WO2024066359A1 - 电动汽车热量分配的控制方法、装置、存储介质及设备 - Google Patents

电动汽车热量分配的控制方法、装置、存储介质及设备 Download PDF

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Publication number
WO2024066359A1
WO2024066359A1 PCT/CN2023/092312 CN2023092312W WO2024066359A1 WO 2024066359 A1 WO2024066359 A1 WO 2024066359A1 CN 2023092312 W CN2023092312 W CN 2023092312W WO 2024066359 A1 WO2024066359 A1 WO 2024066359A1
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WIPO (PCT)
Prior art keywords
temperature value
oil
oil temperature
control mode
electric
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PCT/CN2023/092312
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English (en)
French (fr)
Inventor
刘建康
王燕
于长虹
牛超凡
霍云龙
尹建坤
李坤远
胡志林
张昶
Original Assignee
中国第一汽车股份有限公司
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Publication of WO2024066359A1 publication Critical patent/WO2024066359A1/zh

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Classifications

    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating

Definitions

  • the present disclosure relates to the field of vehicle control technology, and in particular to a control method, device, storage medium and equipment for heat distribution of an electric vehicle.
  • the existing technology in the industry is usually to use a water cooling solution for the motor.
  • the cooling water flows through the motor system to form a separate circuit.
  • a part of the gears of the reducer are immersed in the lubricating oil for cooling.
  • the oil is stirred when the reducer gears rotate, and the oil splashes to lubricate and cool the reducer gears.
  • the motor system and the reducer are cooled separately.
  • the heat of the motor cannot be recovered for use in the reducer.
  • the viscosity of the reducer lubricating oil is large and the resistance is large.
  • the oil stirring loss of the reducer increases and the transmission efficiency decreases, affecting the low-temperature cruising range.
  • battery heating usually uses PTC, and the heating energy of PTC comes from the battery itself, which will consume some electrical energy; for battery cooling, radiator or air conditioner is usually used for cooling, and there is no distinction between large and small cycles; for reducers, passive heat dissipation is mainly carried out by the reducer shell, and there is no active heat dissipation measure.
  • low-temperature passenger compartment heating mainly relies on the heat pump air conditioner to absorb heat from the air, phase change the air conditioning medium through the compressor, and then heat it through the condenser, blow it to the passenger compartment through the warm air core, or heat it through PTC.
  • the overall efficiency is low and the power consumption is high, which affects the vehicle's cruising range at low temperatures.
  • the disclosed embodiments provide a control method, device, storage medium and equipment for heat distribution of electric vehicles, so as to at least solve the problems that the existing heat distribution system of electric vehicle powertrain has low overall efficiency, high power consumption and low impact. Technical issues regarding vehicle range at low temperatures.
  • a method for controlling heat distribution of an electric vehicle comprising: obtaining an oil temperature value uploaded by an oil temperature sensor and a battery temperature value uploaded by a battery management device, wherein the oil temperature value comprises a first oil temperature value and a second oil temperature value, the first oil temperature value is an oil temperature value measured by a first oil temperature sensor installed on a first electric oil pump, and the second oil temperature value is an oil temperature value measured by a second oil temperature sensor installed on a second electric oil pump; determining a control mode based on the oil temperature value and the battery temperature value, wherein the control mode is used to determine a valve core position of a three-way valve in an oil circuit of a target vehicle; determining a rotation speed of the electric oil pump based on the oil temperature value; and completing heat distribution based on the control mode and the rotation speed.
  • the control mode is determined based on the oil temperature value and the battery temperature value, including: if the first oil temperature value and the second oil temperature value are both smaller than the battery temperature value, and the battery temperature value is greater than the first preset temperature value, then the control mode is determined to be the first control mode, wherein the first control mode is the oil heating mode; if the first oil temperature value and the second oil temperature value are both greater than the battery temperature value, and the battery temperature value is less than the second preset temperature value, then the control mode is determined to be the second control mode, wherein the second control mode is the battery cooling mode; if an air-conditioning start command is received from the target vehicle, and the first oil temperature value and the second oil temperature value are both greater than the third preset temperature value, then the control mode is determined to be the third control mode, wherein the third control mode is the oil cooling mode.
  • the method further includes: when the control mode is the first control mode, controlling the three-way valve to adjust the valve core to a first preset position; when the control mode is the second control mode, controlling the three-way valve to adjust the valve core to a second preset position; when the control mode is the third control mode, controlling the three-way valve to adjust the valve core to a third preset position.
  • the above-mentioned determination of the rotational speed of the electric oil pump based on the above-mentioned oil temperature value includes: comparing the above-mentioned first oil temperature value with the first preset temperature value and the second preset temperature value respectively; if the above-mentioned first oil temperature value is less than the above-mentioned first preset temperature value, then determining that the rotational speed of the above-mentioned first electric oil pump is a low speed; if the above-mentioned first oil temperature value is greater than the above-mentioned first preset temperature value and less than the above-mentioned second preset temperature value, then determining that the rotational speed of the above-mentioned first electric oil pump is a medium speed; if the above-mentioned first oil temperature value is greater than the above-mentioned second preset temperature value, then determining that the rotational speed of the above-mentioned first electric oil pump is a high speed.
  • the above-mentioned determination of the speed of the electric oil pump based on the above-mentioned oil temperature value includes: comparing the above-mentioned second oil temperature value with the first preset temperature value and the second preset temperature value respectively; if the above-mentioned second oil temperature value is less than the above-mentioned first preset temperature value, determining that the speed of the above-mentioned second electric oil pump is a low speed; if the above-mentioned second oil temperature value is greater than the above-mentioned first preset temperature value and less than the above-mentioned second preset temperature value, determining that the above-mentioned second electric oil pump is a low speed.
  • the rotation speed of the electric oil pump is a medium rotation speed; if the second oil temperature value is greater than the second preset temperature value, it is determined that the rotation speed of the second electric oil pump is a high rotation speed.
  • the method further includes: obtaining the speed of the reducer uploaded by the reducer output shaft, wherein the reducer output shaft includes a first reducer output shaft and a second reducer output shaft, the reducer output shaft is installed on a first electric fuel injection pump, and the second reducer output shaft is installed on a second electric fuel injection pump; using a linear interpolation method to determine the fuel injection pump load based on the reducer speed, wherein the fuel injection pump load is used to control the electric fuel injection pump to operate according to the fuel injection pump load.
  • the heat distribution is completed based on the control mode and the speed, including: adjusting the oil circuit of the target vehicle based on the control mode; controlling the electric oil pump to operate according to the speed in the oil circuit; controlling the electric fuel injection pump to operate according to the fuel injection pump load in the oil circuit.
  • a control device for heat distribution of an electric vehicle including: an acquisition module, used to acquire the oil temperature value uploaded by the oil temperature sensor and the battery temperature value uploaded by the battery management device, wherein the above-mentioned oil temperature value includes a first oil temperature value and a second oil temperature value, the above-mentioned first oil temperature value is the oil temperature value measured by the first oil temperature sensor installed on the first electric oil pump, and the above-mentioned second oil temperature value is the oil temperature value measured by the second oil temperature sensor installed on the second electric oil pump; a first determination module, used to determine a control mode based on the above-mentioned oil temperature value and the above-mentioned battery temperature value, wherein the above-mentioned control mode is used to determine the valve core position of the three-way valve in the oil circuit of the target vehicle; a second determination module, used to determine the rotational speed of the electric oil pump based on the above-mentioned oil temperature value; a control
  • a non-volatile storage medium stores a plurality of instructions, and the instructions are suitable for being loaded by a processor and executing any one of the above-mentioned electric vehicle heat distribution control methods.
  • an electronic device including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute any one of the above-mentioned electric vehicle heat distribution control methods.
  • the oil temperature value uploaded by the oil temperature sensor and the battery temperature value uploaded by the battery management device are obtained, wherein the above-mentioned oil temperature value includes a first oil temperature value and a second oil temperature value, the above-mentioned first oil temperature value is the oil temperature value measured by the first oil temperature sensor installed on the first electric oil pump, and the above-mentioned second oil temperature value is the oil temperature value measured by the second oil temperature sensor installed on the second electric oil pump; a control mode is determined based on the above-mentioned oil temperature value and the above-mentioned battery temperature value, wherein the above-mentioned control mode is used to determine the target
  • the valve core position of the three-way valve in the oil circuit of the marked vehicle is determined; the speed of the electric oil pump is determined based on the above oil temperature value; based on the above control mode and the above speed, the heat distribution is completed, and the purpose of indirectly extending the low-temperature cruising range of the pure electric vehicle by oil cooling is achieved, thereby
  • FIG1 is a flow chart of a method for controlling heat distribution of an electric vehicle according to an embodiment of the present disclosure
  • FIG2 is a schematic diagram of an oil circuit of an optional low-temperature heat distribution system of a pure electric vehicle powertrain according to an embodiment of the present disclosure
  • FIG3 is a schematic diagram of an oil circuit of another optional low-temperature heat distribution system of a pure electric vehicle powertrain according to an embodiment of the present disclosure
  • FIG4 is a schematic diagram of an oil circuit of another optional low-temperature heat distribution system of a pure electric vehicle powertrain according to an embodiment of the present disclosure
  • FIG5 is a schematic diagram of an oil circuit of another optional low-temperature heat distribution system of a pure electric vehicle powertrain according to an embodiment of the present disclosure
