A PRT vehicle temperature control method, controller and control system

Abstract

The present application relates to the PRT vehicle air conditioner control technical field, especially relates to a kind of PRT vehicle temperature control method, controller and control system, the method provided by the present application can be based on the different temperature conditions in battery cabin, the temperature of whole vehicle is adjusted to be the control logic of battery cabin priority, priority guarantee the refrigeration demand of battery cabin, the problem that battery cabin refrigeration power is insufficient due to the refrigeration demand of passenger cabin is solved, the function that battery cabin independently implements refrigeration is realized, and the different temperature adjustment demand of two cabins is satisfied by distribution refrigeration capacity.

Description

Technical Field

[0001] This invention relates to the field of air conditioning control technology for PRT vehicles, and particularly to a method, controller and control system for temperature control in PRT vehicles. Background Technology

[0002] Personal Rapid Transit (PRT) is a low-capacity public transportation system that can be used for passenger transport within airports, parks, and tourist attractions. It is a new type of rail transit system.

[0003] The vehicle controller is a core component of the PRT vehicle temperature control system, responsible for controlling the operation of various sub-components of the air conditioning system to perform functions such as cooling, heating, ventilation, and switching on / off in the passenger compartment. Simultaneously, the vehicle controller also needs to control the temperature of the battery compartment. In the design of temperature control systems, effectively balancing the temperature control needs of both the passenger compartment and the battery compartment within a confined space—ensuring the passenger compartment temperature is maintained at a comfortable human body temperature while the battery compartment temperature is maintained at the battery's safe operating temperature—has always been a common industry challenge and a pressing technical problem that PRT projects need to solve. Summary of the Invention

[0004] To overcome the aforementioned shortcomings in air conditioning control and battery temperature control in existing PRT vehicles, an adaptive temperature control method and system for PRT vehicles is provided. This method prioritizes ensuring the battery operates at a safe temperature while also considering the passenger compartment temperature. Using this method, the technical challenges of air conditioning control and battery temperature control can be solved by decoupling the cooling / heating modes of the passenger compartment and the battery compartment, allowing the air conditioning to implement different or even opposite temperature trends for the two compartments, and ensuring a comfortable temperature in the passenger area while maintaining safe and stable battery operation.

[0005] To achieve the above-mentioned objectives, the present invention provides the following technical solution:

[0006] In a first aspect, the present invention provides a temperature control method for a PRT vehicle, the PRT vehicle including an on-board controller, an air conditioning system, and a battery unit, the air conditioning system including a cooling channel and a heating channel, the on-board controller being communicatively connected to the air conditioning system and the battery unit, the cooling channel of the air conditioning system being connected to the cold plate of the battery compartment via a first expansion valve and to the passenger compartment via a second expansion valve, the temperature control method being applied to the on-board controller, including:

[0007] Temperature data of the battery cell is collected at a preset time interval. A first monitoring temperature and a second monitoring temperature are calculated based on the received temperature data. It is determined whether the first monitoring temperature exceeds a first preset temperature. If so, the first expansion valve is closed, a first stop signal is sent to the battery cell, and a first alarm signal is generated. If not, it is determined whether the second monitoring temperature is greater than a second preset temperature. If so, the first expansion valve is opened, the air conditioning system is started to allocate a first cooling capacity to the battery compartment, and a first monitoring process based on the first cooling capacity is started.

[0008] The first monitoring temperature is the difference ΔT between the highest and lowest temperatures of a single cell within the battery unit, and the second monitoring temperature is the highest temperature T of a single cell within the battery unit. max .

[0009] According to a specific implementation, in the above control method, the first monitoring process includes:

[0010] The first clock is started to time the first cooling capacity. When the first monitored temperature does not exceed the first preset temperature, it is determined whether the second monitored temperature can be reduced to below the second preset temperature within a first preset time. If yes, the first expansion valve is closed; if no, the second expansion valve is closed, the air conditioning system is started to distribute the second cooling capacity to the battery compartment, and the second monitoring process based on the second cooling capacity is started.

[0011] According to a specific implementation, in the above control method, the second monitoring process includes:

[0012] The second clock is started to time the second cooling capacity, and it is determined whether the second monitored temperature can be reduced to below the second preset temperature within a second preset time. If so, the second expansion valve is opened, and the air conditioning system is controlled to distribute the cooling capacity to the passenger cabin according to the cooling demand of the passenger cabin. If not, it is determined whether the current second monitored temperature is greater than the third preset temperature. If so, a first stop signal is sent to the battery unit, and the third monitoring process is started. If not, the second cooling capacity is maintained, and the system waits for the next second preset time. If the third preset temperature is greater than the second preset temperature, the first stop signal is a stop charging signal.

