CN115447349A - Automobile thermal management method and system and vehicle - Google Patents
Automobile thermal management method and system and vehicle Download PDFInfo
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- CN115447349A CN115447349A CN202211024029.4A CN202211024029A CN115447349A CN 115447349 A CN115447349 A CN 115447349A CN 202211024029 A CN202211024029 A CN 202211024029A CN 115447349 A CN115447349 A CN 115447349A
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- 238000007726 management method Methods 0.000 title claims abstract description 31
- 238000010438 heat treatment Methods 0.000 claims abstract description 475
- 238000009826 distribution Methods 0.000 claims abstract description 92
- 238000003780 insertion Methods 0.000 claims abstract description 36
- 230000037431 insertion Effects 0.000 claims abstract description 32
- 230000036760 body temperature Effects 0.000 claims description 6
- 238000004590 computer program Methods 0.000 claims description 6
- 238000000034 method Methods 0.000 claims description 6
- 239000002826 coolant Substances 0.000 claims description 5
- 238000010792 warming Methods 0.000 claims description 3
- 238000004364 calculation method Methods 0.000 description 8
- 239000000110 cooling liquid Substances 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 238000011217 control strategy Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 101100524528 Escherichia coli (strain K12) rfaC gene Proteins 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- CJBPIZBHRWDBGQ-COSFPPCYSA-N rfa-1 Chemical compound C1([C@H]2N[C@H](CC3(N=C4C=5C6=C7O[C@](C6=O)(C)O/C=C/[C@@H]([C@H]([C@@H](OC(C)=O)[C@@H](C)[C@@H](O)[C@H](C)[C@@H](O)[C@@H](C)\C=C\C=C(C)/C(=O)NC(=C4N3)C(=O)C=5C(O)=C7C)C)OC)C2)C=2C=CC=CC=2)=CC=CC=C1 CJBPIZBHRWDBGQ-COSFPPCYSA-N 0.000 description 2
- BINCGEGLXIMJFO-JQSLHUNDSA-N rfa-2 Chemical compound C1([C@H]2N[C@H](CC3(N=C4C=5C6=C7O[C@](C6=O)(C)O/C=C/[C@@H]([C@H]([C@@H](OC(C)=O)[C@@H](C)[C@@H](O)[C@H](C)[C@@H](O)[C@@H](C)\C=C\C=C(C)/C(=O)NC(=C4N3)C(=O)C=5C(O)=C7C)C)OC)C2)C=2C=CC(F)=CC=2)=CC=C(F)C=C1 BINCGEGLXIMJFO-JQSLHUNDSA-N 0.000 description 2
- 239000002918 waste heat Substances 0.000 description 2
- 101100223920 Caenorhabditis elegans rha-1 gene Proteins 0.000 description 1
- 101100194642 Caenorhabditis elegans rha-2 gene Proteins 0.000 description 1
- 210000005056 cell body Anatomy 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 239000008236 heating water Substances 0.000 description 1
- 238000010257 thawing Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- Sustainable Energy (AREA)
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- Transportation (AREA)
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Air-Conditioning For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides an automobile thermal management method, an automobile thermal management system and an automobile, and relates to the technical field of automobiles. The automobile heat management method comprises the following steps: judging whether a battery heating request is received, whether a passenger heating request is received and whether the vehicle is in a gun insertion charging state, and determining different application scenes according to the judgment result; determining a corresponding flow distribution strategy according to different application scenes; and determining the battery heating flow, the passenger heating flow and the total heating flow under the corresponding application scene according to the flow distribution strategy. According to the invention, different application scenes are distinguished, the heating flow demand difference under different application scenes can be considered at the same time, and different flow distribution strategies are adopted to distribute the flow under different application scenes, so that the problems of slow battery heating rate, reduced passenger comfort and the like are prevented, and the flow demands of battery heating and passenger heating under different scenes can be met.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an automobile thermal management method, an automobile thermal management system and an automobile.
Background
In a low-temperature environment, the charging and discharging power of the battery may be limited to zero, and situations that the battery cannot be charged or is slow in charging speed, the engine cannot be started, and the power battery has no power output when the hybrid electric vehicle runs may occur, so that the battery needs to be actively heated in the low-temperature environment.