  • FIG6 is a schematic diagram of an optional control mode conversion structure according to an embodiment of the present disclosure.
  • FIG7 is a schematic diagram of an optional vehicle controller structure according to an embodiment of the present disclosure.
  • FIG8 is a schematic diagram of an optional three-way valve control structure according to an embodiment of the present disclosure.
  • FIG. 9 is a schematic structural diagram of a device for controlling heat distribution of an electric vehicle according to an embodiment of the present disclosure.
  • an embodiment of a method for controlling heat distribution of an electric vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.
  • FIG. 1 is a flow chart of a method for controlling heat distribution of an electric vehicle according to an embodiment of the present disclosure. As shown in FIG. 1 , the method includes the following steps:
  • Step S102 obtaining the oil temperature value uploaded by the oil temperature sensor and the battery temperature value uploaded by the battery management device, wherein the oil temperature value includes a first oil temperature value and a second oil temperature value, the first oil temperature value is the oil temperature value measured by the first oil temperature sensor installed on the first electric oil pump, and the second oil temperature value is the oil temperature value measured by the second oil temperature sensor installed on the second electric oil pump;
  • Step S104 determining a control mode based on the oil temperature value and the battery temperature value, wherein the control mode is used to determine a valve core position of a three-way valve in an oil circuit of a target vehicle;
  • Step S106 determining the rotation speed of the electric oil pump based on the above oil temperature value
  • Step S108 completing heat distribution based on the above control mode and the above rotation speed.
  • the executor of the control of the heat distribution of the electric vehicle provided in the above steps S102 to S108 is a heat distribution system running on the electric vehicle, which obtains the oil temperature value uploaded by the oil temperature sensor and the battery temperature value uploaded by the battery management device, determines the control mode based on the above oil temperature value and the above battery temperature value, and determines the speed of the electric oil pump based on the above oil temperature value; adjusts the above oil circuit of the above target vehicle based on the above control mode, and controls the above electric oil pump to operate according to the above speed in the above oil circuit, thereby completing heat distribution through oil.
  • the above-mentioned oil temperature value includes a first oil temperature value and a second oil temperature value.
  • the above-mentioned first oil temperature value is the oil temperature value measured by a first oil temperature sensor installed on the first electric oil pump
  • the above-mentioned second oil temperature value is the oil temperature value measured by a second oil temperature sensor installed on the second electric oil pump.
  • the above-mentioned control mode is used to determine the valve core position of the three-way valve in the oil circuit of the target vehicle.
  • a schematic diagram of the oil circuit of a low-temperature heat distribution system of a pure electric vehicle powertrain as shown in Figure 2 mainly includes a thermal management subsystem and a control subsystem.
  • the above-mentioned thermal management subsystem includes a first motor system, a second motor system, a first fuel injection pump, a second fuel injection pump, a first reducer, a second reducer, a brake disc, a brake caliper, an electric oil pump 1, an electric oil pump 2, an electric water pump 1, a three-way valve 1, a three-way valve 2, a three-way valve 3, a heater core, a blower, an expansion oil tank, an expansion water tank, and a power battery system.
  • the first motor system, the second motor system, the first fuel injection pump, the second fuel injection pump, the electric oil pump 1, the electric oil pump 2, the three-way valve 1, the three-way valve 2, the brake disc, the brake caliper, and the expansion tank are connected by a lubricating oil pipeline to form a closed cooling oil circuit.
  • the three-way valve 1 and the three-way valve 2 are exactly the same and have three oil ports, which can control 12 together or 13 together; the first fuel injection pump and the second fuel injection pump are both equipped with fuel injection nozzles (not shown), and the load of the fuel injection pump can be controlled by PWM or other methods to achieve control of the fuel injection amount per unit time.
  • the first fuel injection pump sprays oil to the first reducer gear
  • the second fuel injection pump sprays oil to the second reducer gear
  • the rotation speed of the electric oil pump 1 and the electric oil pump 2 determines the speed of the oil flow in the oil circuit.
  • the electric oil pump 1 is provided with a first oil temperature sensor for detecting the oil temperature
  • the electric oil pump 2 is provided with a second oil temperature sensor for detecting the oil temperature
  • the electric water pump 1 is provided with a water temperature sensor for detecting the cooling water temperature and reporting it to the VCU;
  • the power battery system, the heater core, the electric water pump 1, the three-way valve 3, the expansion water tank, etc. form a cooling circuit, which is filled with coolant, and the coolant flows in the circuit through the operation of the electric water pump 1.
  • the speed of the electric water pump 1 determines the speed of the coolant flow, and the heat exchange between the cooling oil circuit and the cooling water circuit is realized through the heat exchanger.
  • the above-mentioned control subsystem includes a vehicle control unit (VCU), a first motor controller (motor control unit, MCU, hereinafter referred to as MCU1), a second motor controller (hereinafter referred to as MCU2), a battery management system (Battery management system, BMS), a first speed sensor and a second speed sensor, a first oil temperature sensor and a second oil temperature sensor, an electric oil pump 1, an electric oil pump 2, a three-way valve 1, a three-way valve 2, a three-way valve 3, a first fuel injection pump, a second fuel injection pump, an electric water pump 1, an air-conditioning controller, a blower, a compressor, etc.
  • VCU vehicle control unit
  • MCU motor control unit
  • MCU2 second motor controller
  • BMS battery management system
  • a first speed sensor and a second speed sensor a first oil temperature sensor and a second oil temperature sensor
  • an electric oil pump 1 an electric oil pump 2
  • a three-way valve 1 a three-way valve 2
  • the first oil temperature sensor and the second oil temperature sensor upload the detected oil temperature to the VCU.
  • the first speed sensor is used to detect the speed of the output shaft of the corresponding first reducer and feed back the speed signal to the VCU.
  • the second speed sensor is used to detect the speed of the output shaft of the corresponding second reducer and feed back the speed signal to the VCU.
  • the MCU is used to execute the motor torque command sent by the VCU and control the corresponding motor to achieve the target torque output.
  • the MCU can also send the corresponding motor speed, torque, motor temperature, and motor inverter temperature to the VCU.
  • the BMS transmits signals such as battery power and battery temperature to the VCU.
  • the VCU can control the connectivity of three-way valve 1, three-way valve 2, and three-way valve 3, control the speed of electric oil pump 1 and electric oil pump 2, and control the electric water pump.
  • the speed of pump 1 controls the load of the first fuel injection pump and the second fuel injection pump.
  • the load of the compressor and the gear position of the blower are controlled by the air conditioning controller.
  • FIG3 a schematic diagram of the oil circuit of a low-temperature heat distribution system of a pure electric vehicle powertrain is shown. Based on FIG2, the heat exchanger, electric water pump and expansion water tank are eliminated; the power battery, heater core and three-way valve 3 form a closed cooling oil circuit, and the cooling oil is the same as the motor cooling circuit.
  • This solution has higher heat exchange efficiency, but has certain requirements for the internal oil circuit design of the battery and heater core.
  • FIG4 a schematic diagram of the oil circuit of a low-temperature heat distribution system of a pure electric vehicle powertrain is shown.
  • an air-conditioning system including an evaporator, a condenser, a compressor, etc.
  • an air-conditioning controller is added to the above-mentioned control subsystem, and the control of the compressor is added.
  • This solution absorbs heat in the cooling water circuit through the air-conditioning evaporator, and then performs heating conversion to provide heat to the passenger compartment for heating.
  • Solution 1 can increase the heating temperature and increase the comfort level of the driver and passengers.
  • the disadvantage is that it requires energy consumption from the compressor, and the energy consumption is slightly higher.
  • FIG5 a schematic diagram of the oil circuit of a low-temperature heat distribution system of a pure electric vehicle powertrain is shown.
  • an air-conditioning system including an evaporator, a condenser, a compressor, etc.
  • an air-conditioning controller is added to the above-mentioned control subsystem, and the control of the compressor is added.
  • This solution absorbs heat in the cooling oil circuit through the air-conditioning evaporator, and then performs heating conversion to provide heat to the passenger compartment for heating.
  • Solution 1 can increase the heating temperature and increase the comfort level of the driver and passengers.
  • the disadvantage is that it requires energy consumption from the compressor, and the energy consumption is slightly higher.
  • an electric fuel injection pump is used to intelligently spray oil to the reducer gears and bearings, thereby avoiding the reducer gears from being immersed in oil, greatly reducing the oil stirring resistance of the reducer, improving its transmission efficiency, and indirectly extending the low-temperature cruising range of pure electric vehicles; at the same time, a closed-loop cooling oil circuit is used to connect the motor system and the fuel injection pump, and the heat dissipated by the operation of the motor is used to quickly heat the oil, and the heated oil is used to spray the reducer, thereby improving the low-temperature transmission efficiency of the reducer, increasing the utilization rate of the motor's waste heat, and solving the problem of energy waste; a bypass branch is added to the cooling oil circuit through a three-way valve.
  • the battery temperature can prevent the battery temperature from rising, increase the battery charging and discharging power in a low temperature environment, reduce the battery low-temperature energy attenuation rate, and improve the vehicle's power and endurance.
  • the cooling oil temperature reaches a certain level, the heat is allowed to flow through the heater core or evaporator through the three-way valve 1 and the three-way valve 3 to provide heat for the passenger compartment, improve the heating efficiency of the air-conditioning system, reduce the energy consumption of the air-conditioning, and extend the service life. Long low-temperature range.
  • the heat distribution of the vehicle is completed through the thermal management subsystem, control subsystem and the corresponding conditional logic of switching between different modes and the control strategy of components.
  • the control mode is determined to be the first control mode, wherein the first control mode is the oil heating mode; if the first oil temperature value and the second oil temperature value are both greater than the battery temperature value, and the battery temperature value is less than the second preset temperature value, then the control mode is determined to be the second control mode, wherein the second control mode is the battery cooling mode; if the air-conditioning start command sent by the target vehicle is received, and the first oil temperature value and the second oil temperature value are both greater than the third preset temperature value, then the control mode is determined to be the third control mode, wherein the third control mode is the oil cooling mode.
