Vehicle cooling control method, device, apparatus, medium, and program product

Abstract

In a vehicle cooling control method, device, apparatus, medium, and program product, the temperature and rate of change of the battery of a target vehicle are monitored in real time; a cooling demand grade of the battery is determined based on the next temperature and rate of change; when it is detected that there is a cooling demand for both the passenger compartment and the battery of the target vehicle simultaneously, a cooling mode to be entered is determined based on the current cooling demand grade of the battery; furthermore, a control command for each target control object is determined based on the cooling mode, and the corresponding cooling mode includes a single-mode stage for cooling the passenger compartment or the battery alone, and a dual-mode stage for cooling the passenger compartment and the battery simultaneously, wherein the single-mode stage is configured before the dual-mode stage. This solves the technical problem of distributing and controlling the cooling capacity of a new energy vehicle and achieves a technical effect of securing the cooling demand of the battery by flexibly distributing the total cooling performance of the vehicle under the premise of first securing passenger compartment comfort.

Description

Technology Field

[0001] The present application relates to the field of new energy vehicle technology, and more specifically, to a vehicle cooling control method, device, apparatus, medium, and program product. Background Technology

[0002] With the advancement of vehicle technology, new energy vehicles have already become a major trend in the development of future automobiles. While there are many solutions for in-vehicle environmental control in the conventional automotive sector, new energy vehicles face new challenges. This is because the introduction of high-output drive motors and large-capacity batteries in new energy vehicles has a new impact on existing vehicle thermal management.

[0003] When there is a cooling demand for both the battery and the passenger compartment of a new energy vehicle, the system's cooling performance may not be able to simultaneously satisfy both demands in a timely manner, and how to distribute and control cooling performance for both is emerging as an urgent technical challenge for new energy vehicles. Prior art literature

[65535] Chinese Patent Application CN107719067A (Publication Date: Feb. 23, 2018) Chinese Patent Application CN113525017A (Publication Date: Oct. 22, 2021) The problem to be solved

[0004] The objective of the present application is to provide a vehicle cooling control method that solves the technical problem of distributing and controlling the cooling performance of a new energy vehicle. means of solving the problem

[0005] According to the first aspect, the present application discloses a vehicle cooling control method, and

[0006] A step of monitoring the temperature of the target vehicle's battery and the rate of temperature change in real time;

[0007] Step of determining the cooling demand grade of the battery based on temperature and rate of change;

[0008] A step of determining a cooling mode to be entered based on the current cooling demand grade of the battery when it is detected that there is a simultaneous cooling demand in the passenger compartment and battery of the target vehicle;

[0009] The method includes the step of determining a control command for each target control object based on a cooling mode, and

[0010] Here, the cooling mode includes a single-mode stage and a dual-mode stage, the single-mode stage is for cooling the cabin or battery alone, the dual-mode stage is for cooling the cabin and battery simultaneously, and the single-mode stage is configured before the dual-mode stage.

[0011] Based on the aforementioned technical details, when there is a simultaneous cooling demand for both the passenger compartment and the battery, a decision is made based on the battery's cooling demand rating to either cool the passenger compartment first or perform single-mode cooling for the battery first, followed by dual-mode cooling. By dividing the cooling process into two stages, the first stage ensures that cooling performance is intensively concentrated on the side with the most urgent current demand. The judgment criterion is to prioritize securing the cooling demand for passenger compartment comfort when there is no urgent cooling demand for the battery. After completing the first stage, if the total cooling demand falls within the upper limit of the target vehicle's cooling capacity, dual-mode cooling is activated to simultaneously satisfy the cooling demands of both. This achieves a technical effect that ensures not only passenger compartment comfort but also system safety. It effectively resolves the issues of cooling performance distribution and control.

[0012] In one implementation, the single-mode stage includes a cabin cooling mode, and the step of determining the cooling mode to be entered based on the current cooling demand class of the battery is

[0013] When the cooling demand class of the battery is in a non-emergency state, enter a cabin cooling mode, monitor a first air discharge temperature in real time, and the first air discharge temperature includes the air discharge temperature at the location where the internal heat exchanger is placed;

[0014] It includes a step of entering a dual mode stage when the first temperature difference between the first wind discharge temperature and the first target temperature is less than or equal to the first temperature difference threshold, or when the first operating time of the cabin cooling mode is greater than or equal to the first preset time.

[0015] If the battery's cooling demand rating is not high, the principle is to prioritize ensuring cabin comfort, and cooling capacity is concentrated on the cabin to rapidly lower the cabin temperature. However, the battery's cooling demand must also be considered; otherwise, the battery's cooling demand rating may continuously rise, potentially leading to safety risks for the system. Therefore, the cooling time for the cabin alone must be controlled. Simultaneously, by controlling the cooling time for the cabin alone, it is possible to prevent safety issues that could arise if the control system falls into an infinite loop—where the cabin temperature cannot ever reach the preset target due to unforeseen factors—and irreversible damage occurs as the battery fails to cool in a timely manner.

[0016] In one embodiment, when the battery cooling demand class is in a non-emergency state, after entering the cabin cooling mode, a closing command is sent to the first electronic expansion valve, the first electronic expansion valve is installed at the refrigerant input of a multi-system heat exchanger, and the multi-system heat exchanger is intended to allow the heat pump system and the coolant circulation system to perform heat exchange;

[0017] The step of determining the control command for each target control object based on the cooling mode is,

[0018] A step of determining a first closed-loop control command of a compressor based on a first wind discharge temperature and a first closed-loop control model;

[0019] Based on the degree of subcooling of a first preset position and a second closed-loop control model, a second closed-loop control command of a second electronic expansion valve is determined, and the first preset position includes the input end of an external heat exchanger, and the second electronic expansion valve is installed at the input end of an internal heat exchanger.

[0020] In one implementation form, when the battery's cooling demand class is in a non-emergency state, after the step of entering a dual-mode stage, the step of determining a control command for each target control object based on the cooling mode is

[0021] A step of determining an opening degree control command for a first electronic expansion valve based on a cooling demand grade, a first wind discharge temperature, and a target temperature;

[0022] A step of determining a third closed-loop control command of a compressor based on a first wind discharge temperature and a third closed-loop control model;

[0023] It includes the step of determining the fourth closed-loop control command of the second electronic expansion valve based on the degree of subcooling of the preset position and the fourth closed-loop control model.

[0024] In one implementation, the opening degree control command includes valve opening speed and valve closing speed, and the cooling demand rating and valve opening speed have a positive correlation, while the cooling demand rating and valve closing speed have a negative correlation.

[0025] Optionally, the opening degree control command includes an opening degree upper limit, and the cooling demand class and the opening degree upper limit have a positive correlation.

[0026] When the battery cooling grade is lower, i.e., in a non-emergency state, the control method that prioritizes securing the principle of cabin comfort involves using a compressor to control the evaporator air discharge temperature during the cabin-only cooling stage, and the electronic expansion valve before the evaporator (internal heat exchanger), i.e., the first electronic expansion valve, controlling the degree of subcooling of the external condenser (external heat exchanger), thereby improving the stability and safety of the entire system. At the same time, to concentrate cooling performance on the heat pump system, the electronic expansion valve at the refrigerant input of the multi-system heat exchanger, i.e., the second electronic expansion valve, is closed. After entering the cabin and battery simultaneous cooling stage, the compressor controls the evaporator air discharge temperature, the electronic expansion valve before the evaporator controls the degree of subcooling of the external condenser, and the electronic expansion valve at the refrigerant input of the chiller monitors the difference between the evaporator air discharge temperature and the target evaporator air discharge temperature, and slowly opens the valve, slowly closes the valve, or maintains the degree of opening. Thus, through the cooperation of the compressor and the second electronic expansion valve, priority distribution for cabin cooling is completed, and the user's comfort experience is ensured.

[0027] In one implementation form, the single mode step includes a battery cooling mode, and the step of determining the cooling mode to be entered based on the current cooling demand grade of the battery is

[0028] When the cooling demand level is in an emergency state, enter a battery cooling mode, monitor the coolant temperature of a first location in real time, the first location includes a battery cooling pipeline inlet point in the battery cooling circuit, and the battery cooling circuit is included in a coolant circulation system;

[0029] It includes a step of entering a dual mode stage when the second temperature difference between the coolant temperature and the second target temperature is less than or equal to the second temperature difference threshold, or when the second operating time of the battery cooling mode is greater than or equal to the second preset time.