Existing heat allocation control strategies are typically: the heating demand of the battery is considered preferentially, when the temperature of the cooling liquid is low, the heating flow demand of the battery is high, and the heating flow can be controlled to flow to the power battery in a large quantity. However, this control strategy may result in insufficient passenger heating flow and reduced passenger comfort. If the heating requirement of the passengers is considered preferentially, the heating flow of the battery is insufficient, and the normal operation of the battery is influenced.
Disclosure of Invention
The invention solves the problem of how to simultaneously meet the flow requirements of battery heating and passenger heating.
In order to solve the problems, the invention provides an automobile thermal management method, an automobile thermal management system and an automobile.
In a first aspect, the present invention provides a method for thermal management of an automobile, comprising:
judging whether a battery heating request is received or not, whether a passenger heating request is received or not and whether the passenger heating request is in a gun plugging charging state or not, and determining different application scenes according to a judgment result;
determining corresponding flow distribution strategies according to different application scenes;
and determining the battery heating flow, the passenger heating flow and the total heating flow corresponding to the application scene according to the flow distribution strategy.
Optionally, the determining different application scenarios according to the determination result includes:
when the battery heating request is not received and the passenger heating request is not received, determining that the application scene is a normal driving scene;
when the battery heating request is not received, the passenger heating request is received, and the battery heating request is not in the gun insertion charging state, determining that the application scene is an individual passenger heating scene;
when the battery heating request is not received, the passenger heating request is received, and the vehicle is in the gun insertion charging state, determining that the application scene is a gun insertion charging single passenger heating scene;
when the battery heating request is received, the passenger heating request is not received, and the battery heating request is not in the gun insertion charging state, determining that the application scene is an individual battery heating scene;
when the battery heating request is received, the passenger heating request is not received, and the battery heating request is in the gun insertion charging state, determining that the application scene is an independent battery heating scene charged by gun insertion;
when the battery heating request is received, the passenger heating request is received and the vehicle is not in the gun insertion charging state, determining that the application scene is a scene of battery heating and passenger heating at the same time;
when the battery heating request is received, the passenger heating request is received, and the vehicle is in the gun insertion charging state, it is determined that the application scene is a battery heating and passenger heating scene while gun insertion charging is performed.
Optionally, the determining a corresponding traffic distribution policy according to the different application scenarios includes:
in the normal driving scenario, the individual passenger heating scenario, and the plug-in-gun charged individual passenger heating scenario, the flow distribution strategy includes: all flow is distributed to heating of passengers;
in the individual battery heating scenario and the individual battery heating scenario of the bayonet charging, the flow allocation strategy comprises: the full flow is distributed to the battery for heating;
in the simultaneous battery heating and occupant warming scenario, the flow allocation strategy includes: distributing the flow to passenger heating and battery heating by adopting a first distribution proportion;
in the battery heating and occupant heating scenario while the bayonet charging, the flow distribution strategy includes: the second distribution ratio is used to distribute the flow to passenger heating and battery heating.
Optionally, the determining, according to the flow distribution policy, a battery heating flow, an occupant heating flow, and a total heating flow corresponding to the application scenario includes:
determining a battery heating flow demand and a passenger heating flow demand corresponding to the application scene according to the flow distribution strategy;
determining a total battery heating flow demand according to the battery heating flow demand and a flow distribution state at the previous moment, and determining a total passenger heating flow demand according to the passenger heating flow demand and the flow distribution state at the previous moment;
and determining the total heating flow according to the total battery heating flow demand and the total passenger heating flow demand.
Optionally, the determining, according to the flow distribution policy, a battery heating flow, an occupant heating flow, and a total heating flow corresponding to the application scenario further includes:
determining the opening degree of a proportional valve according to the total heating flow demand of the passengers and the total heating flow;
and determining the battery heating flow and the passenger heating flow according to the opening degree of the proportional valve.
Optionally, the determining the opening of the proportional valve according to the total passenger heating flow demand and the total heating flow includes:
determining a battery heating flow distribution proportion according to the passenger heating total flow demand and the total heating flow;
and determining the opening degree of the proportional valve according to the battery heating flow distribution proportion.
