Battery cooling control method and system of standing vehicle and vehicle

Abstract

The invention provides a battery cooling control method and system for a standing vehicle and the vehicle, and relates to the technical field of vehicle thermal management, and the method comprises the steps: obtaining the current battery temperature and the current cooling liquid temperature of the vehicle; comparing the current battery temperature with a preset first battery temperature threshold value, and comparing the current cooling liquid temperature with a preset first cooling liquid temperature threshold value; if the current battery temperature is higher than the first battery temperature threshold value and the current cooling liquid temperature meets the first cooling liquid temperature threshold value, sending a battery cooling instruction to cool the battery through the cooling liquid, and if the current battery temperature is higher than the first battery temperature threshold value, sending a battery cooling instruction to cool the battery through the cooling liquid. And if the current cooling liquid temperature is higher than the first cooling liquid temperature threshold value, sending a cooling liquid cooling instruction to cool the cooling liquid. The cooling mode of the battery of the standing vehicle can be reasonably selected, and the situation that the battery is difficult to cool due to the fact that the temperature of cooling liquid is high when the vehicle is in a standing state is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management, and in particular to a battery cooling control method and system for a stationary vehicle and a vehicle. Background Art

[0002] With the development of the automobile industry, electric vehicles have a better development prospect because their impact on the environment is smaller than that of traditional vehicles. Battery thermal management of electric vehicles is a key technology for electric vehicles. The thermal management system of electric vehicles is more complex than that of traditional vehicles. The thermal management system of electric vehicles not only includes the air conditioning system, but also its newly added components such as batteries and drive motors have higher cooling requirements.

[0003] The existing thermal management system of electric vehicles can meet the thermal management needs of electric vehicles during driving and charging. However, when the electric vehicle is stationary, the temperature change of the external environment will also have an adverse effect on the onboard battery of the electric vehicle, especially in a high temperature environment, which is likely to trigger thermal runaway of the battery. And at this time, if the temperature of the battery coolant is higher than the battery temperature, it is difficult to effectively cool the battery even if the coolant circulation method is adopted. Summary of the invention

[0004] In view of the above-mentioned shortcomings of the prior art, an object of the present invention is to provide a battery cooling control method, system and vehicle for a stationary vehicle, so as to solve the problem in the prior art that thermal runaway of the battery is easily triggered when the electric vehicle is in a stationary or towing state.

[0005] To achieve the above-mentioned object and other related objects, the present invention provides a battery cooling control method for a stationary vehicle, comprising:

[0006] An acquisition step, acquiring the current battery temperature and the current coolant temperature of the vehicle;

[0007] a comparing step, comparing the current battery temperature with a preset first battery temperature threshold, and comparing the current coolant temperature with a preset first coolant temperature threshold;

[0008] Instruction step: if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature meets the first coolant temperature threshold, a battery cooling instruction is sent to cool the battery by the coolant; if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature is higher than the first coolant temperature threshold, a coolant cooling instruction is sent to cool the coolant.

[0009] In an exemplary embodiment, before the obtaining step, vehicle information is obtained to confirm that the vehicle is in a stationary state, and the vehicle information at least includes the charging state, the vehicle speed and the power-on state of the vehicle.

[0010] In an exemplary embodiment, the vehicle state is judged before confirming that the vehicle state is in a stationary state. If the charging state is not charged, the vehicle speed is zero, and the whole vehicle power-on state is not powered on, then the vehicle state is a stationary state; otherwise, the vehicle state is a non-stationary state.

[0011] In an exemplary embodiment, when the coolant is cooled, the current coolant temperature is compared with a preset second coolant temperature threshold. If the current coolant temperature meets the second coolant temperature threshold, the coolant is cooled according to the primary cooling strategy. If the current coolant temperature is higher than the second coolant temperature threshold, the coolant is cooled according to the secondary cooling strategy. The cooling generated by the secondary cooling strategy is greater than the cooling generated by the primary cooling strategy.

[0012] In an exemplary embodiment, when coolant cooling is performed according to the secondary cooling strategy, the current coolant temperature is compared with a preset third coolant temperature. If the current coolant temperature is higher than the third coolant temperature, coolant cooling continues to be performed according to the secondary cooling strategy. If the current coolant temperature is lower than or equal to the third coolant temperature, coolant cooling is performed according to the primary cooling strategy, and the third coolant temperature is higher than the lower limit of the second coolant temperature threshold and lower than the upper limit of the second coolant temperature threshold.

