WO2022222701A1 - 车辆热管理系统及其控制方法、装置、存储介质和车辆 - Google Patents

车辆热管理系统及其控制方法、装置、存储介质和车辆 Download PDF

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Publication number
WO2022222701A1
WO2022222701A1 PCT/CN2022/083487 CN2022083487W WO2022222701A1 WO 2022222701 A1 WO2022222701 A1 WO 2022222701A1 CN 2022083487 W CN2022083487 W CN 2022083487W WO 2022222701 A1 WO2022222701 A1 WO 2022222701A1
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WO
WIPO (PCT)
Prior art keywords
cooling
branch
port
main
proportional valve
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PCT/CN2022/083487
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English (en)
French (fr)
Inventor
蔡小刚
田越强
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长城汽车股份有限公司
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Publication of WO2022222701A1 publication Critical patent/WO2022222701A1/zh

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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
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present disclosure relates to the field of vehicle thermal management, and in particular, to a vehicle thermal management system and its control method, device, storage medium, and vehicle.
  • the vehicle thermal management system of the four-wheel drive pure electric vehicle is mostly connected in series with the main drive axle and the auxiliary drive axle.
  • the coolant will pass through the two drive axles at the same time, increasing the The water resistance of the coolant flow leads to the problem of wasting the work of the electronic water pump; and when the main drive bridge and the auxiliary drive bridge have cooling requirements at the same time, because the main drive bridge and the auxiliary drive bridge are connected in series, the coolant absorption is located upstream. The heat of the drive axle then flows into the drive axle located downstream, and there is a risk of overheating the water temperature at the entrance of the drive axle, which affects the power performance of the vehicle.
  • the purpose of the present disclosure is to provide a vehicle thermal management system and its control method, device, storage medium, and vehicle, so as to solve the problem that the cooling liquid cannot be reasonably distributed when cooling the main drive axle and the auxiliary drive axle in the related art, This results in technical problems such as energy waste of the coolant and insufficient cooling of the main drive bridge and the auxiliary drive bridge.
  • a first aspect of the present disclosure provides a control method for a vehicle thermal management system
  • the vehicle thermal management system includes a cooling main circuit, a main driving cooling branch, a secondary driving cooling branch and a first three-way proportional valve
  • the main drive cooling branch includes a main drive bridge
  • the auxiliary drive cooling branch includes an auxiliary drive bridge
  • the outlet of the cooling main circuit is communicated with the port A of the first three-way proportional valve
  • the The B port of the first three-way proportional valve communicates with the main drive cooling branch
  • the C port of the first three-way proportional valve communicates with the auxiliary drive cooling branch
  • the main drive cooling branch and the The outlet of the auxiliary drive cooling branch is communicated with the inlet of the cooling main circuit
  • the method includes:
  • the opening of port B is proportional to the cooling demand of the main drive branch;
  • the opening of the C port is proportional to the cooling demand of the auxiliary drive branch.
  • the main drive bridge includes a main drive motor controller and a main drive motor
  • the auxiliary drive bridge includes an auxiliary drive motor controller and an auxiliary drive motor
  • the acquisition of the cooling demand of the main drive branch and the auxiliary drive motor Drive bypass cooling requirements including:
  • the temperatures of the multiple detection points include the coolant inlet temperature of the main drive motor controller corresponding to the main drive cooling branch, the The temperature of the main drive motor controller and the temperature of the main drive motor, and the coolant inlet temperature of the auxiliary drive motor controller corresponding to the auxiliary drive cooling branch, the temperature of the auxiliary drive motor controller, and the temperature of the auxiliary drive motor;
  • a plurality of cooling demands corresponding to the auxiliary drive cooling branch are compared, and the maximum value among the multiple cooling demands is taken as the cooling demand of the auxiliary drive branch.
  • the main drive cooling branch further includes a power supply module integrated with a charger, a DC converter, and a high-voltage power distribution box; the temperatures of the multiple detection points include a temperature corresponding to the main drive cooling branch.
  • the coolant inlet temperature of the power supply module is integrated with a charger, a DC converter, and a high-voltage power distribution box;
  • the cooling main road includes a radiator and a first water pump connected in series with each other
  • the vehicle thermal management system includes a cooling fan for blowing air to the radiator, and the outlet of the first water pump is connected to the The port A of the first three-way proportional valve is communicated, and the outlets of the main driving cooling branch and the auxiliary driving cooling branch are communicated with the inlet of the radiator, and the method further includes:
  • the cooling demand of the main drive branch is less than the cooling demand of the auxiliary drive branch, take the cooling demand of the auxiliary drive branch as the cooling demand of the main drive;
  • the duty ratios of the first water pump and the cooling fan are adjusted according to the dry road cooling demand.
  • the adjusting the duty ratio of the first water pump and the cooling fan according to the dry road cooling requirement includes:
  • the pulse width modulation control method is used to dynamically adjust the The duty cycle of the fan
  • the duty cycle of the fan is adjusted to a second duty cycle, wherein the second duty cycle is greater than the first duty cycle empty ratio.
  • the vehicle thermal management system further includes a heating flow path and a second three-way proportional valve, and the outlet of the main driving cooling branch and the auxiliary driving cooling branch and the outlet of the second three-way proportional valve.
  • the D port is connected
  • the E port of the second three-way proportional valve is connected to the inlet of the cooling main circuit
  • the F port of the second three-way proportional valve is connected to the heating flow path
  • the heating flow path The outlet is communicated with the port A of the first three-way proportional valve, and the method further includes:
  • the method further includes:
  • the opening degrees of the D port and the F port are fully open, the opening degrees of the D port and the E port are fully closed, the main drive bridge is working and the sub drive bridge is not working, according to the The heating demand controls the auxiliary drive bridge to perform locked-rotor self-heating operation;
  • the auxiliary drive bridge is working and the main drive bridge is not working, according to the The heating demand controls the main drive bridge to perform locked-rotor self-heating operation.
  • the vehicle thermal management system further includes a battery heating flow path, a heat pump air conditioner heating flow path, a second three-way proportional valve, and a third three-way proportional valve, and the D port of the second three-way proportional valve is connected to the
  • the main drive cooling branch is communicated with the outlet of the auxiliary drive cooling branch
  • the E port of the second three-way proportional valve is communicated with the inlet of the cooling main circuit
  • the F port of the second three-way proportional valve It is communicated with the H port of the third three-way proportional valve
  • the G port of the third three-way proportional valve is communicated with the inlet of the battery heating flow path
  • the I port of the third three-way proportional valve is communicated with the
  • the inlet of the heating flow path of the heat pump air conditioner is connected, and the outlet of the heating flow path of the battery and the heating flow path of the heat pump air conditioner is connected to the port A of the first three-way proportional valve
  • the method further includes:
  • the opening degrees of the H port and the I port of the third three-way proportional valve are adjusted according to the heating demand of the heat pump air conditioner.
  • a second aspect of the present disclosure provides a control device for a vehicle thermal management system, the control device is applied to the vehicle thermal management system, and the vehicle thermal management system includes a cooling main road, a main drive cooling branch, and an auxiliary drive cooling branch and a first three-way proportional valve, the main drive cooling branch includes a main drive bridge, the auxiliary drive cooling branch includes an auxiliary drive bridge, and the outlet of the cooling main circuit is proportional to the first three-way
  • the A port of the valve communicates with the B port of the first three-way proportional valve and the main drive cooling branch, and the C port of the first three-way proportional valve communicates with the auxiliary drive cooling branch.
  • the outlet of the main driving cooling branch and the auxiliary driving cooling branch is communicated with the inlet of the cooling main circuit, and the control device includes:
  • the acquisition module is used to acquire the cooling demand of the main drive branch and the cooling demand of the auxiliary drive branch;
  • a first adjustment module configured to adjust the opening of the A port and the B port of the first three-way proportional valve according to the cooling demand of the main drive branch, so as to adjust the cooling liquid flowing through the main drive cooling branch flow, the opening of the A port and the B port is proportional to the cooling demand of the main drive branch;
  • a second adjustment module configured to adjust the openings of ports A and C of the first three-way proportional valve according to the cooling demand of the auxiliary drive branch, so as to adjust the amount of cooling liquid flowing through the auxiliary drive cooling branch
  • the flow, the opening of the A port and the C port are proportional to the cooling demand of the auxiliary drive branch.
  • a third aspect of the present disclosure provides a vehicle thermal management system, including: a main control module, a cooling main circuit, a main driving cooling branch, a secondary driving cooling branch, and a first three-way proportional valve, wherein the main driving cooling branch includes The main drive bridge, the auxiliary drive cooling branch includes an auxiliary drive bridge, the outlet of the cooling main circuit is communicated with the A port of the first three-way proportional valve, and the B port of the first three-way proportional valve It communicates with the main drive cooling branch, the C port of the first three-way proportional valve communicates with the auxiliary drive cooling branch, and the outlets of the main drive cooling branch and the auxiliary drive cooling branch are connected to the auxiliary drive cooling branch.
  • the inlet of the cooling main road is connected;
  • the main control module is used for executing the above-mentioned control method of the vehicle thermal management system.
  • a fourth aspect of the present disclosure provides a vehicle including the above-mentioned vehicle thermal management system.
  • Embodiments of the fifth aspect of the present disclosure provide a computing processing device, including:
  • One or more processors when the computer readable code is executed by the one or more processors, the computing processing device executes the method for controlling the vehicle thermal management system proposed by the embodiment of the first aspect of the present disclosure .
  • Embodiments of the sixth aspect of the present disclosure provide a computer program, including computer-readable codes, which, when the computer-readable codes are executed on a computing and processing device, cause the computing and processing device to execute the methods described in the first aspect of the present disclosure.
  • the proposed control method of vehicle thermal management system is not limited to, but not limited to, but not limited to, but not limited to, but not limited to, but not limited to, but not limited to, but not limited to a computing and processing device.
  • the embodiment of the seventh aspect of the present disclosure provides a computer-readable storage medium, in which the computer program proposed by the embodiment of the sixth aspect of the present disclosure is stored.
