Battery heat dissipation control method and related equipment

Abstract

The invention discloses a battery heat dissipation control method and related equipment, relates to the field of vehicle heat management, and mainly aims to solve the problem that a better cooling method still lacks for a high-rate battery. The method comprises the steps that under the condition that a target vehicle is charged, the battery temperature of the target vehicle is detected; under the condition that the battery temperature is larger than a first target threshold value, a vehicle end cooling device is controlled to execute a first heat dissipation strategy, so that heat dissipation of a battery of the target vehicle is achieved; and under the condition that the first heat dissipation strategy is executed and the battery temperature is larger than a second target threshold value, a charging pile end cooling device is controlled to execute a second heat dissipation strategy, so that heat dissipation of the battery of the target vehicle is achieved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle thermal management, and in particular to a battery heat dissipation control method and related equipment. Background Art

[0002] Currently, the power batteries on the market have been upgraded to 5C, and some manufacturers are already testing 6C battery cells and even pre-researching 10C battery cells. The higher the battery rate, the greater the heat load during the charging process. The vehicle needs to be equipped with a larger heat dissipation mechanism to cope with the battery charging heat dissipation. Currently, for 5C, the refrigerating capacity of the compressor is 11kw, and for 10C, it may require 30kw or even higher. However, there is not enough space in the front cabin module of the vehicle to arrange such a large compressor, and it will sharply increase the cost of the vehicle. During the vehicle driving process, the required refrigerating capacity is only about 5kw. Therefore, configuring such a large compressor only for battery charging heat dissipation is a great overkill in performance. So, there is still a lack of a better cooling method for high-rate batteries. Summary of the Invention

[0003] In view of the above problems, the present invention provides a battery heat dissipation control method and related equipment, mainly aiming to solve the problem that there is still a lack of a better cooling method for high-rate batteries.

[0004] To solve the above at least one technical problem, in a first aspect, the present invention provides a battery heat dissipation control method, which includes:

[0005] When the target vehicle is charging, detecting the battery temperature of the target vehicle;

[0006] When the battery temperature is greater than a first target threshold, controlling the vehicle-side cooling device to execute a first heat dissipation strategy to dissipate heat from the battery of the target vehicle;

[0007] After executing the first heat dissipation strategy and when the battery temperature is greater than a second target threshold, controlling the charging-pile-side cooling device to execute a second heat dissipation strategy to dissipate heat from the battery of the target vehicle.

[0008] Optionally, controlling the charging-pile-side cooling device to execute the second heat dissipation strategy includes:

[0009] Controlling the two-way check valve between the charging pile and the vehicle to conduct, so that the coolant at the charging pile flows to the target vehicle,

[0010] wherein, the two-way check valve is composed of left and right plug-in connectors,

[0011] One end of the left and right plug-in connectors is arranged on the vehicle-side cooling device, and the other end is arranged on the charging-pile-side cooling device.

[0012] Optionally, when the battery temperature is greater than the first target threshold, controlling the vehicle-side cooling device to execute a first heat dissipation strategy to cool the battery of the target vehicle, including:

[0013] When the battery temperature is greater than the first target threshold, the battery management system sends first cooling requirement data to the vehicle controller;

[0014] Based on the first cooling requirement data, controlling the vehicle-side cooling device to cool the battery.

[0015] Optionally, when the first heat dissipation strategy is completed and the battery temperature is greater than the second target threshold, controlling the charging pile-side cooling device to execute a second heat dissipation strategy to cool the battery of the target vehicle, including:

[0016] When the first heat dissipation strategy is completed and the battery temperature is greater than the second target threshold, the battery management system sends an instruction indicating insufficient cooling capacity to the vehicle controller;

[0017] Controlling the vehicle controller to send second cooling requirement data to the charging pile;

[0018] Controlling the charging pile to turn on the charging pile-side cooling device to start refrigeration work based on the second cooling requirement data;

[0019] Opening the two-way check valve so that the coolant of the charging pile-side cooling device flows into the target vehicle to cool the battery.

[0020] Optionally, the above further includes:

[0021] When the second heat dissipation strategy fails and the battery temperature reaches the limit temperature, reducing the charging current until the battery reaches thermal equilibrium.

[0022] Optionally, when the second heat dissipation strategy fails and the battery temperature reaches the limit temperature, reducing the charging current until the battery reaches thermal equilibrium, including:

[0023] When the charging pile-side cooling device fails and the battery temperature reaches the first limit temperature, reducing the charging current to the first thermal equilibrium current;

[0024] When both the charging pile-side cooling device and the vehicle battery cooling device fail, reducing the charging current to the second thermal equilibrium current,

[0025] wherein the second thermal equilibrium current is less than the first thermal equilibrium current.

[0026] Optionally, the two-way check valve is arranged below the charging socket.

