0167] The thermal management parameters include battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status.

[0168] The current weighting coefficient corresponding to the current battery body temperature is the ratio of the current battery body temperature to the preset critical battery body temperature.

[0169] The current weighting coefficient corresponding to the current battery water inlet temperature is the ratio of the current battery water inlet temperature to the preset critical battery water inlet temperature.

[0170] The current weighting coefficient corresponding to the current engine coolant temperature is the ratio of the current engine coolant temperature to the preset critical engine coolant temperature.

[0171] The current weighting coefficient corresponding to the current ambient temperature is the ratio of the current ambient temperature to the preset critical ambient temperature.

[0172] The charging modes include different charging modes, and different charging modes correspond to different hierarchical levels;

[0173] The passenger cabin air conditioning switch status includes different switch statuses, and different switch statuses correspond to different hierarchical levels;

[0174] Determine the weighting coefficients corresponding to each hierarchical level of the charging mode and the passenger cabin air conditioning switch status, wherein different hierarchical levels of the charging mode and the passenger cabin air conditioning switch status correspond to different weighting coefficients, and the sum of the weighting coefficients of the charging mode is equal to the sum of the weighting coefficients of the passenger cabin air conditioning switch status.

[0175] Based on the current charging mode and the current tier level of the current passenger cabin air conditioning switch status, determine the current weight coefficient corresponding to the current charging mode and the current passenger cabin air conditioning switch status.

[0176] As an optional implementation, the determining module 402 is specifically used for:

[0177] The current weight coefficient corresponding to the current thermal management parameter is compared with the weight coefficient of each cooling mode in the pre-stored cooling modes, and the cooling mode corresponding to the current weight coefficient is determined as the current cooling mode for the power battery and passenger compartment of the target vehicle.

[0178] As an optional implementation, the determining module 402 is specifically used for:

[0179] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the first preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the first preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the first preset passenger compartment air conditioning switch status coefficient, the target vehicle is controlled not to cool the target vehicle's power battery and passenger compartment.

[0180] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the first preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient, or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the passenger compartment of the target vehicle is cooled.

[0181] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the second preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient; the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery.

[0182] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient; the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and the passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment.

[0183] When the following conditions are met: the current weighting coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the first preset passenger compartment air conditioning switch status coefficient, the power battery of the target vehicle is cooled.

[0184] As an optional implementation, the device further includes:

[0185] The second acquisition module is used to acquire the motor temperature of the target vehicle during the driving process of the target vehicle in pure electric mode or hybrid mode.

[0186] The limiting module is used to limit the output power of the motor module according to a preset proportional coefficient when the detected motor temperature is greater than or equal to a first preset motor temperature threshold and less than a second preset motor temperature threshold, and to limit the current speed of the target vehicle to be less than a preset speed threshold until the current state of charge (SOC) of the target vehicle's power battery is zero, and then control the target vehicle to stop running.

[0187] The first control module is used to control the target vehicle to stop running when the detected motor temperature is greater than or equal to the second preset motor temperature threshold.

[0188] As an optional implementation, the device further includes:

[0189] The second control module is used to control the air conditioning in the passenger compartment to be turned off when the engine coolant temperature is detected to be greater than or equal to the first preset engine temperature threshold and less than the second preset engine temperature threshold during the driving process of the target vehicle in fuel mode or hybrid mode.

[0190] The third control module is used to control the engine of the target vehicle to stop running when the engine coolant temperature is detected to be greater than or equal to the second preset engine temperature threshold and the duration reaches the preset duration threshold, and to control the electric water pump and electric fan to operate at maximum power, and to control the target vehicle to drive in pure electric mode.

[0191] As an optional implementation, after controlling the target vehicle to operate in pure electric mode, the device further includes:

[0192] The fourth control module is used to start the engine of the target vehicle and control the target vehicle to exit pure electric mode if the engine coolant temperature is less than the third preset engine temperature threshold during pure electric mode driving. The third preset engine temperature threshold is less than the first preset engine temperature threshold.

[0193] The fifth control module is used to determine whether the current SOC of the target vehicle's power battery is less than a preset state of charge if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold during pure electric driving. If the current SOC is less than the preset state of charge, the speed of the target vehicle is limited to less than the preset speed until the current SOC of the target vehicle's power battery is zero, at which point the target vehicle is controlled to stop running.