[0030] In one implementation form, when the cooling demand level is in an emergency state, the step of entering a battery cooling mode and determining a control command for each target control object based on the cooling mode is

[0031] A step of determining the fifth closed-loop control command of the compressor based on the coolant temperature and the fifth closed-loop control model;

[0032] Based on the subcooling degree of a second preset position and a sixth closed-loop control model, a sixth closed-loop control command of a first electronic expansion valve is determined, and the second preset position includes the refrigerant input end of a multi-system heat exchanger;

[0033] Based on the blower airflow, incoming wind temperature, and target wind discharge temperature, a preset opening degree command for the second electronic expansion valve is determined, and the preset opening degree command is intended to fix the opening degree of the second electronic expansion valve to a preset opening degree, wherein the incoming wind temperature includes the temperature of the wind incoming side at the location where the internal heat exchanger is placed, and the target wind discharge temperature includes the preset temperature of the wind discharge side at the location where the internal heat exchanger is placed.

[0034] In one implementation form, when the cooling demand class is in an emergency state, after the step of entering the dual-mode stage, the step of determining the control command for each target control object based on the cooling mode is

[0035] Based on the fifth closed-loop control command, the sixth closed-loop control command, and the preset opening degree command, the method includes the step of determining the opening degree adjustment command of the second electronic expansion valve by simultaneously monitoring the second temperature difference and the rate of change of the coolant temperature in real time.

[0036] In one embodiment, the step of determining a command to adjust the opening degree of a second electronic expansion valve by monitoring the second temperature difference and the rate of change of the coolant temperature in real time is

[0037] When the second temperature difference is greater than the second temperature difference threshold, the second temperature difference is less than or equal to the preset temperature difference upper limit, and the rate of change is less than the first rate threshold, the method includes the step of reducing the opening degree of the second electronic expansion valve in a first preset manner.

[0038] Optionally, when the rate of change is greater than or equal to the first rate threshold, the rate of change is less than the second rate threshold, and the second temperature difference is greater than the second temperature difference threshold, the opening degree of the second electronic expansion valve is maintained without change, and the second rate threshold is greater than the first rate threshold.

[0039] Optionally, when the second temperature difference is greater than the second temperature difference threshold and the rate of change is greater than or equal to the second rate threshold, the opening degree of the second electronic expansion valve is increased in a second preset manner.

[0040] Optionally, when the second temperature difference is greater than the preset upper limit of the temperature difference, the opening degree of the second electronic expansion valve is reduced in a third preset manner.

[0041] Optionally, when the second temperature difference is less than or equal to the second temperature difference threshold, the seventh closed-loop control command of the second electronic expansion valve is determined based on the second temperature difference and the seventh closed-loop control model.

[0042] When the cooling demand level is higher, i.e., in an emergency state, in order to ensure the safety of the vehicle, i.e., the system, the system first enters the battery-only cooling stage. At this time, the compressor controls the temperature of the coolant at the battery inlet point of the coolant circuit, the electronic expansion valve before the refrigerant input of the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator is fixed to a smaller opening degree, thereby distributing a small portion of the cooling performance to the passenger compartment while also considering the cooling of the passenger compartment. In other words, under the premise of ensuring battery safety, the user's comfort needs are still considered, thereby improving the user experience. After entering the stage of simultaneous cooling of the passenger cabin and battery, the compressor controls the temperature of the coolant at the battery inlet point in the coolant circuit, the electronic expansion valve before the refrigerant input of the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator controls the evaporator air discharge temperature. At the same time, the difference between the battery water inlet temperature and the target water inlet temperature and the rate of change of the battery water inlet temperature are monitored to finally determine the degree of opening of the electronic expansion valve before the evaporator, that is, the degree of opening of the second electronic expansion valve. By doing so, the cooling capacity is flexibly adjusted and distributed in real time, a balance in the distribution of cooling performance between the passenger cabin and the battery is achieved, system safety is maintained, and passenger comfort is ensured.

[0043] In one implementation form, the vehicle cooling control method is,

[0044] When it is detected that the battery temperature is greater than or equal to a first temperature threshold, the method further includes the step of closing the second electronic expansion valve until the battery temperature becomes less than or equal to a second temperature threshold, and then re-entering real-time monitoring of the temperature difference between the coolant temperature and the second target temperature, and the rate of change of the coolant temperature, to determine a command to adjust the opening degree of the second electronic expansion valve.

[0045] Since battery temperature is related to power output, the battery temperature rises rapidly when electricity usage increases. To ensure battery safety in such cases, when the battery temperature is monitored to be excessively high, cooling performance is intensively allocated to cooling the battery so that the battery temperature quickly returns to the normal range.

[0046] According to a second aspect, the present application discloses a vehicle cooling control device, and

[0047] A monitoring module that monitors the temperature and the rate of temperature change of the target vehicle's battery in real time;

[0048] A processing module that determines the cooling demand grade of the battery based on temperature and rate of change; including

[0049] The monitoring module also monitors the cooling demand of the target vehicle's cabin and battery;

[0050] The processing module also determines the cooling mode to be entered based on the current cooling demand grade of the battery when it is detected that there is a simultaneous cooling demand in the passenger compartment and battery of the target vehicle; and determines the control command for each target control object based on the cooling mode;

[0051] Here, the cooling mode includes a single-mode stage and a dual-mode stage, the single-mode stage is for cooling the cabin or battery alone, the dual-mode stage is for cooling the cabin and battery simultaneously, and the single-mode stage is configured before the dual-mode stage.

[0052] According to a third aspect, the present application discloses an electronic device comprising a processor and a memory that communicates with the processor;

[0053] Computer execution instructions are stored in memory;

[0054] The processor executes computer execution instructions stored in memory to implement a possible vehicle cooling control method of any one of the first aspects.

[0055] According to a fourth aspect, the present application discloses a computer-readable storage medium, wherein a computer execution instruction is stored in the computer-readable storage medium, and is intended to implement a possible method of any one of the first aspects when the computer execution instruction is executed by a processor.

[0056] According to the fifth aspect, the present application discloses a computer program product, comprising a computer program, and implements a possible method of any one of the first aspects when said computer program is executed by a processor.

[0057] According to the sixth aspect, the present application discloses a computer program, comprising program code, and when a computer executes the computer program, the program code performs a possible method of any one of the first aspects. Effects of the invention

[0058] According to the technical solution described above, the present application provides a vehicle cooling control method, device, apparatus, medium, and program product, which monitors the temperature and the rate of change of temperature of a target vehicle's battery in real time; determines the cooling demand grade of the battery based on the next temperature and rate of change; when it is detected that there is a cooling demand for both the passenger compartment and the battery of the target vehicle simultaneously, determines the cooling mode to be entered based on the current cooling demand grade of the battery; and determines a control command for each target control object based on the cooling mode, wherein the cooling mode includes a single-mode stage and a dual-mode stage, the single-mode stage is for cooling the passenger compartment or the battery alone, the dual-mode stage is for cooling the passenger compartment and the battery simultaneously, and the single-mode stage is configured before the dual-mode stage. This solves the technical problem of distributing and controlling the cooling capacity of a new energy vehicle and achieves a technical effect of flexibly distributing the total cooling performance of the vehicle under the premise of first securing passenger compartment comfort, thereby ensuring effective cooling of the battery. Brief explanation of the drawing

[0059] FIG. 1 is a structural diagram of a vehicle heat pump system and a coolant circulation system provided in the present application. FIG. 2 is a flowchart of a vehicle cooling control method provided in an embodiment of the present application. FIG. 3 is a flowchart of another vehicle cooling control method provided in an embodiment of the present application. FIG. 4 is a flowchart of another vehicle cooling control method provided in an embodiment of the present application. FIG. 5 is a structural diagram of a vehicle cooling control device provided in an embodiment of the present application. FIG. 6 is a structural diagram of an electronic device provided in an embodiment of the present application. Specific details for implementing the invention

[0060] In order to make the purpose, technical solution, and advantages of the embodiments of the present application clearer, the technical solution according to the embodiments of the present application is described below in combination with the attached drawings according to the embodiments of the present application in a clear and complete manner. Of course, the described embodiments are only some embodiments of the present application, not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by a person of ordinary knowledge in the art without creative labor include, but are not limited to, combinations of multiple embodiments, and all fall within the scope of protection of the present application.

[0061] In the specification, claims, and accompanying drawings of this application, terms such as “first,” “second,” “third,” “fourth,” etc. (if any) are used to distinguish similar objects and are not necessary to describe a specific order or sequence. It should be understood that the data used in this manner may be interchangeable where appropriate, so that the embodiments of this application described herein may be practiced in an order other than that shown or described herein, for example. Furthermore, the terms “include,” “comprising,” and any variations thereof are intended to cover exclusive inclusions, and a process, method, system, product, or apparatus comprising, for example, a series of steps or units is not limited to the explicitly listed steps or units, but may include those not explicitly listed or other steps or units inherent to such process, method, product, or apparatus.