[0027] Optionally, the above also includes:

[0028] When the power of the battery of the target vehicle is greater than or equal to a preset power, the first target threshold is equal to the second target threshold.

[0029] In a second aspect, an embodiment of the present invention further provides a battery heat dissipation control system, including:

[0030] A detection device, used to detect the battery temperature of the target vehicle;

[0031] A vehicle-side cooling device, used to dissipate heat for a battery of the target vehicle;

[0032] The charging pile cooling device includes:

[0033] A coolant supply device and a delivery pipeline, which are used to deliver the coolant provided by the coolant supply device of the charging pile cooling device to the target vehicle when the delivery pipeline is connected, so as to dissipate heat from the battery of the target vehicle;

[0034] The two-way stop valve is used to control the opening and closing of the conveying pipeline.

[0035] Optionally, the battery heat dissipation control system further includes a controller, the controller includes at least one processor and at least one memory connected to the processor; wherein the processor is used to call a computer program in the memory to perform the following steps:

[0036] When the target vehicle is charging, detecting a battery temperature of the target vehicle;

[0037] When the battery temperature is greater than a first target threshold, controlling the vehicle-side cooling device to execute a first heat dissipation strategy to dissipate heat from the battery of the target vehicle;

[0038] After executing the first heat dissipation strategy and the battery temperature is greater than the second target threshold, the charging pile end cooling device is controlled to execute the second heat dissipation strategy to dissipate the heat of the battery of the target vehicle.

[0039] With the above technical solutions, for the problem that there is still a lack of a better cooling method for high-rate batteries, the battery heat dissipation control method and related equipment provided by the present invention first utilize the vehicle air conditioning system, and only call the charging pile cooling resources when the heat dissipation demand exceeds its capacity, avoiding the energy waste caused by the continuous high-load operation at the charging pile end. Through the physical connection of the two-way check valve, the high-power cooling capacity of the charging pile is dynamically injected into the vehicle thermal management system, breaking through the physical limit of the single-vehicle heat dissipation capacity. Transferring the ultra-high-power heat dissipation function to the charging pile end avoids over-configuring compressors at the vehicle end due to space and cost limitations, and reduces the total social cost by sharing the centralized cooling capacity of the charging pile.

[0040] Correspondingly, the battery heat dissipation control system, equipment, and computer-readable storage medium provided by the embodiments of the present invention also have the above technical effects.

[0041] The above description is only an overview of the technical solutions of the present invention. In order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features, and advantages of the present invention more obvious and understandable, the following specifically illustrates the embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. And throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0043] Figure 1 A flowchart showing a battery heat dissipation control method provided by an embodiment of the present invention is shown;

[0044] Figure 2 A block diagram showing the composition of a battery heat dissipation control system provided by an embodiment of the present invention is shown. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0045] The exemplary embodiments of the present invention will be described in more detail below with reference to the drawings. Although the exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided so that the present invention can be more thoroughly understood and the scope of the present invention can be completely conveyed to those skilled in the art.

[0046] To solve the problem that there is still a lack of a better cooling method for high-rate batteries, an embodiment of the present invention provides a battery heat dissipation control method, as Figure 1 shown, the method includes:

[0047] S101. When the target vehicle is charging, detect the battery temperature of the target vehicle;

[0048] Specifically, high-precision temperature sensors can be arranged in key heat-generating areas of the battery module, such as the surface of the battery cells, the connection points of the tabs, the center of the module, etc. Cover the geometric center, edge area, and high heat-generation parts (such as the battery cells near the charging interface) of the battery pack. The battery management system polls all sensors at a fixed period (such as 100 ms) to obtain temperature data in real time. During high-rate charging, the acquisition frequency may be increased to 10 ms to capture transient temperature rises. The above-mentioned distributed sensor network and real-time data processing accurately capture local hotspots of the battery, avoiding misjudgment or missed judgment caused by uneven temperature distribution. The redundancy of multiple sensors and the data interpolation mechanism ensure the continuous monitoring ability when some sensors fail, enhancing the fault tolerance of the system.

[0049] It can be understood that the battery management system filters the original temperature data (such as Kalman filtering) to eliminate noise interference and ensure data reliability.

[0050] Exemplarily, after the user inserts the charging gun, the battery management system activates the temperature sensor network and starts to periodically collect temperature data. In this application, the highest temperature value at the current moment is selected from all sensors as Tmax. For example, if the surface temperature of a certain battery cell reaches 32 °C, while the temperature in other areas is 27 - 29 °C, then Tmax = 32 °C. The above-mentioned threshold trigger logic based on Tmax ensures the timely start and exit of the heat dissipation strategy, preventing energy consumption waste caused by premature heat dissipation and avoiding the risk of thermal runaway caused by delayed heat dissipation.