  • the above technical solution adopts the cooling demand of the main drive branch as the basis to adjust the opening of the A port and the B port of the first three-way proportional valve, and adjusts the flow rate of the cooling liquid flowing through the main drive cooling branch.
  • the cooling demand of the driving branch is used as the basis to adjust the opening of the A port and the C port of the first three-way proportional valve, and adjust the flow rate of the cooling liquid flowing through the auxiliary driving cooling branch, so as to flow through the main driving cooling branch.
  • Reasonable distribution with the cooling liquid of the auxiliary drive cooling branch to ensure that both the main drive cooling branch and the auxiliary drive cooling branch can obtain a good cooling effect, improve the circulating cooling efficiency of the cooling liquid, and prevent the cooling liquid from circulating through the cooling demand. Saturated branches cause waste.
  • FIG. 1 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure
  • FIG. 2 is a schematic flowchart of a control method of a vehicle thermal management system provided by an embodiment of the present disclosure
  • FIG. 3 is a schematic flowchart of another control method of a vehicle thermal management system provided by an embodiment of the present disclosure
  • FIG. 4 is a schematic structural diagram of another vehicle thermal management system provided by an embodiment of the present disclosure.
  • FIG. 5 is a schematic structural diagram of a control device of a vehicle thermal management system provided by an embodiment of the present disclosure
  • FIG. 6 is a schematic structural diagram of a control device of another vehicle thermal management system provided by an embodiment of the present disclosure.
  • FIG. 7 provides a schematic structural diagram of a computing processing device according to an embodiment of the present disclosure.
  • FIG. 8 provides a schematic diagram of a storage unit for portable or fixed program code implementing the method according to the present disclosure according to an embodiment of the present disclosure.
  • the vehicle thermal management system includes a cooling main circuit, a main driving cooling branch, a secondary driving cooling branch, and a first three-way proportional valve 5.
  • the main driving cooling branch The road includes the main drive bridge 7, the auxiliary drive cooling branch includes the auxiliary drive bridge 8, the outlet of the cooling main road is connected to the A port of the first three-way proportional valve 5, and the B port of the first three-way proportional valve 5 is connected to the main
  • the driving cooling branch communicates with the C port of the first three-way proportional valve 5 and the auxiliary driving cooling branch, and the outlet of the main driving cooling branch and the auxiliary driving cooling branch communicates with the inlet of the cooling main circuit.
  • the above-mentioned cooling main road may include a first water pump 4 for driving the cooling liquid to circulate in the cooling main road, the main driving cooling branch and the auxiliary driving cooling branch, and a radiator for dissipating the cooling liquid 1 and a cooling fan 2 for blowing air to the radiator 1 .
  • An embodiment of the present disclosure provides a control method for a vehicle thermal management system.
  • the method can be applied to the vehicle thermal management system shown in FIG. 1 .
  • the method includes:
  • the cooling demand of the main drive branch can be set manually or obtained through comprehensive calculation.
  • the cooling demand of the main drive branch is large, adjust the cooling requirements of ports A and B of the first three-way proportional valve 5 .
  • the opening degree increases, so that the flow rate of the cooling liquid flowing through the main drive cooling branch increases, so that the heat exchange between the main drive cooling branch and the cooling liquid can be improved, and it plays a better role in the main drive cooling branch. cooling effect.
  • the cooling demand of the auxiliary drive branch can be set manually or obtained through comprehensive calculation.
  • the opening degree of the AC valve of the first three-way proportional valve 5 increases. , so that the flow rate of the cooling liquid flowing through the auxiliary driving cooling branch increases, so that the heat exchange between the auxiliary driving cooling branch and the cooling liquid can be improved, and the auxiliary driving cooling branch has a better cooling effect.
  • the above technical solution adopts the cooling demand of the main drive branch as the basis to adjust the opening of the A port and the B port of the first three-way proportional valve 5 to adjust the flow rate of the cooling liquid flowing through the main drive cooling branch.
  • the cooling demand of the auxiliary drive branch is used as a basis to adjust the opening of the A port and the C port of the first three-way proportional valve 5, and adjust the flow rate of the cooling liquid flowing through the auxiliary drive cooling branch, so as to cool the main drive.
  • the cooling liquid in the branch circuit and the auxiliary drive cooling branch is reasonably distributed to ensure that the cooling liquid can have a good cooling effect on both the main drive cooling branch and the auxiliary drive cooling branch, improve the circulating cooling efficiency of the cooling liquid, and avoid the cooling liquid. Waste is caused by circulating flow through branches that are saturated with cooling demand.
  • the cooling demand of the main driving branch increases, and the opening of the A port and the B port of the first three-way proportional valve 5 increases, so that the cooling branch flows through the main driving branch.
  • the flow rate of the cooling liquid increases, which improves the heat exchange between the main driving cooling branch and the cooling liquid, and has a better cooling effect on the main driving cooling branch.
  • the opening of the AC valve of the first three-way proportional valve 5 decreases, so that the flow of the cooling liquid flowing through the auxiliary driving cooling branch is reduced, so as to avoid excessive cooling liquid flowing through the auxiliary driving cooling branch. cause waste.
  • the cooling demand of the auxiliary drive branch increases, the opening of the AC valve of the first three-way proportional valve 5 increases, and the cooling flowing through the auxiliary drive cooling branch increases.
  • the cooling demand of the main driving branch is reduced, the opening of the A port and the B port of the first three-way proportional valve 5 is reduced, so that the flow of the cooling liquid flowing through the main driving cooling branch is reduced. , thereby improving the cooling efficiency of the coolant.
  • the proportion of coolant entering the main drive cooling branch and the auxiliary drive cooling branch can be adjusted according to the cooling demand of the main drive branch and the cooling demand of the auxiliary drive branch, so as to ensure the cooling of the main drive.
  • Both the branch circuit and the auxiliary drive cooling branch can obtain good cooling effect.
  • the main drive bridge 7 may include a main drive motor controller and a main drive motor
  • the auxiliary drive bridge 8 includes an auxiliary drive motor controller and an auxiliary drive motor
  • the acquisition of the cooling of the main drive branch includes: acquiring the temperatures of multiple detection points in the vehicle thermal management system, wherein the temperatures of the multiple detection points include the temperature of the main drive corresponding to the main drive cooling branch.
  • the cooling requirement of each of the detection points is determined according to the temperature of each of the detection points and a preset temperature corresponding to the detection point.
  • the plurality of cooling demands corresponding to the main drive cooling branch include the cooling demands of the cooling liquid inlet of the main drive motor controller, the cooling demands of the main drive motor controller, and the cooling demands of the main drive motor controller.
  • Cooling demand take the maximum value of the cooling demands as the cooling demand of the main drive branch, that is, adjust the ports A and B of the first three-way proportional valve 5 according to the cooling demand of the main drive branch
  • the opening degree can meet all the cooling requirements corresponding to the main drive cooling branch, and ensure that sufficient cooling liquid can play a good cooling role on the main drive cooling branch.
  • a plurality of cooling demands corresponding to the auxiliary drive cooling branch are compared, and the maximum value among the multiple cooling demands is taken as the cooling demand of the auxiliary drive branch.
  • the plurality of cooling requirements corresponding to the auxiliary drive cooling branch include the cooling liquid inlet temperature of the auxiliary drive motor controller, the temperature of the auxiliary drive motor controller, and the temperature of the auxiliary drive motor, which are taken as The maximum value among the plurality of cooling demands is used as the cooling demand of the auxiliary drive branch, that is, the opening degrees of the A port and the C port of the first three-way proportional valve 5 are adjusted according to the cooling demand of the auxiliary drive branch, All cooling requirements corresponding to the auxiliary drive cooling branch can be met, and sufficient cooling liquid can be ensured to have a good cooling effect on the auxiliary drive cooling branch.
  • the vehicle thermal management system also includes a power supply module 6 integrated with a charger, a DC converter, and a high-voltage power distribution box.
  • the power supply module 6 can be connected in series on the cooling main road, or can be connected in series on the main drive cooling branch, or, It can also be connected in series on the auxiliary drive cooling branch.
  • the main drive cooling branch may further include a power supply module 6 integrated with a charger, a DC converter, and a high-voltage power distribution box; the temperatures of the multiple detection points include a temperature corresponding to the main drive cooling branch. Coolant inlet temperature of the power supply module 6 of the circuit.
  • connecting the power supply module 6 in series with the main drive cooling branch can reduce the water resistance generated by the cooling liquid flowing through the power supply module 6, thereby reducing the cooling liquid Waste of cyclic kinetic energy.
  • the cooling main road includes a radiator 1 and a first water pump 4 connected in series
  • the vehicle thermal management system includes a cooling fan 2 for blowing air to the radiator 1, and the first water pump 4
  • the outlet of the radiator is communicated with the port A of the first three-way proportional valve 5, and the outlets of the main driving cooling branch and the auxiliary driving cooling branch are communicated with the inlet of the radiator 1.
  • the method further includes:
  • the cooling requirement of the main drive branch is greater than or equal to the cooling requirement of the auxiliary drive branch, the cooling requirement of the main drive branch is taken as the main drive branch cooling requirement.
  • the cooling demand of the main driving branch is less than the cooling demand of the auxiliary driving branch
  • the cooling demand of the auxiliary driving branch is taken as the cooling demand of the main driving circuit.
  • the duty ratios of the first water pump 4 and the cooling fan 2 are adjusted according to the dry road cooling demand.
  • the larger of the cooling demand of the main drive branch and the cooling demand of the auxiliary drive branch is selected as the cooling demand of the main circuit, and the first water pump 4 and the cooling demand of the first water pump 4 are adjusted according to the cooling demand of the main circuit
  • the duty ratio of the cooling fan 2 can ensure that the duty ratios of the first water pump 4 and the cooling fan 2 meet the cooling requirements of the main driving branch and the cooling requirements of the auxiliary driving branch.