Optionally, the determining the total heating flow according to the total battery heating flow demand and the total passenger heating flow demand includes:
and determining the total heating flow by taking the maximum value of the total battery heating flow demand and the total passenger heating flow demand.
Optionally, the battery heating flow demand is determined by a first occupant heating temperature request, a bayonet charging state, and a coolant heating temperature; the passenger heating flow demand is determined by a battery heating temperature request, a battery body temperature, a bayonet charging state, an ambient temperature, and a second passenger heating temperature request.
In a second aspect, the present invention provides a thermal management system for a vehicle, including a computer-readable storage medium storing a computer program and a processor, where the computer program is read by the processor and executed to implement the thermal management method for the vehicle.
In a third aspect, the present invention provides a vehicle comprising an automotive thermal management system as described above.
According to the automobile thermal management method, the automobile thermal management system and the automobile, the corresponding application scenes are determined according to the corresponding judgment results of the battery heating request, the passenger heating request and the gun insertion charging state, different application scenes are distinguished, for example, the application scenes such as single battery heating, single passenger heating, simultaneous battery heating and passenger heating, gun insertion charging and normal driving are distinguished, the heating flow demand difference under different application scenes can be considered at the same time, different flow distribution strategies are adopted to distribute flow under different application scenes, the problems that the battery heating rate is slow, the passenger comfort is reduced and the like are solved, and the flow demands of the battery heating and the passenger heating under different scenes can be met.
Drawings
FIG. 1 is a schematic flow chart of a method for thermal management of a vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a traffic distribution policy according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of flow calculation according to an embodiment of the present invention;
fig. 4 is a schematic diagram of heating according to an embodiment of the present invention.
Description of reference numerals:
1-a heat source; 2-heating a water pump; 3-a proportional valve; 4-a heating core body; 5-battery heat exchanger; 6-battery loop water pump; 7-power battery.
Detailed Description
In the prior art, an electric heater is usually adopted to heat a battery independently, different heating power and heating flow are requested based on the body temperature of the battery, the actually obtained heating power and flow are completely used for heating the battery, the problem of flow distribution between the electric heater and a passenger is not needed to be considered, the problem of overhigh temperature when the electric heater and the passenger share a heat source is also not needed to be considered, the power battery can be rapidly heated, and the electric heater does not rely on the waste heat of an engine, so that a large amount of energy can be consumed.
The prior art also has the scheme of realizing battery heating by controlling the high temperature of the battery heating loop and the mixing proportion of the low-temperature cooling liquid, not only can use the waste heat of the engine to heat the battery and heat passengers, but also can realize the heating function by an electric heater, the power consumption of the whole vehicle can be saved to a certain degree, the endurance of the whole vehicle is improved, the quick heating of the battery can be realized, but the heating control mode is high, the low-temperature cooling liquid has the problems of poor control precision when being mixed with water, and the temperature fluctuation of the cooling liquid is large, so that the uniformity of the battery heating is not good, and the temperature difference of the battery body is large.
Compared with the problems of uneven distribution of heating flow of battery heating and passenger heating and various battery heating and heating performances caused by the fact that the control strategy in the prior art is generally simpler and cannot be optimized, the invention makes the following improvements.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
As shown in fig. 1, an embodiment of the present invention provides a method for thermal management of an automobile, including:
and judging whether a battery heating request is received, whether a passenger heating request is received and whether the vehicle is in a gun insertion charging state, and determining different application scenes according to the judgment result.
Specifically, as shown in fig. 2, the current application scenario is determined according to the determination result as to whether a battery heating request is received, whether a passenger heating request is received, and whether the passenger heating request is in the gun-insertion charging state, wherein if the battery heating request is received and the passenger heating request is received, the determination as to whether the passenger heating request is in the gun-insertion charging state is not performed.
In the prior art, application scenarios of a vehicle are generally not considered, and due to different requirements of different application scenarios on battery heating flow distribution, if the application scenarios of a hybrid vehicle are not distinguished, the following situations may occur:
(1) When the single battery is used for heating, part of heating flow flows through the passenger for heating, so that the flow for heating the battery is divided, and the battery heating speed is slow.
(2) When an individual passenger heats, part of heating flow flows through the battery for heating, so that the heating flow of the passenger is divided, and the comfort of the passenger is reduced or the defrosting performance is not met.
