CN117507758A - Control method of vehicle thermal management system, electronic device and storage medium - Google Patents
Control method of vehicle thermal management system, electronic device and storage medium Download PDFInfo
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- CN117507758A CN117507758A CN202311766328.XA CN202311766328A CN117507758A CN 117507758 A CN117507758 A CN 117507758A CN 202311766328 A CN202311766328 A CN 202311766328A CN 117507758 A CN117507758 A CN 117507758A
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- 238000000034 method Methods 0.000 title claims abstract description 51
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 29
- 230000017525 heat dissipation Effects 0.000 claims abstract description 24
- 230000003828 downregulation Effects 0.000 claims abstract description 14
- 238000001816 cooling Methods 0.000 claims description 157
- 230000001276 controlling effect Effects 0.000 claims description 47
- 230000000694 effects Effects 0.000 claims description 27
- 230000001105 regulatory effect Effects 0.000 claims description 18
- 239000000110 cooling liquid Substances 0.000 claims description 6
- 230000002222 downregulating effect Effects 0.000 claims description 6
- 230000003827 upregulation Effects 0.000 claims 1
- 230000005855 radiation Effects 0.000 abstract description 12
- 238000010586 diagram Methods 0.000 description 10
- 238000004378 air conditioning Methods 0.000 description 6
- 239000002826 coolant Substances 0.000 description 5
- 238000010438 heat treatment Methods 0.000 description 5
- 239000007788 liquid Substances 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
Classifications
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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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
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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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
-
- 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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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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
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
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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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
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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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The application relates to the technical field of vehicle heat dissipation, and discloses a control method of a vehicle heat management system, electronic equipment and a storage medium, wherein the method comprises the following steps: acquiring the current water temperature and the current required power of an engine; the current required power is the power required by the engine corresponding to the current working state of the vehicle; acquiring the current maximum power of the engine based on the current water temperature; and if the current maximum power is detected to be smaller than the current required power, controlling a compressor of the thermal management system to perform power down-regulation operation so as to reduce the heat dissipation requirement of a condenser of the thermal management system and the current required power. By the mode, when the current maximum power of the engine is detected to be smaller than the current required power, the heat radiation load of the compressor can be reduced on one hand, and the engine is well cooled so as to improve the current maximum power of the engine; on the other hand, by reducing the power of the compressor, the current required power of the engine can be reduced.
Description
Technical Field
The application relates to the technical field of vehicle heat dissipation, in particular to a control method of a vehicle heat management system, electronic equipment and a storage medium.
Background
For extended range vehicles, the front-end heat dissipation core comprises an air conditioner condenser, a battery system radiator, an electric drive system radiator and an engine system radiator, and cooling air sequentially passes through the heat dissipation core according to the sequence of gradually rising temperature, so that the heat dissipation capacity of each system is ensured.
When the environment temperature is higher in the running process of the vehicle, the heat radiation capacity of the heat radiation core body is limited when the air conditioner condenser keeps high-load running, but the heating value of the power system is kept unchanged, and particularly, the condition that the power system is overtemperature exists in a radiator of a rear engine system can influence the output power of the engine.
Disclosure of Invention
In view of the above problems, the present application provides a control method, an electronic device, and a storage medium for a vehicle thermal management system, which can reduce a heat dissipation load of a compressor on one hand, and further achieve good cooling of an engine to improve a current maximum power of the engine; on the other hand, by reducing the power of the compressor, the current required power of the engine can also be reduced.
A first aspect of the present application provides a control method of a vehicle thermal management system, the method being applied to an extended range vehicle, the thermal management system being configured to cool a passenger compartment and cool a battery pack, the control method comprising: acquiring the current water temperature and the current required power of an engine; the current required power is the power required by the engine corresponding to the current working state of the vehicle; acquiring the current maximum power of the engine based on the current water temperature; and if the current maximum power is detected to be smaller than the current required power, controlling a compressor of the thermal management system to perform power down-regulation operation so as to reduce the heat dissipation requirement of a condenser of the thermal management system and the current required power.
In some embodiments, if the current maximum power is detected to be less than the current required power, controlling the compressor of the thermal management system to perform a power down operation to reduce the heat dissipation requirement of the condenser of the thermal management system and the current required power, including: if the current maximum power is detected to be smaller than the current required power, acquiring the real-time temperature in the passenger cabin when the thermal management system refrigerates the passenger cabin, and/or acquiring the current temperature of the battery core when the thermal management system cools the battery pack; and if the real-time temperature in the cabin is detected to be smaller than the first preset temperature and/or the current temperature of the battery cell is detected to be smaller than the second preset temperature, controlling a compressor of the thermal management system to perform power down-regulating operation.
In some embodiments, if the real-time temperature in the cabin is detected to be less than the first preset temperature, the step of controlling the compressor of the thermal management system to perform the power down operation includes: if the real-time temperature in the cabin is detected to be smaller than the first preset temperature, acquiring a preset temperature range in which the real-time temperature in the cabin is located; and acquiring a preset power reduction ratio based on a preset temperature range, and controlling the compressor to perform power down-regulation operation according to the preset power reduction ratio.
In some embodiments, the control method further comprises: if the real-time temperature in the cabin is detected to be greater than or equal to the first preset temperature, acquiring the current updated water temperature and the current updated required power of the engine, and acquiring the current updated maximum power of the engine based on the current updated water temperature; and if the detected maximum power of the current update is larger than the power required by the current update, controlling a compressor of the thermal management system to perform power up operation.