  • the method further includes: when the control mode is the first control mode, controlling the three-way valve to adjust the valve core to the first preset position; when the control mode is the second control mode, controlling the three-way valve to adjust the valve core to the second preset position; when the control mode is the third control mode, controlling the three-way valve to adjust the valve core to the third preset position.
  • the motor cooling oil does not flow through the heat exchanger or the power battery, but flows through the bypass branch, which is called a small cycle; the purpose of the small cycle is to transfer the heat generated by the motor body and the inverter through the operation of the motor to the oil, and the heat generated by the brake disc and the brake caliper rapidly increases the oil temperature at low temperature, and the increased oil is sprayed to the reducer to lubricate the reducer, so that the system heat is reasonably utilized and distributed.
  • 12 of the three-way valve 1 in the second control mode, 12 of the three-way valve 1 is closed and 13 is connected, the cooling oil does not flow through the bypass branch, and the cooling oil flows through the heat exchanger or the cooling water flows through the power battery; 12 of the three-way valve 3 is connected and 13 is closed, and the cooling liquid does not flow through the heater core or the evaporator, which is called the large cycle 1.
  • the purpose of this cycle is to prevent the cooling oil temperature from being too high, to ensure that the heat generated by the motor and the reducer is dissipated promptly and quickly, to avoid affecting the performance of the motor, and to avoid affecting the life of the reducer; at the same time, the heat generated by the motor, the reducer and the heat generated by the brake are exchanged through the heat exchanger or directly transferred to the power battery, so that the battery temperature is not too low, to ensure that the battery heats up quickly at low temperatures, on the one hand to ensure the discharge power of the battery and the power of the whole vehicle, on the other hand to ensure that the battery energy does not decay too much, to reduce the decay of the low-temperature cruising range.
  • the cooling oil does not flow through the bypass branch of the motor circuit, and the cooling oil/cooling water
  • the coolant does not flow through the power battery, but flows through the heater core or evaporator.
  • This is called the large cycle 2.
  • the purpose of this cycle is to utilize the excess heat generated by the motor and reducer and the heat generated by braking at the same time, and exchange them through the heat exchanger or directly transfer them to the heater core or evaporator to heat the passenger compartment, ensure the comfort of the drivers and passengers at low temperatures, and at the same time improve the efficiency of the air conditioner, reduce energy consumption, and indirectly increase the low-temperature driving range.
  • the above-mentioned determination of the rotational speed of the electric oil pump based on the above-mentioned oil temperature value includes: comparing the above-mentioned first oil temperature value with the first preset temperature value and the second preset temperature value respectively; if the above-mentioned first oil temperature value is less than the above-mentioned first preset temperature value, then determining that the rotational speed of the above-mentioned first electric oil pump is a low speed; if the above-mentioned first oil temperature value is greater than the above-mentioned first preset temperature value and less than the above-mentioned second preset temperature value, then determining that the rotational speed of the above-mentioned first electric oil pump is a medium speed; if the above-mentioned first oil temperature value is greater than the above-mentioned second preset temperature value, then determining that the rotational speed of the above-mentioned first electric oil pump is a high speed.
  • the electric oil pump when the oil temperature measured by the first oil temperature sensor is less than a certain value T1_oi l1 (for example, -10°C), the electric oil pump operates at a high speed (80%-100%) of the maximum speed; when the oil temperature measured by the first oil temperature sensor is greater than or equal to a certain value -10°C and less than 10°C, the electric oil pump operates at a medium speed (50%-80% of the maximum speed); when the oil temperature measured by the first oil temperature sensor is greater than or equal to a certain value 10°C, the electric oil pump operates at a low speed (30%-50% of the maximum speed).
  • T1_oi l1 for example, -10°C
  • the above-mentioned determination of the rotational speed of the electric oil pump based on the above-mentioned oil temperature value includes: comparing the above-mentioned second oil temperature value with the first preset temperature value and the second preset temperature value respectively; if the above-mentioned second oil temperature value is less than the above-mentioned first preset temperature value, then determining that the rotational speed of the above-mentioned second electric oil pump is a low speed; if the above-mentioned second oil temperature value is greater than the above-mentioned first preset temperature value and less than the above-mentioned second preset temperature value, then determining that the rotational speed of the above-mentioned second electric oil pump is a medium speed; if the above-mentioned second oil temperature value is greater than the above-mentioned second preset temperature value, then determining that the rotational speed of the above-mentioned second electric oil pump is a high speed.
  • the electric oil pump when the oil temperature measured by the second oil temperature sensor is less than a certain value (for example, -10°C), the electric oil pump operates at a high speed (80%-100% of the maximum speed); when the oil temperature measured by the second oil temperature sensor is greater than or equal to a certain value -10°C and less than 10°C, the electric oil pump operates at a medium speed (50%-80% of the maximum speed); when the oil temperature measured by the second oil temperature sensor is greater than or equal to a certain value 10°C, the electric oil pump operates at a low speed (30%-50% of the maximum speed).
  • a certain value for example, -10°C
  • the method before completing the heat distribution based on the control mode and the speed, the method further includes: obtaining the speed of the reducer uploaded by the reducer output shaft, wherein the reducer output shaft includes a first reducer output shaft and a second reducer output shaft, the reducer output shaft is installed on a first electric fuel injection pump, and the second reducer output shaft is installed on a second electric fuel injection pump; using a linear interpolation method to determine the fuel injection pump load based on the reducer speed, wherein the fuel injection pump load is used to control the electric fuel injection pump to operate according to the fuel injection pump load.
  • a table is looked up and outputted according to the output shaft speed of the first reducer, as shown in the following table.
  • the fuel injection pump load is determined by linear interpolation.
  • a table is looked up and outputted according to the output shaft speed of the second reducer, as shown in the following table.
  • the fuel injection pump load is determined by linear interpolation.
  • the load of the fuel injection pump can be 30%.
  • the heat distribution is completed based on the control mode and the speed, including: adjusting the oil circuit of the target vehicle based on the control mode; controlling the electric oil pump to operate according to the speed in the oil circuit; controlling the electric fuel injection pump to operate according to the fuel injection pump load in the oil circuit.
  • the control strategies corresponding to the small cycles are the same, and the controlled components are electric oil pump 1, electric oil pump 2, three-way valve 1, three-way valve 2, the first fuel injection pump, and the second fuel injection pump, as shown in the following table.
  • the above temperature thresholds are all for illustration and are optimal values but not unique values.
  • the electric water pump 1 and the air conditioning system are not working, and the three-way valve 3 maintains the default state (12 is connected, 13 is closed).
  • the control strategy of mode 2 (large cycle 1) is as follows: for the system shown in Figures 2 and 4, the controlled components are electric oil pump 1, electric oil pump 2, three-way valve 1, three-way valve 2, first fuel injection pump, second fuel injection pump, electric water pump 1, and three-way valve 3; the blower and compressor do not work; for the system shown in Figures 3 and 5, the controlled components are electric oil pump 1, electric oil pump 2, three-way valve 1, three-way valve 2, first fuel injection pump, second fuel injection pump, and three-way valve 3; the blower and compressor do not work; for the system shown in Figures 2 to 5, the control methods corresponding to the same components in this mode are the same, as shown in the following table.
  • the above temperature thresholds are all given as examples and are optimal values but not unique values.
  • the control strategy of mode 3 (large cycle 2) is as follows: for the system shown in Figure 2, the controlled components are electric oil pump 1, electric oil pump 2, three-way valve 1, three-way valve 2, first fuel injection pump, second fuel injection pump, electric water pump 1, three-way valve 3, and blower.
  • the controlled components are electric oil pump 1, electric oil pump 2, three-way valve 1, three-way valve 2, first fuel injection pump, second fuel injection pump, three-way valve 3, and blower.
  • the controlled components are electric oil pump 1, electric oil pump 2, three-way valve 1, three-way valve 2, first fuel injection pump, second fuel injection pump, electric water pump 1, three-way valve 3, blower, and compressor.
  • the controlled components are electric oil pump 1, electric oil pump 2, three-way valve 1, three-way valve 2, first fuel injection pump, second fuel injection pump, three-way valve 3, blower, and compressor.
  • the control strategies of specific components are shown in the following table.
  • the above temperature thresholds are all for illustration purposes and are optimal values but not the only values.
  • the above oil temperature value includes a first oil temperature value and a second oil temperature value
  • the above first oil temperature value is the oil temperature value measured by the first oil temperature sensor installed on the first electric oil pump
  • the above second oil temperature value is the oil temperature value measured by the second oil temperature sensor installed on the second electric oil pump
  • FIG. 9 is a structural schematic diagram of a device for controlling electric vehicle heat distribution according to an embodiment of the present disclosure. As shown in FIG. 9 , the device includes: an acquisition module 90, a first determination module 92, a second determination module 94 and a control module 96, wherein:
  • An acquisition module 90 is used to acquire an oil temperature value uploaded by an oil temperature sensor and a battery temperature value uploaded by a battery management device, wherein the oil temperature value includes a first oil temperature value and a second oil temperature value, the first oil temperature value is an oil temperature value measured by a first oil temperature sensor installed on a first electric oil pump, and the second oil temperature value is an oil temperature value measured by a second oil temperature sensor installed on a second electric oil pump;
  • a first determination module 92 configured to determine a control mode based on the oil temperature value and the battery temperature value, wherein the control mode is used to determine a valve core position of a three-way valve in an oil circuit of a target vehicle;
  • a second determination module 94 is used to determine the rotation speed of the electric oil pump based on the oil temperature value