[0062] First, the nouns related to the present application are interpreted.

[0063] A heat pump system refers to a heat exchange system installed on a vehicle, which is similar to the internal structural mechanism of conventional air conditioning and includes a compressor, an internal heat exchanger, an external heat exchanger, multiple electronic expansion valves, multiple solenoid valves, and refrigerant within a cooling pipeline. Depending on the different processes of cooling and heating, the internal and external heat exchangers may function as evaporators or condensers.

[0064] A coolant circulation system refers to a system that cools or heats power equipment on a vehicle, such as motors, batteries, and engines. This system and the heat pump system are two separate thermal management systems operating in parallel, comprising coolant circulating within battery circuits, water pumps, and pipelines. Unlike heat pump systems, coolant circulation systems do not involve the evaporation or condensation of the coolant; instead, they perform heat transfer through thermal radiation or air cooling with air or other gases (e.g., vaporized refrigerants).

[0065] The inventive concept of the present application is as follows.

[0066] The applicant has found that when cooling the passenger compartment or the battery alone, there is only one target temperature to control, so there is no issue with the distribution of cooling volume, and the control strategy is simpler. However, when there is a simultaneous cooling demand for both the passenger compartment and the battery, the ideal situation is to rapidly satisfy the target cooling demands of both simultaneously. In reality, however, the cooling capacity of the system is limited, and rapidly cooling the passenger compartment and the battery simultaneously requires a very high cooling power output. Conventionally, the total cooling output of the vehicle was increased, but this results in high system manufacturing costs and makes it impossible to implement a generalized design for different vehicle models. When dual cooling demands cannot be satisfied simultaneously, how to rationally distribute cooling energy is a significant challenge. Furthermore, even if the system's cooling capacity is sufficient, controlling each actuator to ensure system safety without affecting passenger compartment comfort is a difficult challenge.

[0067] To solve the aforementioned problem, the present application discloses a vehicle cooling control method that not only ensures the safety of the system but also does not affect passenger cabin comfort to the maximum extent, in a situation where there is a simultaneous cooling demand for the passenger cabin and the battery, but the cooling output of the cooling system cannot satisfy the total output demand for simultaneous cooling of both.

[0068] (1) Based on the battery body temperature and the rate of temperature rise of the battery, the cooling grade of the battery (e.g., low, medium, high, emergency) is determined. Different battery cooling grades result in different target water temperatures at the battery water inlet, and the higher the cooling grade, the lower the target water temperature. The purpose of the present application is to accurately determine the condition of the battery to ensure safety, and furthermore, to determine the priority of battery cooling demand and the cooling amount distribution ratio.

[0069] (2) When there is a demand for cooling in both the cabin and the battery simultaneously, if the cooling level of the battery is non-urgent (low, medium, high), the cabin cooling mode is entered first, and after the evaporator temperature reaches near the target evaporator temperature or the cabin cooling mode is operated for a certain period of time, the dual cooling mode of the cabin and battery is entered again; if the cooling level of the battery is urgent, the battery cooling mode is entered first, and after the battery water inlet temperature reaches near the target temperature or the battery cooling mode is operated for a certain period of time, the dual cooling mode of the cabin and battery is entered again. The purpose of the present application is to ensure safety while minimizing the impact on the comfort of the cabin.

[0070] (3) A control strategy in which there is a simultaneous cooling demand for the passenger cabin and the battery, and the cooling grade of the battery is in a non-emergency state, first enters the passenger cabin cooling mode stage, in which the compressor controls the evaporator air discharge temperature, the electronic expansion valve before the evaporator controls the degree of subcooling, and the electronic expansion valve before the chiller is closed. When entering the dual cooling mode stage for the passenger cabin and the battery, the compressor controls the evaporator air discharge temperature, the electronic expansion valve before the evaporator controls the degree of subcooling, and the electronic expansion valve before the chiller monitors the difference between the evaporator air discharge temperature and the target evaporator air discharge temperature, and slowly opens the valve, closes the valve, or maintains the degree of opening. The purpose of the present application is to ensure the comfort of the passenger cabin by prioritizing the cooling of the passenger cabin.

[0071] (4) A control strategy in which there is a simultaneous cooling demand for the passenger cabin and the battery, and the cooling grade of the battery is in an emergency state, is first entered into the battery cooling mode stage, in which the compressor controls the battery water inlet temperature, the electronic expansion valve before the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator is fixed at a smaller opening degree. When entering the dual cooling mode stage for the passenger cabin and the battery, the compressor controls the battery water inlet temperature, the electronic expansion valve before the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator controls the evaporator temperature, while simultaneously monitoring the difference between the battery water inlet temperature and the target water inlet temperature, and finally determining the degree of opening of the electronic expansion valve. The purpose of the present application is to prioritize the cooling of the battery and, under the premise of ensuring safety, satisfy the comfort of the passenger cabin as much as possible.

[0072] Specific application scenarios of the present application:

[0073] FIG. 1 is a structural diagram of a vehicle heat pump system and a coolant circulation system provided in the present application. As shown in FIG. 1, the heat pump system includes a compressor (101), an evaporator (102), a condenser (103), an air conditioning box (120), and a blower (121), etc. The coolant circulation system includes a battery (107) and a battery circuit pump (108), etc. Meanwhile, a chiller (104) is further provided between the heat pump system and the coolant circulation system, and heat quantity is exchanged between the heat pump system and the coolant circulation system through heat transfer between the refrigerant in the heat pump system and the coolant in the coolant circulation system.

[0074] Below, the technical solution of the present application and how the technical solution of the present application solves the aforementioned technical problem are explained in detail through specific embodiments. The following specific embodiments may be combined with one another, and identical or similar concepts or processes may be omitted from repeated descriptions in some embodiments. The embodiments of the present application are described below in conjunction with the attached drawings.

[0075] FIG. 2 is a flowchart of a vehicle cooling control method provided in an embodiment of the present application. As shown in FIG. 2, the specific steps of the vehicle cooling control method include the following steps.

[0076] S201 monitors the temperature of the target vehicle's battery and the rate of temperature change in real time.

[0077] In this step, the battery temperature can be directly read from the temperature value detected by the temperature sensor installed in the battery, or the central controller of the thermal management system can send a data request to the battery management system, and the battery management system can respond to the data request and send the battery temperature data to the central controller via the bus.

[0078] In a feasible design, the carrier of the vehicle cooling control method is a cloud server, which manages a large number of new energy vehicles, including passenger cars, fresh cargo transport vehicles, investigation vehicles, and logistics cold chain vehicles. The real-time temperature and the rate of temperature change of the batteries on each target vehicle are acquired via the Internet of Things.

[0079] S202 determines the cooling demand grade of the battery based on the battery's temperature and rate of change.

[0080] In this stage, the cooling demand level can be classified into at least emergency and non-emergency states, and when the battery temperature is less than or equal to the preset state threshold, the cooling demand level is in a non-emergency state, otherwise it is in an emergency state.

[0081] In a feasible design, to further subdivide the distribution of cooling performance, the non-emergency state is continuously subdivided and classified into at least three grades: low, medium, and high.

[0082] Specifically, in this embodiment, the cooling demand grades of the battery are classified into low, medium, high, and emergency states.

[0083] If T1 ≤ battery temperature < T2 and rate of change ≤ V1, the battery cooling demand grade is low;

[0084] If T2 ≤ battery temperature < T3 and rate of change ≤ V1, the battery cooling demand grade is medium;

[0085] If T3 ≤ battery temperature < T4 and rate of change ≤ V1, the battery cooling demand class is high, or if T1 ≤ battery temperature < T3 and rate of increase of battery temperature > V1, the battery cooling demand class is high;

[0086] If the battery temperature ≥ T4, the battery cooling demand rating is in an emergency state, or if T3 ≤ battery body temperature < T4 and the battery temperature rise rate > V1, the battery cooling demand rating is in an emergency state.

[0087] Correspondingly, when the battery cooling grade is low, the target coolant temperature at the battery inlet of the battery cooling circuit is T5; when the battery cooling grade is medium, the target coolant temperature at the battery inlet of the cooling circuit is T6; when the battery cooling grade is high, the target coolant temperature at the battery inlet of the cooling circuit is T7; and when the battery cooling grade is in an emergency state, the target coolant temperature at the battery inlet of the cooling circuit is T8.