[0013] According to a specific implementation, the third monitoring process in the above control method includes:

[0014] A third clock is started to time the process and it is determined whether the second monitored temperature can be reduced to below the third preset temperature within a third preset time. If so, a first start signal is sent to the battery unit, the second cooling capacity is maintained, and the process returns to the second monitoring flow. If not, it is determined whether the second monitored temperature is greater than the fourth preset temperature. If so, a second stop signal is sent to the battery unit, and a second alarm signal is generated. If not, the second cooling capacity is maintained, and the process waits for the next third preset time. The fourth preset temperature is greater than the third preset temperature.

[0015] The first stop signal is a stop charging signal, and the second stop signal is a signal that stops both charging and discharging simultaneously.

[0016] According to one specific implementation, the control method further includes:

[0017] By pre-establishing a temperature simulation model, the actual working conditions are simulated, and the second preset temperature, the third preset temperature, the fourth preset temperature, the first preset time, the second preset time, and the third preset time are calculated.

[0018] According to one specific implementation, in the above control method, the second preset temperature is 40°C, the third preset temperature is 50°C, and the fourth preset temperature is 55°C.

[0019] According to a specific implementation, in the above control method, the first preset time is 30s, the second preset time is 15s, and the third preset time is 5s.

[0020] According to one specific implementation, in the above control method, the first preset temperature is 5°C.

[0021] A second aspect of the present invention provides an on-board controller, comprising: at least one processor; and a memory communicatively connected to at least one of the processors; wherein the memory stores instructions executable by at least one of the processors, the instructions being executed by at least one of the processors to enable at least one of the processors to perform the above-described PRT vehicle temperature control method.

[0022] In a second aspect, the present invention provides a PRT control system, including an on-board controller, an air conditioning system, and a battery unit. The air conditioning system includes a cooling channel and a heating channel. The on-board controller is communicatively connected to the air conditioning system and the battery unit. The cooling channel of the air conditioning system is connected to the cold plate of the battery compartment through a first expansion valve and to the passenger compartment through a second expansion valve. The heating channel of the air conditioning system is connected to the passenger compartment through a third expansion valve.

[0023] The battery unit is used to power the vehicle equipment and collect temperature data of the individual battery cells in the battery compartment, which is then uploaded to the vehicle controller.

[0024] The vehicle controller is used to perform adaptive control of the air conditioning system and the battery cell based on the temperature data of the battery cell using the above-mentioned PRT vehicle adaptive temperature control method, so as to maintain the battery cell at a suitable operating temperature.

[0025] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0026] This invention provides a PRT vehicle temperature control method, controller, and control system. Based on different temperature conditions in the battery compartment, the system sets the overall vehicle temperature regulation as a priority control logic for the battery compartment, prioritizing the cooling needs of the battery compartment. This solves the problem of insufficient cooling power in the battery compartment due to the cooling needs of the passenger compartment, realizes the function of independent cooling of the battery compartment, and meets the different temperature regulation needs of the two compartments by allocating the cooling capacity. Attached Figure Description

[0027] Figure 1 A schematic flowchart of a PRT vehicle temperature control method provided in an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram illustrating the connection relationship between the battery cell and the vehicle controller provided in an embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of the installation layout of an air conditioning system provided in an embodiment of the present invention. Detailed Implementation

[0030] The present invention will be further described in detail below with reference to experimental examples and specific embodiments. However, this should not be construed as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0031] Example 1

[0032] Please refer to Figure 1 This document illustrates a flowchart of an adaptive temperature control method for a PRT vehicle provided by an embodiment of the present invention. The method is applied to the onboard controller of a PRT vehicle. The PRT vehicle includes an onboard controller, an air conditioning system, and a battery unit. The air conditioning system includes a cooling channel and a heating channel. The onboard controller is communicatively connected to the air conditioning system and the battery unit. The cooling channel of the air conditioning system is connected to the cold plate of the battery compartment via a first expansion valve and to the passenger compartment via a second expansion valve. Figure 1 As shown, the temperature control method includes:

[0033] Temperature data of the battery cell is collected at preset time intervals. A first monitoring temperature and a second monitoring temperature are calculated based on the received temperature data. It is determined whether the first monitoring temperature exceeds a first preset temperature. If so, the first expansion valve is closed, a first stop signal is sent to the battery cell, and a first alarm signal is generated. If not, it is determined whether the second monitoring temperature is greater than a second preset temperature. If so, the first expansion valve is opened, the air conditioning system is started to distribute a first cooling capacity to the battery compartment, and a first monitoring process based on the first cooling capacity is started. If not, the current expansion valve state and monitoring process are maintained (i.e., the first and second expansion valves remain in their original open and closed states, and there is no need to distribute the first cooling capacity through the first expansion valve; the first and second preset temperatures are continuously monitored).