  • the control module 96 is used to complete the heat distribution based on the above control mode and the above rotation speed.
  • an embodiment of a computer-readable storage medium is also provided.
  • the computer-readable storage medium can be used to store the program code executed by the electric vehicle heat distribution control method provided in the above embodiment.
  • the computer-readable storage medium may be located in any computer terminal in a computer terminal group in a computer network, or in any mobile terminal in a mobile terminal group.
  • the computer-readable storage medium is configured to store program codes for executing the following steps: obtaining the oil temperature value uploaded by the oil temperature sensor and the battery temperature value uploaded by the battery management device, wherein the above oil temperature value includes a first oil temperature value and a second oil temperature value, the above first oil temperature value is the oil temperature value measured by a first oil temperature sensor installed on the first electric oil pump, and the above second oil temperature value is the oil temperature value measured by a second oil temperature sensor installed on the second electric oil pump; determining a control mode based on the above oil temperature value and the above battery temperature value, wherein the above control mode is used to determine the valve core position of the three-way valve in the oil circuit of the target vehicle; determining the rotation speed of the electric oil pump based on the above oil temperature value; and completing heat distribution based on the above control mode and the above rotation speed.
  • the computer-readable storage medium is configured to store program codes for executing the following steps: if the first oil temperature value and the second oil temperature value are both less than the battery temperature value, and the battery temperature value is greater than the first preset temperature value, then the control mode is determined to be the first control mode, wherein the first control mode is the oil heating mode; if the first oil temperature value and the second oil temperature value are both greater than the battery temperature value, and the battery temperature value is less than the second preset temperature value, then the control mode is determined to be the second control mode, wherein the second control mode is the battery cooling mode; if an air-conditioning start command is received from the target vehicle, and the first oil temperature value and the second oil temperature value are both greater than the third preset temperature value, then the control mode is determined to be the third control mode, wherein the third control mode is the oil cooling mode.
  • the computer-readable storage medium is configured to store program codes for executing the following steps: when the control mode is the first control mode, controlling the three-way valve to adjust the valve core to a first preset position; when the control mode is the second control mode, controlling the three-way valve to adjust the valve core to a second preset position; when the control mode is the third control mode, controlling the three-way valve to adjust the valve core to a third preset position.
  • the computer-readable storage medium is configured to store program codes for executing the following steps: comparing the first oil temperature value with the first preset temperature value and the second preset temperature value respectively; if the first oil temperature value is less than the first preset temperature value, determining that the speed of the first electric oil pump is a low speed; if the first oil temperature value is greater than the first preset temperature value and less than the second preset temperature value, determining that the speed of the first electric oil pump is a medium speed; if the first oil temperature value is greater than the second preset temperature value, determining that the speed of the first electric oil pump is a high speed.
  • the computer-readable storage medium is configured to store program codes for executing the following steps: comparing the second oil temperature value with the first preset temperature value and the second preset temperature value respectively; if the second oil temperature value is less than the first preset temperature value, determining that the speed of the second electric oil pump is a low speed; if the second oil temperature value is greater than the first preset temperature value and less than the second preset temperature value, determining that the speed of the second electric oil pump is a medium speed; if the second oil temperature value is greater than the second preset temperature value, determining that the speed of the second electric oil pump is a high speed.
  • the computer-readable storage medium is configured to store program codes for executing the following steps: obtaining the reducer speed uploaded by the reducer output shaft, wherein the reducer output shaft includes a first reducer output shaft and a second reducer output shaft, the reducer output shaft is installed on a first electric fuel injection pump, and the second reducer output shaft is installed on a second electric fuel injection pump; using a linear interpolation method to determine the fuel injection pump load based on the reducer speed, wherein the fuel injection pump load is used to control the electric fuel injection pump to operate according to the fuel injection pump load.
  • the computer-readable storage medium is configured to store program codes for executing the following steps: adjusting the oil circuit of the target vehicle based on the control mode; controlling the electric oil pump to operate according to the speed in the oil circuit; controlling the electric fuel injection pump to operate according to the fuel injection pump load in the oil circuit.
  • An embodiment of the present application provides an electronic device, which includes a processor, a memory, and a program stored in the memory and executable on the processor.
  • the processor executes the program, the following steps are implemented: obtaining an oil temperature value uploaded by an oil temperature sensor and a battery temperature value uploaded by a battery management device, wherein the oil temperature value includes a first oil temperature value and a second oil temperature value, the first oil temperature value is an oil temperature value measured by a first oil temperature sensor installed on a first electric oil pump, and the second oil temperature value is an oil temperature value measured by a second oil temperature sensor installed on a second electric oil pump; determining a control mode based on the oil temperature value and the battery temperature value, wherein the control mode is used to determine a valve core position of a three-way valve in an oil circuit of a target vehicle; determining a rotation speed of the electric oil pump based on the oil temperature value; and completing heat distribution based on the control mode and the rotation speed.
  • An embodiment of the present application provides an electronic device, which includes a processor, a memory, and a program stored in the memory and executable on the processor.
  • the processor executes the program, the following steps are implemented: obtaining an oil temperature value uploaded by an oil temperature sensor and a battery temperature value uploaded by a battery management device, wherein the oil temperature value includes a first oil temperature value and a second oil temperature value, the first oil temperature value is an oil temperature value measured by a first oil temperature sensor installed on a first electric oil pump, and the second oil temperature value is an oil temperature value measured by a second oil temperature sensor installed on a second electric oil pump; determining a control mode based on the oil temperature value and the battery temperature value, wherein the control mode is used to determine a valve core position of a three-way valve in an oil circuit of a target vehicle; determining a rotation speed of the electric oil pump based on the oil temperature value; and completing heat distribution based on the control mode and the rotation speed.
  • the present application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having the following method steps: obtaining an oil temperature value uploaded by an oil temperature sensor and a battery temperature value uploaded by a battery management device, wherein the above oil temperature value includes a first oil temperature value and a second oil temperature value, the above first oil temperature value is an oil temperature value measured by a first oil temperature sensor installed on a first electric oil pump, and the above second oil temperature value is an oil temperature value measured by a second oil temperature sensor installed on a second electric oil pump; determining a control mode based on the above oil temperature value and the above battery temperature value, wherein the above control mode is used to determine the valve core position of a three-way valve in an oil circuit of a target vehicle; determining a rotation speed of the electric oil pump based on the above oil temperature value; and completing heat distribution based on the above control mode and the above rotation speed.
  • the present application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having the following method steps: obtaining an oil temperature value uploaded by an oil temperature sensor and a battery temperature value uploaded by a battery management device, wherein the above oil temperature value includes a first oil temperature value and a second oil temperature value, the above first oil temperature value is an oil temperature value measured by a first oil temperature sensor installed on a first electric oil pump, and the above second oil temperature value is an oil temperature value measured by a second oil temperature sensor installed on a second electric oil pump; determining a control mode based on the above oil temperature value and the above battery temperature value, wherein the above control mode is used to determine the valve core position of a three-way valve in an oil circuit of a target vehicle; determining a rotation speed of the electric oil pump based on the above oil temperature value; and completing heat distribution based on the above control mode and the above rotation speed.
  • the disclosed technical content can be implemented in other ways.
  • the device embodiments described above are only schematic.
  • the division of the above units can be a logical function division. There may be other division methods in actual implementation.
  • multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed.
  • Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, units or modules.
  • the indirect coupling or communication connection between blocks can be electrical or other forms.
  • the units described above as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.
  • each functional unit in each embodiment of the present disclosure may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.
  • the above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.
  • the above-mentioned integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium.
  • the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the above-mentioned methods of each embodiment of the present disclosure.
  • the aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, disk or optical disk and other media that can store program codes.
  • the solution provided in the embodiment of the present application can be applied to the field of vehicle control technology.
  • the control mode of the oil circuit of the target vehicle is determined according to the oil temperature value uploaded by the oil temperature sensor and the battery temperature value uploaded by the battery management device, and the speed of the electric oil pump is determined based on the oil temperature value.
  • the heat distribution is completed. While indirectly extending the low-temperature cruising range of pure electric vehicles by oil cooling, it also achieves the technical effect of preventing the battery temperature from increasing, increasing the battery charging and discharging power in a low-temperature environment, reducing the battery's low-temperature energy attenuation rate, and improving the vehicle's power and cruising range.