[0088] Here, T1 < T2 < T3 < T4; T5 < T6 < T7 < T8.

[0089] S203, when it is detected that there is a simultaneous cooling demand in the passenger compartment and battery of the target vehicle, determines the cooling mode to be entered based on the current cooling demand grade of the battery.

[0090] In this stage, the cooling mode includes a single-mode stage and a dual-mode stage, the single-mode stage is for cooling the cabin or battery alone, the dual-mode stage is for cooling the cabin and battery simultaneously, and the single-mode stage is configured before the dual-mode stage.

[0091] Specifically, the single-mode stage includes a cabin cooling mode and a battery cooling mode.

[0092] When the cooling demand rating of the battery is in a non-emergency state, it enters the cabin cooling mode and monitors the first air discharge temperature in real time, wherein the first air discharge temperature includes the air discharge temperature at the location where the internal heat exchanger is placed; when the first temperature difference between the first air discharge temperature and the first target temperature is less than or equal to the first temperature difference threshold, or when the first operating time of the cabin cooling mode is greater than or equal to the first preset time, it enters the dual mode stage.

[0093] When the cooling demand level is in an emergency state, it enters a battery cooling mode, monitors the coolant temperature of a first location in real time, the first location includes the battery cooling pipeline inlet point of the battery cooling circuit, and the battery cooling circuit is included in the coolant circulation system; when the second temperature difference between the coolant temperature and the second target temperature is less than or equal to the second temperature difference threshold, or when the second operating time of the battery cooling mode is greater than or equal to the second preset time, it enters a dual mode stage.

[0094] It must be explained that, in an ideal situation where there is a simultaneous cooling demand for the passenger compartment and the battery of a target vehicle, if the rated outputs of the vehicle heat pump system and the coolant circulation system are sufficiently large, the vehicle heat pump system can cool the passenger compartment independently according to conventional cooling methods (i.e., the cooling principle of air conditioning), and the coolant circulation system can cool the battery independently according to conventional methods (i.e., the battery coolant circulation takes heat from the battery via a heat transfer method). Since the two cooling processes are separate, there is no need for them to be coupled.

[0095] However, in actual situations, due to cost constraints, the rated outputs of the vehicle heat pump system and the coolant circulation system are both limited; that is, the total cooling output of the target vehicle is limited, so that it cannot satisfy the total cooling output demand where cooling is required for both the passenger compartment and the battery simultaneously, or in such cases, the total cooling demand output of the target vehicle is greater than the total cooling output. In other words, the vehicle cooling control method provided in the embodiment of the present application is performed in a situation where the total cooling demand output of the target vehicle is greater than the total cooling output when there is a cooling demand for both the passenger compartment and the battery simultaneously.

[0096] However, since the total cooling output of the vehicle heat pump system and the coolant circulation system is greater than or equal to the first cooling demand output of the passenger compartment or the second cooling demand output of the battery, the vehicle cooling control method provided in the embodiment of the present application combines the vehicle heat pump system and the coolant circulation system to distribute the total cooling output to the first cooling demand output and the second cooling demand output in sequence, and resolves the contradiction between the cooling demand and the total cooling supply by optimizing the distribution method by first securing the cooling demand of the passenger compartment.

[0097] S204, based on the cooling mode, determines the control command for each target control object.

[0098] In this stage, when the battery cooling grade is lower, i.e., in a non-emergency state, the control method for prioritizing the principle of cabin comfort is to use a compressor to control the evaporator air discharge temperature during the cabin-only cooling stage, and the electronic expansion valve before the evaporator (i.e., internal heat exchanger), i.e., the first electronic expansion valve, controls the degree of subcooling of the external condenser (i.e., external heat exchanger), thereby improving the stability and safety of the entire system. At the same time, to concentrate cooling performance on the heat pump system, the electronic expansion valve at the refrigerant input of the multi-system heat exchanger (i.e., the chiller), i.e., the second electronic expansion valve, is closed. After entering the cabin and battery simultaneous cooling stage, the compressor controls the evaporator air discharge temperature, the electronic expansion valve before the evaporator controls the degree of subcooling of the external condenser, and the electronic expansion valve at the refrigerant input of the chiller monitors the difference between the evaporator air discharge temperature and the target evaporator air discharge temperature, and slowly opens the valve, slowly closes the valve, or maintains the degree of opening. In this way, through the cooperation of the compressor and the second electronic expansion valve, priority distribution for cabin cooling is completed, ensuring a comfortable experience for the user.

[0099] Specifically, when there is a cooling demand for both the passenger cabin and the battery simultaneously, and the cooling demand level of the battery is in a non-emergency state, in the passenger cabin cooling mode, as shown in FIG. 1, the compressor (101) controls the air discharge temperature of the evaporator (102), that is, the air temperature on the air discharge side of the installation location of the evaporator (102) in the air conditioning box (120); the electronic expansion valve (106) before the evaporator (102) controls the degree of subcooling of the external condenser (103); and the electronic expansion valve (105) before the chiller refrigerator (104) is closed.

[0100] When entering the dual cooling mode stage for the passenger compartment and battery, the compressor (101) controls the air discharge temperature of the evaporator (102), the electronic expansion valve (106) before the evaporator (102) controls the degree of subcooling of the external condenser (103), and the electronic expansion valve (105) before the chiller refrigerator (104) monitors the difference between the air discharge temperature of the evaporator (102) and the target air discharge temperature, and slowly opens the valve, slowly closes the valve, or maintains the degree of opening.

[0101] In this stage, when the cooling demand level is higher—that is, in an emergency state—in order to ensure the safety of the vehicle, i.e., the system, the system first enters the battery-only cooling stage. At this time, the compressor controls the temperature of the coolant at the battery inlet point of the coolant circuit, the electronic expansion valve before the refrigerant input of the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator is fixed to a smaller opening degree, thereby also considering the cooling of the passenger compartment and distributing a portion of the cooling performance to the passenger compartment. In other words, under the premise of ensuring battery safety, the user's comfort needs are still considered, and thus the user experience can be improved. After entering the stage of simultaneous cooling of the passenger cabin and battery, the compressor controls the temperature of the coolant at the battery inlet point in the coolant circuit, the electronic expansion valve before the refrigerant input of the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator controls the evaporator air discharge temperature. At the same time, the difference between the battery water inlet temperature and the target water inlet temperature and the rate of change of the battery water inlet temperature are monitored to finally determine the opening degree of the electronic expansion valve before the evaporator, that is, the opening degree of the second electronic expansion valve. By doing so, the cooling capacity is flexibly adjusted and distributed in real time, a balance in the distribution of cooling performance between the passenger cabin and the battery is achieved, system safety is maintained, and passenger comfort is ensured.

[0102] Specifically, as illustrated in FIG. 1, when there is a demand for cooling in both the passenger compartment and the battery simultaneously, and the cooling grade of the battery is in an emergency state, the battery cooling mode is first entered, the compressor (101) controls the battery water inlet temperature, the electronic expansion valve (105) before the chiller (104) controls the degree of subcooling, and the electronic expansion valve (106) before the evaporator (102) is fixed at a smaller opening degree. When entering the dual cooling mode stage for the passenger compartment and the battery, the compressor (101) controls the battery water inlet temperature, the electronic expansion valve (105) before the chiller (104) controls the degree of subcooling, and the electronic expansion valve (106) before the evaporator (102) controls the wind discharge temperature of the evaporator, while simultaneously monitoring the difference between the battery water inlet temperature and the target water inlet temperature and the rate of change of the battery water inlet temperature, and finally determining the opening degree of the electronic expansion valve (106).

[0103] It should be noted that all of the aforementioned controls utilize closed-loop control, and those skilled in the art may select the necessary closed-loop control models, such as Proportional Integral Differential (PID) control or neural network control models, depending on the actual situation, and this application is not limited thereto.

[0104] An embodiment of the present application provides a vehicle cooling control method, which monitors the temperature and the rate of change of temperature of a target vehicle's battery in real time; determines a cooling demand grade of the battery based on the next temperature and rate of change; when it is detected that there is a cooling demand for both the passenger compartment and the battery of the target vehicle simultaneously, determines a cooling mode to be entered based on the current cooling demand grade of the battery; and determines a control command for each target control object based on the cooling mode, wherein the cooling mode includes a single-mode stage and a dual-mode stage, the single-mode stage is for cooling the passenger compartment or the battery alone, and the dual-mode stage is for cooling the passenger compartment and the battery simultaneously, and the single-mode stage is configured before the dual-mode stage. This solves the technical problem of distributing and controlling the cooling capacity of a new energy vehicle and achieves a technical effect of flexibly distributing the total cooling performance of the vehicle under the premise of first securing passenger compartment comfort, thereby ensuring effective cooling of the battery.