[0013] In an exemplary embodiment, when coolant cooling is performed according to the primary cooling strategy, the current coolant temperature is compared with the lower limit of the first coolant threshold value. If the current coolant temperature is higher than the lower limit of the first coolant threshold value, coolant cooling continues to be performed according to the primary cooling strategy. If the current coolant temperature is lower than the lower limit of the first coolant threshold value, coolant cooling is stopped and the battery is cooled by the coolant. The lower limit of the first coolant threshold value is lower than the lower limit of the first battery temperature threshold value. If the current battery temperature is lower than the first battery temperature threshold value, cooling the battery by the coolant is stopped.

[0014] In an exemplary embodiment, the cooling of the coolant includes: closing a battery cooling valve to cool only the coolant loop; and cooling the battery by the coolant includes: opening a battery cooling valve to allow the coolant to flow through the battery loop.

[0015] In an exemplary embodiment, the comparing step and the instructing step are performed on the cloud.

[0016] The present invention provides a battery cooling control system for a stationary vehicle, comprising:

[0017] A data acquisition module, used to obtain the current battery temperature and current coolant temperature of the vehicle;

[0018] a data comparison module, configured to compare the current battery temperature with a preset first battery temperature threshold, and to compare the current coolant temperature with a first coolant temperature threshold;

[0019] The instruction sending module sends a battery cooling instruction to cool the battery by means of the coolant if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature satisfies the first coolant temperature threshold; and sends a coolant cooling instruction to cool the coolant if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature is higher than the first coolant temperature threshold.

[0020] The present invention also provides a vehicle, which executes the battery cooling control method for a stationary vehicle as described above.

[0021] As described above, the battery cooling control method, system and vehicle of a stationary vehicle of the present invention have the following beneficial effects:

[0022] By comparing the current battery temperature with the first battery temperature threshold, and comparing the current coolant temperature with the first cooling oil temperature threshold, different battery cooling conditions can be distinguished, and the coolant can be cooled or the battery can be cooled by the coolant. A reasonable method of cooling the battery of a stationary vehicle can be selected to avoid the situation where the coolant temperature is high and it is difficult to effectively cool the vehicle battery when the vehicle is stationary, or even thermal runaway of the vehicle battery may occur. The cooling method of the vehicle battery when the vehicle is stationary is improved to enhance the safety and stability of the vehicle in different scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A flowchart of a battery cooling control method for a stationary vehicle according to an embodiment of the present invention is shown.

[0024] Figure 2 Shown is an overall architecture diagram of a battery cooling control system for a stationary vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention.

[0026] See also Figure 1 and Figure 2 It should be noted that the diagrams provided in the present embodiment only illustrate the basic concept of the present invention in a schematic manner, so the diagrams only show the components related to the present invention rather than drawing according to the number, shape and size of the components in actual implementation. The type, quantity and proportion of each component in actual implementation can be changed at will, and the component layout type may also be more complicated. The structure, proportion, size, etc. shown in the drawings attached to this specification are only used to match the content disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions that the present invention can be implemented, so they have no technical substantive significance. Any modification of the structure, change of the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the effect and purpose that the present invention can produce. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the present invention. The change or adjustment of the relative relationship should also be regarded as the scope of the implementation of the present invention without substantially changing the technical content.