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Abstract

一种电动汽车热量分配的控制方法、装置、存储介质及设备。其中，方法包括：获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值（S102），油液温度值包括第一油液温度值和第二油液温度值，第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于油液温度值和电池温度值确定控制模式（S104），控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于油液温度值确定电动油泵的转速（S106）；基于控制模式和转速，完成热量分配（S108）。本公开解决了现有的电动汽车动力总成热量分配系统整体效率较低，电耗较高，影响低温下车辆续航里程的技术问题。

Description

电动汽车热量分配的控制方法、装置、存储介质及设备
相关申请的交叉引用
本申请要求享有2022年9月30日提交的发明名称为“电动汽车热量分配的控制方法、装置、存储介质及设备”的中国专利申请No.202211230442.6的优先权，在此全文引用上述中国专利申请公开的内容以作为本申请的一部分或全部。
技术领域
本公开涉及车辆控制技术领域，具体而言，涉及一种电动汽车热量分配的控制方法、装置、存储介质及设备。
背景技术
目前行业上现有技术通常是电机采用水冷方案，冷却水流经电机系统，单独构成一个回路，减速器的一部分齿轮浸泡在润滑油里面，进行冷却，同时减速器齿轮旋转时进行搅油，油液飞溅起来对减速器齿轮进行润滑和冷却；电机系统和减速器冷却分开，作为两套独立的系统，电机的热量无法回收为减速器利用，低温时减速器润滑油粘度较大阻力较大，减速器搅油损失增加传递效率降低，影响低温续航里程。
此外，电池加热通常采用PTC进行加热，PTC的加热能量来自于电池本身，会消耗一部分电能；针对电池冷却，通常是采用散热器或者空调进行冷却，没有大小循环之分；针对减速器，主要靠减速器壳体进行被动散热，无主动散热措施，当油温升高到一定程度，进行报警提示驾驶员避免激烈驾驶或者直接对电机的输出能力进行限制，减少减速器负荷，避免温度过高润滑油变质，影响减速器润滑效果，进而影响减速器寿命；低温乘员舱制热主要依靠热泵空调从空气中吸热，经过压缩机对空调介质进行相变转化，然后通过冷凝器制热，经过暖风芯体吹到乘员舱，或者通过PTC发热采暖，整体效率较低，电耗较高，影响低温下车辆续航里程。
针对上述的问题，目前尚未提出有效的解决方案。
发明内容
本公开实施例提供了一种电动汽车热量分配的控制方法、装置、存储介质及设备，以至少解决现有的电动汽车动力总成热量分配系统整体效率较低，电耗较高，影响低 温下车辆续航里程的技术问题。
根据本公开实施例的一个方面，提供了一种电动汽车热量分配的控制方法，包括：获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配。
可选的，上述基于上述油液温度值和上述电池温度值确定控制模式，包括：若第一油液温度值和第二油液温度值均小于上述电池温度值，且上述电池温度值大于第一预设温度值，则确定上述控制模式为第一控制模式，其中，上述第一控制模式为油液升温模式；若上述第一油液温度值和上述第二油液温度值均大于上述电池温度值，且上述电池温度值小于第二预设温度值，则确定上述控制模式为第二控制模式，其中，上述第二控制模式为电池降温模式；若接收到目标车辆发送的空调启动指令，且上述第一油液温度值和上述第二油液温度值均大于第三预设温度值，则确定上述控制模式为第三控制模式，其中，上述第三控制模式为油液冷却模式。
可选的，在上述基于上述油液温度值和上述电池温度值确定控制模式之后，上述方法还包括：在上述控制模式为第一控制模式的情况下，控制上述三通阀将上述阀芯调整至第一预设位置；在上述控制模式为第二控制模式的情况下，控制上述三通阀将上述阀芯调整至第二预设位置；在上述控制模式为第三控制模式的情况下，控制上述三通阀将上述阀芯调整至第三预设位置。
可选的，上述基于上述油液温度值确定电动油泵的转速，包括：将上述第一油液温度值分别与第一预设温度值、第二预设温度值进行对比处理；若上述第一油液温度值小于上述第一预设温度值，则确定上述第一电动油泵的转速为低转速；若上述第一油液温度值大于上述第一预设温度值且小于上述第二预设温度值，则确定上述第一电动油泵的转速为中转速；若上述第一油液温度值大于上述第二预设温度值，则确定上述第一电动油泵的转速为高转速。
可选的，上述基于上述油液温度值确定电动油泵的转速，包括：将上述第二油液温度值分别与第一预设温度值、第二预设温度值进行对比处理；若上述第二油液温度值小于上述第一预设温度值，则确定上述第二电动油泵的转速为低转速；若上述第二油液温度值大于上述第一预设温度值且小于上述第二预设温度值，则确定上述第二电 动油泵的转速为中转速；若上述第二油液温度值大于上述第二预设温度值，则确定上述第二电动油泵的转速为高转速。
可选的，在上述基于上述控制模式和上述转速，完成热量分配之前，上述方法还包括：获取减速器输出轴上传的减速器转速，其中，上述减速器输出轴包括第一减速器输出轴和第二减速器输出轴，上述减速器输出轴为安装在第一电动喷油泵上，上述第二减速器输出轴为安装在第二电动喷油泵上；采用线性插值法基于上述减速器转速确定喷油泵负荷，其中，上述喷油泵负荷用于控制电动喷油泵按照上述喷油泵负荷运行。
可选的，上述基于上述控制模式和上述转速，完成热量分配，包括：基于上述控制模式调整上述目标车辆的上述油路；控制上述电动油泵在上述油路下根据上述转速运行；控制上述电动喷油泵在上述油路下根据上述喷油泵负荷运行。
根据本公开实施例的另一方面，还提供了一种电动汽车热量分配的控制装置，包括：获取模块，用于获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；第一确定模块，用于基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；第二确定模块，用于基于上述油液温度值确定电动油泵的转速；控制模块，用于基于上述控制模式和上述转速，完成热量分配。
根据本公开实施例的另一方面，还提供了一种非易失性存储介质，上述非易失性存储介质存储有多条指令，上述指令适于由处理器加载并执行任意一项上述的电动汽车热量分配的控制方法。
根据本公开实施例的另一方面，还提供了一种电子设备，包括存储器和处理器，上述存储器中存储有计算机程序，上述处理器被设置为运行上述计算机程序以执行任意一项上述的电动汽车热量分配的控制方法。
在本公开实施例中，通过获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目 标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配，达到了采用油冷的方式间接延长纯电动车的低温续航里程的目的，从而实现了防止提升电池温度，提升低温环境下的电池充放电功率，减少电池低温能量衰减率，提升整车动力性和续航里程的技术效果，进而解决了现有的电动汽车动力总成热量分配系统整体效率较低，电耗较高，影响低温下车辆续航里程的技术问题。
附图说明
此处所说明的附图用来提供对本公开的进一步理解，构成本申请的一部分，本公开的示意性实施例及其说明用于解释本公开，并不构成对本公开的不当限定。在附图中：
图1是根据本公开实施例的电动汽车热量分配的控制方法流程图；
图2是根据本公开实施例的一种可选的纯电动汽车动力总成低温热量分配系统油路示意图；
图3是根据本公开实施例的另一种可选的纯电动汽车动力总成低温热量分配系统油路示意图；
图4是根据本公开实施例的另一种可选的纯电动汽车动力总成低温热量分配系统油路示意图；
图5是根据本公开实施例的另一种可选的纯电动汽车动力总成低温热量分配系统油路示意图；
图6是根据本公开实施例的一种可选的控制模式转换结构示意图；
图7是根据本公开实施例的一种可选的整车控制器结构示意图；
图8是根据本公开实施例的一种可选的三通阀控制结构示意图；
图9是根据本公开实施例的一种电动汽车热量分配的控制装置的结构示意图。
具体实施方式
为了使本技术领域的人员更好地理解本公开方案，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本公开一部分的实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于 本公开保护的范围。
需要说明的是，本公开的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本公开的实施例能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
实施例1
根据本公开实施例，提供了一种电动汽车热量分配的控制方法的实施例，需要说明的是，在附图的流程图示出的步骤可以在诸如一组计算机可执行指令的计算机系统中执行，并且，虽然在流程图中示出了逻辑顺序，但是在某些情况下，可以以不同于此处的顺序执行所示出或描述的步骤。
图1是根据本公开实施例的电动汽车热量分配的控制方法流程图，如图1所示，该方法包括如下步骤：
步骤S102，获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；
步骤S104，基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；
步骤S106，基于上述油液温度值确定电动油泵的转速；
步骤S108，基于上述控制模式和上述转速，完成热量分配。
在本公开实施例中，上述步骤S102至S108中提供的电动汽车热量分配的控制的执行主体为电动车辆上运行的热量分配系统，通过获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，基于上述油液温度值和上述电池温度值确定控制模式，基于上述油液温度值确定电动油泵的转速；基于上述控制模式调整上述目标车辆的上述油路，并控制上述电动油泵在上述油路下根据上述转速运行，通过油液完成热量分配。
需要说明的是，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置。