(3) When simultaneously starting heating of passengers and battery heating, the gun insertion charging scene is not considered, so that the heating of the passengers is divided into too much heating flow, and the heating rate and the charging speed of the battery cannot meet the requirements.
(4) The normal driving scene is not considered, so that excessive heating flow is separated from battery heating, and heating capacity of passengers is insufficient.
And determining a corresponding flow distribution strategy according to different application scenes.
Specifically, different application scenarios, such as individual battery heating, individual passenger heating, simultaneous battery heating and passenger heating, gun insertion charging, normal driving, and the like, are identified, so that corresponding flow distribution strategies are implemented.
And determining the battery heating flow, the passenger heating flow and the total heating flow under the corresponding application scene according to the flow distribution strategy.
Specifically, under different application scenes, the corresponding battery heating flow, the passenger heating flow and the total heating flow are determined, and under different application scenes, different heating flow distributions are correspondingly realized, so that the flow requirements of battery heating and passenger heating under different scenes can be met.
Optionally, the determining different application scenarios according to the determination result includes:
when the battery heating request is not received and the passenger heating request is not received, determining that the application scene is a normal driving scene.
Specifically, referring to fig. 2, it is first determined whether a battery heating request is received, and if not, it is then determined whether a passenger heating request is received, and if not, it is determined that the current application scenario is a normal driving scenario, and a flow distribution policy A0 is executed.
When the battery heating request is not received, the passenger heating request is received, and the battery heating request is not in the gun insertion charging state, it is determined that the application scene is an individual passenger heating scene.
Specifically, as shown in fig. 2, it is first determined whether a battery heating request is received, if not, it is then determined whether a passenger heating request is received, if yes, it is then determined whether the vehicle is in a gun-inserted charging state, if not, it is determined that the current application scenario is an individual passenger heating scenario, and a flow distribution policy A1 is executed.
And when the battery heating request is not received, the passenger heating request is received and the vehicle is in the gun plugging charging state, determining that the application scene is a gun plugging charging independent passenger heating scene.
Specifically, as shown in fig. 2, it is determined whether a battery heating request is received, if not, it is determined whether a passenger heating request is received, if yes, it is determined whether the passenger heating request is in a gun plugging charging state, and if yes, it is determined that the current application scenario is a gun plugging charging single passenger heating scenario, and a flow distribution policy A2 is executed.
When the battery heating request is received, the passenger heating request is not received, and the vehicle is not in the gun insertion charging state, determining that the application scene is an individual battery heating scene.
Specifically, as shown in fig. 2, it is first determined whether a battery heating request is received, if yes, it is then determined whether a passenger heating request is received, if no, it is then determined whether the passenger heating request is in a gun plugging charging state, if no, it is determined that the current application scenario is an individual battery heating scenario, and a flow distribution policy A3 is executed.
And when the battery heating request is received, the passenger heating request is not received, and the battery heating request is in the gun insertion charging state, determining that the application scene is an independent battery heating scene charged by gun insertion.
Specifically, as shown in fig. 2, it is first determined whether a battery heating request is received, and if yes, it is then determined whether a passenger heating request is received, and if not, it is then determined whether the passenger heating request is in a gun-plugging charging state, and if yes, it is determined that the current application scenario is an individual battery heating scenario for gun-plugging charging, and a flow distribution policy A4 is executed.
When the battery heating request is received, the passenger heating request is received, and the vehicle is not in the gun insertion charging state, determining that the application scene is a scene of battery heating and passenger heating at the same time.
Specifically, as shown in fig. 2, it is first determined whether a battery heating request is received, if yes, it is then determined whether a passenger heating request is received, if yes, it is then determined whether the vehicle is in a gun-inserted charging state, if not, it is determined that the current application scenario is a scenario in which battery heating and passenger heating are performed simultaneously, and a flow distribution policy A5 is executed.
When the battery heating request is received, the passenger heating request is received, and the vehicle is in the gun insertion charging state, it is determined that the application scene is a battery heating and passenger heating scene while gun insertion charging is performed.