In some embodiments, if the current temperature of the battery cell is detected to be less than the second preset temperature, the step of controlling the compressor of the thermal management system to perform the power down operation includes: if the current temperature of the battery cell is detected to be smaller than the second preset temperature, the current output power of the battery pack is obtained; and determining a target cooling grade based on the current temperature and the current output power of the battery cell, and cooling the battery pack based on the target cooling grade so as to reduce the power of the compressor.
In some embodiments, if the real-time temperature in the cabin is detected to be less than the first preset temperature and the current temperature of the battery cell is detected to be less than the second preset temperature, the step of controlling the compressor of the thermal management system to perform the power down operation includes: acquiring the current output power of a battery pack; acquiring a target cooling grade based on the current temperature and the current output power of the battery cell; acquiring a first target required power corresponding to the target cooling grade of the compressor, and acquiring a second target required power corresponding to the compressor when the real-time temperature in the cabin is in a preset temperature range; wherein, the minimum temperature corresponding to the preset temperature range is larger than the real-time temperature in the cabin; and determining the target operating power of the compressor based on the first target required power and the second target required power, and controlling the compressor to work at the target operating power.
In some embodiments, the target cooling level includes a first cooling level, a second cooling level, and a third cooling level that sequentially decrease cooling effects on the battery pack, the target cooling level being the first cooling level; determining a target operating power of the compressor based on the first target demand power and the second target demand power, comprising: and taking the maximum target required power in the first target required power and the second target required power as target running power.
In some embodiments, the target cooling level is a second cooling level or a third cooling level; the vehicle thermal management system is provided with a regulating valve which is used for controlling the amount of cooling liquid in the vehicle thermal management system entering the battery pack cooling loop; determining a target operating power of the compressor based on the first target demand power and the second target demand power, comprising: taking the minimum of the first target required power and the second target required power as target running power; if the real-time temperature in the cabin is detected to be smaller than the preset temperature and the target cooling level is the second cooling level, controlling the opening of the regulating valve to be larger; or if the real-time temperature in the cabin is detected to be greater than the preset temperature and the target cooling level is the third cooling level, controlling the opening of the regulating valve to be smaller.
A second aspect of the present application provides an electronic device, comprising: a processor; and a memory for storing one or more programs that, when executed by the processor, cause the controller to implement a control method as described in any of the above.
A third aspect of the present application provides a computer-readable storage medium having stored therein at least one executable instruction that, when executed on a vehicle, causes the vehicle to perform a control method as any one of the above.
The beneficial technical effect that this application possesses at least: the control method, the electronic equipment and the storage medium of the vehicle thermal management system are applied to an extended range vehicle, the thermal management system is used for refrigerating a passenger cabin and cooling a battery pack, and the control method comprises the following steps: acquiring the current water temperature and the current required power of an engine; the current required power is the power required by the engine corresponding to the current working state of the vehicle; acquiring the current maximum power of the engine based on the current water temperature; and if the current maximum power is detected to be smaller than the current required power, controlling a compressor of the thermal management system to perform power down-regulation operation so as to reduce the heat dissipation requirement of a condenser of the thermal management system and the current required power. Therefore, when the current maximum power of the engine is detected to be smaller than the current required power, the compressor of the thermal management system is controlled to perform power down-regulating operation, so that on one hand, the heat radiation load of the compressor can be reduced, the temperature of the heat radiation airflow of the engine is reduced, and the engine is well cooled to improve the current maximum power of the engine, on the other hand, the current required power of the engine can be reduced by reducing the power of the compressor, and then the current maximum power of the engine is matched with the current required power.
The foregoing description is only an overview of the technical solutions of the embodiments of the present application, and may be implemented according to the content of the specification, so that the technical means of the embodiments of the present application can be more clearly understood, and the following detailed description of the present application will be presented in order to make the foregoing and other objects, features and advantages of the embodiments of the present application more understandable.
Drawings
The drawings are only for purposes of illustrating embodiments and are not to be construed as limiting the application. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:
FIG. 1 is a flow chart of an embodiment of a method of controlling a thermal management system for a vehicle provided herein;
FIG. 2 is a flow chart of another embodiment of a control method of a vehicle thermal management system provided herein;
FIG. 3 is a block diagram of one embodiment of a thermal management system provided herein;
FIG. 4 is a flow chart of yet another embodiment of a control method of a vehicle thermal management system provided herein;
FIG. 5 is a schematic illustration of the relationship between a preset temperature range and occupant comfort level;
FIG. 6 is a schematic diagram of the relationship between power reduction ratio and temperature range;
FIG. 7 is a flow chart of yet another embodiment of a control method of a vehicle thermal management system provided herein;
FIG. 8 is a flow chart of yet another embodiment of a control method of a vehicle thermal management system provided herein;
FIG. 9 is a schematic diagram of the relationship between the current temperature of the cell, the current output power, and the target cooling level;
FIG. 10 is a flow chart of yet another embodiment of a control method of a vehicle thermal management system provided herein;
fig. 11 is a flowchart of still another embodiment of a control method of a vehicle thermal management system provided in the present application.
FIG. 12 is a schematic view of a structural framework of an embodiment of an electronic device provided herein;
FIG. 13 is a schematic block diagram of an embodiment of a computer-readable storage medium provided herein.