作为一种可选的实施例，如图2所示的一种纯电动汽车动力总成低温热量分配系统油路示意图，主要包括热管理子系统和控制子系统，上述的热管理子系统包括第一电机系统、第二电机系统、第一喷油泵、第二喷油泵、第一减速器、第二减速器、制动盘、制动钳、电动油泵1、电动油泵2、电动水泵1、三通阀1、三通阀2、三通阀3、暖风芯体、鼓风机、膨胀油箱、膨胀水箱、动力电池系统。第一电机系统、第二电机系统、第一喷油泵、第二喷油泵、电动油泵1、电动油泵2、三通阀1、三通阀2、制动盘、制动钳、膨胀油箱之间通过润滑油管路相连接，组成一个闭合的冷却油路，三通阀1和三通阀2完全相同，具有三个油口，可以控制12连同或者13连同；第一喷油泵和第二喷油泵均带有喷油嘴(未画出)，可以通过PWM或者其它方式控制喷油泵的负荷实现单位时间喷油量的控制，第一喷油泵向第一减速器齿轮喷油，第二喷油泵向第二减速器齿轮喷油；电动油泵1和电动油泵2的转速决定油路中油液流量的快慢。电动油泵1布置第一油温传感器用来检测油液油温，电动油泵2布置第二油温传感器用来检测油液油温，电动水泵1中布置有水温传感器用来检测冷却水温度并上报给VCU；动力电池系统、暖风芯体、电动水泵1、三通阀3、膨胀水箱等组成一个冷却回路，里面充满冷却液、通过电动水泵1的运转使得冷却液在回路中进行流动，电动水泵1的转速决定冷却液的流量的快慢，通过换热器实现冷却油路和冷却水路之间的热量交换。
可选的，如图7所示的整车控制器结构示意图，上述的控制子系统包括整车控制器(vehicle control unit，VCU)，第一电机控制器(motor control unit，MCU，下述简称MCU1)，第二电机控制器(下述简称MCU2)，电池管理系统(Battery management system，简称BMS)第一转速传感器和第二转速传感器，第一油温传感器和第二油温传感器、电动油泵1、电动油泵2、三通阀1、三通阀2、三通阀3、第一喷油泵、第二喷油泵、电动水泵1、空调控制器、鼓风机、压缩机等。上述的第一油温传感器和第二油温传感器将检测的油温上传给上述的VCU，上述的第一转速传感器用来检测上述对应的第一减速器输出轴转速，并将此转速信号反馈给VCU，上述的第二转速传感器用来检测上述对应的第二减速器输出轴转速，并将此转速信号反馈给VCU，上述的MCU用来执行VCU发送的电机扭矩命令并控制对应的电机实现目标扭矩输出，上述的MCU还可以将对应的电机转速、扭矩、电机温度、电机逆变器温度发送给VCU，上述的BMS将电池电量和电池温度等信号传递给上述的VCU，上述的VCU可以控制三通阀1、三通阀2、三通阀3的连通状态，控制电动油泵1和电动油泵2的转速，控制电动水 泵1的转速，控制第一喷油泵和第二喷油泵的负荷，压缩机的负荷和鼓风机的档位由空调控制器进行控制。
作为一种可选的实施例，如图3所示的一种纯电动汽车动力总成低温热量分配系统油路示意图，在图2的基础上取消了换热器、电动水泵和膨胀水箱；动力电池、暖风芯体、三通阀3组成一个闭合的冷却油路，冷却油液与电机冷却回路相同。此方案热交换效率更高，但对电池和暖风芯体内部油路设计有一定要求。
作为一种可选的实施例，如图4所示的一种纯电动汽车动力总成低温热量分配系统油路示意图，在图2的基础上增加了空调系统(包括蒸发器、冷凝器、压缩机等)，上述的控制子系统中增加了空调控制器，增加了压缩机的控制，此方案通过空调蒸发器吸收冷却水路中的热量，然后进行制热转换，提供给乘员舱热量用来取暖，与方案一相比能够提升取暖温度，增加驾乘人员舒适程度，缺点是需要压缩机耗能，能耗稍高。
作为一种可选的实施例，如图5所示的一种纯电动汽车动力总成低温热量分配系统油路示意图，在图3的基础上增加了空调系统(包括蒸发器、冷凝器、压缩机等)，上述的控制子系统中增加了空调控制器，增加了压缩机的控制，此方案通过空调蒸发器吸收冷却油路中的热量，然后进行制热转换，提供给乘员舱热量用来取暖，与方案一相比能够提升取暖温度，增加驾乘人员舒适程度，缺点是需要压缩机耗能，能耗稍高。
通过本公开实施例，能够解决低温下减速器搅油阻力增大搅油损失增加的问题，通过采用油冷的方式，利用电动喷油泵向减速器齿轮和轴承进行智能喷油，避免减速器齿轮浸泡在油液中，大大减少减速器的搅油阻力，提升其传动效率，间接延长纯电动车的低温续航里程；同时，将采用一条闭环冷却油路连接电机系统和喷油泵，利用电机运转散发的热量快速为油液加热，利用加热后的油液喷向减速器，提升减速器低温传递效率，增加了电机余热利用率，解决能量浪费问题；通过三通阀在冷却油回路中增加一个旁通支路，当油液温度较低时，油液不流经换热器，油液在电机和喷油泵内部循环(简称“小循环”)，使得油液迅速升温；当油液温度升高到一定程度时，通过控制三通阀的开闭，使得油液流经换热器或者流经电池(简称“大循环”)，将热量带给电池回路对电池进行加热，同时对油液进行冷却，一方面防止电机冷却油温度过高，使得电机和减速器都工作在合理的温度区间内，另一方面能够防止提升电池温度，提升低温环境下的电池充放电功率，减少电池低温能量衰减率，提升整车动力性和续航里程；当冷却油液温度到达一定程度时，通过三通阀1和三通阀3使得热量流经暖风芯体或者蒸发器，为乘员舱提供热量，提升空调系统制热效率，降低空调能耗，延 长低温续航里程。
通过热管理子系统、控制子系统及对应的不同模式切换的条件逻辑、部件的控制策略完成车辆的热量分配。
在本公开实施例中，如图6所示的控制模式转换结构示意图，若第一油液温度值和第二油液温度值均小于上述电池温度值，且上述电池温度值大于第一预设温度值，则确定上述控制模式为第一控制模式，其中，上述第一控制模式为油液升温模式；若上述第一油液温度值和上述第二油液温度值均大于上述电池温度值，且上述电池温度值小于第二预设温度值，则确定上述控制模式为第二控制模式，其中，上述第二控制模式为电池降温模式；若接收到目标车辆发送的空调启动指令，且上述第一油液温度值和上述第二油液温度值均大于第三预设温度值，则确定上述控制模式为第三控制模式，其中，上述第三控制模式为油液冷却模式。
在一种可选的实施例中，在上述基于上述油液温度值和上述电池温度值确定控制模式之后，上述方法还包括：在上述控制模式为第一控制模式的情况下，控制上述三通阀将上述阀芯调整至第一预设位置；在上述控制模式为第二控制模式的情况下，控制上述三通阀将上述阀芯调整至第二预设位置；在上述控制模式为第三控制模式的情况下，控制上述三通阀将上述阀芯调整至第三预设位置。
作为一种可选的实施例，在第一控制模式下，三通阀1的12连通、13关闭，电机冷却油液不流经换热器，不流经动力电池，通过旁通支路进行流动，称为小循环；小循环的目的是通过电机运转电机本体和逆变器产生的热量传递到油液中，通过制动盘和制动钳产生的热量在低温下使得油液温度迅速升高，升高的油液喷向减速器为减速器润滑，使得系统热量合理利用及分配。
作为一种可选的实施例，在第二控制模式下，三通阀1的12关闭、13连通，冷却油液不流经旁通支路，冷却油液流经换热器或者冷却水流经动力电池；三通阀3的12连通、13关闭，冷却液不流经暖风芯体或者蒸发器，称为大循环1。此循环的目的是防止冷却油液温度过高，保证电机和减速器的发热及时迅速的散出去，避免影响电机性能发挥，同时避免影响减速器寿命；同时利用电机、减速器产生的热量和制动产生的热量，通过换热器进行交换后或者直接传递给动力电池，使得电池温度不至过低，保证电池在低温下迅速升温，一方面保证电池的放电功率，保证整车动力性，一方面保证电池能量不至于衰减过多，减少低温续航里程衰减。
作为一种可选的实施例，在第三控制模式下，三通阀1的12关闭、13连通，三通阀3的12关闭、13连通，冷却油液不流经电机回路的旁通支路，冷却油液/冷却水 也不流经动力电池，冷却液流经暖风芯体或者蒸发器。称为大循环2。此循环的目的是同时利用电机、减速器产生的多余热量和制动产生的热量，通过换热器进行交换后或者直接传递给暖风芯体或者蒸发器，为乘员舱供热，保证低温驾乘人员舒适度，同时提高空调效率，减少能耗，间接提升低温续航里程。
在一中可选的实施例中，上述基于上述油液温度值确定电动油泵的转速，包括：将上述第一油液温度值分别与第一预设温度值、第二预设温度值进行对比处理；若上述第一油液温度值小于上述第一预设温度值，则确定上述第一电动油泵的转速为低转速；若上述第一油液温度值大于上述第一预设温度值且小于上述第二预设温度值，则确定上述第一电动油泵的转速为中转速；若上述第一油液温度值大于上述第二预设温度值，则确定上述第一电动油泵的转速为高转速。
在本公开实施例中，当第一油温传感器测得的油温小于一定值T1_oi l1(例如-10℃),则电动油泵以高转速工作最高转速的(80％-100％)；当第一油温传感器测得的油温大于等于一定值-10℃且小于10℃,则电动油泵以中等转速工作(最高转速的50％-80％)；当第一油温传感器测得的油温大于等于一定值10℃,则电动油泵以低转速工作(最高转速的30％-50％)。
在一中可选的实施例中，上述基于上述油液温度值确定电动油泵的转速，包括：将上述第二油液温度值分别与第一预设温度值、第二预设温度值进行对比处理；若上述第二油液温度值小于上述第一预设温度值，则确定上述第二电动油泵的转速为低转速；若上述第二油液温度值大于上述第一预设温度值且小于上述第二预设温度值，则确定上述第二电动油泵的转速为中转速；若上述第二油液温度值大于上述第二预设温度值，则确定上述第二电动油泵的转速为高转速。
在本公开实施例中，当第二油温传感器测得的油温小于一定值(例如-10℃),则电动油泵以高转速工作(最高转速的80％-100％)；当第二油温传感器测得的油温大于等于一定值-10℃且小于10℃,则电动油泵以中等转速工作(最高转速的50％-80％)；当第二油温传感器测得的油温大于等于一定值10℃,则电动油泵以低转速工作(最高转速的30％-50％)。
在一中可选的实施例中，在上述基于上述控制模式和上述转速，完成热量分配之前，上述方法还包括：获取减速器输出轴上传的减速器转速，其中，上述减速器输出轴包括第一减速器输出轴和第二减速器输出轴，上述减速器输出轴为安装在第一电动喷油泵上，上述第二减速器输出轴为安装在第二电动喷油泵上；采用线性插值法基于上述减速器转速确定喷油泵负荷，其中，上述喷油泵负荷用于控制电动喷油泵按照上述喷油泵负荷运行。
在本公开实施例中，根据第一减速器的输出轴转速进行查表输出对应的负荷，具体如下表，当转速介于下表数值中间时，喷油泵负荷采用线性插值的方法而定；根据第二减速器的输出轴转速进行查表输出对应的负荷，具体如下表，当转速介于下表数值中间时，喷油泵负荷采用线性插值的方法而定。
需要说明的是，电动喷油泵负荷与减速器输出轴转速对应关系如下表所示：
表1
需要说明的是，当减速器输出轴转速为750rpm时，喷油泵负荷可以为30％。
在一中可选的实施例中，上述基于上述控制模式和上述转速，完成热量分配，包括：基于上述控制模式调整上述目标车辆的上述油路；控制上述电动油泵在上述油路下根据上述转速运行；控制上述电动喷油泵在上述油路下根据上述喷油泵负荷运行。
在本公开实施例中，针对图2至图5所示的油路，小循环对应的控制策略相同，被控件为电动油泵1、电动油泵2、三通阀1、三通阀2、第一喷油泵、第二喷油泵，具体如下表所示。上述的温度阈值均为举例说明，为最优值但不是唯一值。电动水泵1、空调系统均不工作，三通阀3维持默认状态(12连通，13关闭)。
表2