[0034] The first monitored temperature is the temperature difference ΔT between individual battery cells, and the second monitored temperature is the highest temperature T of an individual battery cell. max .

[0035] It is understandable that, based on statistical results of temperature data from a large number of actual operating conditions and the working principle of batteries, the main factors affecting the safe operation of battery units include: the temperature difference between individual battery cells and the maximum temperature of individual cells; in particular, the temperature difference between individual battery cells is crucial. When the temperature difference between individual cells exceeds a first preset temperature (e.g., 4.8℃, 5℃, etc.), there is a high probability that some cells in the battery unit are damaged. Therefore, in this embodiment, the safe operating temperature of the battery unit is monitored by real-time acquisition of the temperature difference between individual battery cells and the maximum temperature of individual cells. The temperature difference between individual cells is used as the first priority criterion. When the temperature difference between individual cells does not exceed the first preset temperature, the maximum temperature T of the individual cell is set as the highest temperature. max When the second monitored temperature is compared with the second preset temperature (e.g., 39℃, 40℃, etc.), the first expansion valve is opened and the air conditioning system is started to allocate the first cooling capacity to the battery compartment to cool the battery. At the same time, the first monitoring process is started to monitor the battery status after the first cooling capacity is allocated, so as to ensure that the battery compartment always works within a safe temperature range.

[0036] In one possible implementation, the preset time interval is 1 second; in this embodiment, in order to achieve real-time monitoring of battery temperature, the vehicle controller collects the temperature data of the battery cell once per second at a sampling frequency of 1Hz, and calculates the temperature difference between individual battery cells and the highest temperature T of the individual battery cell. max Furthermore, by collecting data at the input and output ends of the battery cold plate and other locations, and then calculating the highest and lowest temperatures of individual battery cells through temperature field simulation and statistical methods, the aforementioned T values ​​are obtained through multi-point data collection. maxΔT is used to ensure the accuracy of the collected battery temperature.

[0037] In one possible implementation, the first cooling capacity mentioned above is part of the cooling capacity of the air conditioner, not the entire cooling capacity. In this case, if the passenger compartment sends a cooling request to the vehicle controller, the vehicle controller can control the air conditioning system to cool both the battery compartment and the passenger compartment simultaneously.

[0038] In a further embodiment of the present invention, the first monitoring process in the above control method includes:

[0039] The first clock is started to time the first cooling capacity. When the first monitored temperature does not exceed the first preset temperature, it is determined whether the second monitored temperature can be reduced to below the second preset temperature within a first preset time. If yes, the first expansion valve is closed; if no, the second expansion valve is closed, the air conditioning system is started to distribute the second cooling capacity to the battery compartment, and the second monitoring process based on the second cooling capacity is started.

[0040] The second cooling capacity is greater than the first cooling capacity.

[0041] It is understandable that during operation, the temperature of the battery cell will usually rise or fall to a certain extent due to the heat generated by the battery and changes in the ambient temperature. However, this rise or fall is gradual and usually does not involve a sharp increase or drop in temperature. Therefore, the method provided in this embodiment, based on collecting the temperature data of the battery cell at preset time intervals and monitoring the temperature difference data of individual cells in real time, monitors the temperature drop status of the battery cell under the first cooling capacity through the first monitoring process. When the current cooling capacity is insufficient to lower the battery cell to a safe temperature (second preset temperature), more cooling capacity is allocated to the battery cell to further reduce the temperature of the battery cell.

[0042] In one possible implementation, the second cooling capacity mentioned above is the total cooling capacity of the air conditioner, in which case the air conditioner can only be used for cooling the battery compartment.

[0043] Specifically, during the timing of the first monitoring process, the vehicle controller will still collect the temperature data of the battery cell every second and calculate the temperature difference and the highest temperature of the individual cell. If the temperature difference of the individual cell exceeds the first preset temperature in a certain second, the control of the temperature difference of the individual cell will still be the first priority. The vehicle controller will immediately control the closure of the first expansion valve, send a first stop signal to the battery cell, and generate a first alarm signal, namely the alarm signal that the temperature difference of the individual cell exceeds the first preset temperature.