Detailed Description
Exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
If there is a description of "first," "second," etc. in an embodiment of the present application, the description of "first," "second," etc. is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, if the meaning of "and/or" is presented throughout this document, it is intended to include three schemes in parallel, taking "a and/or B" as an example, including a scheme, or B scheme, or a scheme where a and B meet simultaneously. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be regarded as not exist and not within the protection scope of the present application.
A first aspect of the present application provides a control method of a vehicle thermal management system, which can be applied to an extended range vehicle, for cooling or heating a passenger compartment and cooling a battery pack.
It should be appreciated that the power system of an extended range vehicle includes an engine and a drive motor, and the battery pack of the vehicle is capable of powering the drive motor, thereby enabling the drive motor to operate to drive the vehicle. The thermal management system can comprise an air conditioning loop and a battery cooling loop, wherein the air conditioning loop is used for refrigerating and heating the passenger cabin of the vehicle, and the battery pack cooling loop can cool a battery pack of the vehicle so as to ensure that the temperature of the battery pack is not too high and ensure the normal operation of the battery pack.
In extended range vehicles, for passenger cars, the front-end heat dissipating core includes a condenser, a battery pack radiator, a drive motor radiator, and an engine radiator. The cooling air sequentially passes through the heat dissipation cores according to the sequence of gradually rising temperature, so that the heat dissipation capacity of each radiator is ensured. At this time, since the cooling air finally reaches the radiator of the engine, the heat dissipation of the engine is affected by the heat dissipation of the condenser, the battery pack radiator and the driving motor radiator, if the heat dissipation requirements of the condenser, the battery pack radiator and the driving motor radiator are too high, the temperature of the cooling air reaching the engine radiator is too high, and the heat dissipation of the engine radiator is further limited.
Especially when the ambient temperature is high, the heat radiation capability of the engine is limited during the running of the vehicle, but the heat generation amount of the engine remains unchanged. Particularly, when the condenser maintains a larger heat radiation load, the heat radiation capacity of the engine radiator can be limited to a larger extent, and at the moment, if the engine is operated with larger power, the engine can only work with smaller power under the condition of over-temperature of the engine, so that the maximum working power of the engine is limited.
According to the control method of the vehicle thermal management system, when the fact that the current maximum power of the engine is smaller than the current required power is detected, the compressor of the thermal management system is controlled to conduct power down regulation operation, on one hand, the heat radiation load of the compressor can be reduced, the temperature of heat radiation airflow of the engine is reduced, and good cooling of the engine is achieved, so that the current maximum power of the engine is improved; on the other hand, the current required power of the engine can be reduced by reducing the power of the compressor, so that the current maximum power of the engine is matched with the current required power.
Fig. 1 is a flowchart of an embodiment of a control method of a vehicle thermal management system provided in the present application. Referring to fig. 1, the control method includes the following steps:
S11: acquiring the current water temperature and the current required power of an engine; the current required power is the power required by the engine corresponding to the current working state of the vehicle.
The engine can produce the heat in the course of working, and the engine is provided with the coolant liquid in order to cool down the engine through the coolant liquid to avoid the high temperature of engine to influence the normal work of engine, the temperature of engine refers to the temperature of the coolant liquid of engine this moment.
The current demand power of the engine depends on the entire vehicle operation state of the vehicle, for example, when the vehicle speed of the vehicle is high, the current demand power of the engine may be high. In addition to vehicle speed, the operating state of equipment on the vehicle may also affect the current demand power of the engine. For example, for a vehicle thermal management system, the current power level of the compressor affects the current demand power of the engine, and the greater the current power level of the compressor, the more power the engine is required to provide, and the greater the current demand power of the engine.
It should be appreciated that the current demand power of the engine is only the demand of the vehicle for the current power of the engine, and the current demand power of the engine is not necessarily equal to the current power of the engine, and the current power of the engine may be greater than the current demand power or less than the current demand power.
S12: the current maximum power of the engine is obtained based on the current water temperature.
It should be appreciated that the magnitude of the water temperature of the engine affects the magnitude of the maximum power of the engine, and that the water temperature of the engine has a predetermined relationship with the maximum power of the engine. The engine corresponds to a maximum power at a certain water temperature.
Therefore, after the current water temperature is obtained, the current maximum power of the engine can be obtained through a preset relationship between the water temperature and the maximum power of the engine. The current maximum power of the engine reflects the maximum power which can be achieved by the engine under the condition that the water temperature at the current moment does not exceed the temperature. At this time, the current power of the engine may be smaller than the current maximum power, and the engine has no problem at this time; the current power of the engine may be greater than the current maximum power, which is theoretically not allowable at this time, because the coolant may not perform good heat dissipation on the engine at this time, and there is an over-temperature condition of the engine.
S13: and if the current maximum power is detected to be smaller than the current required power, controlling a compressor of the thermal management system to perform power down-regulation operation so as to reduce the heat dissipation requirement of a condenser of the thermal management system and the current required power.
When the current maximum power is detected to be smaller than the current required power, the current required power cannot be reached by the engine at the moment even if the current power is regulated to the current maximum power, and the actual power output of the engine at the moment cannot meet the power which the engine theoretically needs to output.