[0027] Before describing the embodiments of the present invention in detail, the application environment of the present invention is described first. The battery of an electric vehicle is generally a lithium-ion battery. The rechargeable range of a lithium-ion power battery is -20°C to 55°C, and the dischargeable range is -30°C to 55°C. The optimal working range is generally considered to be 25°C to 35°C. When the battery of an electric vehicle is higher than 35°C, it is generally necessary to request the compressor to generate cooling capacity through a battery thermal management strategy, and use its cooling capacity to exchange heat with the pipe through which the coolant passes to cool the battery. At present, the cooling strategy of the battery is usually distinguished according to three scenarios: driving, fast charging and slow charging. Therefore, the scene distinction of the power battery is not detailed enough, and some scenarios are ignored. For example, the battery is neither charged nor discharged, and it is stationary in an extremely high temperature environment for a long time, or the electric vehicle is exposed to the sun on the trailer for a long time. At this time, the electric vehicle is not powered on and is in a dormant state. Only the BMS (Battery Management System) wakes up according to a certain inspection cycle, and uses low-voltage electricity to detect whether the power battery is normal. The remaining components such as the high-voltage component motor and the compressor will be in a continuous dormant state, and the compressor cannot be started and the cooling capacity cannot be generated. At this time, the power battery in an extremely high temperature environment will have a high battery temperature, which may lead to a battery overtemperature fault. If the battery temperature rises further, it may trigger thermal runaway of the power battery. In addition, even if the battery pack can be cooled by coolant to control the battery cell temperature under high temperature, the temperature of the coolant may also be high. When the coolant temperature at the battery inlet exceeds the maximum temperature of the battery, the battery temperature control will be further deteriorated. Based on this, it is particularly important to protect the safety of vehicle batteries in a stationary state. Therefore, this application proposes a battery cooling control method for a stationary vehicle to address the above problems.

[0028] See also Figure 1 The present invention provides a battery cooling control method for a stationary vehicle, the method comprising:

[0029] Acquisition step S110: Acquire the current battery temperature and the current coolant temperature of the vehicle.

[0030] In an exemplary embodiment, before obtaining the current battery temperature and the current coolant temperature of the vehicle, step S210 is included.

[0031] Step S210: Acquire vehicle information to confirm that the vehicle is in a stationary state. The vehicle information at least includes the vehicle's charging status, vehicle speed, and vehicle power-on status.

[0032] In an exemplary embodiment, before confirming that the vehicle is in a stationary state, step S310 is included.

[0033] Step S310: Determine the vehicle state. If the charging state is not charged, the vehicle speed is zero, and the vehicle power-on state is not powered on, the vehicle state is stationary; otherwise, the vehicle state is non-stationary.

[0034] In an exemplary embodiment, the stationary state of the vehicle includes a situation where the vehicle remains absolutely stationary or the vehicle remains stationary relative to the trailer when driven by the trailer.

[0035] Comparison step S120: comparing the current battery temperature with a preset first battery temperature threshold, and comparing the current coolant temperature with a preset first coolant temperature threshold.

[0036] In an exemplary embodiment, the first battery temperature threshold is set according to the safe temperature range of the vehicle battery, and is a preset fixed range threshold. The first battery temperature threshold is within the safe temperature range of the vehicle battery. In other embodiments, the first battery temperature threshold is obtained by looking up a table based on the current ambient temperature. When the current ambient temperature is higher, the battery temperature is easily increased due to the current ambient temperature. The first battery temperature threshold is within the safe temperature range of the vehicle battery and is closer to the upper limit of the safe temperature range of the vehicle battery to reduce the energy consumption of the vehicle when cooling the battery. For example, when the safe temperature range of the vehicle battery is 25°C to 45°C, the current ambient temperature is 35°C, and the first battery temperature threshold can be 31°C to 39°C after looking up the table. When the current ambient temperature increases to 50°C, the first battery temperature threshold can be 37°C to 42°C after looking up the table. Compared with 31°C to 39°C, the preset range threshold of the first battery temperature threshold is closer to the upper limit of the safe temperature range of 45°C when the ambient temperature is higher.

[0037] In an exemplary embodiment, the first coolant temperature threshold is set according to the safe temperature range of the vehicle battery, and is a preset fixed range threshold. The first coolant temperature threshold is within the safe temperature range of the vehicle battery. In other embodiments, the first coolant temperature threshold is obtained by looking up a table based on the current ambient temperature. When the current ambient temperature is higher, the current ambient temperature is very likely to increase the battery temperature. The first coolant temperature threshold is within the safe temperature range of the vehicle battery, and is closer to the lower limit of the safe temperature range of the vehicle battery, so as to timely cool down the vehicle battery, and avoid the high temperature of the coolant, which makes it difficult to timely and effectively cool down the temperature of the vehicle battery, so that the temperature of the vehicle battery exceeds the safe temperature range of the vehicle battery. For example, the safe temperature range of the vehicle battery is 25℃~45℃, and when the current ambient temperature is 35℃, the first coolant temperature threshold after looking up the table can be 31℃~39℃, and when the current ambient temperature is 50℃, the first coolant temperature threshold after looking up the table can be 27℃~32℃. Compared with 31℃~39℃, when the ambient temperature is higher, the preset range threshold of the first coolant temperature threshold is closer to the lower limit of the safe temperature range of 25℃, which can enhance the cooling effect of the coolant, cool the vehicle battery in a timely and effective manner, and prevent the temperature of the vehicle battery from exceeding the safe temperature range of the vehicle battery.