[0044] In a further embodiment of the present invention, the second monitoring process in the above control method includes:

[0045] The second clock is started to time the second cooling capacity, and it is determined whether the second monitored temperature can be reduced to below the second preset temperature within a second preset time. If so, the second expansion valve is opened, and the air conditioning system is controlled to distribute the cooling capacity to the passenger cabin according to the cooling demand of the passenger cabin. If not, it is determined whether the current second monitored temperature is greater than the third preset temperature. If so, a first stop signal is sent to the battery unit and the third monitoring process is started. If not, the second cooling capacity is maintained and the system is delayed until the next second preset time.

[0046] It is understandable that after providing the second cooling capacity to the battery cell, the battery cell temperature will usually drop to a safe temperature within a certain period of time. If the battery cell temperature does not drop to a safe temperature, there may be other safety hazards. Therefore, the method provided in this embodiment, based on collecting the temperature data of the battery cell at preset time intervals and monitoring the temperature difference data of individual cells in real time, monitors the temperature drop status of the battery cell under the second cooling capacity through a second monitoring process. This allows the battery cell to send a first stop signal and start a third monitoring process to monitor the battery cell temperature for safety when the second cooling capacity fails to lower the battery cell temperature below the safe temperature (second preset temperature) or when the temperature of individual cells rises, thereby further ensuring the safety of the battery.

[0047] In one possible implementation, the third monitoring process in the above control method includes:

[0048] The third clock is started to keep track of whether the second monitored temperature can be reduced to below the third preset temperature within a third preset time. If yes, a first start signal is sent to the battery unit, the second cooling capacity is maintained, and the process returns to the second monitoring process. If no, it is determined whether the second monitored temperature is greater than the fourth preset temperature. If yes, a second stop signal is sent to the battery unit and a second alarm signal is generated. If no, the second cooling capacity is maintained, and the process is delayed until the next third preset time.

[0049] The first stop signal is a stop charging signal, and the second stop signal is a signal that stops both charging and discharging simultaneously.

[0050] It is understandable that charging a battery cell will cause it to heat up, while discharging will cause it to cool down. Therefore, in this embodiment, based on the cooling control measure of stopping battery charging, this control measure is monitored. This allows the system to determine if a battery malfunction occurs when the control measure fails to lower the battery temperature, issue a stop charging / discharging signal, and generate a corresponding alarm signal. Through the coordination of the first, second, and third monitoring processes, different cooling control measures in the control method can be monitored, and temperature monitoring at a fixed frequency ensures that the battery operates within a safe temperature range.

[0051] In one possible implementation, the control method described above further includes:

[0052] By pre-establishing a temperature simulation model, the actual working conditions are simulated, and the second preset temperature, the third preset temperature, the fourth preset temperature, the first preset time, the second preset time, and the third preset time are calculated.

[0053] In one possible implementation, the control method described above includes a second preset temperature of 40°C, a third preset temperature of 50°C, and a fourth preset temperature of 55°C.

[0054] In one possible implementation, the control method described above has a first preset time of 30 seconds, a second preset time of 15 seconds, and a third preset time of 5 seconds.

[0055] It is understandable that as cooling control measures are gradually increased but the control effect is not good, it indicates that the battery temperature is becoming increasingly difficult to control. Therefore, in this embodiment, the monitoring time for different cooling control measures is gradually reduced. By setting the first preset time to 30s, the second preset time to 15s, and the third preset time to 5s, safety control is achieved.

[0056] Example 2

[0057] Specifically, the battery unit consists of a cell pack, a charge / discharge relay, a pre-charge resistor, high and low voltage wiring harnesses, and a battery management system (hereinafter referred to as BMS).

[0058] The battery cells are packaged in one battery compartment, with a total of 4 modules. Each module is built in a 2P12S configuration, with an upper and lower layer structure (4P24S). Depending on the voltage level, they are connected by high-voltage and low-voltage wiring harnesses respectively.

[0059] The Battery Management System (BMS) is packaged with temperature, current, and voltage sensors and the battery cells. It continuously monitors the battery's abnormal conditions and charging status, transmitting the charging and discharging status to the Voltage Control Unit (VCU) and charger to ensure safe and efficient battery operation. Even in the event of a malfunction, it can promptly isolate the battery to prevent further damage. Figure 2 As shown, it illustrates the connection relationship between the BMS and the VCU.