Specifically, as shown in fig. 2, it is first determined whether a battery heating request is received, if so, it is then determined whether a passenger heating request is received, if so, it is then determined whether the battery heating and passenger heating scenario is in a gun-plugging charging state, and if so, it is determined that the current application scenario is a battery heating and passenger heating scenario while gun-plugging charging, and a flow distribution policy A6 is executed.
Optionally, the determining a corresponding traffic distribution policy according to the different application scenarios includes:
in the normal driving scenario, the individual passenger heating scenario, and the plug-in-gun charged individual passenger heating scenario, the flow distribution strategy includes: the full flow is distributed to passenger heating.
Specifically, under the flow distribution strategy A0, the flow distribution executes a default strategy, and all the flow distribution is distributed to heating of passengers, so that the battery is prevented from being heated by mistake.
Under the flow distribution strategy A1, as no battery heating request exists, the total flow calculation value of the battery request is 0; when the passenger heating is requested and the gun is not in the charging state, all the flow is distributed to the passenger heating, and the distributed flow of the battery heating is 0.
Under the flow distribution strategy A2, as no battery heating request exists, the total flow calculation value of the battery request is 0; when a passenger heating request is made and the passenger is in a gun plugging charging state, all the flow is distributed to the passenger heating, the influence of the gun plugging charging state is considered, and the battery heating distribution flow is 0.
In the individual battery heating scenario and the individual battery heating scenario of the bayonet charging, the flow allocation strategy comprises: the entire flow is distributed to the battery heating.
Specifically, under the flow distribution strategy A3, since there is a battery heating request, there is no occupant heating request and the bayonet charging state is not in, the total heating request flow calculation value is 0, and all the flows are distributed to the battery heating.
In the flow rate distribution strategy A4, since there is a battery heating request, there is no passenger heating request, and the vehicle is in the rifle charging state, the total flow rate calculation value of the heating request is 0, and all the flow rates are distributed to the battery heating, and the influence of the rifle charging state needs to be considered.
In the simultaneous battery heating and occupant warming scenario, the flow allocation strategy includes: the first distribution ratio is used to distribute the flow to passenger heating and battery heating.
Specifically, under the flow allocation strategy A5, since there is a battery heating request, the total flow calculation value of the battery request is B5; since there is a heating request from the passenger and the gun insertion charging state is not in progress, the total heating request flow rate is calculated as H5 and the battery heating flow rate distribution ratio A5 (i.e., the first distribution ratio).
In the battery heating and occupant heating scenario while the bayonet charging, the flow distribution strategy includes: the second distribution ratio is used to distribute the flow to passenger heating and battery heating.
Specifically, under the flow distribution strategy A6, the total flow calculation value requested by the battery is B6 due to the request for heating the battery; when the passenger has a heating request and is in the gun charging state, the calculated value of the total heating request flow is H6, and the battery heating flow distribution proportion A6 (namely, the second distribution proportion) takes the influence of the gun charging state into consideration.
Optionally, the determining, according to the flow distribution policy, a battery heating flow, an occupant heating flow, and a total heating flow corresponding to the application scenario includes:
and determining the battery heating flow demand and the passenger heating flow demand under the corresponding application scene according to the flow distribution strategy.
Specifically, as shown in connection with fig. 3, under the flow allocation strategy A0, since neither the battery nor the occupant has a heating request, rha0 and Rhw are both 0, and thus neither the battery heating flow demand nor the occupant heating flow demand exists.
Under the flow distribution strategy A1, since there is no battery heating request, there is no battery heating flow demand, the battery heating flow request Bf1 is 0, the occupant heating flow demand exists, and the occupant heating flow request Hf1 is not 0.
Under the flow distribution strategy A2, since there is no battery heating request, there is no battery heating flow demand, the battery heating flow request Bf2 is 0, the occupant heating flow demand exists, and the occupant heating flow request Hf2 is not 0.
Under the flow distribution strategy A3, since there is a battery heating request, a battery heating flow demand exists, the battery heating flow request Bf3 is not 0, an occupant heating flow demand does not exist, and an occupant heating flow request Hf3 is 0.
Under the flow distribution strategy A4, since there is a battery heating request, there is a battery heating flow demand, the battery heating flow demand Bf4 is not 0, there is no occupant heating flow demand, and the occupant heating flow demand Hf4 is 0.