[0038] Instruction step S130: If the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature meets the first coolant temperature threshold, a battery cooling instruction is sent to cool the battery by the coolant; if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature is higher than the first coolant temperature threshold, a coolant cooling instruction is sent to cool the coolant.

[0039] In an exemplary embodiment, the coolant is water. In another exemplary embodiment, the coolant may be methanol. The type of coolant may be adjusted according to actual needs.

[0040] In an exemplary embodiment, cooling the battery by the coolant includes: closing the battery cooling valve to cool only the coolant loop; cooling the battery by the coolant includes: opening the battery cooling valve to circulate the coolant through the battery loop. In another exemplary embodiment, cooling the battery by the coolant includes: cooling the coolant and opening the battery cooling valve to circulate the coolant through the battery loop.

[0041] In an exemplary embodiment, the coolant circulation loop includes a cooling unit, a water pump, a battery cooling valve, and a battery module. The battery circuit is arranged in the battery module. By controlling the opening or closing of the battery cooling valve, the battery circuit and the coolant circuit can be controlled to be connected or disconnected, that is, when the battery cooling valve is closed, the coolant circulation loop is only connected to the coolant circuit, and when the battery cooling valve is opened, the coolant circulation loop is connected to the coolant circuit and the battery circuit. In an exemplary embodiment, the battery cooling valve is an electronic water valve.

[0042] In an exemplary embodiment, when the coolant is cooled, the current coolant temperature is compared with a preset second coolant temperature threshold. If the current coolant temperature meets the second coolant temperature threshold, the coolant is cooled according to the primary cooling strategy. If the current coolant temperature is higher than the second coolant temperature threshold, the coolant is cooled according to the secondary cooling strategy. The cooling generated by the secondary cooling strategy is greater than the cooling generated by the primary cooling strategy. Since the vehicle needs to be powered on and the compressor is started to generate cooling to cool the coolant when cooling the coolant, the energy consumption of the vehicle will increase when cooling the coolant. By cooling the coolant in stages, the loss of energy consumption can be reduced to a certain extent, avoiding the situation where the coolant can only use a small part of the cooling capacity due to excessive cooling capacity, while most of the cooling capacity is lost and wasted, thereby reducing the energy consumption of the vehicle when cooling the coolant and saving the energy consumption of the vehicle when cooling the battery. In another exemplary embodiment, when cooling the coolant, a multi-stage cooling strategy can be set to cool the coolant more accurately and energy-efficiently.

[0043] It should be noted here that the first battery temperature threshold, the first coolant temperature threshold and the second coolant temperature threshold are all range intervals including their upper limit values ​​and lower limit values. Temperatures above the first battery temperature threshold, the first coolant temperature threshold or the second coolant temperature threshold do not include their upper limit values. Similarly, temperatures below the first battery temperature threshold, the first coolant temperature threshold or the second coolant temperature threshold do not include their lower limit values.

[0044] In an exemplary embodiment, when cooling the coolant according to the secondary cooling strategy, the current coolant temperature is compared with the preset third coolant temperature. If the current coolant temperature is higher than the third coolant temperature, the coolant is cooled according to the secondary cooling strategy. If the current coolant temperature is lower than or equal to the third coolant temperature, the coolant is cooled according to the primary cooling strategy, and the third coolant temperature is higher than the lower limit of the second coolant temperature threshold and lower than the upper limit of the second coolant temperature threshold. This can avoid frequent switching between the primary cooling strategy and the secondary cooling strategy when cooling the coolant.