[0105] In order to provide a more detailed introduction to the different control methods in two scenarios among S203 and S204—specifically when the battery cooling demand is in a non-emergency state and when it is in an emergency state—specific embodiments are described below.

[0106] First, we introduce a control method for when the battery cooling demand is in a non-emergency state.

[0107] FIG. 3 is a flowchart of another vehicle cooling control method provided in an embodiment of the present application. As illustrated in FIG. 3, the specific steps of the vehicle cooling control method include the following steps.

[0108] S301 detects that there is a simultaneous cooling demand for the passenger compartment and battery of the target vehicle, and when the cooling demand level of the battery is in a non-emergency state, it enters the passenger compartment cooling mode and sends a closing command to the first electronic expansion valve.

[0109] In this stage, the first electronic expansion valve is installed at the refrigerant input of the multi-system heat exchanger, and the multi-system heat exchanger is intended to enable the heat pump system and the coolant circulation system to perform heat exchange.

[0110] Specifically, as illustrated in FIG. 1, the first electronic expansion valve is an electronic expansion valve (105), and the multi-system heat exchanger is a chiller (104). A closing command is sent to the electronic expansion valve (105), thereby utilizing the entire cooling performance of the heat pump system for cooling the passenger compartment, so that the temperature of the passenger compartment can quickly reach a preset temperature.

[0111] S302 determines the first closed-loop control command of the compressor based on the first wind discharge temperature and the first closed-loop control model.

[0112] In this step, the first wind discharge temperature includes the wind discharge temperature at the location where the internal heat exchanger is placed.

[0113] In this embodiment, as shown in FIG. 1, the first air discharge temperature is the air discharge side of the evaporator (102) in the air conditioning box (120), and the blower (121) blows air inside the passenger compartment into the evaporator (102) to cool it, and controls the operating state of the compressor through the first closed-loop control model so that the air temperature of the passenger compartment is quickly lowered to the target temperature.

[0114] S303 determines the second closed-loop control command of the second electronic expansion valve based on the degree of subcooling of the first preset position and the second closed-loop control model.

[0115] In this step, the first preset position includes the input end of the external heat exchanger, and the second electronic expansion valve is installed at the input end of the internal heat exchanger.

[0116] In this embodiment, as shown in FIG. 1, the external heat exchanger is a condenser (103), and the first preset position is the input end of the condenser (103). Unlike the prior art, which directly controls the electronic expansion valve at the input end of the condenser (103), the present application indirectly controls the degree of subcooling at the input end of the condenser (103) by controlling the electronic expansion valve (106) at the input end of the internal heat exchanger, i.e., the evaporator (102), thereby making the cooperation between the evaporator (102) and the condenser (103) more stable and safe.

[0117] S304, when it is detected that the first temperature difference between the first wind discharge temperature and the first target temperature is less than or equal to the first temperature difference threshold, or that the first operating time of the cabin cooling mode is greater than or equal to the first preset time, it enters the dual mode stage.

[0118] In this stage, the dual-mode stage is intended to simultaneously cool the passenger compartment and the battery. Simultaneous cooling of the passenger compartment and the battery must rely on a multi-system heat exchanger, which cools the coolant in the coolant circulation system via air cooling using gaseous refrigerant in the heat pump system. In other words, the multi-system heat exchanger performs the function of distributing the cooling performance of the heat pump system to the coolant circulation system, thereby regulating and distributing the total cooling performance of the target vehicle.

[0119] Specifically, as illustrated in FIG. 1, the multi-system heat exchanger is a chiller (104), and can enter the dual-mode stage immediately when the first electronic expansion valve opens the electronic expansion valve (105).

[0120] Based on S305, the cooling demand class, the first wind discharge temperature, and the target temperature, the opening degree control command of the first electronic expansion valve is determined.

[0121] In this stage, the opening degree control command includes the valve opening speed and the valve closing speed, and the cooling demand grade and the valve opening speed have a positive correlation, while the cooling demand grade and the valve closing speed have a negative correlation.

[0122] Optionally, the opening degree control command further includes an opening degree upper limit, and the cooling demand class and the opening degree upper limit have a positive correlation.

[0123] Specifically, the valve opening and valve closing speeds of the electronic expansion valve (105) before the chiller (104) can be adjusted according to the cooling demand grade of the battery. The higher the cooling grade, the faster the valve opening of the electronic expansion valve (105) and the slower the valve closing; the lower the cooling grade, the slower the valve opening of the electronic expansion valve (105) and the faster the valve closing.

[0124] The opening degree of the electronic expansion valve (105) before the chiller (104) is set to an upper limit value, and the higher the cooling grade, the larger the upper limit value; the lower the cooling grade, the smaller the upper limit value.

[0125] Thus, the total cooling performance of the target vehicle can be flexibly distributed according to different cooling demand grades.

[0126] S306 determines the third closed-loop control command of the compressor based on the first wind discharge temperature and the third closed-loop control model.

[0127] In this step, the air discharge temperature on the evaporator air discharge side is controlled using a compressor closed loop.

[0128] S307, based on the degree of subcooling of the first preset position and the fourth closed-loop control model, determines the fourth closed-loop control command of the second electronic expansion valve.

[0129] Steps (S306 and S307) may be identical to the closed-loop control model of steps (S302 and S303). This can reduce the computational load of the controller, processing module, or cloud server.

[0130] In feasible designs, closed-loop control models differ from one another because the stability requirements in the single-mode stage are lower than in the dual-mode stage; therefore, in the single-mode stage, the closed-loop control model is more skewed toward rapid control, while in the dual-mode stage, it is more skewed toward overshoot control and stability.

[0131] Embodiments of the present application provide a vehicle cooling control method. When the cooling grade of the battery is lower, i.e., when it is in a non-emergency state, the control method, which prioritizes securing the principle of passenger compartment comfort, controls the evaporator air discharge temperature using a compressor during the passenger compartment-only cooling stage, and controls the degree of subcooling of the external condenser, i.e., the external heat exchanger, by using an electronic expansion valve, i.e., the first electronic expansion valve, prior to the evaporator, i.e., the internal heat exchanger, to improve the stability and safety of the entire system. At the same time, to concentrate the cooling performance on the heat pump system, the electronic expansion valve, i.e., the second electronic expansion valve, at the refrigerant input of the multi-system heat exchanger, i.e., the chiller, is closed. After entering the passenger compartment and battery simultaneous cooling stage, the compressor controls the evaporator air discharge temperature, the electronic expansion valve prior to the evaporator controls the degree of subcooling of the external condenser, and the electronic expansion valve at the refrigerant input of the chiller monitors the difference between the evaporator air discharge temperature and the target evaporator air discharge temperature, and slowly opens the valve, slowly closes the valve, or maintains the degree of opening. In this way, through the cooperation of the compressor and the second electronic expansion valve, priority distribution for cabin cooling is completed, ensuring a comfortable experience for the user.

[0132] Next, we will introduce the control method for when the battery cooling demand is in an emergency state.

[0133] FIG. 4 is a flowchart of another vehicle cooling control method provided in an embodiment of the present application. As illustrated in FIG. 4, the specific steps of the vehicle cooling control method include the following steps.

[0134] S401, when there is a simultaneous cooling demand for the passenger compartment and battery of the target vehicle and it is detected that the battery's cooling demand level is in an emergency state, it enters battery cooling mode and monitors the coolant temperature at the first position in real time.

[0135] In this step, the first location includes the battery cooling pipeline inlet point of the battery cooling circuit, and the battery cooling circuit is included in the coolant circulation system.

[0136] Based on S402, the coolant temperature, and the fifth closed-loop control model, the fifth closed-loop control command of the compressor is determined.

[0137] In this step, the compressor's primary control temperature is the temperature of the battery coolant, thereby allowing the cooling performance of the heat pump system to be focused on cooling the battery, which enables the battery temperature to be lowered rapidly.

[0138] S403, based on the degree of subcooling of the second preset position and the sixth closed-loop control model, determines the sixth closed-loop control command of the first electronic expansion valve.

[0139] In this step, the second preset position includes the refrigerant input end of the multi-system heat exchanger. In order for the refrigerant to be in an efficient operating state in the multi-system heat exchanger, the degree of subcooling must be adjusted by controlling the first electronic expansion valve.