[0194] This application provides a device for thermal management control of a vehicle. Based on the thermal management parameters of the target vehicle, the thermal management parameters are stratified and graded, with different weighting coefficients assigned to each. Then, a corresponding cooling mode is matched to each weight, thereby determining the appropriate cooling mode based on the current thermal management parameters of the target vehicle and cooling it accordingly. This avoids the possibility of the expansion tank bursting due to excessively high engine coolant levels. To prevent a Level 1 fault (expansion tank bursting) caused by excessively high engine coolant levels in scenarios exceeding design conditions, the thermal management control strategy is optimized to provide more intuitive prompts to the user, or to reduce the vehicle fault level by sacrificing some drivability and passenger cabin comfort.

[0195] Specific limitations regarding the vehicle's thermal management control device can be found in the above description of the vehicle's thermal management control method, and will not be repeated here. Each module in the aforementioned vehicle thermal management control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware or independently of the processor in a computer device, or stored in software in the computer device's memory, so that the processor can call and execute the corresponding operations of each module.

[0196] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0197] It should also be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for display, data used for analysis, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0198] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0199] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0200] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for thermal management control of a vehicle, characterized in that, The method includes: Obtain the current thermal management parameters of the target vehicle, wherein the current thermal management parameters include the current battery body temperature, the current battery inlet water temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode, and the current passenger compartment air conditioning switch status; Obtain the current weight coefficient corresponding to the current thermal management parameters, and determine the current cooling mode for the target vehicle's power battery and passenger compartment based on the current thermal management parameters and the current weight coefficient. The specific process of this step is as follows: compare the current weight coefficient corresponding to the current thermal management parameters with the weight coefficients of each cooling mode in the pre-stored cooling modes, and determine the cooling mode corresponding to the current weight coefficient as the current cooling mode for the target vehicle's power battery and passenger compartment. Specifically, this step involves: satisfying the condition that the current weight coefficient for the current battery body temperature is a first preset battery body temperature coefficient, and the current weight coefficient for the current battery water inlet temperature is a first preset weight coefficient. When the following conditions are met: a preset battery inlet temperature coefficient, a current weighting coefficient for the current engine coolant temperature that is a second preset engine coolant temperature coefficient or a third preset engine coolant temperature coefficient, a current weighting coefficient for the current ambient temperature that is a first preset ambient temperature coefficient, a current weighting coefficient for the current charging mode that is a first preset charging mode coefficient, and a current weighting coefficient for the current passenger compartment air conditioning switch state that is a first preset passenger compartment air conditioning switch state coefficient, the target vehicle is controlled to not cool the target vehicle's power battery and passenger compartment; when the current weighting coefficient for the current battery body temperature is the first preset battery body temperature coefficient and the current weighting coefficient for the current battery inlet temperature are met, the target vehicle is controlled to not cool the target vehicle's power battery and passenger compartment. When the following conditions are met: the current weighting coefficient of the current engine coolant temperature is the first preset battery inlet temperature coefficient; the current weighting coefficient of the current ambient temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient, or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the passenger compartment of the target vehicle is cooled; when the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient, When the current weighting coefficient of the current battery inlet water temperature is the second preset battery inlet water temperature coefficient, the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weighting coefficient of the current charging mode is the first preset charging mode coefficient, and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery;When the following conditions are met: the current weighting coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient; the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and passenger compartment of the target vehicle are simultaneously cooled, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment; when the current weighting coefficient of the current battery body temperature is... When the following conditions are met: the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient, the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weighting coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weighting coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient, and the current weighting coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the power battery of the target vehicle is cooled. According to the current cooling mode, the power battery and / or passenger compartment of the target vehicle are cooled.

2. The method according to claim 1, characterized in that, The step of obtaining the current weight coefficient corresponding to the current thermal management parameter includes: Based on the current thermal management parameters and their hierarchical levels, determine the current weight coefficient for each of the current thermal management parameters; or, Based on the ratio of the current thermal management parameter to the preset critical parameter, and the hierarchical level of the thermal management parameter, the current weight coefficient of each current thermal management parameter is determined.