In the above case, this step performs the power down operation by controlling the compressor of the thermal management system to reduce the heat dissipation requirement of the condenser of the thermal management system and the current required power. In combination with the above, the power of the thermally managed compressor directly affects the current demand power of the engine, i.e. the current demand power of the engine is greater when the power of the compressor is greater. At this time, since the power of the compressor is down-regulated, the current required power of the engine is reduced. On the other hand, because the power of the compressor is adjusted downwards, the heat dissipation requirement of the condenser is reduced, the condenser can not greatly increase the temperature of cooling air, the temperature of the cooling air reaching the position of the engine radiator can not be too high, the engine radiator can be well cooled, the water temperature of the engine is reduced, and the current maximum power of the engine is further improved.
At this time, as the current required power of the engine is reduced and the current maximum power of the engine is increased, the gap between the current maximum power of the engine and the current required power is reduced, even the current maximum power can be larger than the current required power, and the power output by the engine can meet the power required by the engine.
Fig. 2 is a flow chart of another embodiment of a control method of a vehicle thermal management system provided in the present application. Referring to fig. 2, in some embodiments, if it is detected that the current maximum power is smaller than the current required power, a step of controlling the compressor of the thermal management system to perform a power down operation to reduce the heat dissipation requirement of the condenser of the thermal management system and the current required power, that is, the step S13 includes:
s21: if the current maximum power is detected to be smaller than the current required power, acquiring the real-time temperature in the passenger cabin when the thermal management system refrigerates the passenger cabin, and/or acquiring the current temperature of the battery core when the thermal management system cools the battery pack.
The thermal management system can independently cool or heat the passenger cabin, can independently cool the battery pack, and can cool the battery pack while cooling or heating the passenger cabin. It should be understood that the application scenario of the solution of the present application is mainly in summer with a higher ambient temperature, so that the thermal management system may refrigerate the passenger cabin at this time, and generally will not heat the passenger cabin, so that the real-time temperature in the cabin obtained in this step is the real-time temperature in the cabin obtained when the thermal management system refrigerates the passenger cabin.
It should be appreciated that in different scenarios, different temperature types may be obtained. In combination with the above, when the passenger cabin is cooled independently, only the real-time temperature in the cabin can be obtained; when the battery pack is cooled independently, only the current temperature of the battery cell can be obtained; when the passenger cabin is refrigerated and the battery pack is cooled, the real-time temperature in the cabin and the current temperature of the battery cell can be obtained simultaneously.
S22: and if the real-time temperature in the cabin is detected to be smaller than the first preset temperature and/or the current temperature of the battery cell is detected to be smaller than the second preset temperature, controlling a compressor of the thermal management system to perform power down-regulating operation.
It should be appreciated that the real-time temperature within the cabin reflects the real-time temperature within the passenger cabin. The first preset temperature is preset and can be modified by a user or a system to adapt to different requirements and application scenes, and when the real-time temperature in the cabin is detected to be smaller than the first preset temperature, the fact that the temperature in the cabin is lower at the moment is indicated, and the comfort of the user is better at the moment. In some application scenarios, the first preset temperature may be 30 ℃.
The battery cell is a basic unit for charging and discharging in the battery pack and is used for storing electric energy. The temperature of the battery core can influence the working state of the battery pack, so that the battery pack needs to be cooled when the temperature of the battery core reaches a certain degree, and further the battery pack is cooled.
The second preset temperature is preset, and when the current temperature of the battery cell is smaller than the second preset temperature, the temperature of the battery cell is not too high, and at the moment, the battery pack can not be cooled, or the cooling speed of the battery pack can be reduced to some extent. In some application scenarios, the second preset temperature may be 54 ℃.
In combination with the above, in an application scenario of only refrigerating the passenger cabin, if the real-time temperature in the cabin is detected to be smaller than the first preset temperature, it is indicated that the temperature in the passenger cabin is still lower, and the comfort of the passenger is stronger. At this time, the cooling effect on the passenger compartment can be reduced by reducing the power of the compressor, and at this time, although the temperature in the passenger compartment may rise to reduce the comfort of the user, the current required power of the engine and the current maximum power of the engine can be reduced.
In the application scenario of cooling only the battery pack, if the current temperature of the battery cell is smaller than the second preset temperature, it is indicated that the cooling speed of the battery pack may be reduced somewhat. At this time, the cooling effect on the battery pack is reduced by reducing the power of the compressor, and at this time, although the cooling effect on the battery pack is reduced, it is still possible to ensure that the battery pack is in a normal temperature range. In this case, the current required power of the engine and the current maximum power of the engine can be reduced.
FIG. 3 is a block diagram of one embodiment of a thermal management system provided herein.
Referring to fig. 3, the condenser, the compressor, and the passenger compartment form an air conditioning circuit, the condenser, the compressor, the regulating valve, and the battery pack form a battery pack cooling circuit, and the air conditioning circuit and the battery pack cooling circuit share one condenser, which is used for cooling the cooling liquid in the air conditioning circuit and the battery pack circuit.
In the application scenario of cooling the battery pack while cooling the passenger compartment, when the power of the compressor is reduced, the cooling effect of the condenser is reduced, and the cooling of the passenger compartment and the cooling of the battery pack are affected at the same time. At this time, the power of the compressor is reduced only when the real-time temperature in the cabin is detected to be smaller than the first preset temperature and the current temperature of the battery cell is detected to be smaller than the second preset temperature. Otherwise, the current temperature in the cabin of the passenger cabin is larger than the first preset temperature, so that the comfort of members is seriously affected, or the current temperature of the battery cell is larger than the second preset temperature, so that the work of the battery pack is seriously affected.