[0140] Specifically, as illustrated in FIG. 1, the multi-system heat exchanger is a chiller (104), the first electronic expansion valve is an electronic expansion valve (105), and the degree of subcooling of the refrigerant input end of the chiller (104) is controlled correspondingly through different opening values ​​of the electronic expansion valve (105).

[0141] Based on S404, the blower airflow, incoming wind temperature, and target wind discharge temperature, the preset opening degree command of the second electronic expansion valve is determined.

[0142] In this step, the preset opening degree command is intended to set and fix the opening degree of the second electronic expansion valve to a preset opening degree, the incoming wind temperature includes the temperature on the wind inlet side at the location where the internal heat exchanger is placed, and the target wind discharge temperature is the preset temperature on the wind discharge side at the location where the internal heat exchanger is placed.

[0143] Specifically, first, the cooling load is calculated, and one possible implementation form is as follows.

[0144] Cooling Load = (Inflow Air Temperature - Target Air Discharge Temperature) * Blower Airflow * Air Specific Heat Value

[0145] Next, based on the correspondence between the cooling load and the opening degree of the second electronic expansion valve, a preset opening degree command is determined.

[0146] In this embodiment, the preset opening degree corresponding to the preset opening degree command is less than or equal to the opening degree threshold, for example, less than or equal to 5% to 10%. That is, a smaller opening degree is maintained, which not only does not significantly affect the cooling of the battery, but also allows the user to feel that the air outlet is still cooling, thereby preventing the user from misunderstanding that the heat pump system is not operating and improving the user's experience.

[0147] S405, when it is detected that the second temperature difference between the coolant temperature and the second target temperature is less than or equal to the second temperature difference threshold, or that the second operating time of the battery cooling mode is greater than or equal to the second preset time, it enters the dual mode stage.

[0148] Based on S406, the 5th closed-loop control command, the 6th closed-loop control command, and the preset opening degree command, the second temperature difference and the rate of change of the coolant temperature are simultaneously monitored in real time to determine the opening degree adjustment command of the second electronic expansion valve.

[0149] In this step, closed-loop control of the compressor and the first electronic expansion valve is maintained so as to appropriately adjust the opening degree of the second electronic expansion valve later, while simultaneously monitoring the second temperature difference between the coolant temperature and the second target temperature, and the rate of change of the coolant temperature in real time.

[0150] Specifically, (1) when the second temperature difference is greater than the second temperature difference threshold, the second temperature difference is less than or equal to the preset temperature difference upper limit, and the rate of change is less than the first rate threshold, the opening degree of the second electronic expansion valve is reduced in the first preset manner.

[0151] In this stage, the first preset method may be to linearly reduce the opening degree of the second electronic expansion valve, and the linear slope of the reduction corresponds to the cooling demand grade of the battery, and the higher the cooling demand grade, the greater the absolute value of the slope.

[0152] Optionally, the first preset method may be a non-linear method, such as a hyperbolic or inversely proportional function method. What remains constant is that the higher the cooling demand class, the faster the rate of decrease in the degree of opening.

[0153] For example, if TDwater < Battery water inlet temperature - target water inlet temperature ≤ TDwaterUp and the rate of change of battery water inlet temperature < VTwater1, the opening degree of the electronic expansion valve before the evaporator is reduced. In this case, the cooling demand of the battery is lower.

[0154] (2) When the rate of change is greater than or equal to the first rate threshold and the rate of change is less than the second rate threshold and the second temperature difference is greater than the second temperature difference threshold, the opening degree of the second electronic expansion valve is maintained without change and the second rate threshold is greater than the first rate threshold.

[0155] For example, if battery water inlet temperature - target water inlet temperature > TDwater and VTwater1 ≤ rate of change of battery water inlet temperature < VTwater2, the opening degree of the electronic expansion valve before the evaporator is maintained. In this case, the cooling demand of the battery can be considered to remain unchanged.

[0156] (3) When the second temperature difference is greater than the second temperature difference threshold and the rate of change is greater than or equal to the second rate threshold, the opening degree of the second electronic expansion valve is increased in the second preset manner.

[0157] In this stage, the second preset method may be to linearly increase the opening degree of the second electronic expansion valve, and the increasing linear slope corresponds to the cooling demand class of the battery, and the higher the cooling demand class, the smaller the absolute value of the slope.

[0158] Optionally, the second setting method may be a non-linear method, such as a hyperbolic or inversely proportional function method. What remains constant is that the higher the cooling demand class, the slower the rate of increase in the degree of opening.

[0159] For example, if the battery water inlet temperature - target water inlet temperature > TDwater and the rate of change of the battery water inlet temperature ≥ VTwater2, the opening degree of the electronic expansion valve before the evaporator is increased, and the cooling performance of the heat pump system is distributed to the chiller (104) to lower the temperature of the battery coolant. At this time, the cooling demand of the battery is higher.

[0160] (4) When the second temperature difference is greater than the preset upper limit of the temperature difference, the opening degree of the second electronic expansion valve is reduced in the third preset manner.

[0161] In this stage, the third setting method may be to linearly reduce the opening degree of the second electronic expansion valve, and the linear slope of the reduction corresponds to the cooling demand class of the battery, and the higher the cooling demand class, the greater the absolute value of the slope.

[0162] Optionally, the third setting method may be a non-linear method, such as a hyperbolic or inversely proportional function method. What remains constant is that the higher the cooling demand rating, the faster the rate of decrease in the degree of opening.

[0163] For example, if Battery Water Inlet Temperature - Target Water Inlet Temperature > TDwaterUp, reduce the opening degree of the electronic expansion valve before the evaporator. At this time, the cooling demand of the battery is highest.

[0164] (5) When the second temperature difference is less than or equal to the second temperature difference threshold, the seventh closed-loop control command of the second electronic expansion valve is determined based on the second temperature difference and the seventh closed-loop control model.

[0165] For example, if battery water inlet temperature - target water inlet temperature ≤ TDwater, the electronic expansion valve before the evaporator controls the evaporator temperature in a closed loop.

[0166] Furthermore, since battery temperature is related to power output, the battery temperature rises rapidly when electricity usage increases. To ensure battery safety in this situation, when the battery temperature is monitored to be excessively high, cooling performance is intensively allocated to cooling the battery so that the battery temperature quickly returns to the normal range.

[0167] That is, when entering the dual cooling mode stage for the passenger compartment and battery, the vehicle cooling control method provided in the present application is,

[0168] When it is detected that the battery temperature is greater than or equal to a first temperature threshold, the method further includes the step of closing the second electronic expansion valve until the battery temperature becomes less than or equal to a second temperature threshold, then re-entering real-time monitoring of the temperature difference between the coolant temperature and the second target temperature, and the rate of change of the coolant temperature, to determine a command to adjust the opening degree of the second electronic expansion valve.

[0169] Specifically, if the battery body temperature ≥ TBettry1, the electronic expansion valve before the evaporator is closed until the battery body temperature ≤ TBettry2 is reached, and then the control described above is entered again.

[0170] An embodiment of the present application provides a vehicle cooling control method. When the cooling demand level is higher, i.e., in an emergency state, to ensure the safety of the vehicle, i.e., the system, the method first enters a battery-only cooling stage. At this time, the compressor controls the temperature of the coolant at the battery inlet point in the coolant circuit, the electronic expansion valve before the refrigerant input of the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator is fixed to a smaller opening degree. By also considering the cooling of the passenger compartment, a small portion of the cooling performance is distributed to the passenger compartment. That is, under the premise of ensuring battery safety, the user's comfort needs are still considered, thereby improving the user's experience. After entering the stage of simultaneous cooling of the passenger cabin and battery, the compressor controls the temperature of the coolant at the battery inlet point in the coolant circuit, the electronic expansion valve before the refrigerant input of the chiller controls the degree of subcooling, and the electronic expansion valve before the evaporator controls the evaporator air discharge temperature. At the same time, the difference between the battery water inlet temperature and the target water inlet temperature and the rate of change of the battery water inlet temperature are monitored to finally determine the degree of opening of the electronic expansion valve before the evaporator, that is, the degree of opening of the second electronic expansion valve. By doing so, the cooling capacity is flexibly adjusted and distributed in real time, a balance in the distribution of cooling performance between the passenger cabin and the battery is achieved, system safety is maintained, and passenger comfort is ensured.

[0171] FIG. 5 is a structural diagram of a vehicle cooling control device provided in an embodiment of the present application. The vehicle cooling control device (500) may be implemented in software, hardware, or a combination of both.