在本公开实施例中，针对图2至图5所示的油路，模式2(大循环1)控制策略如下，针对图2、图4所示的系统，被控件为电动油泵1、电动油泵2、三通阀1、三通阀2、第一喷油泵、第二喷油泵、电动水泵1、三通阀3；鼓风机、压缩机不工作；针对图3、图5所示的系统，被控件为电动油泵1、电动油泵2、三通阀1、三通阀2、第一喷油泵、第二喷油泵、三通阀3；鼓风机、压缩机不工作；针对图2至图5所示的系统，此模式下同一部件对应的控制方法是相同的，具体如下表。上述的温度阈值均为举例子说明，为最优值但不是唯一值。
表3


在本公开实施例中，针对图2至图5所示的油路，模式3(大循环2)的控制策略：针对图2所示的系统，被控件为电动油泵1、电动油泵2、三通阀1、三通阀2、第一喷油泵、第二喷油泵、电动水泵1、三通阀3、鼓风机。针对图3，被控件为电动油泵1、电动油泵2、三通阀1、三通阀2、第一喷油泵、第二喷油泵、三通阀3、鼓风机。针对图4所示的系统，被控件为电动油泵1、电动油泵2、三通阀1、三通阀2、第一喷油泵、第二喷油泵、电动水泵1、三通阀3、鼓风机、压缩机。针对图5所示的系统，被控件为电动油泵1、电动油泵2、三通阀1、三通阀2、第一喷油泵、第二喷油泵、三通阀3、鼓风机、压缩机。具体部件的控制策略如下表所示。上述的温度阈值均为举例子说明，为最优值但不是唯一值。
表4