Fig. 4 is a flow chart of a further embodiment of a control method of a vehicle thermal management system provided herein. In some embodiments, referring to fig. 4, if the real-time temperature in the cabin is detected to be less than the first preset temperature, the step of controlling the compressor of the thermal management system to perform the power down operation includes:
S31: and if the real-time temperature in the cabin is detected to be smaller than the first preset temperature, acquiring a preset temperature range in which the real-time temperature in the cabin is located.
It will be appreciated that the real-time in-cabin temperature may be in a wide range when the real-time in-cabin temperature is less than the first preset temperature, with different temperature ranges corresponding to different comfort levels of the occupant.
Fig. 5 is a schematic diagram of the relationship between the preset temperature range and the occupant comfort level. In connection with fig. 5, the first preset temperature may be 30 ℃, and the preset temperature ranges may be less than 22 ℃, 22 ℃ -25 ℃, 25 ℃ -28 ℃ and 28 ℃ -30 ℃, corresponding to uncomfortable, comfortable, slightly comfortable and uncomfortable occupant comfort levels, respectively.
S32: and acquiring a preset power reduction ratio based on a preset temperature range, and controlling the compressor to perform power down-regulation operation according to the preset power reduction ratio.
The comfort level of the passenger can be obtained by acquiring the real-time temperature in the cabin, and different power reduction schemes can be adopted under different comfort levels, so that the comfort level of the passenger can be ensured, and the current maximum power of the engine can be greatly improved.
Fig. 6 is a schematic diagram of the relationship between the power reduction ratio and the temperature range.
Referring to fig. 6, the preset temperature ranges are less than 22 ℃, 22 ℃ -25 ℃, 25 ℃ -28 ℃ and 28 ℃ -30 ℃, and the corresponding preset power reduction ratios are 50%, 30%, 15% and 5%, respectively.
In the step of controlling the compressor to perform power down operation at a preset power down ratio, that is, the power value of the compressor is: a power value corresponding to a product of the current power and a preset power reduction ratio. For example, when the real-time temperature in the cabin is 23 ℃, the preset temperature range is 22-25 ℃, the corresponding preset power reduction ratio is 30%, and the current power of the compressor is reduced by 30%.
Fig. 7 is a flow chart of a further embodiment of a control method of a vehicle thermal management system provided herein. In some embodiments, the control method further comprises:
s41: if the real-time temperature in the cabin is detected to be greater than or equal to the first preset temperature, the current updated water temperature and the current updated required power of the engine are obtained, and the current updated maximum power of the engine is obtained based on the current updated water temperature.
The detection of the real-time temperature in the cabin being greater than or equal to the first preset temperature indicates that the real-time temperature in the cabin is already high at this time, and that the power of the compressor cannot be further reduced in order to ensure the comfort in the vehicle. At this time, the current water temperature of the engine is obtained again as the current updated water temperature and the current updated required power of the engine, and the corresponding current updated maximum power is further obtained.
In some application scenarios, this step follows step S13, which may specifically be after raising the temperature of the passenger compartment by reducing the compressor power. At this time, the temperature of the passenger compartment rises so that the step of reducing the power of the compressor cannot be further performed.
S42: and if the detected maximum power of the current update is larger than the power required by the current update, controlling a compressor of the thermal management system to perform power up operation.
When the current updated maximum power is detected to be larger than the current updated required power, the maximum power of the engine can be satisfied. At this time, the temperature in the passenger cabin is higher, and the comfort of the passenger is poor, and the temperature in the passenger cabin can be reduced by raising the water temperature of the engine by a little, so that the comfort of the passenger is improved. That is, the power of the compressor can be controlled to be up-regulated at the moment, so that the temperature of the passenger cabin is reduced, and at the moment, the water temperature of the engine is further increased but within an acceptable range due to the increase of the thermal load of the condenser.
And when the current updated maximum power is detected to be smaller than the current updated required power, the maximum power of the engine cannot meet the required power. At this time, the temperature in the passenger compartment is greater than the first preset temperature, and the passenger comfort in the passenger compartment is poor. In the scenario where the output power of the engine is prioritized, the power of the compressor is not further increased even if the temperature of the passenger compartment is high, and the power of the compressor is maintained at this time to ensure that the engine outputs high power. In the scene of the passenger cabin comfort priority, the power of the compressor can be increased based on the instruction of a user or a preset rule at the moment, so that the temperature in the passenger cabin is reduced. At this time, the current maximum power of the engine may decrease.
Fig. 8 is a flow chart of a further embodiment of a control method of a vehicle thermal management system provided herein. Referring to fig. 8, in some embodiments, if it is detected that the current temperature of the battery cell is less than the second preset temperature, the step of controlling the compressor of the thermal management system to perform the power down operation, that is, the step S13 includes:
s51: and if the current temperature of the battery cell is detected to be smaller than the second preset temperature, acquiring the current output power of the battery pack.
The current output power of the battery pack can reflect the output current of the battery pack, and when the output power of the battery pack is larger, the heating of the battery pack can be serious, and good cooling is needed.
S52: and determining a target cooling grade based on the current temperature and the current output power of the battery cell, and cooling the battery pack based on the target cooling grade so as to reduce the power of the compressor.
It should be appreciated that the current temperature and the current output power of the battery core both affect the measure of cooling the battery pack, and when the current temperature and/or the current output power of the battery core are higher, the battery pack needs to be cooled with a better effect so as to ensure that the temperature of the battery pack is not too high.