  • the adjusting the duty ratio of the first water pump 4 and the cooling fan 2 according to the dry road cooling requirement includes:
  • the pulse width modulation control method is used to dynamically adjust the The duty cycle of the fan
  • the duty cycle of the fan is adjusted to a second duty cycle, wherein the second duty cycle is greater than the first duty cycle empty ratio.
  • the value of the first preset temperature, the second preset temperature, the first duty cycle, the second duty cycle, and the deviation rate of the pulse width modulation control method can be set manually.
  • the values of the first preset temperature, the second preset temperature, the first duty cycle, the second duty cycle, and the deviation rate of the pulse width modulation control method may be different, This disclosure does not limit this.
  • the first preset temperature may be 48°C
  • the second preset temperature may be 60°C
  • the first duty cycle may be 10 %
  • the second duty cycle can be 90%.
  • the duty cycle of the fan is adjusted to 10%; when the first real-time temperature of the main drive motor controller is greater than or equal to 48°C and When the temperature is less than or equal to 60°C, the duty cycle of the fan is dynamically adjusted by the pulse width modulation control method; if the deviation rate is less than -0.2°C/s, the fan duty cycle corresponding to the deviation rate -0.2°C/s The ratio is executed; when the first real-time temperature of the main drive motor controller is greater than 60° C., the duty cycle of the fan is adjusted to 90%.
  • the vehicle thermal management system may further include a heating flow path and a second three-way proportional valve 9, and the outlet of the main driving cooling branch and the auxiliary driving cooling branch is proportional to the second three-way proportional valve.
  • the D port of the valve 9 is communicated with, the E port of the second three-way proportional valve 9 is communicated with the inlet of the cooling main circuit, and the F port of the second three-way proportional valve 9 is communicated with the heating flow path, so The outlet of the heating flow path is communicated with the port A of the first three-way proportional valve 5, and the method further includes:
  • the heating demand can be set manually or obtained by calculation.
  • the openings of the D and F ports are positively related to the heating demand, so The openings of the D and E ports are inversely related to the heating demand.
  • the opening degrees of the D port and the F port can be increased, and the opening degrees of the D port and the E port can be reduced at the same time, so that the heating flow path can flow into the heating flow path.
  • the flow rate of the cooling liquid increases, because the cooling liquid absorbs the heat generated by the main driving cooling branch and the auxiliary driving cooling branch, the cooling liquid flowing into the heating flow path from the D port and the F port can The heating flow path is heated, so as to realize the recovery and utilization of heat energy and reduce the waste of energy.
  • the method further includes: acquiring the working states of the main driving bridge 7 and the auxiliary driving bridge 8 .
  • the main driving bridge 7 When the opening degrees of the D port and the F port are fully open and the opening degrees of the D port and E port are fully closed, the main driving bridge 7 is working and the auxiliary driving bridge 8 is not working, according to The heating demand controls the auxiliary drive bridge 8 to perform a locked-rotor self-heating operation.
  • the locked-rotor self-heating here refers to controlling the drive motor not to generate electromagnetic torque.
  • the drive motor is equivalent to a heating winding, thereby generating heat without generating kinetic energy.
  • the auxiliary drive bridge 8 When the opening degrees of the D ports and F ports are fully open and the opening degrees of the D ports and E ports are fully closed, the auxiliary drive bridge 8 is working and the main drive bridge 7 is not working, according to The heating demand controls the main drive bridge 7 to perform a locked-rotor self-heating operation.
  • the main drive bridge 7 is controlled to perform a locked-rotor self-heating operation, and the cooling liquid flowing through the main drive cooling circuit absorbs the heat generated by the main drive motor, thereby meeting the heating demand of the heating flow path.
  • the vehicle thermal management system further includes a battery heating flow path, a heat pump air conditioner heating flow path, a second three-way proportional valve 9 and a third three-way proportional valve 10 , and the D of the second three-way proportional valve 9 .
  • the port is communicated with the outlet of the main drive cooling branch and the auxiliary drive cooling branch, the E port of the second three-way proportional valve 9 is communicated with the inlet of the cooling main circuit, the second three-way proportional valve
  • the F port of the valve 9 is communicated with the H port of the third three-way proportional valve 10
  • the G port of the third three-way proportional valve 10 is communicated with the inlet of the battery heating flow path
  • the third three-way proportional valve Port I of valve 10 communicates with the inlet of the heat pump air conditioner heating flow path, and both the battery heating flow path and the outlet of the heat pump air conditioner heating flow path communicate with port A of the first three-way proportional valve 5 .
  • the battery heating flow path may include a heated battery 11, and the heat pump air conditioning heating flow path may include a heat exchanger 12 for exchanging heat with the heat pump air conditioning system.
  • the method further includes: acquiring the battery heating demand of the battery heating flow path and the heat pump air conditioning heating demand of the heat pump air conditioning heating flow path.
  • the battery heating demand and the heat pump air conditioner heating demand may be set manually, or may be obtained by comprehensive calculation.
  • the opening degrees of the D port and the F port of the second three-way proportional valve 9 are adjusted according to the heating demand of the battery and the heating demand of the heat pump air conditioner.
  • the opening of the D port and the F port of the second three-way proportional valve 9 can be increased, so that the cooling liquid flows through the battery heating flow path and the heat pump air conditioner heating The flow rate of the flow path is increased, thereby meeting the heating demand of the battery and the heating demand of the heat pump air conditioner.
  • the opening degrees of the H port and the G port of the third three-way proportional valve 10 are adjusted according to the heating demand of the battery.
  • the openings of the H port and the G port of the third three-way proportional valve 10 can be increased to increase the flow rate of the cooling liquid flowing through the battery heating flow path, so as to meet the above-mentioned requirements. Battery heating needs.
  • the opening degrees of the H port and the I port of the third three-way proportional valve 10 are adjusted according to the heating demand of the heat pump air conditioner.
  • the opening degrees of the H port and the I port of the third three-way proportional valve 10 can be increased to increase the flow rate of the cooling liquid flowing through the heating demand of the heat pump air conditioner, so as to meet the requirements of the heat pump air conditioner. Heat pump air conditioning heating needs.
  • FIG. 3 is another control method of a vehicle thermal management system provided by an embodiment of the present disclosure. The method can be applied to the vehicle thermal management system shown in FIG. 1 . As shown in FIG. 3 , the method includes:
  • temperatures of multiple detection points in the vehicle thermal management system include the coolant inlet temperature of the main drive motor controller corresponding to the main drive cooling branch , the temperature of the main drive motor controller and the temperature of the main drive motor, and the coolant inlet temperature of the auxiliary drive motor controller corresponding to the auxiliary drive cooling branch, the temperature of the auxiliary drive motor controller temperature and the temperature of the secondary drive motor.
  • the preset temperature of the detection point may be set manually, or may be obtained by comprehensive calculation.
  • the above technical solution adopts the cooling demand of the main drive branch as the basis to adjust the opening of the A port and the B port of the first three-way proportional valve 5 to adjust the flow rate of the cooling liquid flowing through the main drive cooling branch.
  • the cooling demand of the auxiliary drive branch is used as a basis to adjust the opening of the A port and the C port of the first three-way proportional valve 5, and adjust the flow rate of the cooling liquid flowing through the auxiliary drive cooling branch, so as to cool the main drive.
  • the cooling liquid of the branch and auxiliary drive cooling branch is reasonably distributed to ensure that both the main drive cooling branch and the auxiliary drive cooling branch can obtain a good cooling effect, improve the circulating cooling efficiency of the cooling liquid, and prevent the cooling liquid from circulating through the cooling circuit. Waste is caused by branches that are already saturated in demand.
  • an embodiment of the present disclosure further provides a vehicle thermal management system, including: a main control module, a cooling main circuit, a main driving cooling branch, a secondary driving cooling branch, and a first three-way proportional valve 5, the main driving cooling
  • the branch circuit includes a main drive bridge 7
  • the auxiliary drive cooling branch includes an auxiliary drive bridge 8
  • the outlet of the cooling main circuit is communicated with the A port of the first three-way proportional valve 5
  • the first three-way proportional valve 5 the first three-way proportional valve 5 .
  • Port B of the proportional valve 5 communicates with the main drive cooling branch, and port C of the first three-way proportional valve 5 communicates with the auxiliary drive cooling branch, the main drive cooling branch and the auxiliary drive cooling branch
  • the outlet of the driving cooling branch is communicated with the inlet of the cooling main circuit; the main control module is used for executing the above-mentioned control method of the vehicle thermal management system.
  • FIG. 4 provides an exemplary structure diagram of the above-mentioned vehicle thermal management system, including: a main control module, a cooling main circuit, a main driving cooling branch, a secondary driving cooling branch and a first three-way proportional valve 5, and the cooling main
  • the circuit, the main drive cooling branch, the auxiliary drive cooling branch and the first three-way proportional valve 5 are connected to the main control module.
  • the main control module adopts the cooling demand of the main drive branch as the basis to adjust the opening of the A port and the B port of the first three-way proportional valve 5, and adjusts the cooling liquid flowing through the main drive cooling branch.
  • the flow rate, the cooling demand of the auxiliary drive branch is used as the basis to adjust the opening of the A port and the C port of the first three-way proportional valve 5, and the flow rate of the cooling liquid flowing through the auxiliary drive cooling branch is adjusted, so that the flow through the auxiliary drive cooling branch is adjusted.
  • the cooling liquid of the main drive cooling branch and the auxiliary drive cooling branch is reasonably distributed to ensure that both the main drive cooling branch and the auxiliary drive cooling branch can obtain a good cooling effect, improve the cooling efficiency of the cooling liquid, and avoid the circulation of the cooling liquid. Wasted by flowing through branches that are saturated with cooling demand.
  • the cooling main road may include a first water pump 4, a radiator 1 and a cooling fan 2 blowing air to the radiator 1, and a water supplement and overflow tank 3 may also be provided upstream of the first water pump 4 to ensure The air pressure of the coolant is stable.