Under the flow distribution strategy A5, both the battery heating flow demand and the occupant heating flow demand exist due to the battery heating request and the occupant heating request, and the battery heating flow demand Bf5 and the occupant heating flow demand Hf5 are not 0.
Under the flow distribution strategy A6, both the battery heating flow demand and the occupant heating flow demand exist due to the battery heating request and the occupant heating request, and the battery heating flow demand Bf6 and the occupant heating flow demand Hf6 are not 0.
And determining a total battery heating flow demand according to the battery heating flow demand and the flow distribution state at the previous moment, and determining a total passenger heating flow demand according to the passenger heating flow demand and the flow distribution state at the previous moment.
Specifically, as shown in connection with fig. 3, under flow allocation policy A0:
(1) The total heating flow of passengers is H0=0;
(2) Total battery heating flow B0=0.
Under the traffic allocation policy A1:
(1) Total passenger heating flow H1= Hf1 × Rfa1= Rha1 × Rhw1 × Rfa1;
(2) Total battery heating flow B1=0.
Under traffic allocation policy A2:
(1) Total passenger heating flow H2= Hf2 × Rfa2= Rha2 × Rhw2 × Rfa2 × Rhc2;
(2) Total battery heating flow B2=0.
Under traffic allocation policy A3:
(1) The total heating flow of passengers is H3=0;
(2) Total battery heating flow B3= Bf3 × Rfa3= Rbw3 × Rbt × Rat3 × Rbh × Rfa3.
Under traffic allocation policy A4:
(1) The total heating flow of passengers is H4=0;
(2) Total battery heating flow B4= Bf4 × Rfa4= Rbw4 × Rbt4 × Rat4 × Rbh × Rfa4 × Rbc4.
Under traffic allocation policy A5:
(1) Total passenger heating flow H5= Hf5 × Rfa5= Rha5 × Rhw × Rfa5;
(2) Total battery heating flow B5= Bf5 × Rfa5= Rbw5 × Rbt × Rat5 × Rbh × Rfa5.
Under traffic allocation policy A6:
(1) Total passenger heating flow H6= Hf6 × Rfa6= Rha6 × Rhw × Rfa6 × Rhc6;
(2) Total battery heating flow B6= Bf6 × Rfa6= Rbw6 × Rbt × Rat6 × Rbh × Rfa6 × Rbc6.
Wherein Rfa represents a flow distribution state at a previous time; rha represents a heating temperature request; rhc represents the lance charging state; rhw denotes the coolant heating temperature; rbw represents a battery heating temperature request; rbt represents the cell body temperature; rbc represents the on-lance charging state; rat represents ambient temperature; rbh represents an occupant heating temperature request; hf represents the passenger heating flow request; bf represents a battery heating flow request.
And determining the total heating flow according to the total battery heating flow demand and the total passenger heating flow demand. The specific process is described in detail later.
Optionally, the determining, according to the flow distribution policy, a battery heating flow, a passenger heating flow, and a total heating flow corresponding to the application scenario further includes:
determining the opening degree of a proportional valve according to the total heating flow demand of the passengers and the total heating flow;
and determining the battery heating flow and the passenger heating flow according to the opening degree of the proportional valve.
Specifically, as shown in connection with fig. 4, the heat source 1 is from the engine and the PTC heating; the heating water pump 2 provides total heating flow; the proportional valve 3 distributes heating flow; the heating core body 4 is used for heating and heat exchange; the battery heat exchanger 5 is used for exchanging heat between a battery and a heat source; the battery loop water pump 6 provides the heat exchange flow of the power battery 7.
As shown in fig. 3, the proportional valve opening is determined according to the total heating flow demand of the passengers and the total heating flow, that is, the proportional valve opening is determined according to the total heating flow demand H and the total heating flow demand F of the passengers, so that the proportion of the battery heating flow and the passenger heating flow can be controlled according to the proportional valve opening, and the current time flow distribution state a is determined; after the delay Ad, the current time traffic distribution state a may be referred to as a "previous time traffic distribution state Rfa" of the next time.