3. The method according to claim 2, characterized in that, The step of determining the current weight coefficient for each of the current thermal management parameters based on the current thermal management parameters and the hierarchical level of the thermal management parameters includes: The thermal management parameters include battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status. The battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature are each stratified according to their numerical values ​​to obtain multiple stratification levels corresponding to the battery body temperature, battery inlet water temperature, engine coolant temperature, and ambient temperature. The charging modes include different charging modes, and different charging modes correspond to different hierarchical levels; The passenger cabin air conditioning switch status includes different switch statuses, and different switch statuses correspond to different hierarchical levels; Determine the weighting coefficients corresponding to each stratification level. Different stratification levels of each thermal management parameter correspond to different weighting coefficients, and the sum of the weighting coefficients of each stratification level of each thermal management parameter is equal. Based on the stratification level of the thermal management parameters, the current stratification level of the current thermal management parameter is determined, and based on the weight coefficients corresponding to each stratification level, the current weight coefficient corresponding to the current thermal management parameter is determined.

4. The method according to claim 2, characterized in that, The step of determining the current weight coefficient of each current thermal management parameter based on the ratio of the current thermal management parameter to the preset critical parameter and the hierarchical level of the thermal management parameters includes: The thermal management parameters include battery body temperature, battery inlet water temperature, engine coolant temperature, ambient temperature, charging mode, and passenger compartment air conditioning on / off status. The current weighting coefficient corresponding to the current battery body temperature is the ratio of the current battery body temperature to the preset critical battery body temperature. The current weighting coefficient corresponding to the current battery water inlet temperature is the ratio of the current battery water inlet temperature to the preset critical battery water inlet temperature. The current weighting coefficient corresponding to the current engine coolant temperature is the ratio of the current engine coolant temperature to the preset critical engine coolant temperature. The current weighting coefficient corresponding to the current ambient temperature is the ratio of the current ambient temperature to the preset critical ambient temperature. The charging modes include different charging modes, and different charging modes correspond to different hierarchical levels; The passenger cabin air conditioning switch status includes different switch statuses, and different switch statuses correspond to different hierarchical levels; Determine the weighting coefficients corresponding to each hierarchical level of the charging mode and the passenger cabin air conditioning switch status, wherein different hierarchical levels of the charging mode and the passenger cabin air conditioning switch status correspond to different weighting coefficients, and the sum of the weighting coefficients of the charging mode is equal to the sum of the weighting coefficients of the passenger cabin air conditioning switch status. Based on the current charging mode and the current tier level of the current passenger cabin air conditioning switch status, determine the current weight coefficient corresponding to the current charging mode and the current passenger cabin air conditioning switch status.

5. The method according to claim 1, characterized in that, The method further includes: During the driving process of the target vehicle in pure electric mode or hybrid mode, the motor temperature of the target vehicle is obtained. When the detected motor temperature is greater than or equal to the first preset motor temperature threshold and less than the second preset motor temperature threshold, the output power of the motor module is limited according to a preset proportional coefficient, and the current speed of the target vehicle is limited to less than the preset speed threshold until the current state of charge (SOC) of the target vehicle's power battery is zero, at which point the target vehicle is controlled to stop running. When the detected motor temperature is greater than or equal to the second preset motor temperature threshold, the target vehicle is controlled to stop running.

6. The method according to claim 1, characterized in that, The method further includes: During the driving process of the target vehicle in fuel mode or hybrid mode, when the engine coolant temperature is detected to be greater than or equal to a first preset engine temperature threshold and less than a second preset engine temperature threshold, the air conditioning in the passenger compartment is controlled to be turned off. When the engine coolant temperature is detected to be greater than or equal to the second preset engine temperature threshold, and the duration reaches the preset duration threshold, the engine of the target vehicle is controlled to stop running, and the electric water pump and electric fan are controlled to operate at maximum power, so that the target vehicle can drive in pure electric mode.

7. The method according to claim 6, characterized in that, After controlling the target vehicle to operate in pure electric mode, the method further includes: During pure electric driving, if the engine coolant temperature is less than a third preset engine temperature threshold, the engine of the target vehicle is started, and the target vehicle is controlled to exit pure electric mode, wherein the third preset engine temperature threshold is less than a first preset engine temperature threshold. During pure electric driving, if the engine coolant temperature is greater than or equal to the third preset engine temperature threshold, it is determined whether the current SOC of the target vehicle's power battery is less than the preset state of charge. If the current SOC is less than the preset state of charge, the speed of the target vehicle is limited to less than the preset speed until the current SOC of the target vehicle's power battery is zero, at which point the target vehicle is controlled to stop running.