通过上述步骤，可以实现通过获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配，达到了采用油冷的方式间接延长纯电动车的低温续航里程的目的，从而实现了防止提升电池温度，提升低温环境下的电池充放电功率，减少电池低温能量衰减率，提升整车动力性和续航里程的技术效果，进而解决了现有的电动汽车动力总成热量分配系统整体效率较低，电耗较高，影响低温下车辆续航里程的技术问题。
实施例2
根据本公开实施例，还提供了一种用于实施上述电动汽车热量分配的控制方法的装置实施例，图9是根据本公开实施例的一种电动汽车热量分配的控制装置的结构示意图，如图9所示，上述装置包括：获取模块90、第一确定模块92、第二确定模块94和控制模块96，其中：
获取模块90，用于获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；
第一确定模块92，用于基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；
第二确定模块94，用于基于上述油液温度值确定电动油泵的转速；
控制模块96，用于基于上述控制模式和上述转速，完成热量分配。
此处需要说明的是，上述获取模块90、第一确定模块92、第二确定模块94和控制模块96对应于实施例中的步骤S102至步骤S108，四个模块与对应的步骤所实现的实例和应用场景相同，但不限于上述实施例所公开的内容。
需要说明的是，本实施例的优选实施方式可以参见实施例中的相关描述，此处不再赘述。
根据本公开的实施例，还提供了一种计算机可读存储介质的实施例。可选的，在本实施例中，上述计算机可读存储介质可以用于保存上述实施例所提供的电动汽车热量分配的控制方法所执行的程序代码。
可选的，在本实施例中，上述计算机可读存储介质可以位于计算机网络中计算机终端群中的任意一个计算机终端中，或者位于移动终端群中的任意一个移动终端中。
可选的，在本实施例中，计算机可读存储介质被设置为存储用于执行以下步骤的程序代码：获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配。
可选的，上述计算机可读存储介质被设置为存储用于执行以下步骤的程序代码：若第一油液温度值和第二油液温度值均小于上述电池温度值，且上述电池温度值大于第一预设温度值，则确定上述控制模式为第一控制模式，其中，上述第一控制模式为油液升温模式；若上述第一油液温度值和上述第二油液温度值均大于上述电池温度值，且上述电池温度值小于第二预设温度值，则确定上述控制模式为第二控制模式，其中，上述第二控制模式为电池降温模式；若接收到目标车辆发送的空调启动指令，且上述第一油液温度值和上述第二油液温度值均大于第三预设温度值，则确定上述控制模式为第三控制模式，其中，上述第三控制模式为油液冷却模式。
可选的，上述计算机可读存储介质被设置为存储用于执行以下步骤的程序代码：在上述控制模式为第一控制模式的情况下，控制上述三通阀将上述阀芯调整至第一预设位置；在上述控制模式为第二控制模式的情况下，控制上述三通阀将上述阀芯调整至第二预设位置；在上述控制模式为第三控制模式的情况下，控制上述三通阀将上述阀芯调整至第三预设位置。
可选的，上述计算机可读存储介质被设置为存储用于执行以下步骤的程序代码：将上述第一油液温度值分别与第一预设温度值、第二预设温度值进行对比处理；若上述第一油液温度值小于上述第一预设温度值，则确定上述第一电动油泵的转速为低转速；若上述第一油液温度值大于上述第一预设温度值且小于上述第二预设温度值，则确定上述第一电动油泵的转速为中转速；若上述第一油液温度值大于上述第二预设温度值，则确定上述第一电动油泵的转速为高转速。
可选的，上述计算机可读存储介质被设置为存储用于执行以下步骤的程序代码：将上述第二油液温度值分别与第一预设温度值、第二预设温度值进行对比处理；若上述第二油液温度值小于上述第一预设温度值，则确定上述第二电动油泵的转速为低转速；若上述第二油液温度值大于上述第一预设温度值且小于上述第二预设温度值，则确定上述第二电动油泵的转速为中转速；若上述第二油液温度值大于上述第二预设温度值，则确定上述第二电动油泵的转速为高转速。
可选的，上述计算机可读存储介质被设置为存储用于执行以下步骤的程序代码：获取减速器输出轴上传的减速器转速，其中，上述减速器输出轴包括第一减速器输出轴和第二减速器输出轴，上述减速器输出轴为安装在第一电动喷油泵上，上述第二减速器输出轴为安装在第二电动喷油泵上；采用线性插值法基于上述减速器转速确定喷油泵负荷，其中，上述喷油泵负荷用于控制电动喷油泵按照上述喷油泵负荷运行。
可选的，上述计算机可读存储介质被设置为存储用于执行以下步骤的程序代码：基于上述控制模式调整上述目标车辆的上述油路；控制上述电动油泵在上述油路下根据上述转速运行；控制上述电动喷油泵在上述油路下根据上述喷油泵负荷运行。
根据本公开的实施例，还提供了一种处理器的实施例。可选的，在本实施例中，上述计算机可读存储介质可以用于保存上述实施例1所提供的电动汽车热量分配的控制方法所执行的程序代码。
本申请实施例提供了一种电子设备，设备包括处理器、存储器及存储在存储器上并可在处理器上运行的程序，处理器执行程序时实现以下步骤：获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配。
本申请实施例提供了一种电子设备，设备包括处理器、存储器及存储在存储器上并可在处理器上运行的程序，处理器执行程序时实现以下步骤：获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配。
本申请还提供了一种计算机程序产品，当在数据处理设备上执行时，适于执行初始化有如下方法步骤的程序：获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配。
本申请还提供了一种计算机程序产品，当在数据处理设备上执行时，适于执行初始化有如下方法步骤的程序：获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，上述油液温度值包括第一油液温度值和第二油液温度值，上述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，上述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；基于上述油液温度值和上述电池温度值确定控制模式，其中，上述控制模式用于确定目标车辆油路中三通阀的阀芯位置；基于上述油液温度值确定电动油泵的转速；基于上述控制模式和上述转速，完成热量分配。
上述本公开实施例序号仅仅为了描述，不代表实施例的优劣。
在本公开的上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其他实施例的相关描述。
在本申请所提供的几个实施例中，应该理解到，所揭露的技术内容，可通过其它的方式实现。其中，以上所描述的装置实施例仅仅是示意性的，例如上述单元的划分，可以为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，单元或模 块的间接耦合或通信连接，可以是电性或其它的形式。
上述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，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单元中，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单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
上述集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本公开的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可为个人计算机、服务器或者网络设备等)执行本公开各个实施例上述方法的全部或部分步骤。而前述的存储介质包括：U盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、移动硬盘、磁碟或者光盘等各种可以存储程序代码的介质。
以上上述仅是本公开的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本公开原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本公开的保护范围。
工业实用性
本申请实施例提供的方案可应用于车辆控制技术领域，在本申请实施例中，根据油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，确定目标车辆油路的控制模式，并基于油液温度值确定电动油泵的转速，最后基于控制模式和电动油泵的转速，完成热量分配，在采用油冷的方式间接延长纯电动车的低温续航里程的同时，也实现了防止提升电池温度，提升低温环境下的电池充放电功率，减少电池低温能量衰减率，提升整车动力性和续航里程的技术效果。

Claims (10)

  1. 一种电动汽车热量分配的控制方法，包括：
    获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，所述油液温度值包括第一油液温度值和第二油液温度值，所述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，所述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；
    基于所述油液温度值和所述电池温度值确定控制模式，其中，所述控制模式用于确定目标车辆油路中三通阀的阀芯位置；
    基于所述油液温度值确定电动油泵的转速；
    基于所述控制模式和所述转速，完成热量分配。
  2. 根据权利要求1所述的方法，其中，所述基于所述油液温度值和所述电池温度值确定控制模式，包括：
    若第一油液温度值和第二油液温度值均小于所述电池温度值，且所述电池温度值大于第一预设温度值，则确定所述控制模式为第一控制模式，其中，所述第一控制模式为油液升温模式；
    若所述第一油液温度值和所述第二油液温度值均大于所述电池温度值，且所述电池温度值小于第二预设温度值，则确定所述控制模式为第二控制模式，其中，所述第二控制模式为电池降温模式；
    若接收到目标车辆发送的空调启动指令，且所述第一油液温度值和所述第二油液温度值均大于第三预设温度值，则确定所述控制模式为第三控制模式，其中，所述第三控制模式为油液冷却模式。
  3. 根据权利要求2所述的方法，其中，在所述基于所述油液温度值和所述电池温度值确定控制模式之后，所述方法还包括：
    在所述控制模式为第一控制模式的情况下，控制所述三通阀将所述阀芯调整至第一预设位置；
    在所述控制模式为第二控制模式的情况下，控制所述三通阀将所述阀芯调整至第二预设位置；
    在所述控制模式为第三控制模式的情况下，控制所述三通阀将所述阀芯调整 至第三预设位置。
  4. 根据权利要求3所述的方法，其中，所述基于所述油液温度值确定电动油泵的转速，包括：
    将所述第一油液温度值分别与所述第一预设温度值、所述第二预设温度值进行对比处理；
    若所述第一油液温度值小于所述第一预设温度值，则确定所述第一电动油泵的转速为低转速；
    若所述第一油液温度值大于所述第一预设温度值且小于所述第二预设温度值，则确定所述第一电动油泵的转速为中转速；
    若所述第一油液温度值大于所述第二预设温度值，则确定所述第一电动油泵的转速为高转速。
  5. 根据权利要求3所述的方法，其中，所述基于所述油液温度值确定电动油泵的转速，包括：
    将所述第二油液温度值分别与所述第一预设温度值、所述第二预设温度值进行对比处理；
    若所述第二油液温度值小于所述第一预设温度值，则确定所述第二电动油泵的转速为低转速；
    若所述第二油液温度值大于所述第一预设温度值且小于所述第二预设温度值，则确定所述第二电动油泵的转速为中转速；
    若所述第二油液温度值大于所述第二预设温度值，则确定所述第二电动油泵的转速为高转速。
  6. 根据权利要求1所述的方法，其中，在所述基于所述控制模式和所述转速，完成热量分配之前，所述方法还包括：
    获取减速器输出轴上传的减速器转速，其中，所述减速器输出轴包括第一减速器输出轴和第二减速器输出轴，所述减速器输出轴为安装在第一电动喷油泵上，所述第二减速器输出轴为安装在第二电动喷油泵上；
    采用线性插值法基于所述减速器转速确定喷油泵负荷，其中，所述喷油泵负荷用于控制电动喷油泵按照所述喷油泵负荷运行。
  7. 根据权利要求6所述的方法，其中，所述基于所述控制模式和所述转速，完成热量分配，包括：
    基于所述控制模式调整所述目标车辆的所述油路；
    控制所述电动油泵在所述油路下根据所述转速运行；
    控制所述电动喷油泵在所述油路下根据所述喷油泵负荷运行。
  8. 一种电动汽车热量分配的控制装置，包括：
    获取模块，设置为获取油温传感器上传的油液温度值以及电池管理设备上传的电池温度值，其中，所述油液温度值包括第一油液温度值和第二油液温度值，所述第一油液温度值为安装在第一电动油泵上的第一油温传感器测得的油液温度值，所述第二油液温度值为安装在第二电动油泵上的第二油温传感器测得的油液温度值；
    第一确定模块，设置为基于所述油液温度值和所述电池温度值确定控制模式，其中，所述控制模式用于确定目标车辆油路中三通阀的阀芯位置；
    第二确定模块，设置为基于所述油液温度值确定电动油泵的转速；
    控制模块，设置为基于所述控制模式和所述转速，完成热量分配。
  9. 一种非易失性存储介质，所述非易失性存储介质存储有多条指令，所述指令适于由处理器加载并执行权利要求1至7中任意一项所述的电动汽车热量分配的控制方法。
  10. 一种电子设备，包括存储器和处理器，所述存储器中存储有计算机程序，所述处理器被设置为运行所述计算机程序以执行权利要求1至7中任意一项所述的电动汽车热量分配的控制方法。
PCT/CN2023/092312 2022-09-30 2023-05-05 电动汽车热量分配的控制方法、装置、存储介质及设备 WO2024066359A1 (zh)

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