Optionally, the determining the opening of the proportional valve according to the total heating flow demand of the passenger and the total heating flow includes:
determining a battery heating flow distribution proportion according to the passenger heating total flow demand and the total heating flow;
and determining the opening of the proportional valve according to the battery heating flow distribution proportion.
Specifically, first, battery heating flow distribution ratio a is determined according to total passenger heating flow request H (specifically, passenger heating flow request Hf) and total flow request F, and then proportional valve opening is determined according to the battery heating flow distribution ratio.
(1) Under traffic allocation policy A0:
the total heating flow rate F0= max (H0, B0) =0;
battery heating flow distribution ratio A0=1-Hf0/F0=0;
(2) Under the traffic allocation policy A1:
total heating flow F1= max (H1, B1);
battery heating flow distribution ratio A1=1-Hf1/F1=0;
(3) Under traffic allocation policy A2:
total heating flow F2= max (H2, B2);
the battery heating flow distribution ratio A2=1-Hf2/F2=0;
(4) Under traffic allocation policy A3:
total heating flow F3= max (H3, B3);
battery heating flow rate distribution ratio A3=1-Hf3/F3=1;
(5) Under traffic allocation policy A4:
total heating flow F4= max (H4, B4);
battery heating flow distribution ratio A4=1-Hf4/F4=1;
(6) Under traffic allocation policy A5:
total heating flow F5= max (H5, B5);
battery heating flow distribution ratio A5=1-Hf5/F5;
(7) Under traffic allocation policy A6:
total heating flow F6= max (H6, B6);
battery heating flow rate distribution ratio A6=1-Hf6/F6.
Optionally, the determining the total heating flow according to the total battery heating flow demand and the total passenger heating flow demand includes:
and determining the total heating flow by taking the maximum value of the total battery heating flow demand and the total passenger heating flow demand.
Specifically, the total heating flow rates F0 to F6 are obtained by taking the maximum value from the corresponding total passenger heating flow rate and total battery heating flow rate. The total heating flow request is combined with the flow resistance difference of different loops to carry out calibration calculation, namely, the total flow requirements corresponding to the heating flow requirements of the different loops are accurately calculated, then the calculated total flow requirements are calculated by taking the maximum value, and the actual total flow can meet the flow requirements of the heating loops.
In the prior art, after battery heating demand flow and passenger heating demand flow are respectively calculated, two calculated flows are simply added to calculate a total flow demand for heating flow control, flow resistance difference of a battery heating loop and a passenger heating loop under the same flow is ignored, if the total flow is simply requested in a demand flow summation mode, the flow finally distributed by the loop with larger flow resistance cannot meet the heating demand, and the loop with smaller flow resistance can distribute more heating flows, so that the heating flow distribution is not uniform.
Optionally, the battery heating flow demand is determined by a first occupant heating temperature request, a bayonet charging state, and a coolant heating temperature; the passenger heating flow demand is determined by a battery heating temperature request, a battery body temperature, a bayonet charging state, an ambient temperature, and a second passenger heating temperature request.
Specifically, as shown in fig. 3, the passenger heating flow rate request Hf may be calculated from parameters such as a heating temperature request Rha, a gun insertion charging state Rhc, a coolant heating temperature Rhw, and the battery heating flow rate request Bf may be calculated from parameters such as a battery heating temperature request Rbw, a battery body temperature Rbt, a gun insertion charging state Rbc, an ambient temperature Rat, and a passenger heating temperature request Rbh.
Another embodiment of the present invention provides a thermal management system for a vehicle, which includes a computer-readable storage medium storing a computer program and a processor, where the computer program is read by the processor and executed by the processor, so as to implement the thermal management method for the vehicle as described above.
Another embodiment of the present invention provides a vehicle including the automotive thermal management system described above.
Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Various changes and modifications may be effected therein by one of ordinary skill in the pertinent art without departing from the spirit and scope of the present disclosure, and these changes and modifications are intended to be within the scope of the present disclosure.
Claims (10)
1. A method for thermal management in an automotive vehicle, comprising:
judging whether a battery heating request is received or not, whether a passenger heating request is received or not and whether the passenger heating request is in a gun plugging charging state or not, and determining different application scenes according to a judgment result;
determining a corresponding flow distribution strategy according to different application scenes;
and determining the battery heating flow, the passenger heating flow and the total heating flow under the corresponding application scene according to the flow distribution strategy.