[0060] Temperature field simulation was performed on the BMS. The battery pack consists of four battery modules, which are placed on the crossbeam along with the housing and fixed by flange bolts under the end plate. There is no thermally conductive material between the bottom of the modules and the housing. The battery pack model consists of a simplified battery box and battery modules. The input conditions are shown in Table 1.

[0061] Table 1 Simulation conditions of battery pack temperature field

[0062] 1 25 100A 6min 300A 2min 20 2 25 / / 300A 20% SOC - 100% SOC 1 3 25 250A 100% SOC - 20% SOC / / 1

[0063] Operating condition A: Discharge 100A for 6 minutes, charge 300A for 2 minutes, cycle 20 times.

[0064] At 160 min, the temperature distribution on the core surface ranged from 31.71℃ to 36.14℃. The highest core plate temperature was around 36℃ away from the core plate, while the core plate temperature was relatively low.

[0065] At 160 minutes, the surface temperature distribution of the chamber ranged from 28.94℃ to 33.70℃. The temperature was highest at the bottom center and lower at the top cover.

[0066] At 160 minutes, the air temperature was observed at a selected cross-section, ranging from 25℃ to 35.48℃. The air temperature inside the reactor was approximately 31–34.5℃, which was 1.5–2℃ lower than the core temperature.

[0067] At 160 minutes, another cross-section was selected for air temperature observation, with a distribution range of [25.00℃, 35.57℃]. The air temperature inside the container was 29–33℃, which was 3–4℃ lower than the core temperature.

[0068] Condition B, discharge at 100A for 6 minutes, charge at 300A for 2 minutes, and cycle until the temperature stabilizes.

[0069] During thermal equilibrium, the temperature distribution on the core surface ranges from [45.93℃ to 57.05℃]. Most cell temperatures are between 50 and 56℃. The core temperature is highest at the upper center and relatively lower near the endplates.

[0070] During the thermal equilibrium process, the temperature distribution range on the surface of the chamber is [37.84℃, 49.31℃]. The temperature is highest at the bottom center and lower at the top cover.

[0071] During the thermal equilibrium process, an air temperature was observed at a selected cross-section, ranging from 25.04℃ to 54.81℃. The air temperature inside the reactor chamber was approximately 46–54℃, which was 2–4℃ lower than the core temperature.

[0072] During the thermal equilibrium process, another segment was selected to observe the air temperature. The distribution range was [25.00℃, 54.94℃]. The air temperature inside the chamber was 44-52℃, which was 3-3.5℃ lower than the core temperature.

[0073] C-condition ③ 300A charging, SOC 20%-100% transient.

[0074] At 16 minutes, the temperature distribution on the core surface ranged from 26.68℃ to 30.89℃. The vast majority of the cores were within the range of 29.5℃ to 30.5℃, with the highest temperature in the upper center (away from the connector surface) and lower temperatures closer to the endplate.

[0075] At 16 minutes, the surface temperature distribution of the chamber ranged from 25.29℃ to 29.55℃. The temperature was highest at the bottom center and lower at the top cover.

[0076] At 16 minutes, a cross-section was selected to observe the air temperature distribution range [24.91℃, 30.69℃]. The air temperature inside the chamber was 27.5~30.5℃, which was 0.5~2℃ lower than the core temperature.

[0077] At 16 minutes, another cross-section was selected to observe the air temperature, which ranged from 24.94℃ to 30.37℃. The air temperature inside the chamber was 26.5–30℃, which was 0.5–3℃ lower than the core temperature.

[0078] Operating condition D, discharge 250A, SOC 100%-20% transient.

[0079] At 16 minutes, the temperature distribution on the surface of the chamber ranged from 25.47℃ to 31.82℃. The temperature was highest at the bottom center and lower at the top cover.

[0080] At 16 minutes, a cross-section was selected for air temperature observation, with a distribution range of [24.88℃, 33.59℃]. The air temperature inside the chamber was approximately 29.5–32.5℃, which was 1.5–2℃ lower than the core temperature.

[0081] At 16 minutes, another cross-section was selected to observe the air temperature, which ranged from 25.01℃ to 33.10℃. The air temperature inside the chamber was 27–30℃, which was 3–3.5℃ lower than the core temperature.

[0082] Specifically, after 20 cycles of natural cooling at 25°C, discharging at 100A for 6 minutes, and charging at 300A for 2 minutes, the battery temperature distribution was between 31.71°C and 36.14°C, with most batteries between 33°C and 36°C, and the temperature difference was within 5°C. The battery temperature was suitable under these conditions.