Fig. 9 is a schematic diagram of the relationship between the current temperature of the cell, the current output power, and the target cooling level. In connection with fig. 9, the target cooling levels may be different at different cell current temperatures and current output powers, three target cooling levels being shown, but in other embodiments are not so limited.
It will be appreciated that when the current temperature of the battery cell is detected to be less than the second preset temperature, this indicates that the cooling effect on the battery pack may be reduced and the power of the compressor may be reduced. Before the battery pack is cooled based on the target cooling level, the battery pack is cooled through an original cooling strategy, the original cooling strategy has higher power requirements on the compressor, and when the battery pack is cooled based on the target cooling level, the power of the compressor can be reduced on the premise of realizing a better cooling effect.
It is understood that by setting different target cooling levels to realize cooling of the battery pack, different cooling modes can be adopted aiming at different states of the battery pack, so that good cooling of the battery pack is ensured and the power of the compressor is reduced to the greatest extent.
It should be appreciated that the above embodiments are described in detail with respect to the control strategy in the application scenario where the thermal management system only cools the passenger compartment and only cools the battery pack. The following further describes a control strategy corresponding to an application scenario in which the thermal management system cools the battery pack while cooling the passenger compartment. The relevant ones of the above can be combined with the following without conflict, thereby forming new embodiments. For example, the content related to the determination of the power reduction value of the compressor according to the power reduction ratio corresponding to the preset temperature range in the above-described embodiment, the content related to the cooling of the battery pack based on the target cooling level in the above-described embodiment may be applied to the following embodiments.
Fig. 10 is a flow chart of still another embodiment of a control method of a vehicle thermal management system provided herein. Referring to fig. 10, in some embodiments, if the real-time temperature in the cabin is detected to be less than the first preset temperature and the current temperature of the battery cell is detected to be less than the second preset temperature, the step of controlling the compressor of the thermal management system to perform the power down operation, that is, the step S13 includes:
s61: the current output power of the battery pack is obtained.
S62: the target cooling level is obtained based on the current temperature of the battery cell and the current output power.
For the specific description of step S61 and step S62, reference may be made to the content related to the above embodiment for obtaining the target cooling level, which is not described in detail.
S63: acquiring a first target required power corresponding to the target cooling grade of the compressor, and acquiring a second target required power corresponding to the compressor when the real-time temperature in the cabin is in a preset temperature range; wherein, the minimum temperature corresponding to the preset temperature range is greater than the real-time temperature in the cabin.
It should be appreciated that after the target cooling level is achieved, the power of the compressor tends to be reduced if cooling of the battery pack is to be achieved based on the target cooling level. At this time, the power corresponding to the compressor when cooling the battery pack based on the target cooling level is the first target required power.
In embodiments where the cooling effect on the passenger compartment is reduced by reducing the compressor power, it is desirable to step up the cabin temperature. In connection with the above embodiments, for example, when the real-time temperature in the cabin is 20 ℃, the temperature in the cabin may be raised to 22-25 ℃, then to 25-28 ℃ and finally to 28-30 ℃. The temperature of 22-25 ℃ is a preset temperature range, and the second target required power corresponding to the compressor can be calculated when the real-time temperature in the cabin is within the preset temperature range of 22-25 ℃.
S64: and determining the target operating power of the compressor based on the first target required power and the second target required power, and controlling the compressor to work at the target operating power.
It should be appreciated that the first target demand power is generally different from the second target demand power, but a certain power needs to be determined for the operating power of the compressor. The step determines the target operating power based on the first target power demand and the second target power demand, so that the compressor operates at the target operating power.
The embodiment is not limited further, and the embodiment can determine an optimal power according to various factors such as actual requirements, application scenes, user requirements, and the like.
In some embodiments, the target cooling level includes a first cooling level, a second cooling level, and a third cooling level, which sequentially decrease the cooling effect on the battery pack, and the target cooling level is the second cooling level or the third cooling level. At this time, the third cooling level has the worst cooling effect on the battery pack. At this time, the target cooling level is obtained as the first cooling level. At this time, for the specific step of determining the target operation based on the first target required power and the second target required power, the step of determining the target operation power of the compressor based on the first target required power and the second target required power, that is, the step S64, includes:
and taking the maximum target required power in the first target required power and the second target required power as target running power.
It should be appreciated that since in such a scenario the compressor is at the first target demanded power, the cooling level of the battery pack is at the target cooling level, i.e., at the first cooling level. At this time, since the first cooling level is good for the cooling effect of the battery pack, it means that the cooling requirement for the battery pack is large, and it is now necessary to urgently realize the cooling of the battery pack. If the second target required power is smaller than the first target required power at this time, and the compressor is operated with the second target required power, the cooling effect on the battery pack is likely to be too low, so that the temperature of the battery pack is too high to affect the operation of the battery pack.
Therefore, when the target cooling level is the first cooling level, the embodiment can ensure that the cooling effect on the battery pack is better when the maximum target required power of the first target required power and the second target required power is used as the target running power, so as to avoid overhigh temperature of the battery pack. At this time, since the target operation power may be smaller than the current power of the compressor, the temperature of the passenger compartment may be increased when the compressor is operated at the target operation power.
In some more specific embodiments, with continued reference to fig. 3, a regulator valve is provided in the vehicle thermal management system for controlling the amount of coolant in the vehicle thermal management system that enters the battery pack cooling circuit. It should be appreciated that when the total amount of the cooling liquid is unchanged and the opening of the regulating valve becomes larger, more cooling liquid is led into the battery pack loop, so that the cooling effect on the battery pack is better, but the cooling effect on the passenger cabin is better. When the opening degree of the regulating valve becomes small, the cooling effect on the battery pack is reduced.