  • a second aspect of the present disclosure provides a control device for a vehicle thermal management system, the control device is applied to the vehicle thermal management system, and the vehicle thermal management system includes a cooling main road, a main drive cooling branch, and an auxiliary drive cooling branch and the first three-way proportional valve 5, the main drive cooling branch includes the main drive bridge 7, the auxiliary drive cooling branch includes the auxiliary drive bridge 8, the outlet of the cooling main circuit is connected to the first Port A of the three-way proportional valve 5 communicates with the port B of the first three-way proportional valve 5 and the main drive cooling branch, and port C of the first three-way proportional valve 5 communicates with the auxiliary drive cooling branch The branches are connected, and the outlet of the main driving cooling branch and the auxiliary driving cooling branch is connected with the inlet of the cooling main circuit.
  • the control device includes:
  • the acquisition module is used to acquire the cooling demand of the main drive branch and the cooling demand of the auxiliary drive branch;
  • the first adjustment module is used to adjust the opening of the A port and the B port of the first three-way proportional valve 5 according to the cooling demand of the main driving branch, so as to adjust the cooling liquid flowing through the main driving cooling branch
  • the flow rate of the A port and the B port is proportional to the cooling demand of the main drive branch
  • the second adjustment module is configured to adjust the openings of ports A and C of the first three-way proportional valve 5 according to the cooling demand of the auxiliary drive branch, so as to adjust the cooling liquid flowing through the auxiliary drive cooling branch
  • the flow rate of the A port and the C port is proportional to the cooling demand of the auxiliary drive branch.
  • FIG. 6 is a block diagram of a control device 60 of a vehicle thermal management system according to an exemplary embodiment.
  • the apparatus 60 may include: a processor 601 , a memory 602 , and an input/output (I/O) interface 603 .
  • I/O input/output
  • the processor 601 is used to control the overall operation of the device 60 to complete all or part of the steps of the above-mentioned control method for vehicle thermal management.
  • the memory 602 is used to store various types of data to support operation on the device 60, such data may include, for example, instructions for any application or method operating on the device 60, as well as application-related data, such as A preset temperature, a second preset temperature, a first duty cycle, a second duty cycle, and the like.
  • the memory 602 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM for short), Electrically Erasable Programmable Read-Only Memory ( Electrically Erasable Programmable Read-Only Memory (EEPROM for short), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (Read-Only Memory, referred to as ROM).
  • SRAM Static Random Access Memory
  • EEPROM Electrically Erasable Programmable Read-Only Memory
  • EPROM Erasable Programmable Read-Only Memory
  • PROM Programmable Read-Only Memory
  • Read-Only Memory Read-Only Memory
  • the apparatus 60 may be implemented by one or more application-specific integrated circuits (Application Specific Integrated Circuit, ASIC for short), Digital Signal Processor (Digital Signal Processor, DSP for short), digital signal processing equipment (Digital Signal Processing) Processing Device, referred to as DSPD), Programmable Logic Device (Programmable Logic Device, referred to as PLD), Field Programmable Gate Array (Field Programmable Gate Array, referred to as FPGA), controller, microcontroller, microprocessor or other electronic components , for implementing the control method of the vehicle thermal management system described above.
  • ASIC Application Specific Integrated Circuit
  • DSP Digital Signal Processor
  • DSPD Digital Signal Processing Equipment
  • PLD Programmable Logic Device
  • FPGA Field Programmable Gate Array
  • controller microcontroller, microprocessor or other electronic components , for implementing the control method of the vehicle thermal management system described above.
  • a non-transitory computer-readable storage medium having a computer program stored thereon, the program implementing the steps of the above method when executed by a processor.
  • a vehicle including the vehicle thermal management system described above.
  • the present disclosure also proposes a computing processing device, including:
  • One or more processors when the computer readable code is executed by the one or more processors, the computing processing device executes the aforementioned control method of the vehicle thermal management system.
  • the present disclosure also proposes a computer program, comprising computer-readable codes, which, when the computer-readable codes are executed on a computing processing device, cause the computing processing device to execute the aforementioned vehicle thermal management system control method.
  • the present disclosure also proposes a computer-readable storage medium in which the aforementioned computer program is stored.
  • FIG. 7 provides a schematic structural diagram of a computing processing device according to an embodiment of the present disclosure.
  • the computing processing device typically includes a processor 710 and a computer program product or computer readable medium in the form of a memory 730 .
  • the memory 730 may be an electronic memory such as flash memory, EEPROM (electrically erasable programmable read only memory), EPROM, hard disk, or ROM.