[0083] During the 100A-6min discharge process, the initial core temperature remained essentially the same. After five consecutive cycles, significant cooling occurred, with a cooling temperature of approximately 0.2–0.3℃. During the 300A-2min charging process, the temperature rose rapidly, reaching approximately 0.8–1℃.

[0084] Steady-state simulations of combined heat generation were conducted after natural cooling at 25℃, based on discharge at 100A for 6 minutes and charging at 300A for 2 minutes. At thermal equilibrium, the cell temperature ranged from 45.93 to 57.05℃, with most cells between 50 and 56℃, reaching the high-temperature alarm threshold. However, this operating condition represents the theoretically limit of infinite cycling for the cell, with a potential cycle count exceeding 40 times. In reality, there will be a dwell time, meaning the actual temperature distribution of the cell will be better than the simulation results under extreme conditions.

[0085] At the end of the test, the core temperature ranged from 26.68℃ to 30.89℃. The vast majority of the core remained within the range of 29.5℃ to 30.5℃, a temperature difference of 4.2℃. Under these conditions, the core temperature was appropriate.

[0086] Under natural cooling at 25℃, based on a 250A discharge and transient simulation of SOC 100%-20%, the core temperature distribution at the end of the process is 27.52-33.84℃, with most of the core around 30.5-33.5℃, a temperature difference of 6.3℃. Under these conditions, the temperature rise is relatively rapid, and there is a risk of high temperature alarm if there is continuous high current discharge.

[0087] Temperature field analysis revealed that when a lithium battery operates under the condition of charging at 300A for 2 minutes and discharging at 100A for 6 minutes, natural cooling cannot effectively reduce the battery temperature rise. Therefore, a new cooling method must be introduced to control the battery temperature rise.

[0088] According to the design of the vehicle's air conditioning system, the airflow that the air conditioner can provide to the battery is 50m³ / h. 3 / h, with an inlet temperature of 15℃. Further thermal simulation of lithium battery air cooling was conducted.

[0089] Note: Ambient temperature T0, maximum cell temperature T Cmax The temperature unit is °C, and no filter cotton is added to the air inlet and outlet.

[0090] Operating Condition A ① T0 < 22℃

[0091] Charge at 300A for 2 minutes, discharge at 100A for 6 minutes.

[0092] The compressor is not turned on; ambient air is used for battery pack cooling.

[0093] After 20 hours of battery pack use, T Cmax <50℃.

[0094] Operating Condition B ② 22℃ <T0<40℃

[0095] Initial charging: 300A for 2 minutes; discharge: 100A for 6 minutes.

[0096] The compressor is turned on, and the cold air from the compressor is used to cool the battery pack.

[0097] When T Cmax At temperatures above 45°C, charging speed drops to 200A for 3 minutes and discharging speed drops to 100A for 6 minutes.

[0098] After 20 hours of battery pack use, T Cmax <51℃.

[0099] Operating Condition C ③ 40℃ <T0<45℃

[0100] Charge at 200A for 3 minutes, discharge at 100A for 6 minutes.

[0101] The compressor is turned on, and the cold air from the compressor is used to cool the battery pack.

[0102] After 20 hours of battery pack use, T Cmax <51℃.

[0103] Operating Condition D, T0 = 40℃

[0104] Charge at 300A for 1 minute, discharge at 100A for 6 minutes.

[0105] The compressor is turned on, and the cold air from the compressor is used to cool the battery pack.

[0106] 100 minutes later T Cmax When the temperature approaches 50°C, it requires 60 minutes of 0.8C charging followed by 30 minutes of resting before the battery compartment temperature can be fully charged and reduced to 20°C.

[0107] Operating Condition E⑤T0=40℃

[0108] Charge at 300A for 2 minutes, discharge at 100A for 6 minutes.

[0109] The compressor is turned on, and the cold air from the compressor is used to cool the battery pack.

[0110] 60 minutes later T Cmax When the temperature approaches 50°C, it requires 60 minutes of 0.2C charging to fully charge the battery and reduce the battery compartment temperature to 20°C.

[0111] Based on the above analysis of the cold air temperature field, operating in mode ①, mode ②, and mode ③ can minimize the impact of charging time.

[0112] Furthermore, based on the above simulation results, the first, second, third, and fourth preset temperatures are set.