In some embodiments, the target cooling level is a second cooling level or a third cooling level. Fig. 11 is a flowchart of still another embodiment of a control method of a vehicle thermal management system provided in the present application. Referring to fig. 11, at this time, the step of determining the target operation power of the compressor based on the first target required power and the second target required power, that is, the step S64 includes:
S71: the minimum of the first target required power and the second target required power is taken as the target running power.
It should be appreciated that when the target cooling level is the second cooling level and the third cooling level, the cooling demand for the battery pack is not so urgent. At this time, even if the second target required power is smaller than the first target required power and the smaller second target required power is taken as the target operation power, the compressor is operated at the target operation power, so that the cooling effect on the battery pack is poor, because the cooling requirement on the battery pack is not urgent.
S72: and if the real-time temperature in the cabin is detected to be smaller than the preset temperature and the target cooling level is the second cooling level, controlling the opening degree of the regulating valve to be larger.
When the target cooling level is the second cooling level, the cooling demand for the battery pack is not so urgent, but there is still a general cooling demand. Since the minimum of the first target required power and the second target required power is taken as the target operation power at this time, the cooling effect on the battery pack may be poor, and the cooling effect on the battery pack may be enhanced by adjusting the opening degree of the control valve to become large. Considering that such an operation causes the cooling effect of the passenger compartment, this step controls the opening degree of the regulating valve to become large only when the real-time temperature in the compartment is detected to be smaller than the preset temperature and the target cooling level is the second cooling level. At this time, since the real-time temperature in the cabin is low, the comfort of the occupant is not greatly affected even if the cooling effect for the occupant cabin is deteriorated.
In some application scenarios, the preset temperature may be set to 25 ℃ to meet the needs of most users.
S73: if the real-time temperature in the cabin is detected to be larger than the preset temperature and the target cooling level is the third cooling level, the opening degree of the control regulating valve is controlled to be smaller.
When the target cooling level is the third cooling level, the cooling requirement for the battery pack is low, and on the premise that the minimum of the first target required power and the second target required power is used as the target running power, the opening degree of the regulating valve can be further controlled to be smaller, so that more cooling liquid enters the air conditioning loop, and the refrigerating effect for the passenger cabin is improved.
However, the opening degree of the regulating valve is not controlled to be smaller under all conditions, so that in order to ensure the cooling effect of the battery pack, the opening degree of the regulating valve is controlled to be smaller only when the real-time temperature in the cabin is detected to be larger than the preset temperature, namely, the temperature of the passenger cabin is higher and the comfort of a user is greatly influenced, and the cooling effect of the passenger cabin is further improved.
A second aspect of the present application provides an electronic device 20, and fig. 12 is a schematic structural frame diagram of an embodiment of the electronic device 20 provided in the present application.
Referring to fig. 12, the electronic device 20 includes a processor 21 and a memory 22, the memory 22 storing one or more programs that, when executed by the processor 21, cause the processor 21 to implement a control method as in any of the above.
Specifically, the processor 21 and the memory 22 communicate with each other via a communication bus, and the processor 21 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present application. The one or more processors 21 comprised by the vehicle may be processors 21 of the same type, such as one or more CPUs; but may also be a different type of processor 21 such as one or more CPUs and one or more ASICs. The memory 22 may comprise high-speed RAM memory or may further comprise non-volatile memory (non-volatile memory), such as at least one disk memory.
A third aspect of the present application provides a computer-readable storage medium 30, and fig. 13 is a schematic structural frame diagram of an embodiment of the computer-readable storage medium 30 provided in the present application.
Referring to fig. 13, the computer-readable storage medium 30 stores therein at least one executable instruction 31 that, when executed on a vehicle, causes the vehicle to perform a control method as described above.
Among other things, the computer-readable storage medium 30 may include: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
In summary, based on the control method, electronic device and storage medium of the vehicle thermal management system provided by the application, the method is applied to an extended range vehicle, the thermal management system is used for refrigerating a passenger cabin and cooling a battery pack, and the control method comprises the following steps: acquiring the current water temperature and the current required power of an engine; the current required power is the power required by the engine corresponding to the current working state of the vehicle; acquiring the current maximum power of the engine based on the current water temperature; and if the current maximum power is detected to be smaller than the current required power, controlling a compressor of the thermal management system to perform power down-regulation operation so as to reduce the heat dissipation requirement of a condenser of the thermal management system and the current required power.
By the mode, when the current maximum power of the engine is detected to be smaller than the current required power, the compressor of the thermal management system is controlled to perform power down-regulating operation, so that on one hand, the heat radiation load of the compressor can be reduced, the temperature of heat radiation airflow of the engine is reduced, and further, the engine is well cooled to improve the current maximum power of the engine, and on the other hand, the current required power of the engine can be reduced by reducing the power of the compressor, and further, the current maximum power of the engine is matched with the current required power.
The foregoing description is only of the optional embodiments of the present application, and is not intended to limit the scope of the patent application, and all the modifications of equivalent structures made by the descriptions and the drawings of the present application or the direct/indirect application in other related technical fields are included in the scope of the patent protection of the present application.