  • the memory 730 has storage space 750 for program code 751 for performing any of the method steps in the above-described methods.
  • storage space 750 for program code may include various program codes 751 for implementing various steps in the above methods, respectively. These program codes can be read from or written to one or more computer program products.
  • These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards or floppy disks. Such computer program products are typically portable or fixed storage units as shown in FIG. 8 .
  • the storage unit may have storage segments, storage spaces, etc. arranged similarly to the storage 730 in the server of FIG. 7 .
  • the program code may, for example, be compressed in a suitable form.
  • the storage unit includes computer readable code 751', i.e. code readable by a processor such as 710 for example, which when executed by a server, causes the server to perform the various steps in the methods described above.
  • first and second are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature delimited with “first”, “second” may expressly or implicitly include at least one of that feature.
  • plurality means at least two, such as two, three, etc., unless expressly and specifically defined otherwise.
  • a "computer-readable medium” can be any device that can contain, store, communicate, propagate, or transport the program for use by or in connection with an instruction execution system, apparatus, or apparatus.
  • computer readable media include the following: electrical connections with one or more wiring (electronic devices), portable computer disk cartridges (magnetic devices), random access memory (RAM), Read Only Memory (ROM), Erasable Editable Read Only Memory (EPROM or Flash Memory), Fiber Optic Devices, and Portable Compact Disc Read Only Memory (CDROM).
  • the computer readable medium may even be paper or other suitable medium on which the program may be printed, as the paper or other medium may be optically scanned, for example, followed by editing, interpretation, or other suitable medium as necessary process to obtain the program electronically and then store it in computer memory.
  • portions of the present disclosure may be implemented in hardware, software, firmware, or a combination thereof.
  • various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware as in another embodiment, it can be implemented by any one of the following techniques known in the art, or a combination thereof: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, Programmable Gate Arrays (PGA), Field Programmable Gate Arrays (FPGA), etc.
  • each functional unit in each embodiment of the present disclosure may be integrated into one processing module, or each unit may exist physically alone, or two or more units may be integrated into one module.
  • the above-mentioned integrated modules can be implemented in the form of hardware, and can also be implemented in the form of software function modules. If the integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium.
  • the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, and the like.

Abstract

一种车辆热管理系统的控制方法，该系统包括冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀（5），该方法包括获取主驱动支路冷却需求和副驱动支路冷却需求；根据主驱动支路冷却需求调节第一三通比例阀（5）的A口和B口的开度，以调节流经主驱动冷却支路的冷却液的流量，A口和B口的开度与主驱动支路冷却需求成正比；根据副驱动支路冷却需求调节第一三通比例阀（5）的A口和C口的开度，以调节流经副驱动冷却支路的冷却液的流量，A口和C口的开度与副驱动支路冷却需求成正比。该方法用以解决相关技术在对主驱动电桥和副驱动电桥进行冷却时存在冷却液无法合理分配，造成冷却液的能量浪费以及主驱动电桥和副驱动电桥的冷却不充分的技术问题。还公开了一种车辆热管理系统的控制装置、存储介质和车辆。

Description

车辆热管理系统及其控制方法、装置、存储介质和车辆
相关申请的交叉引用
本公开要求在2021年04月19日提交中国专利局、申请号为202110420686.X、名称为“车辆热管理系统及其控制方法、装置、存储介质和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆热管理领域，具体地，涉及一种车辆热管理系统及其控制方法、装置、存储介质和车辆。
背景技术
四驱纯电动车型的车辆热管理系统多采用主驱动电桥和副驱动电桥串联方式连通，当整车处于主驱动或者后驱动模式时，冷却液同时会经过两个驱动电桥，增加了冷却液流动的水阻，存在电子水泵做功浪费的问题；而在主驱动电桥和副驱动电桥同时具有冷却需求时，由于主驱动电桥和副驱动电桥串联，冷却液吸收位于上游的驱动电桥的热量后再流入位于下游的驱动电桥，存在驱动电桥入口水温超温风险的问题，从而影响整车动力性。
发明内容
本公开的目的是提供一种车辆热管理系统及其控制方法、装置、存储介质和车辆，用以解决相关技术在对主驱动电桥和副驱动电桥进行冷却时存在冷却液无法合理分配，而造成冷却液的能量浪费以及主驱动电桥和副驱动电桥的冷却不充分的技术问题。
为了实现上述目的，本公开第一方面提供一种车辆热管理系统的控制方法，所述车辆热管理系统包括冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀，所述主驱动冷却支路包括主驱动电桥，所述副驱动冷却支路包括副驱动电桥，所述冷却主干路的出口与所述第一三通比例阀的A口连通，所述第一三通比例阀的B口与所述主驱动冷却支路连通，所述第一三通比例阀的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷却主干路的入口连通，所述方法包括：
获取主驱动支路冷却需求和副驱动支路冷却需求；
根据所述主驱动支路冷却需求调节所述第一三通比例阀的A口和B口的开度，以调节流经所述主驱动冷却支路的冷却液的流量，所述A口和B口的开度与所述主驱动支路冷却需求成正比；
根据所述副驱动支路冷却需求调节所述第一三通比例阀的A口和C口的开度，以调节流经所述副驱动冷却支路的冷却液的流量，所述A口和C口的开度与所述副驱动支路冷却需求成正比。
可选地，所述主驱动电桥包括主驱动电机控制器、以及主驱动电机，所述副驱动电桥包括副驱动电机控制器以及副驱动电机，所述获取主驱动支路冷却需求和副驱动支路冷却需求，包括：
获取所述车辆热管理系统中的多个检测点的温度，其中，所述多个检测点的温度包括对应所述主驱动冷却支路的所述主驱动电机控制器的冷却液进口温度、所述主驱动电机控制器的温度以及所述主驱动电机的温度，以及对应所述副驱动冷却支路的所述副驱动电机控制器的冷却液进口温度、所述副驱动电机控制器的温度以及所述副驱动电机的温度；
根据每个所述检测点的温度和对应于该检测点的预设温度，确定每个所述检测点的冷却需求；
比较对应所述主驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述主驱动支路冷却需求；
比较对应所述副驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述副驱动支路冷却需求。
可选地，所述主驱动冷却支路还包括集成有充电器、直流变换器、以及高压配电盒的供电模块；所述多个检测点的温度包括还对应所述主驱动冷却支路的所述供电模块的冷却液进口温度。
可选地，所述冷却主干路包括相互串联的散热器和第一水泵，所述车辆热管理系统包括用于对所述散热器进行吹风的散热风扇，所述第一水泵的出口与所述第一三通比例阀的A口连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述散热器的入口连通，所述方法还包括：
在所述主驱动支路冷却需求大于或者等于所述副驱动支路冷却需求的情况下，取所述主驱动支路冷却需求为干路冷却需求；
在所述主驱动支路冷却需求小于所述副驱动支路冷却需求的情况下，取所述副驱动支路冷却需求为干路冷却需求；
根据所述干路冷却需求调节所述第一水泵和所述散热风扇的占空比。
可选地，所述根据所述干路冷却需求调节所述第一水泵和所述散热风扇的占空比，包括：
将所述干路冷却需求所对应的所述检测点作为干路冷却检测点，并获取所述干路冷却检测点的第一实时温度；
在所述第一实时温度小于所述第一预设温度的情况下，将所述风扇的占空比调节为第一占空比；
在所述第一实时温度大于或等于所述第一预设温度，且所述第一实时温度小于或等于所述第二预设温度的情况下，通过脉冲宽度调制控制方法动态地调节所述风扇的占空比；
在所述第一实时温度大于所述第二预设温度的情况下，将所述风扇的占空比调节为第二占空比，其中，所述第二占空比大于所述第一占空比。