[0113] In summary, the adaptive temperature control method for PRT vehicles provided by this invention prioritizes the overall vehicle temperature regulation based on different temperature conditions in the battery compartment, ensuring the cooling needs of the battery compartment are met first. This solves the problem of insufficient cooling power in the battery compartment due to the cooling needs of the passenger compartment, realizes the function of independent cooling of the battery compartment, and satisfies the different temperature regulation needs of the two compartments by allocating cooling capacity.

[0114] Example 3

[0115] Furthermore, in conjunction with the above control method, this embodiment of the invention provides a PRT vehicle adaptive temperature control system, comprising:

[0116] An air conditioning controller is used to control the air conditioning system. The cooling passage of the air conditioning system is connected to the cold plate of the battery compartment via a first expansion valve and to the passenger compartment via a second expansion valve. The air conditioning system includes an air conditioning controller, evaporator, condenser, condenser fan, duct inlet temperature sensor, outlet temperature sensor, compressor, normally open expansion valve and normally closed expansion valve, and cooling / heating passage. The installation layout of each component on the PRT vehicle is as follows: Figure 3 As shown.

[0117] The refrigerant is R134a (1,1,1,2-tetrafluoroethane). The refrigerant absorbs the temperature of the battery cold plate through latent heat of phase change and is released into the atmosphere as it passes through the air conditioning compressor. Therefore, the air conditioning system is equipped with one expansion valve (12VDC, normally closed) and a set of piping and connectors for both the air conditioning and battery, forming a refrigeration passage, to connect to the cold plate interface holes on the battery.

[0118] An expansion valve (12VDC, normally open) is installed on the refrigerant lines supplying the passenger cabin. The control of the expansion valve includes:

[0119] 1) This valve needs to be opened when the passenger cabin requires cooling;

[0120] 2) When the battery requires strong cooling, that is, when the expansion valves leading to the battery compartment are fully open, but the battery temperature does not drop significantly or even shows a continuous upward trend, meaning that the cooling power of the air conditioner is insufficient to cool the battery, the air conditioner controller closes the passenger compartment expansion valve according to the request of the battery BMS, and supplies more (or even all) of the cooling power to the battery compartment for cooling.

[0121] The battery management system (BMS) powers the vehicle's equipment and collects temperature data from the battery compartment, uploading it to the vehicle control unit. The temperature data is collected from both the cooling input and output terminals of the battery compartment.

[0122] The control system further includes:

[0123] The vehicle controller (VCU) is used to control the above-mentioned units and systems, and controls the refrigerant circulation mode of the cold plate implanted in the battery by controlling the opening / closing of the expansion valve on the pipeline connected to the battery cold plate to achieve heat exchange of the cold plate.

[0124] The vehicle control unit also includes:

[0125] At least one processor; and,

[0126] A memory communicatively connected to at least one of the processors; wherein,

[0127] The memory stores instructions that can be executed by at least one of the processors, which enable the at least one processor to perform the PRT vehicle adaptive temperature control method described in Embodiment 1 above, so that the battery cell maintains its operating temperature.

[0128] In summary, the control system of this invention has the following functions:

[0129] 1. The passenger cabin should be heated or cooled as needed to maintain a suitable temperature, i.e., heating and cooling should be decoupled.

[0130] 2. When the vehicle is unloaded, the heating or cooling of the passenger compartment can be turned off (to reduce power consumption).

[0131] 3. The ventilation fan should run continuously when there are people in the vehicle.

[0132] 4. Battery cooling should be provided when needed, independent of passenger cabin heating or cooling requirements.

[0133] 5. The battery operates within a safe temperature range during both charging and discharging.

[0134] The core of the control system lies in maintaining the original cooling and heating method for the passenger compartment while decoupling the temperature requirements of the passenger compartment and the battery compartment. Its control principle can be summarized as follows: when the battery compartment temperature is normal and the passenger compartment temperature is too high, most of the air conditioning power is used for passenger compartment cooling; when the battery compartment temperature is normal and the passenger compartment temperature is too low, most of the air conditioning power is used for passenger compartment heating; when the battery compartment temperature is too high and the passenger compartment temperature is normal, most of the air conditioning power is used for battery compartment cooling, and the passenger compartment is only ventilated; when both the battery compartment and passenger compartment temperatures are too high, most of the air conditioning power is used for battery compartment cooling, and passenger compartment cooling is resumed only after the battery compartment temperature returns to normal.