[0045] In an exemplary embodiment, when coolant cooling is performed according to the first-level cooling strategy, the current coolant temperature is compared with the lower limit of the first coolant threshold. If the current coolant temperature is higher than the lower limit of the first coolant threshold, the coolant cooling is continued according to the first-level cooling strategy. If the current coolant temperature is lower than the lower limit of the first coolant threshold, the coolant cooling is stopped, and the battery is cooled by the coolant. The lower limit of the first coolant threshold is lower than the lower limit of the first battery temperature threshold. If the current battery temperature is lower than the first battery temperature threshold, the battery is stopped from being cooled by the coolant. It should be noted that the upper limit of the first battery temperature threshold may be equal to the upper limit of the first coolant temperature threshold, and the upper limit of the first battery temperature threshold may also be greater than the upper limit of the first coolant temperature threshold. However, if the upper limit of the first battery temperature threshold is less than the upper limit of the first coolant temperature threshold, when the battery is cooled by the coolant, the cooling effect may be poor. Because under this setting, the current battery temperature may be lower than the current coolant temperature. However, by adjusting the range interval and relationship of the first battery temperature threshold and the first coolant threshold, the effect of cooling the battery can also be achieved.

[0046] In an exemplary embodiment, the comparison step S120 and the instruction step S130 are performed on the cloud. When the vehicle is stationary, the vehicle is in a dormant state, and only the BMS (Battery Management System) wakes up according to a certain inspection cycle, and uses low-voltage electricity to detect whether the power battery is normal. The remaining components such as the high-voltage component motor and the compressor will be in a continuous dormant state, and the compressor cannot be started for cooling. The BMS wakes up regularly and transmits the current battery temperature and the current coolant temperature to the VCU (Vehicle Control Unit, electric vehicle whole vehicle controller). The VCU controls the TBox (Telematics BOX, telematics processing control unit, referred to as vehicle-mounted TBOX), and uploads the current battery temperature and the current coolant temperature to the cloud server to realize the cloud server's real-time monitoring of the battery temperature. By performing the comparison step S120 and the instruction step 130 on the cloud, the power consumption of the vehicle can be reduced when the vehicle is stationary, and the economy of the whole vehicle can be increased. When the cloud sends an instruction through instruction step S130, if the instruction is to cool the battery by coolant, TBox receives the above instruction and sends it to VCU, VCU transmits the instruction to VDC (Vehicle Dynamics Control), and VDC opens the battery cooling valve to circulate the coolant through the battery circuit; if the instruction is coolant cooling, TBox receives the above instruction and sends it to VCU, controls the vehicle to power on, closes the battery cooling valve, and turns on the compressor to cool the coolant.

[0047] In another exemplary embodiment, when the vehicle is stationary, some functions are active, and the active parts perform comparison step S120 and instruction step S130. Compared with comparing step S120 and instruction step S130 through the cloud, this method can reduce the delay caused by data transmission and better ensure the safety of the vehicle battery.

[0048] To summarize, by comparing the current battery temperature with the first battery temperature threshold, and comparing the current coolant temperature with the first cooling oil temperature threshold, different battery cooling conditions can be distinguished, the coolant can be cooled or the battery can be cooled by the coolant, and a reasonable method for cooling the battery of a stationary vehicle can be selected to avoid the situation where the vehicle battery is difficult to cool effectively due to the high temperature of the coolant when the vehicle is stationary, and even thermal runaway of the vehicle battery may occur. The cooling method of the vehicle battery when the vehicle is stationary is improved, and the safety and stability of the vehicle in different scenarios are improved.

[0049] See also Figure 2 The present invention provides a battery cooling control system for a stationary vehicle, comprising:

[0050] The data acquisition module 210 is used to acquire the current battery temperature and the current coolant temperature of the vehicle;

[0051] A data comparison module 220, for comparing the current battery temperature with a preset first battery temperature threshold, and comparing the current coolant temperature with a first coolant temperature threshold;

[0052] The instruction sending module 230 sends a battery cooling instruction to cool the battery by the coolant if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature meets the first coolant temperature threshold. If the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature is higher than the first coolant temperature threshold, the instruction sending module 230 sends a coolant cooling instruction to cool the coolant.

[0053] The current battery temperature and the current coolant temperature of the vehicle are obtained through the data acquisition module 210, and the data comparison module 220 and the instruction sending module 230 are located in the cloud or in the active part of the stationary vehicle. The data comparison module 220 and the instruction sending module 230 are located in the cloud, which can reduce the energy consumption of the stationary vehicle and extend its use time; the data comparison module 220 and the instruction sending module 230 are located in the active part of the stationary vehicle, which can control the temperature of the vehicle battery more quickly and reduce the delay time of data transmission and the time of sending and receiving instructions.