可选地，所述车辆热管理系统还包括加热流路和第二三通比例阀，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述第二三通比例阀的D口连通，所述第二三通比例阀的E口与所述冷却主干路的入口连通，所述第二三通比例阀的F口与所述加热流路连通，所述加热流路的出口与所述第一三通比例阀的A口连通，所述方法还包括：
获取所述加热流路的加热需求；
根据所述加热需求调节所述第二三通比例阀的D口、E口和F口的开度，所述D口和F口的开度与所述加热需求正相关，所述D口和E口的开度与所述加热需求反相关。
可选地，所述方法还包括：
获取所述主驱动电桥和所述副驱动电桥的工作状态；
在所述D口和F口的开度为全开且所述D口和E口的开度为全闭、所述主驱动电桥工作且副驱动电桥未工作的情况下，根据所述加热需求控制所述副驱动电桥进行堵转自加热运行；
在所述D口和F口的开度为全开且所述D口和E口的开度为全闭、所述副驱动电桥工作且主驱动电桥未工作的情况下，根据所述加热需求控制所述主驱动电桥进行堵转自加热运行。
可选地，所述车辆热管理系统还包括电池加热流路、热泵空调加热流路、第二三通比例阀以及第三三通比例阀，所述第二三通比例阀的D口与所述主驱动冷却支路和所述副驱动冷却支路的出口连通，所述第二三通比例阀的E口与所述冷却主干路的入口连通，所述第二三通比例阀的F口与所述第三三通比例阀的H口连通，所述第三三通比例阀的G口与所述电池加热流路的入口连通，所述第三三通比例阀的I口与所述热泵空调加热流路的入口连通，所述电池加热流路和所述热泵空调加热流路的出口均与所述第一三通比例阀的A口连通，所述方法还包括：
获取所述电池加热流路的电池加热需求和所述热泵空调加热流路的热泵空调加热需求；
根据所述电池加热需求和热泵空调加热需求调节所述第二三通比例阀的D口和F口的开度；
根据所述电池加热需求调节所述第三三通比例阀的H口和G口的开度；
根据所述热泵空调加热需求调节所述第三三通比例阀的H口和I口的开度。
本公开第二方面提供一种车辆热管理系统的控制装置，所述控制装置应用于所述车辆热管理系统，所述车辆热管理系统包括冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀，所述主驱动冷却支路包括主驱动电桥，所述副驱动冷却支路包括副驱动电桥，所述冷却主干路的出口与所述第一三通比例阀的A口连通，所述第一三通比例阀的B口与所述主驱动冷却支路连通，所述第一三通比例阀的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷却主干路的入口连通，所述控制装置包括：
获取模块，用于获取主驱动支路冷却需求和副驱动支路冷却需求；
第一调节模块，用于根据所述主驱动支路冷却需求调节所述第一三通比例阀的A口和B口的开度，以调节流经所述主驱动冷却支路的冷却液的流量，所述A口和B口的开度与所述主驱动支路冷却需求成正比；
第二调节模块，用于根据所述副驱动支路冷却需求调节所述第一三通比例阀的A口和C口的开度，以调节流经所述副驱动冷却支路的冷却液的流量，所述A口和C口的开度与所述副驱动支路冷却需求成正比。
本公开第三方面提供一种车辆热管理系统，包括：主控模块、冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀，所述主驱动冷却支路包括主驱动电桥， 所述副驱动冷却支路包括副驱动电桥，所述冷却主干路的出口与所述第一三通比例阀的A口连通，所述第一三通比例阀的B口与所述主驱动冷却支路连通，所述第一三通比例阀的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷却主干路的入口连通；
所述主控模块用于执行上述的车辆热管理系统的控制方法。
本公开第四方面提供一种车辆，包括上述的车辆热管理系统。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
本公开第五方面实施例提出了一种计算处理设备，包括：
存储器，其中存储有计算机可读代码；以及
一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行本公开第一方面实施例所提出的车辆热管理系统的控制方法方法。
本公开第六方面实施例提出了一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行本公开第一方面实施例所提出的车辆热管理系统的控制方法。
本公开第七方面实施例提出了一种计算机可读存储介质，其中存储了本公开第六方面实施例所提出的计算机程序。
上述技术方案，采用主驱动支路冷却需求作为依据调节所述第一三通比例阀的A口和B口的开度，调节流经所述主驱动冷却支路的冷却液的流量，采用副驱动支路冷却需求作为依据调节所述第一三通比例阀的A口和C口的开度，调节流经所述副驱动冷却支路的冷却液的流量，从而对流经主驱动冷却支路和副驱动冷却支路的冷却液进行合理分配，保证主驱动冷却支路和副驱动冷却支路均能够得到良好的冷却作用，提高冷却液的循环冷却效率，避免冷却液循环流经冷却需求已经饱和的支路而造成浪费。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1是本公开实施例提供的一种车辆热管理系统的结构示意图；
图2是本公开实施例提供的一种车辆热管理系统的控制方法的流程示意图；
图3是本公开实施例提供的另一种车辆热管理系统的控制方法的流程示意图；
图4是本公开实施例提供的另一种车辆热管理系统的结构示意图；
图5是本公开实施例提供的一种车辆热管理系统的控制装置的结构示意图；
图6是本公开实施例提供的另一种车辆热管理系统的控制装置的结构示意图。
图7为本公开实施例提供了一种计算处理设备的结构示意图。
图8为本公开实施例提供了一种用于便携式或者固定实现根据本发明的方法的程序代码的存储单元的示意图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
图1是本公开实施例提供的一种车辆热管理系统，该车辆热管理系统包括冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀5，主驱动冷却支路包括主驱动电桥7，副驱动冷却支路包括副驱动电桥8，冷却主干路的出口与第一三通比例阀5的A口连通，第一三通比例阀5的B口与主驱动冷却支路连通，第一三通比例阀5的C口与副驱动冷却支路连通，主驱动冷却支路和副驱动冷却支路的出口与冷却主干路的入口连通。
其中，上述的冷却主干路上可以包括用于驱动冷却液在所述冷却主干路、主驱动冷却支路以及副驱动冷却支路中循环的第一水泵4，以及用于对冷却液散热的散热器1和用于对所述散热器1吹风的散热风扇2。
本公开实施例提供一种车辆热管理系统的控制方法，该方法例如可以应用于图1所示的车辆热管理系统，如图2所示，该方法包括：
S201、获取主驱动支路冷却需求和副驱动支路冷却需求。
S202、根据所述主驱动支路冷却需求调节所述第一三通比例阀5的A口和B口的开度，以调节流经所述主驱动冷却支路的冷却液的流量，所述A口和B口的开度与所述主驱动支路冷却需求成正比。
其中，主驱动支路冷却需求可以为人为设定，也可以通过综合计算得到，当所述主驱动支路冷却需求大时，调节所述第一三通比例阀5的A口和B口的开度增大，使得流经主驱动冷却支路的冷却液的流量增大，从而能够提高主驱动冷却支路与冷却液之间产 生的热交换，对主驱动冷却支路起到更好的冷却效果。
S203、根据所述副驱动支路冷却需求调节所述第一三通比例阀5的A口和C口的开度，以调节流经所述副驱动冷却支路的冷却液的流量，所述A口和C口的开度与所述副驱动支路冷却需求成正比。
其中，副驱动支路冷却需求可以为人为设定，也可以通过综合计算得到，当所述副驱动支路冷却需求大时，所述第一三通比例阀5的AC阀的开度增大，使得流经副驱动冷却支路的冷却液的流量增大，从而能够提高副驱动冷却支路与冷却液之间产生的热交换，对副驱动冷却支路起到更好的冷却效果。
上述技术方案，采用主驱动支路冷却需求作为依据调节所述第一三通比例阀5的A口和B口的开度，调节流经所述主驱动冷却支路的冷却液的流量，采用副驱动支路冷却需求作为依据调节所述第一三通比例阀5的A口和C口的开度，调节流经所述副驱动冷却支路的冷却液的流量，从而对流经主驱动冷却支路和副驱动冷却支路的冷却液进行合理分配，保证冷却液能够对主驱动冷却支路和副驱动冷却支路均起到良好的冷却作用，提高冷却液的循环冷却效率，避免冷却液循环流经冷却需求已经饱和的支路而造成浪费。
例如，当车辆处于主驱动模式时，所述主驱动支路冷却需求增大，所述第一三通比例阀5的A口和B口的开度增大，使得流经主驱动冷却支路的冷却液的流量增大，提高主驱动冷却支路与冷却液之间产生的热交换，对主驱动冷却支路起到更好的冷却效果，同时由于主驱动模式下副驱动支路冷却需求减小，所述第一三通比例阀5的AC阀的开度减小，使得流经副驱动冷却支路的冷却液的流量减小，避免冷却液过多流经副驱动冷却支路而造成浪费。相反，当车辆处于副驱动模式时，所述副驱动支路冷却需求增大，所述第一三通比例阀5的AC阀的开度增大，增大流经副驱动冷却支路的冷却液的流量，同时主驱动支路冷却需求减小，所述第一三通比例阀5的A口和B口的开度减小，使得流经主驱动冷却支路的冷却液的流量减小，从而提高冷却液的冷却效率。
又例如，当车辆处于四驱模式下时，可以根据主驱动支路冷却需求和副驱动支路冷却需求调整冷却液进入主驱动冷却支路和副驱动冷却支路的比例，从而保证主驱动冷却支路和副驱动冷却支路均能够得到良好的冷却作用。
值的说明的是，上述步骤S202以及S203可以是实时执行的，标号的大小以及描述的先后关系不表示步骤之间在执行时存在先后关系。
可选地，所述主驱动电桥7可以包括主驱动电机控制器、以及主驱动电机，所述副 驱动电桥8包括副驱动电机控制器以及副驱动电机，所述获取主驱动支路冷却需求和副驱动支路冷却需求，包括：获取所述车辆热管理系统中的多个检测点的温度，其中，所述多个检测点的温度包括对应所述主驱动冷却支路的所述主驱动电机控制器的冷却液进口温度、所述主驱动电机控制器的温度以及所述主驱动电机的温度，以及对应所述副驱动冷却支路的所述副驱动电机控制器的冷却液进口温度、所述副驱动电机控制器的温度以及所述副驱动电机的温度。
根据每个所述检测点的温度和对应于该检测点的预设温度，确定每个所述检测点的冷却需求。
比较对应所述主驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述主驱动支路冷却需求。其中，所述对应所述主驱动冷却支路的多个冷却需求包括所述主驱动电机控制器的冷却液进口的冷却需求、所述主驱动电机控制器的冷却需求以及所述主驱动电机的冷却需求，取多个所述冷却需求中的最大值作为所述主驱动支路冷却需求，即，根据该主驱动支路冷却需求调节所述第一三通比例阀5的A口和B口的开度，能够满足对应所述主驱动冷却支路的全部的冷却需求，保证充足的冷却液能够对主驱动冷却支路起到良好的冷却作用。
比较对应所述副驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述副驱动支路冷却需求。其中，所述对应所述副驱动冷却支路的多个冷却需求包括所述副驱动电机控制器的冷却液进口温度、所述副驱动电机控制器的温度以及所述副驱动电机的温度，取多个所述冷却需求中的最大值作为所述副驱动支路冷却需求，即，根据该副驱动支路冷却需求调节所述第一三通比例阀5的A口和C口的开度，能够满足对应所述副驱动冷却支路的全部的冷却需求，保证充足的冷却液能够对副驱动冷却支路起到良好的冷却作用。
该车辆热管理系统中还包括集成有充电器、直流变换器、以及高压配电盒的供电模块6，该供电模块6可以串联在冷却主干路上，也可以串联在主驱动冷却支路上，或者，也可以串联在副驱动冷却支路上。可选地，所述主驱动冷却支路还可以包括集成有充电器、直流变换器、以及高压配电盒的供电模块6；所述多个检测点的温度包括还对应所述主驱动冷却支路的所述供电模块6的冷却液进口温度。由于冷却液流经供电模块6时会在水阻作用下产生动能的消耗，将供电模块6串联在主驱动冷却支路上能够减少冷却液流经供电模块6所产生的水阻，从而减少冷却液循环动能的浪费。
可选地，所述冷却主干路包括相互串联的散热器1和第一水泵4，所述车辆热管理系统包括用于对所述散热器1进行吹风的散热风扇2，所述第一水泵4的出口与所述第一三通比例阀5的A口连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述散热器1的入口连通，所述方法还包括：
在所述主驱动支路冷却需求大于或者等于所述副驱动支路冷却需求的情况下，取所述主驱动支路冷却需求为干路冷却需求。
在所述主驱动支路冷却需求小于所述副驱动支路冷却需求的情况下，取所述副驱动支路冷却需求为干路冷却需求。
根据所述干路冷却需求调节所述第一水泵4和所述散热风扇2的占空比。
也就是说，选取所述主驱动支路冷却需求和所述副驱动支路冷却需求中的较大者作为干路冷却需求，根据所述干路冷却需求调节所述第一水泵4和所述散热风扇2的占空比，即能够保证第一水泵4和散热风扇2的占空比满足主驱动支路冷却需求和副驱动支路冷却需求。
可选地，所述根据所述干路冷却需求调节所述第一水泵4和所述散热风扇2的占空比，包括：
将所述干路冷却需求所对应的所述检测点作为干路冷却检测点，并获取所述干路冷却检测点的第一实时温度；
在所述第一实时温度小于所述第一预设温度的情况下，将所述风扇的占空比调节为第一占空比；