[0135] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for temperature control in a PRT vehicle, characterized in that, The PRT vehicle includes an on-board controller, an air conditioning system, and a battery unit. The air conditioning system includes a cooling channel and a heating channel. The on-board controller is communicatively connected to both the air conditioning system and the battery unit. The cooling channel of the air conditioning system is connected to the cold plate of the battery compartment via a first expansion valve and to the passenger compartment via a second expansion valve. The method is applied to the on-board controller and includes: Temperature data of the battery cell is collected at a preset time interval. A first monitoring temperature and a second monitoring temperature are calculated based on the received temperature data. The first monitoring temperature is the difference ΔT between the highest and lowest temperatures of all individual cells in the battery cell. The second monitoring temperature is the highest temperature Tmax of an individual cell in the battery cell. If the first monitored temperature exceeds the first preset temperature, the first monitored temperature is used as the primary criterion for judgment. If it does, the first expansion valve is closed, a first stop signal is sent to the battery unit, and a first alarm signal is generated. If not, the second monitored temperature is determined to be greater than the second preset temperature. If the second monitored temperature is greater than the second preset temperature, the first expansion valve is opened, the air conditioning system is started to distribute the first cooling capacity to the battery compartment, and the first monitoring process based on the first cooling capacity is started. The first monitoring process includes: starting a first clock to time the first cooling capacity; when the first monitored temperature does not exceed the first preset temperature, determining whether the second monitored temperature can be reduced to below the second preset temperature within a first preset time; if yes, closing the first expansion valve; if no, closing the second expansion valve, starting the air conditioning system to distribute the second cooling capacity to the battery compartment, and starting the second monitoring process based on the second cooling capacity. The second monitoring process includes: starting a second clock to time the second cooling capacity, determining whether the second monitored temperature can be reduced to below the second preset temperature within a second preset time; if yes, opening the second expansion valve and controlling the air conditioning system to distribute cooling capacity to the passenger cabin according to the cooling demand of the passenger cabin; if no, determining whether the current second monitored temperature is greater than a third preset temperature; if yes, sending a first stop signal to the battery unit and starting the third monitoring process; if no, maintaining the second cooling capacity and delaying for the next second preset time; the third preset temperature is greater than the second preset temperature. The third monitoring process includes: starting a third clock to start timing, determining whether the second monitored temperature can be reduced to below the third preset temperature within a third preset time; if yes, sending a first start signal to the battery unit, maintaining the second cooling capacity, and returning to the second monitoring process; if no, determining whether the second monitored temperature is greater than a fourth preset temperature; if yes, sending a second stop signal to the battery unit and generating a second alarm signal; if no, maintaining the second cooling capacity and delaying for the next third preset time; the fourth preset temperature is greater than the third preset temperature. Wherein, the first stop signal is a stop charging signal, and the second stop signal is a signal that stops both charging and discharging simultaneously; wherein, by pre-establishing a temperature simulation model, the actual working conditions are simulated, and the second preset temperature, the third preset temperature, the fourth preset temperature, and the first preset time, the second preset time, and the third preset time are calculated.

2. The PRT vehicle temperature control method according to claim 1, characterized in that, The second preset temperature is 40℃, the third preset temperature is 50℃, and the fourth preset temperature is 55℃.

3. The PRT vehicle temperature control method according to claim 1, characterized in that, The first preset time is 30s, the second preset time is 15s, and the third preset time is 5s.

4. The PRT vehicle temperature control method according to claim 1, characterized in that, The first preset temperature is 5℃.

5. A vehicle-mounted controller, characterized in that, Includes: at least one processor; and a memory communicatively connected to at least one of the processors; The memory stores instructions that can be executed by at least one of the processors, which are executed by at least one of the processors to enable at least one of the processors to perform the PRT vehicle temperature control method as described in any one of claims 1 to 4.

6. A PRT control system, comprising an on-board controller, an air conditioning system, and a battery unit, wherein the air conditioning system includes: The vehicle-mounted controller is communicatively connected to the air conditioning system and the battery unit, and includes a cooling channel and a heating channel. The cooling channel of the air conditioning system is connected to the cold plate of the battery compartment through the first expansion valve and to the passenger compartment through the second expansion valve. The heating channel of the air conditioning system is connected to the passenger compartment through the third expansion valve. The battery unit is used to power the vehicle equipment and collect temperature data of the individual battery cells in the battery compartment, which is then uploaded to the vehicle controller. The vehicle controller is used to employ the PRT vehicle temperature control method according to any one of claims 1 to 4 to control the air conditioning system and the battery cell based on the aforementioned temperature data of the battery cell, so as to maintain the battery cell at a suitable operating temperature.

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