2. The automobile thermal management method according to claim 1, wherein the determining different application scenarios according to the judgment result comprises:
when the battery heating request is not received and the passenger heating request is not received, determining that the application scene is a normal driving scene;
when the battery heating request is not received, the passenger heating request is received, and the battery heating request is not in the gun insertion charging state, determining that the application scene is an individual passenger heating scene;
when the battery heating request is not received, the passenger heating request is received, and the vehicle is in the gun insertion charging state, determining that the application scene is a gun insertion charging single passenger heating scene;
when the battery heating request is received, the passenger heating request is not received, and the battery heating request is not in the gun insertion charging state, determining that the application scene is an individual battery heating scene;
when the battery heating request is received, the passenger heating request is not received, and the battery heating request is in the gun insertion charging state, determining that the application scene is an independent battery heating scene charged by gun insertion;
when the battery heating request is received, the passenger heating request is received and the vehicle is not in the gun insertion charging state, determining that the application scene is a scene of battery heating and passenger heating at the same time;
when the battery heating request is received, the passenger heating request is received, and the vehicle is in the bolt-insertion charging state, it is determined that the application scene is a battery heating scene and a passenger heating scene while the bolt-insertion charging is performed.
3. The automotive thermal management method according to claim 2, wherein the determining the corresponding flow distribution strategy according to the different application scenarios comprises:
in the normal driving scenario, the individual passenger heating scenario, and the plug-in-gun charged individual passenger heating scenario, the flow distribution strategy includes: all flow is distributed to heating of passengers;
in the individual battery heating scenario and the individual battery heating scenario of the bayonet charging, the flow allocation strategy comprises: the full flow is distributed to the battery for heating;
in the simultaneous battery heating and occupant warming scenario, the flow allocation strategy includes: distributing the flow to passenger heating and battery heating by adopting a first distribution proportion;
in the battery heating and occupant heating scenario while the bayonet charging, the flow distribution strategy includes: the second distribution ratio is used to distribute the flow to passenger heating and battery heating.
4. The automotive thermal management method according to claim 3, wherein the determining, according to the flow distribution strategy, the battery heating flow, the passenger heating flow, and the total heating flow corresponding to the application scenario comprises:
determining a battery heating flow demand and a passenger heating flow demand corresponding to the application scene according to the flow distribution strategy;
determining a total battery heating flow demand according to the battery heating flow demand and a flow distribution state at the previous moment, and determining a total passenger heating flow demand according to the passenger heating flow demand and the flow distribution state at the previous moment;
and determining the total heating flow according to the total battery heating flow demand and the total passenger heating flow demand.
5. The automotive thermal management method according to claim 4, wherein the determining, according to the flow distribution strategy, a battery heating flow, an occupant heating flow, and a total heating flow corresponding to the application scenario further comprises:
determining the opening degree of a proportional valve according to the total heating flow demand of the passengers and the total heating flow;
and determining the battery heating flow and the passenger heating flow according to the opening degree of the proportional valve.
6. The automotive thermal management method of claim 5, wherein determining a proportional valve opening as a function of the total occupant heating flow demand and the total heating flow comprises:
determining a battery heating flow distribution proportion according to the passenger heating total flow demand and the total heating flow;
and determining the opening of the proportional valve according to the battery heating flow distribution proportion.
7. The automotive thermal management method of claim 4, wherein the determining the total heating flow from the total battery heating flow demand and the total occupant heating flow demand comprises:
and determining the total heating flow by taking the maximum value of the total battery heating flow demand and the total passenger heating flow demand.
8. The automotive thermal management method of claim 4, wherein the battery heating flow demand is determined by a first occupant heating temperature request, a bayonet charge state, and a coolant heating temperature; the passenger heating flow demand is determined by a battery heating temperature request, a battery body temperature, a bayonet charging state, an ambient temperature, and a second passenger heating temperature request.
9. A thermal management system for a vehicle, comprising a computer-readable storage medium having a computer program stored thereon and a processor, wherein the computer program, when read and executed by the processor, implements the method for thermal management of a vehicle of any of claims 1 to 8.
10. A vehicle comprising the automotive thermal management system of claim 9.
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