在所述第一实时温度大于或等于所述第一预设温度，且所述第一实时温度小于或等于所述第二预设温度的情况下，通过脉冲宽度调制控制方法动态地调节所述风扇的占空比；
在所述第一实时温度大于所述第二预设温度的情况下，将所述风扇的占空比调节为第二占空比，其中，所述第二占空比大于所述第一占空比。
其中，所述第一预设温度、第二预设温度、第一占空比、第二占空比的值、以及脉冲宽度调制控制方法的偏差率可以由人为设定，在所述干路冷却需求所对应的所述检测点不同时，第一预设温度、第二预设温度、第一占空比、第二占空比的值、以及脉冲宽度调制控制方法的偏差率可以不同，本公开对此不做限定。
例如，当所述干路冷却检测点的温度为主驱动电机控制器的温度时，第一预设温度 可以为48℃，第二预设温度可以为60℃，第一占空比可以为10％，第二占空比可以为90％。即，在主驱动电机控制器的第一实时温度小于48℃的情况下，将所述风扇的占空比调节为10％；在主驱动电机控制器的第一实时温度大于或等于48℃且小于或等于60℃的情况下，通过脉冲宽度调制控制方法动态地调节所述风扇的占空比；若偏差率小于-0.2℃/s，则按偏差率-0.2℃/s对应的风扇占空比执行；在主驱动电机控制器的第一实时温度大于60℃的情况下，将所述风扇的占空比调节为90％。
可选地，所述车辆热管理系统还可以包括加热流路和第二三通比例阀9，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述第二三通比例阀9的D口连通，所述第二三通比例阀9的E口与所述冷却主干路的入口连通，所述第二三通比例阀9的F口与所述加热流路连通，所述加热流路的出口与所述第一三通比例阀5的A口连通，所述方法还包括：
获取所述加热流路的加热需求。
其中，该加热需求可以为人为设定，也可以通过计算得到。
根据所述加热需求调节所述第二三通比例阀9的D口和E口和D口和F口的开度，所述D口和F口的开度与所述加热需求正相关，所述D口和E口的开度与所述加热需求反相关。
在加热流路的加热需求大的情况下，可以通过增大所述D口和F口的开度，同时减小所述D口和E口的开度，以使得能够流入所述加热流路的冷却液的流量增多，由于冷却液吸收了所述主驱动冷却支路和所述副驱动冷却支路产生的热量，从所述D口和F口流入所述加热流路的冷却液能够对加热流路进行加热，从而实现热能的回收利用，减少能源的浪费。
可选地，所述方法还包括：获取所述主驱动电桥7和所述副驱动电桥8的工作状态。
在所述D口和F口的开度为全开且所述D口和E口的开度为全闭、所述主驱动电桥7工作且副驱动电桥8未工作的情况下，根据所述加热需求控制所述副驱动电桥8进行堵转自加热运行。
这里的堵转自加热是指控制驱动电机不产生电磁转矩，驱动电机相当于一个加热绕组，从而产生热量而不产生动能，能够实现电机的堵转自加热的方式有多种，本公开对此不做限制。也就是说，所述主驱动电桥7工作且副驱动电桥8未工作时，流经主驱动冷却支路和副驱动冷却支路的冷却液无法吸收足够的热量以满足加热电路的加热需求， 在这种情况下，控制所述副驱动电桥8进行堵转自加热运行，流经副驱动冷却电路的冷却液吸收所述副驱动电机产生热量，从而满足加热流路的加热需求。
在所述D口和F口的开度为全开且所述D口和E口的开度为全闭、所述副驱动电桥8工作且主驱动电桥7未工作的情况下，根据所述加热需求控制所述主驱动电桥7进行堵转自加热运行。
也就是说，所述副驱动电桥8工作且主驱动电桥7未工作时，流经主驱动冷却支路和副驱动冷却支路的冷却液无法吸收足够的热量以满足加热电路的加热需求，在这种情况下，控制所述主驱动电桥7进行堵转自加热运行，流经主驱动冷却电路的冷却液吸收所述主驱动电机产生热量，从而满足加热流路的加热需求。
可选地，所述车辆热管理系统还包括电池加热流路、热泵空调加热流路、第二三通比例阀9以及第三三通比例阀10，所述第二三通比例阀9的D口与所述主驱动冷却支路和所述副驱动冷却支路的出口连通，所述第二三通比例阀9的E口与所述冷却主干路的入口连通，所述第二三通比例阀9的F口与所述第三三通比例阀10的H口连通，所述第三三通比例阀10的G口与所述电池加热流路的入口连通，所述第三三通比例阀10的I口与所述热泵空调加热流路的入口连通，所述电池加热流路和所述热泵空调加热流路的出口均与所述第一三通比例阀5的A口连通。
其中，所述电池加热流路可以包括带加热的电池11，其中热泵空调加热流路可以包括用于与热泵空调系统换热的换热器12。
所述方法还包括：获取所述电池加热流路的电池加热需求和所述热泵空调加热流路的热泵空调加热需求。
其中，所述电池加热需求和所述热泵空调加热需求可以为人为设定，也可以为综合计算得到。
根据所述电池加热需求和热泵空调加热需求调节所述第二三通比例阀9的D口和F口的开度。
在所述电池加热需求和热泵空调加热需求大的情况下，可以调大第二三通比例阀9的D口和F口的开度，以使得冷却液流经电池加热流路和热泵空调加热流路的流量增大，从而满足所述电池加热需求和热泵空调加热需求。
根据所述电池加热需求调节所述第三三通比例阀10的H口和G口的开度。
在所述电池加热需求大的情况下，可以调大第三三通比例阀10的H口和G口的开 度，以使得冷却液流经电池加热流路的流量增大，从而满足所述电池加热需求。
根据所述热泵空调加热需求调节所述第三三通比例阀10的H口和I口的开度。
在所述热泵空调加热需求大的情况下，可以调大第三三通比例阀10的H口和I口的开度，以使得冷却液流经热泵空调加热需求的流量增大，从而满足所述热泵空调加热需求。
为了使本领域的技术人员更加理解本公开实施例提供的技术方案，下面对本公开实施例提供的车辆热管理系统的控制方法进行详细的说明。
图3是本公开实施例提供的另一种车辆热管理系统的控制方法，该方法可以应用于图1所示的车辆热管理系统，如图3所示，包括：
S300、获取所述车辆热管理系统中的多个检测点的温度，其中，所述多个检测点的温度包括对应所述主驱动冷却支路的所述主驱动电机控制器的冷却液进口温度、所述主驱动电机控制器的温度以及所述主驱动电机的温度，以及对应所述副驱动冷却支路的所述副驱动电机控制器的冷却液进口温度、所述副驱动电机控制器的温度以及所述副驱动电机的温度。
S310、根据每个所述检测点的温度和对应于该检测点的预设温度，确定每个所述检测点的冷却需求。
其中，所述检测点的预设温度可以为人为设定，也可以为综合计算得到。
S321、比较对应所述主驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述主驱动支路冷却需求；
S322、比较对应所述副驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述副驱动支路冷却需求。
值的说明的是，上述步骤S321以及S322可以是实时执行的，标号的大小以及描述的先后关系不表示步骤之间在执行时存在先后关系。
S331、根据所述主驱动支路冷却需求调节所述第一三通比例阀5的A口和B口的开度，以调节流经所述主驱动冷却支路的冷却液的流量，所述A口和B口的开度与所述主驱动支路冷却需求成正比；
S332、根据所述副驱动支路冷却需求调节所述第一三通比例阀5的A口和C口的开度，以调节流经所述副驱动冷却支路的冷却液的流量，所述A口和C口的开度与所述副驱动支路冷却需求成正比。
S340、判断所述主驱动支路冷却需求是否大于或等于所述副驱动支路冷却需求。
进一步地，在所述主驱动支路冷却需求大于或者等于所述副驱动支路冷却需求的情况下，执行S351，在所述主驱动支路冷却需求小于所述副驱动支路冷却需求的情况下，执行S352。
S351、取所述主驱动支路冷却需求为干路冷却需求。
S352、取所述副驱动支路冷却需求为干路冷却需求。
S360、将所述干路冷却需求所对应的所述检测点作为干路冷却检测点，并获取所述干路冷却检测点的第一实时温度。
S371、在所述第一实时温度小于所述第一预设温度的情况下，将所述风扇的占空比调节为第一占空比。
S372、在所述第一实时温度大于或等于所述第一预设温度，且所述第一实时温度小于或等于所述第二预设温度的情况下，通过脉冲宽度调制控制方法动态地调节所述风扇的占空比。
S373、在所述第一实时温度大于所述第二预设温度的情况下，将所述风扇的占空比调节为第二占空比，其中，所述第二占空比大于所述第一占空比。
S380、获取所述电池加热流路的电池加热需求和所述热泵空调加热流路的热泵空调加热需求。
S391、根据所述电池加热需求和热泵空调加热需求调节所述第二三通比例阀9的D口和F口的开度。
S392、根据所述电池加热需求调节所述第三三通比例阀10的H口和G口的开度。
S393、根据所述热泵空调加热需求调节所述第三三通比例阀10的H口和I口的开度。
值的说明的是，上述步骤S391、S392以及S393可以是实时执行的，标号的大小以及描述的先后关系不表示步骤之间在执行时存在先后关系。
上述技术方案，采用主驱动支路冷却需求作为依据调节所述第一三通比例阀5的A口和B口的开度，调节流经所述主驱动冷却支路的冷却液的流量，采用副驱动支路冷却需求作为依据调节所述第一三通比例阀5的A口和C口的开度，调节流经所述副驱动冷却支路的冷却液的流量，从而对流经主驱动冷却支路和副驱动冷却支路的冷却液进行合理分配，保证主驱动冷却支路和副驱动冷却支路均能够得到良好的冷却作用，提高冷却液的循环冷却效率，避免冷却液循环流经冷却需求已经饱和的支路而造成浪费。
另外，对于上述图3所示的方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本公开并不受所描述的动作顺序的限制。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作和模块并不一定是本公开所必须的。
另外，本公开实施例还提供一种车辆热管理系统，包括：主控模块、冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀5，所述主驱动冷却支路包括主驱动电桥7，所述副驱动冷却支路包括副驱动电桥8，所述冷却主干路的出口与所述第一三通比例阀5的A口连通，所述第一三通比例阀5的B口与所述主驱动冷却支路连通，所述第一三通比例阀5的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷却主干路的入口连通；所述主控模块用于执行上述的车辆热管理系统的控制方法。
图4提供了上述车辆热管理系统的一种示例性结构图，包括：主控模块、冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀5，且冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀5与主控模块相连。
上述技术方案，主控模块采用主驱动支路冷却需求作为依据调节所述第一三通比例阀5的A口和B口的开度，调节流经所述主驱动冷却支路的冷却液的流量，采用副驱动支路冷却需求作为依据调节所述第一三通比例阀5的A口和C口的开度，调节流经所述副驱动冷却支路的冷却液的流量，从而对流经主驱动冷却支路和副驱动冷却支路的冷却液进行合理分配，保证主驱动冷却支路和副驱动冷却支路均能够得到良好的冷却作用，提高冷却液的循环冷却效率，避免冷却液循环流经冷却需求已经饱和的支路而造成浪费。
其中，所述冷却主干路上可以包括第一水泵4、散热器1以及向所述散热器1吹风的散热风扇2，所述第一水泵4的上游还可以设置有补水溢气罐3，以保证冷却液的气压稳定。
本公开第二方面提供一种车辆热管理系统的控制装置，所述控制装置应用于所述车辆热管理系统，所述车辆热管理系统包括冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀5，所述主驱动冷却支路包括主驱动电桥7，所述副驱动冷却支路包括副驱动电桥8，所述冷却主干路的出口与所述第一三通比例阀5的A口连通，所述第一三通比例阀5的B口与所述主驱动冷却支路连通，所述第一三通比例阀5的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷 却主干路的入口连通，如图5所示，所述控制装置包括：
获取模块，用于获取主驱动支路冷却需求和副驱动支路冷却需求；
第一调节模块，用于根据所述主驱动支路冷却需求调节所述第一三通比例阀5的A口和B口的开度，以调节流经所述主驱动冷却支路的冷却液的流量，所述A口和B口的开度与所述主驱动支路冷却需求成正比；
第二调节模块，用于根据所述副驱动支路冷却需求调节所述第一三通比例阀5的A口和C口的开度，以调节流经所述副驱动冷却支路的冷却液的流量，所述A口和C口的开度与所述副驱动支路冷却需求成正比。
关于上述实施例中的装置，其中各个模块执行操作的具体方式已经在有关该方法的实施例中进行了详细描述，此处将不做详细阐述说明。
图6是根据一示例性实施例示出的一种车辆热管理系统的控制装置60的框图。如图6所示，该装置60可以包括：处理器601，存储器602，输入/输出(I/O)接口603。