8. A device for thermal management control of a vehicle, characterized in that, The device includes: The acquisition module is used to acquire the current thermal management parameters of the target vehicle, wherein the current thermal management parameters include the current battery body temperature, the current battery inlet water temperature, the current engine coolant temperature, the current ambient temperature, the current charging mode, and the current passenger compartment air conditioning switch status. The determination module is used to obtain the current weight coefficient corresponding to the current thermal management parameters, and determine the current cooling mode of the target vehicle's power battery and passenger compartment based on the current thermal management parameters and the current weight coefficient. The specific process of this step is as follows: the current weight coefficient corresponding to the current thermal management parameters is compared with the weight coefficients of each cooling mode in a pre-stored cooling mode list, and the cooling mode corresponding to the current weight coefficient is determined as the current cooling mode for the target vehicle's power battery and passenger compartment. Specifically, this step involves: satisfying the condition that the current weight coefficient of the current battery body temperature is a first preset battery body temperature coefficient, and the current weight coefficient of the current battery water inlet temperature... When the following conditions are met: the coefficient is a first preset battery inlet water temperature coefficient; the current weight coefficient of the current engine coolant temperature is a second preset engine coolant temperature coefficient or a third preset engine coolant temperature coefficient; the current weight coefficient of the current ambient temperature is a first preset ambient temperature coefficient; the current weight coefficient of the current charging mode is a first preset charging mode coefficient; and the current weight coefficient of the current passenger compartment air conditioning switch state is a first preset passenger compartment air conditioning switch state coefficient, the target vehicle is controlled not to cool the target vehicle's power battery and passenger compartment; when the current weight coefficient of the current battery body temperature is the first preset battery body temperature coefficient, the current weight coefficient of the current battery inlet water temperature is the first preset battery body temperature coefficient, and the current weight coefficient of the current battery inlet water temperature is the first preset ambient temperature coefficient, the target vehicle is controlled not to cool the target vehicle's power battery and passenger compartment; When the following conditions are met: the current weighting coefficient is the first preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient, the third preset ambient temperature coefficient, or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the passenger compartment of the target vehicle is cooled; and when the current weighting coefficient of the current battery body temperature is the first preset battery body temperature coefficient or the second preset battery body temperature coefficient, the passenger compartment of the target vehicle is cooled. When the following conditions are met: the current weighting coefficient of the current battery inlet water temperature is the second preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient; the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the first preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and passenger compartment of the target vehicle are cooled simultaneously, and the cooling capacity of the passenger compartment is greater than the cooling capacity of the power battery;When the following conditions are met: the current weighting coefficient of the current battery body temperature is the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient; the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient; the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient; the current weighting coefficient of the current ambient temperature is the second preset ambient temperature coefficient; the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient; the current weighting coefficient of the current charging mode is the second preset charging mode coefficient; and the current weighting coefficient of the current passenger compartment air conditioning switch status is the second preset passenger compartment air conditioning switch status coefficient, the power battery and passenger compartment of the target vehicle are simultaneously cooled, and the cooling capacity of the power battery is greater than the cooling capacity of the passenger compartment; when the current weighting coefficient of the current battery body temperature is... When the following conditions are met: the third preset battery body temperature coefficient or the fourth preset battery body temperature coefficient, the current weighting coefficient of the current battery inlet water temperature is the third preset battery inlet water temperature coefficient, the current weighting coefficient of the current engine coolant temperature is the first preset engine coolant temperature coefficient, the second preset engine coolant temperature coefficient or the third preset engine coolant temperature coefficient, the current weighting coefficient of the current ambient temperature is the first preset ambient temperature coefficient, the second preset ambient temperature coefficient, the third preset ambient temperature coefficient or the fourth preset ambient temperature coefficient, the current weighting coefficient of the current charging mode is the first preset charging mode coefficient or the second preset charging mode coefficient, and the current weighting coefficient of the current passenger compartment air conditioning switch state is the first preset passenger compartment air conditioning switch state coefficient, the power battery of the target vehicle is cooled. A refrigeration module is used to refrigerate the power battery and / or passenger compartment of the target vehicle according to the current refrigeration mode.

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