[0054] The present invention also provides a vehicle, which executes the battery cooling control method for a stationary vehicle as described above.

[0055] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A battery cooling control method for a stationary vehicle, characterized in that: The method comprises: An acquisition step, acquiring the current battery temperature and the current coolant temperature of the vehicle; a comparing step, comparing the current battery temperature with a preset first battery temperature threshold, and comparing the current coolant temperature with a preset first coolant temperature threshold; Instruction step: if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature meets the first coolant temperature threshold, a battery cooling instruction is sent to cool the battery by the coolant; if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature is higher than the first coolant temperature threshold, a coolant cooling instruction is sent to cool the coolant.

2. The battery cooling control method for a stationary vehicle according to claim 1, characterized in that: Before the acquisition step, vehicle information is acquired to confirm that the vehicle is in a stationary state, and the vehicle information at least includes the charging state, vehicle speed and power-on state of the vehicle.

3. The battery cooling control method for a stationary vehicle according to claim 2, characterized in that: Before confirming that the vehicle state is in a stationary state, the vehicle state is judged. If the charging state is not charged, the vehicle speed is zero, and the whole vehicle power-on state is not powered on, then the vehicle state is a stationary state; otherwise, the vehicle state is a non-stationary state.

4. The battery cooling control method for a stationary vehicle according to claim 1, characterized in that: When the coolant is cooled, the current coolant temperature is compared with a preset second coolant temperature threshold. If the current coolant temperature meets the second coolant temperature threshold, the coolant is cooled according to the primary cooling strategy. If the current coolant temperature is higher than the second coolant temperature threshold, the coolant is cooled according to the secondary cooling strategy. The cooling produced by the secondary cooling strategy is greater than the cooling produced by the primary cooling strategy.

5. The battery cooling control method for a stationary vehicle according to claim 4, characterized in that: When coolant cooling is performed according to the secondary cooling strategy, the current coolant temperature is compared with a pre-set third coolant temperature. If the current coolant temperature is higher than the third coolant temperature, coolant cooling continues to be performed according to the secondary cooling strategy. If the current coolant temperature is lower than or equal to the third coolant temperature, coolant cooling is performed according to the primary cooling strategy, and the third coolant temperature is higher than a lower limit of the second coolant temperature threshold and lower than an upper limit of the second coolant temperature threshold.

6. The battery cooling control method for a stationary vehicle according to claim 4 or 5, characterized in that: When coolant cooling is performed according to the first-level cooling strategy, the current coolant temperature is compared with the lower limit of the first coolant threshold. If the current coolant temperature is higher than the lower limit of the first coolant threshold, coolant cooling continues to be performed according to the first-level cooling strategy. If the current coolant temperature is lower than the lower limit of the first coolant threshold, coolant cooling is stopped and the battery is cooled by the coolant. The lower limit of the first coolant threshold is lower than the lower limit of the first battery temperature threshold. If the current battery temperature is lower than the first battery temperature threshold, cooling the battery by the coolant is stopped.

7. The battery cooling control method for a stationary vehicle according to any one of claims 1 to 5, characterized in that: The coolant cooling includes: closing the battery cooling valve to cool only the coolant circuit; The cooling of the battery by the coolant includes: opening the battery cooling valve to flow the coolant through the battery circuit.

8. The battery cooling control method for a stationary vehicle according to any one of claims 1 to 5, characterized in that: The comparing step and the instructing step are performed on the cloud.

9. A battery cooling control system for a stationary vehicle, characterized in that: include: A data acquisition module, used to obtain the current battery temperature and current coolant temperature of the vehicle; a data comparison module, configured to compare the current battery temperature with a preset first battery temperature threshold, and to compare the current coolant temperature with a first coolant temperature threshold; An instruction sending module, if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature meets the first coolant temperature threshold, the instruction sending module is used to send a battery cooling instruction to cool the battery by means of a coolant; if the current battery temperature is higher than the first battery temperature threshold and the current coolant temperature is higher than the first coolant temperature threshold, the instruction sending module is used to send a coolant cooling instruction to cool the coolant.

10. A vehicle, characterized in that: Execute the battery cooling control method for a stationary vehicle as described in any one of claims 1 to 8.

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