[0172] As illustrated in FIG. 5, the vehicle cooling control device (500) is

[0173] A monitoring module (501) that monitors the temperature of the battery of the target vehicle and the rate of change of temperature in real time;

[0174] A processing module (502) for determining the cooling demand grade of the battery based on temperature and rate of change; is included,

[0175] The monitoring module (501) also monitors the cooling demand of the target vehicle's passenger compartment and battery;

[0176] The processing module (502) also determines a cooling mode to be entered based on the current cooling demand grade of the battery when it is detected that there is a cooling demand simultaneously in the passenger compartment and battery of the target vehicle; and determines a control command for each target control target based on the cooling mode;

[0177] Here, the cooling mode includes a single-mode stage and a dual-mode stage, the single-mode stage is for cooling the cabin or battery alone, the dual-mode stage is for cooling the cabin and battery simultaneously, and the single-mode stage is configured before the dual-mode stage.

[0178] In a workable design, the processing module (502) is,

[0179] When the battery's cooling demand rating is in a non-emergency state, enter the cabin cooling mode, monitor the first air discharge temperature in real time, and the first air discharge temperature includes the air discharge temperature at the location where the internal heat exchanger is placed;

[0180] When the first temperature difference between the first wind discharge temperature and the first target temperature is less than or equal to the first temperature difference threshold, or when the first operating time of the cabin cooling mode is greater than or equal to the first preset time, it enters the dual mode stage.

[0181] In a workable design, the processing module (502) is,

[0182] When the battery's cooling demand rating is in a non-emergency state, after entering the cabin cooling mode, a closing command is sent to the first electronic expansion valve, the first electronic expansion valve is installed at the refrigerant input of the multi-system heat exchanger, and the multi-system heat exchanger is intended to allow the heat pump system and the coolant circulation system to perform heat exchange;

[0183] Based on the first wind discharge temperature and the first closed-loop control model, determine the first closed-loop control command of the compressor;

[0184] Based on the degree of subcooling of the first preset position and the second closed-loop control model, a second closed-loop control command of the second electronic expansion valve is determined, the first preset position includes the input end of the external heat exchanger, and the second electronic expansion valve is installed at the input end of the internal heat exchanger.

[0185] In a workable design, the processing module (502) is,

[0186] After entering battery cooling mode, the fifth closed-loop control command of the compressor is determined based on the coolant temperature and the fifth closed-loop control model;

[0187] Based on the subcooling degree of the second preset position and the sixth closed-loop control model, the sixth closed-loop control command of the first electronic expansion valve is determined, and the second preset position includes the refrigerant input terminal of the multi-system heat exchanger;

[0188] Based on the blower airflow rate, incoming wind temperature, and target wind discharge temperature, a command for a preset opening degree of the second electronic expansion valve is determined, and the preset opening degree command is intended to fix the opening degree of the second electronic expansion valve to a preset opening degree, the incoming wind temperature includes the temperature on the wind incoming side at the location where the internal heat exchanger is placed, and the target wind discharge temperature is the preset temperature on the wind discharge side at the location where the internal heat exchanger is placed.

[0189] In a workable design, the processing module (502) is,

[0190] After entering the dual mode stage, based on the 5th closed-loop control command, the 6th closed-loop control command, and the preset opening degree command, the second temperature difference and the rate of change of the coolant temperature are simultaneously monitored in real time to determine the opening degree adjustment command of the second electronic expansion valve.

[0191] In a workable design, the processing module (502) is,

[0192] When the second temperature difference is greater than the second temperature difference threshold, the second temperature difference is less than or equal to the preset temperature difference upper limit, and the rate of change is less than the first rate threshold, the opening degree of the second electronic expansion valve is reduced in the first preset manner.

[0193] In a workable design, the processing module (502) is,

[0194] When the rate of change is greater than or equal to the first rate threshold, the rate of change is less than the second rate threshold, and the second temperature difference is greater than the second temperature difference threshold, the opening degree of the second electronic expansion valve is maintained without change, and the second rate threshold is greater than the first rate threshold.

[0195] In a workable design, the processing module (502) is,

[0196] When the second temperature difference is greater than the second temperature difference threshold and the rate of change is greater than or equal to the second rate threshold, the opening degree of the second electronic expansion valve is increased in the second preset manner.

[0197] In a workable design, the processing module (502) is,

[0198] When the second temperature difference is greater than the preset upper limit of the temperature difference, the opening degree of the second electronic expansion valve is reduced in the third preset manner.

[0199] In a workable design, the processing module (502) is,

[0200] When the second temperature difference is less than or equal to the second temperature difference threshold, the seventh closed-loop control command of the second electronic expansion valve is determined based on the second temperature difference and the seventh closed-loop control model.

[0201] In a possible design, the monitoring module (501) also detects the temperature of the battery;

[0202] The processing module (502) also,

[0203] When it is detected that the battery temperature is greater than or equal to the first temperature threshold, the second electronic expansion valve is closed until the battery temperature becomes less than or equal to the second temperature threshold, and then real-time monitoring of the temperature difference between the coolant temperature and the second target temperature, and the rate of change of the coolant temperature is performed again to determine the command to adjust the opening degree of the second electronic expansion valve.

[0204] It should be explained that the device provided in the embodiment illustrated in FIG. 5 can perform the method provided in any one of the method embodiments described above, and since the specific implementation principles, technical features, interpretation of technical terms, and technical effects are similar, a repetitive explanation is omitted here.

[0205] FIG. 6 is a structural diagram of an electronic device provided in an embodiment of the present application. As shown in FIG. 6, the electronic device (600) may include at least one processor (601) and a memory (602). FIG. 6 is an electronic device with one processor as an example.

[0206] Memory (602) is for storing a program. Specifically, the program may include program code, and the program code includes computer operation instructions.

[0207] The memory (602) may include high-speed RAM memory and may also include at least one non-volatile memory, such as magnetic disk memory.

[0208] The processor (601) executes computer execution instructions stored in memory (602) to implement the method according to each method embodiment described above.

[0209] Here, the processor (601) may be a central processing unit (abbreviated as CPU), an application-specific integrated circuit (abbreviated as ASIC), or one or more integrated circuits configured to implement an embodiment of the present application.

[0210] Optionally, the memory (602) may be configured separately or may be integrated with the processor (601). When the memory (602) is a component configured separately from the processor (601), the electronic device (600) may further include a bus (603) for connecting the processor (601) and the memory (602). The bus may be an industry standard architecture (ISA) bus, a peripheral component (PCI) bus, or an extended industry standard architecture (EISA) bus, etc. The bus may be classified as an address bus, a data bus, a control bus, etc., but this does not imply that there is only one bus or only one type of bus.

[0211] Optionally, in implementing it specifically, if the memory (602) and the processor (601) are integrated and implemented on a single chip, the memory (602) and the processor (601) can complete communication through an internal interface.

[0212] Embodiments of the present application further provide a computer-readable storage medium, and the computer-readable storage medium may further include various media capable of storing program code, such as a U disk, a mobile hard disk, read-only memory (ROM), random access memory (RAM), a magnetic disk, or an optical disk, and specifically, program instructions are stored in the computer-readable storage medium, and the program instructions are used in the method according to each method embodiment described above.

[0213] Embodiments of the present application further provide a computer program product, comprising a computer program, and when said computer program is executed by a processor, implements a method according to each of the above-described method embodiments.

[0214] Embodiments of the present application further provide a computer program, and when said computer program is executed by a processor, it implements the method according to each of the above-described method embodiments.

[0215] The foregoing describes specific embodiments of the present application, and the scope of protection of the present application is not limited thereto. Any variation or substitution that any person skilled in the art familiar with the art could easily foresee within the scope of the technology disclosed in the present application shall be included within the scope of protection of the present application. Accordingly, the scope of protection of the present application shall be based on the scope of protection of the claims.