其中，处理器601用于控制该装置60的整体操作，以完成上述车辆热管理的控制方法的步骤中的全部或部分步骤。存储器602用于存储各种类型的数据以支持在该装置60的操作，这些数据例如可以包括用于在该装置60上操作的任何应用程序或方法的指令，以及应用程序相关的数据，例如第一预设温度、第二预设温度、第一占空比和第二占空比等。该存储器602可以由任何类型的易失性或非易失性存储设备或者它们的组合实现，例如静态随机存取存储器(Static Random Access Memory，简称SRAM)，电可擦除可编程只读存储器(Electrically Erasable Programmable Read-Only Memory，简称EEPROM)，可擦除可编程只读存储器(Erasable Programmable Read-Only Memory，简称EPROM)，可编程只读存储器(Programmable Read-Only Memory，简称PROM)，只读存储器(Read-Only Memory，简称ROM)。I/O接口603为处理器601和其他接口模块之间提供接口。
在一示例性实施例中，装置60可以被一个或多个应用专用集成电路(Application Specific Integrated Circuit，简称ASIC)、数字信号处理器(Digital Signal Processor，简称DSP)、数字信号处理设备(Digital Signal Processing Device，简称DSPD)、可编程逻辑器件(Programmable Logic Device，简称PLD)、现场可编程门阵列(Field Programmable Gate Array，简称FPGA)、控制器、微控制器、微处理器或其他电子元件实现，用于执行上述车辆热管理系统的控制方法。
在另一示例性实施例中，还提供了一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述方法的步骤。
在另一示例性实施例中，还提供一种车辆，包括上述的车辆热管理系统。
为了实现上述实施例，本公开还提出了一种计算处理设备，包括：
存储器，其中存储有计算机可读代码；以及
一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行前述的车辆热管理系统的控制方法。
为了实现上述实施例，本公开还提出了一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行前述的车辆热管理系统的控制方法。
为了实现上述实施例，本公开还提出了一种计算机可读存储介质，其中存储了前述的计算机程序。
图7为本公开实施例提供了一种计算处理设备的结构示意图。该计算处理设备通常包括处理器710和以存储器730形式的计算机程序产品或者计算机可读介质。存储器730可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器730具有用于执行上述方法中的任何方法步骤的程序代码751的存储空间750。例如，用于程序代码的存储空间750可以包括分别用于实现上面的方法中的各种步骤的各个程序代码751。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如图8所示的便携式或者固定存储单元。该存储单元可以具有与图7的服务器中的存储器730类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元包括计算机可读代码751’，即可以由例如诸如710之类的处理器读取的代码，这些代码当由服务器运行时，导致该服务器执行上面所描述的方法中的各个步骤。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾 的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本公开的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本公开的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本公开的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)， 现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本公开各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (14)

  1. 一种车辆热管理系统的控制方法，其特征在于，所述车辆热管理系统包括冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀(5)，所述主驱动冷却支路包括主驱动电桥(7)，所述副驱动冷却支路包括副驱动电桥(8)，所述冷却主干路的出口与所述第一三通比例阀(5)的A口连通，所述第一三通比例阀(5)的B口与所述主驱动冷却支路连通，所述第一三通比例阀(5)的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷却主干路的入口连通，所述方法包括：
    获取主驱动支路冷却需求和副驱动支路冷却需求；
    根据所述主驱动支路冷却需求调节所述第一三通比例阀(5)的A口和B口的开度，以调节流经所述主驱动冷却支路的冷却液的流量，所述A口和B口的开度与所述主驱动支路冷却需求成正比；
    根据所述副驱动支路冷却需求调节所述第一三通比例阀(5)的A口和C口的开度，以调节流经所述副驱动冷却支路的冷却液的流量，所述A口和C口的开度与所述副驱动支路冷却需求成正比。
  2. 根据权利要求1所述的方法，其特征在于，所述主驱动电桥(7)包括主驱动电机控制器、以及主驱动电机，所述副驱动电桥(8)包括副驱动电机控制器以及副驱动电机，所述获取主驱动支路冷却需求和副驱动支路冷却需求，包括：
    获取所述车辆热管理系统中的多个检测点的温度，其中，所述多个检测点的温度包括对应所述主驱动冷却支路的所述主驱动电机控制器的冷却液进口温度、所述主驱动电机控制器的温度以及所述主驱动电机的温度，以及对应所述副驱动冷却支路的所述副驱动电机控制器的冷却液进口温度、所述副驱动电机控制器的温度以及所述副驱动电机的温度；
    根据每个所述检测点的温度和对应于该检测点的预设温度，确定每个所述检测点的冷却需求；
    比较对应所述主驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述主驱动支路冷却需求；
    比较对应所述副驱动冷却支路的多个冷却需求，取多个所述冷却需求中的最大值作为所述副驱动支路冷却需求。
  3. 根据权利要求2所述的方法，其特征在于，所述主驱动冷却支路还包括集成有充电器、直流变换器、以及高压配电盒的供电模块(6)；所述多个检测点的温度包括还对应所述主驱动冷却支路的所述供电模块(6)的冷却液进口温度。
  4. 根据权利要求2所述的方法，其特征在于，所述冷却主干路包括相互串联的散热器(1)和第一水泵(4)，所述车辆热管理系统包括用于对所述散热器(1)进行吹风的散热风扇(2)，所述第一水泵(4)的出口与所述第一三通比例阀(5)的A口连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述散热器(1)的入口连通，所述方法还包括：
    在所述主驱动支路冷却需求大于或者等于所述副驱动支路冷却需求的情况下，取所述主驱动支路冷却需求为干路冷却需求；
    在所述主驱动支路冷却需求小于所述副驱动支路冷却需求的情况下，取所述副驱动支路冷却需求为干路冷却需求；
    根据所述干路冷却需求调节所述第一水泵(4)和所述散热风扇(2)的占空比。
  5. 根据权利要求4所述的方法，其特征在于，所述根据所述干路冷却需求调节所述第一水泵(4)和所述散热风扇(2)的占空比，包括：
    将所述干路冷却需求所对应的所述检测点作为干路冷却检测点，并获取所述干路冷却检测点的第一实时温度；
    在所述第一实时温度小于所述第一预设温度的情况下，将所述风扇的占空比调节为第一占空比；
    在所述第一实时温度大于或等于所述第一预设温度，且所述第一实时温度小于或等于所述第二预设温度的情况下，通过脉冲宽度调制控制方法动态地调节所述风扇的占空比；
    在所述第一实时温度大于所述第二预设温度的情况下，将所述风扇的占空比调节为第二占空比，其中，所述第二占空比大于所述第一占空比。
  6. 根据权利要求1所述的方法，其特征在于，所述车辆热管理系统还包括加热流路和第二三通比例阀(9)，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述第二三通比例阀(9)的D口连通，所述第二三通比例阀(9)的E口与所述冷却主干路的入口连通，所述第二三通比例阀(9)的F口与所述加热流路连通，所述加热流路的出口与所述第一三通比例阀(5)的A口连通，所述方法还包括：
    获取所述加热流路的加热需求；
    根据所述加热需求调节所述第二三通比例阀(9)的D口、E口和F口的开度，所述D口和F口的开度与所述加热需求正相关，所述D口和E口的开度与所述加热需求反相关。
  7. 根据权利要求6所述的方法，其特征在于，所述方法还包括：
    获取所述主驱动电桥(7)和所述副驱动电桥(8)的工作状态；
    在所述D口和F口的开度为全开且所述D口和E口的开度为全闭、所述主驱动电桥(7)工作且副驱动电桥(8)未工作的情况下，根据所述加热需求控制所述副驱动电桥(8)进行堵转自加热运行；
    在所述D口和F口的开度为全开且所述D口和E口的开度为全闭、所述副驱动电桥(8)工作且主驱动电桥(7)未工作的情况下，根据所述加热需求控制所述主驱动电桥(7)进行堵转自加热运行。
  8. 根据权利要求1所述的方法，其特征在于，所述车辆热管理系统还包括电池加热流路、热泵空调加热流路、第二三通比例阀(9)以及第三三通比例阀(10)，所述第二三通比例阀(9)的D口与所述主驱动冷却支路和所述副驱动冷却支路的出口连通，所述第二三通比例阀(9)的E口与所述冷却主干路的入口连通，所述第二三通比例阀(9)的F口与所述第三三通比例阀(10)的H口连通，所述第三三通比例阀(10)的G口与所述电池(11)加热流路的入口连通，所述第三三通比例阀(10)的I口与所述热泵空调加热流路的入口连通，所述电池(11)加热流路和所述热泵空调加热流路的出口均与所述第一三通比例阀(5)的A口连通，所述方法还包括：
    获取所述电池加热流路的电池加热需求和所述热泵空调加热流路的热泵空调加热需求；
    根据所述电池加热需求和热泵空调加热需求调节所述第二三通比例阀(9)的D口和F口的开度；
    根据所述电池加热需求调节所述第三三通比例阀(10)的H口和G口的开度；
    根据所述热泵空调加热需求调节所述第三三通比例阀(10)的H口和I口的开度。
  9. 一种车辆热管理系统的控制装置，其特征在于，所述控制装置应用于所述车辆热管理系统，所述车辆热管理系统包括冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀(5)，所述主驱动冷却支路包括主驱动电桥(7)，所述副驱动冷却 支路包括副驱动电桥(8)，所述冷却主干路的出口与所述第一三通比例阀(5)的A口连通，所述第一三通比例阀(5)的B口与所述主驱动冷却支路连通，所述第一三通比例阀(5)的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷却主干路的入口连通，所述控制装置包括：
    获取模块，用于获取主驱动支路冷却需求和副驱动支路冷却需求；
    第一调节模块，用于根据所述主驱动支路冷却需求调节所述第一三通比例阀(5)的A口和B口的开度，以调节流经所述主驱动冷却支路的冷却液的流量，所述A口和B口的开度与所述主驱动支路冷却需求成正比；
    第二调节模块，用于根据所述副驱动支路冷却需求调节所述第一三通比例阀(5)的A口和C口的开度，以调节流经所述副驱动冷却支路的冷却液的流量，所述A口和C口的开度与所述副驱动支路冷却需求成正比。
  10. 一种车辆热管理系统，其特征在于，包括：主控模块、冷却主干路、主驱动冷却支路、副驱动冷却支路以及第一三通比例阀(5)，所述主驱动冷却支路包括主驱动电桥(7)，所述副驱动冷却支路包括副驱动电桥(8)，所述冷却主干路的出口与所述第一三通比例阀(5)的A口连通，所述第一三通比例阀(5)的B口与所述主驱动冷却支路连通，所述第一三通比例阀(5)的C口与所述副驱动冷却支路连通，所述主驱动冷却支路和所述副驱动冷却支路的出口与所述冷却主干路的入口连通；
    所述主控模块用于执行权利要求1-8中任一项所述的车辆热管理系统的控制方法。
  11. 一种车辆，其特征在于，包括权利要求11所述的车辆热管理系统。
  12. 一种计算处理设备，其特征在于，包括：
    存储器，其中存储有计算机可读代码；以及
    一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行如权利要求1-8中任一项所述的车辆热管理系统的控制方法。
  13. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行根据权利要求1-8中任一项所述的车辆热管理系统的控制方法。
  14. 一种计算机可读存储介质，其中存储了如权利要求12所述的计算机程序。
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