Claims (10)
1. A control method of a vehicle thermal management system for cooling a passenger compartment and cooling a battery pack, the method being applied to an extended range vehicle, the control method comprising:
acquiring the current water temperature and the current required power of an engine; the current required power is the power required by an engine corresponding to the current working state of the vehicle;
acquiring the current maximum power of the engine based on the current water temperature;
and if the current maximum power is detected to be smaller than the current required power, controlling a compressor of the thermal management system to perform power down-regulation operation so as to reduce the heat dissipation requirement of a condenser of the thermal management system and the current required power.
2. The method for controlling a thermal management system for a vehicle according to claim 1, wherein,
if the current maximum power is detected to be smaller than the current required power, controlling a compressor of the thermal management system to perform a power down-regulation operation so as to reduce the heat dissipation requirement of a condenser of the thermal management system and the current required power, wherein the step of controlling the compressor of the thermal management system includes:
If the current maximum power is detected to be smaller than the current required power, acquiring the real-time temperature in the passenger cabin when the thermal management system refrigerates the passenger cabin, and/or acquiring the current temperature of the battery cell when the thermal management system refrigerates the battery pack;
and if the real-time temperature in the cabin is detected to be smaller than the first preset temperature and/or the current temperature of the battery cell is detected to be smaller than the second preset temperature, controlling a compressor of the thermal management system to perform power down-regulation operation.
3. The method for controlling a thermal management system for a vehicle according to claim 2, wherein,
and if the real-time temperature in the cabin is detected to be smaller than the first preset temperature, controlling a compressor of the thermal management system to perform power down-regulating operation, wherein the power down-regulating operation comprises the following steps of:
if the real-time temperature in the cabin is detected to be smaller than the first preset temperature, acquiring a preset temperature range in which the real-time temperature in the cabin is located;
and acquiring a preset power reduction ratio based on the preset temperature range, and controlling the compressor to perform power down-regulation operation according to the preset power reduction ratio.
4. The control method of a vehicle thermal management system according to claim 2, characterized in that the control method further comprises:
If the real-time temperature in the cabin is detected to be greater than or equal to the first preset temperature, acquiring the current updated water temperature and the current updated required power of the engine, and acquiring the current updated maximum power of the engine based on the current updated water temperature;
and if the current updating maximum power is detected to be larger than the current updating required power, controlling a compressor of the thermal management system to perform power up-regulation operation.
5. The method for controlling a thermal management system for a vehicle according to claim 2, wherein,
if the current temperature of the battery cell is detected to be smaller than the second preset temperature, controlling a compressor of the thermal management system to perform power down-regulation operation, wherein the power down-regulation operation comprises the following steps:
if the current temperature of the battery cell is detected to be smaller than the second preset temperature, the current output power of the battery pack is obtained;
and determining a target cooling grade based on the current temperature and the current output power of the battery cell, and cooling the battery pack based on the target cooling grade so as to reduce the power of the compressor.
6. The method for controlling a thermal management system for a vehicle according to claim 2, wherein,
if the real-time temperature in the cabin is detected to be smaller than the first preset temperature and the current temperature of the battery cell is detected to be smaller than the second preset temperature, controlling a compressor of the thermal management system to perform power down operation, wherein the power down operation comprises the following steps:
Acquiring the current output power of the battery pack;
acquiring a target cooling grade based on the current temperature and the current output power of the battery cell;
acquiring a first target required power of the compressor corresponding to the target cooling level, and acquiring a second target required power of the compressor when the real-time temperature in the cabin is in a preset temperature range; wherein the minimum temperature corresponding to the preset temperature range is greater than the real-time temperature in the cabin;
and determining the target running power of the compressor based on the first target required power and the second target required power, and controlling the compressor to work at the target running power.
7. The method for controlling a thermal management system for a vehicle according to claim 6, wherein,
the target cooling grade comprises a first cooling grade, a second cooling grade and a third cooling grade which are sequentially reduced in cooling effect on the battery pack, and the target cooling grade is the first cooling grade;
determining a target operating power of the compressor based on the first target required power and the second target required power, comprising:
and taking the maximum target required power in the first target required power and the second target required power as target operation power.
8. The method for controlling a thermal management system for a vehicle according to claim 6, wherein,
the target cooling level is the second cooling level or the third cooling level; the vehicle thermal management system is provided with a regulating valve which is used for controlling the amount of cooling liquid in the vehicle thermal management system entering the battery pack cooling circuit;
determining a target operating power of the compressor based on the first target required power and the second target required power, comprising:
taking the minimum of the first target required power and the second target required power as target running power;
if the real-time temperature in the cabin is detected to be smaller than the preset temperature and the target cooling level is the second cooling level, controlling the opening of the regulating valve to be larger; or alternatively
And if the real-time temperature in the cabin is detected to be larger than the preset temperature and the target cooling level is the third cooling level, controlling the opening of the regulating valve to be smaller.
9. An electronic device, comprising:
a processor;
a memory for storing one or more programs that, when executed by the processor, cause the processor to implement the control method of any of claims 1-8.
10. A computer readable storage medium, characterized in that at least one executable instruction is stored in the storage medium, which executable instruction, when run on a vehicle, causes the vehicle to perform the control method according to any one of claims 1-8.
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| CN202311766328.XA CN117507758A (en) | 2023-12-20 | 2023-12-20 | Control method of vehicle thermal management system, electronic device and storage medium |
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| CN202311766328.XA CN117507758A (en) | 2023-12-20 | 2023-12-20 | Control method of vehicle thermal management system, electronic device and storage medium |
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