Claims

Claim 1 A vehicle cooling control method comprising: a step of monitoring the temperature of a battery of a target vehicle and the rate of change of said temperature in real time; a step of determining a cooling demand grade of said battery based on said temperature and said rate of change; and a step of determining a cooling mode to be entered based on the current cooling demand grade of said battery when it is detected that there is a cooling demand for the passenger compartment of the target vehicle and said battery simultaneously, wherein the cooling mode includes a single mode step and a dual mode step, said single mode step is for cooling the passenger compartment or said battery alone, said dual mode step is for cooling the passenger compartment and said battery simultaneously, and said single mode step is configured before said dual mode step. Claim 2 A vehicle cooling control method according to claim 1, wherein the single mode step includes a cabin cooling mode, and the step of determining the cooling mode to be entered based on the current cooling demand grade of the battery includes: entering the cabin cooling mode when the cooling demand grade is in a non-emergency state, monitoring a first air discharge temperature in real time, and the first air discharge temperature includes the air discharge temperature at the location where the internal heat exchanger is placed; and entering the dual mode step when the first temperature difference between the first air discharge temperature and the first target temperature is less than or equal to a first temperature difference threshold, or when the first operating time of the cabin cooling mode is greater than or equal to a first preset time. Claim 3 A vehicle cooling control method according to claim 2, wherein, after entering the passenger compartment cooling mode, a closing command is sent to a first electronic expansion valve, wherein the first electronic expansion valve is installed at the refrigerant input end of a multi-system heat exchanger, and the multi-system heat exchanger is intended to allow a heat pump system and a coolant circulation system to perform heat exchange; and after the step of determining the cooling mode to be entered, the method further comprises the step of determining a first closed-loop control command of a compressor based on the first wind discharge temperature and a first closed-loop control model; and the step of determining a second closed-loop control command of a second electronic expansion valve based on the degree of subcooling of a first preset position and a second closed-loop control model, wherein the first preset position includes the input end of an external heat exchanger and the second electronic expansion valve is installed at the input end of an internal heat exchanger. Claim 4 A vehicle cooling control method according to claim 3, further comprising: a step of determining an opening degree control command of the first electronic expansion valve based on the cooling demand grade, the first wind discharge temperature, and the target temperature, after the step of entering the dual mode step; a step of determining a third closed-loop control command of the compressor based on the first wind discharge temperature and a third closed-loop control model; and a step of determining a fourth closed-loop control command of the second electronic expansion valve based on the supercooling degree of the first preset position and a fourth closed-loop control model. Claim 5 A vehicle cooling control method according to claim 4, wherein the opening degree control command includes a valve opening speed and a valve closing speed, and the cooling demand grade and the valve opening speed have a positive correlation, and the cooling demand grade and the valve closing speed have a negative correlation. Claim 6 A vehicle cooling control method according to claim 4 or 5, wherein the opening degree control command includes an opening degree upper limit value, and the cooling demand grade and the opening degree upper limit value form a positive correlation. Claim 7 A vehicle cooling control method according to claim 1, wherein the single mode step includes a battery cooling mode, and the step of determining the cooling mode to be entered based on the current cooling demand grade of the battery includes: entering the battery cooling mode when the cooling demand grade is in an emergency state, monitoring the coolant temperature of a first location in real time, wherein the first location includes the battery cooling pipeline inlet point in the battery cooling circuit, and the battery cooling circuit includes the coolant circulation system; and entering the dual mode step when the second temperature difference between the coolant temperature and the second target temperature is less than or equal to the second temperature difference threshold, or when the second operating time of the battery cooling mode is greater than or equal to the second preset time. Claim 8 In claim 7, after the step of entering the battery cooling mode, the method further comprises the step of determining a control command for each target control object based on the cooling mode, wherein the target control object includes a first electronic expansion valve, a second electronic expansion valve, and a compressor; correspondingly, the step of determining a control command for each target control object based on the cooling mode comprises the step of determining a fifth closed-loop control command for the compressor based on the coolant temperature and a fifth closed-loop control model; and the step of determining a sixth closed-loop control command for the first electronic expansion valve based on the degree of subcooling of a second preset position and a sixth closed-loop control model, wherein the first electronic expansion valve is installed at the refrigerant input end of a multi-system heat exchanger, the multi-system heat exchanger is intended to enable a heat pump system and a coolant circulation system to perform heat exchange, and the second preset position includes the refrigerant input end. A vehicle cooling control method characterized by comprising the step of determining a preset opening degree command for the second electronic expansion valve based on a blower air volume, an incoming air temperature, and a target air discharge temperature, wherein the preset opening degree command is for fixing the opening degree of the second electronic expansion valve to a preset opening degree, wherein the incoming air temperature includes the temperature of the air incoming side at the location where the internal heat exchanger is placed, and the target air discharge temperature is a preset temperature of the air discharge side at the location where the internal heat exchanger is placed, and wherein the second electronic expansion valve is installed at the input end of the internal heat exchanger. Claim 9 A vehicle cooling control method according to claim 8, wherein the step of determining a control command for each target control object based on the cooling mode after entering the dual mode step includes the step of determining a command to adjust the opening degree of the second electronic expansion valve by simultaneously monitoring the second temperature difference and the rate of change of the coolant temperature in real time based on the fifth closed-loop control command, the sixth closed-loop control command, and the preset opening degree command. Claim 10 A vehicle cooling control method according to claim 9, wherein the step of determining a command to adjust the opening degree of the second electronic expansion valve by monitoring the second temperature difference and the rate of change of the coolant temperature in real time includes the step of reducing the opening degree of the second electronic expansion valve in a first preset manner when the second temperature difference is greater than the second temperature difference threshold, the second temperature difference is less than or equal to the preset temperature difference upper limit, and the rate of change is less than the first rate threshold. Claim 11 A vehicle cooling control method according to claim 9 or 10, wherein the step of determining a command to adjust the opening degree of the second electronic expansion valve by monitoring the second temperature difference and the rate of change of the coolant temperature in real time includes the step of maintaining the opening degree of the second electronic expansion valve without change when the rate of change is greater than or equal to a first rate threshold and the rate of change is less than a second rate threshold and the second temperature difference is greater than a second temperature difference threshold, and the second rate threshold is greater than a first rate threshold. Claim 12 A vehicle cooling control method according to claim 9 or 10, wherein the step of determining a command to adjust the opening degree of the second electronic expansion valve by monitoring the second temperature difference and the rate of change of the coolant temperature in real time includes the step of increasing the opening degree of the second electronic expansion valve in a second preset manner when the second temperature difference is greater than the second temperature difference threshold and the rate of change is greater than or equal to the second rate threshold. Claim 13 A vehicle cooling control method according to claim 9 or 10, wherein the step of determining a command to adjust the opening degree of the second electronic expansion valve by monitoring the second temperature difference and the rate of change of the coolant temperature in real time includes the step of reducing the opening degree of the second electronic expansion valve in a third preset manner when the second temperature difference is greater than a preset upper limit of the temperature difference. Claim 14 A vehicle cooling control method according to claim 9 or 10, wherein the step of determining an opening degree adjustment command for the second electronic expansion valve by monitoring the second temperature difference and the rate of change of the coolant temperature in real time includes the step of determining a seventh closed-loop control command for the second electronic expansion valve based on the second temperature difference and the seventh closed-loop control model when the second temperature difference is less than or equal to the second temperature difference threshold. Claim 15 A vehicle cooling control method according to claim 9 or 10, further comprising the step of closing the second electronic expansion valve until the temperature of the battery becomes less than or equal to the second temperature threshold when the temperature of the battery is detected to be greater than or equal to the first temperature threshold, and then entering into real-time monitoring of the temperature difference between the coolant temperature and the second target temperature and the rate of change of the coolant temperature to determine a command to adjust the opening degree of the second electronic expansion valve. Claim 16 A vehicle cooling control device comprising: a monitoring module that monitors the temperature of a battery of a target vehicle and the rate of change of said temperature in real time; and a processing module that determines a cooling demand grade of said battery based on said temperature and said rate of change; wherein the monitoring module also monitors the cooling demand of the passenger compartment of said target vehicle and said battery; and the processing module also determines a cooling mode to be entered based on the current cooling demand grade of said battery when it is detected that there is a cooling demand for the passenger compartment of said target vehicle and said battery simultaneously; wherein the cooling mode includes a single-mode stage and a dual-mode stage, said single-mode stage is for cooling the passenger compartment or said battery alone, said dual-mode stage is for cooling the passenger compartment and said battery simultaneously, and said single-mode stage is configured before said dual-mode stage. Claim 17 An electronic device comprising: a processor and a memory connected to the processor in communication; a computer execution command stored in the memory; and the processor executing the computer execution command stored in the memory to implement a vehicle cooling control method according to any one of claims 1 to 5 and claims 7 to 10. Claim 18 A computer-readable storage medium, wherein a computer execution command is stored in the computer-readable storage medium, and the computer execution command is for implementing a method according to any one of claims 1 to 5 and claims 7 to 10 when executed by a processor. Claim 19 A computer program that is stored on a computer-readable storage medium and includes program code, wherein when a computer executes the computer program, the program code performs a method according to any one of claims 1 to 5 and claims 7 to 10. Claim 20 delete

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