[0051] S102. When the battery temperature is greater than the first target threshold, control the vehicle-side cooling device to execute the first heat dissipation strategy to dissipate heat from the battery of the target vehicle;

[0052] Exemplarily, when it is detected that Tmax = 26 °C (not reaching the first target threshold), the battery management system maintains the standby state and only records the temperature data. When Tmax rises to 28 °C (exceeding the first target threshold of 27 °C), the battery management system generates a cooling demand signal and triggers the first heat dissipation strategy (starting the vehicle air conditioning system).

[0053] It can be understood that the above-mentioned first target threshold of 27 °C is only an example. In actual applications, the above-mentioned target threshold needs to be calibrated according to the battery chemical system (such as ternary lithium or lithium iron phosphate) and the thermal management strategy, and it needs to be set before the battery charging temperature boundary.

[0054] S103. When the first heat dissipation strategy is completed and the battery temperature is greater than the second target threshold, control the charging pile end cooling device to execute the second heat dissipation strategy to dissipate heat from the battery of the target vehicle.

[0055] Exemplarily, if Tmax is greater than the second target threshold after the vehicle air conditioner runs, the battery management system determines that the heat dissipation capacity is insufficient and triggers the second heat dissipation strategy (invoking the charging pile end cooling device).

[0056] It should be noted that the above first target threshold and the second target threshold can be differentially configured according to the battery thermal management strategy in specific implementations. The second target threshold can be set different from the first target threshold, or the two thresholds can be set to the same value. This flexible configuration method can adapt to the differences in the heat dissipation system capacity of different vehicle models. For example, for vehicle models with an integrated liquid cooling system, the second threshold can be appropriately increased, while for basic vehicle models relying on natural heat dissipation, the same threshold is used to ensure timely heat dissipation. The threshold setting needs to comprehensively consider the thermal stability of the battery chemical system, the environmental temperature influence factor, and the response delay parameter of the heat dissipation device, and obtain the optimal value range through on-vehicle calibration. With the above technical solutions, the present invention preferentially utilizes the vehicle air conditioner system and only invokes the charging pile cooling resources when the heat dissipation demand exceeds its capacity, avoiding energy waste caused by continuous high-load operation at the charging pile end. Through the physical connection of the two-way check valve, the high-power cooling capacity of the charging pile is dynamically injected into the vehicle thermal management system, breaking through the physical limit of the single-vehicle heat dissipation capacity. Transferring the ultra-high-power heat dissipation function to the charging pile end avoids excessive configuration of compressors at the vehicle end due to space and cost limitations, and reduces the total social cost by sharing the centralized cooling capacity of the charging pile.

[0057] In one embodiment, the controlling the charging pile end cooling device to execute the second heat dissipation strategy includes:

[0058] Control the two-way check valve between the charging pile end and the vehicle end to conduct, so that the coolant at the charging pile end flows to the target vehicle.

[0059] Wherein, the two-way check valve is composed of left and right plug-ins.

[0060] One end of the left and right plug-ins is arranged on the vehicle end cooling device, and the other end is arranged on the charging pile end cooling device.

[0061] Specifically, the left (vehicle side) and right (charging pile side) of the two-way stop valve achieve the conduction of the coolant circuit through mechanical plugging. The plug-in adopts an anti-fooling groove design (such as an asymmetric card slot) to ensure a unique plugging direction, avoid reverse installation, and prevent coolant leakage or circuit blockage caused by misoperation. The plug-in on the vehicle side is integrated inside the charging port, and the plug-in on the charging pile side is located in the charging gun socket. The two are automatically aligned and connected when the charging gun is inserted. The valve body is made of flame-retardant nylon (PA66); the seal uses an O-ring to prevent coolant leakage under high-pressure circulation and avoid liquid infiltration into the charging socket, which may cause a short-circuit risk; the working pressure range is 0 - 5 bar, and it can support a flow rate of 10 - 60 L / min, covering the needs from conventional heat dissipation to extreme heat dissipation, and avoiding a decrease in heat dissipation efficiency due to insufficient flow rate.

[0062] Through the physical connection of the two-way stop valve, this application dynamically injects the high-power cooling capacity of the charging pile into the vehicle's thermal management system, breaking through the physical limitations of the single-vehicle heat dissipation capacity. For example, the charging pile side can provide coolant at a lower temperature (16°C vs. 20°C of the vehicle air conditioner), directly targeting the instantaneous high heat flux density generated by the fast charging of the battery.

[0063] In one embodiment, when the battery temperature is greater than the first target threshold, controlling the vehicle-side cooling device to execute the first heat dissipation strategy, so that the battery heat dissipation cooling device of the target vehicle includes:

[0064] When the battery temperature is greater than the first target threshold, the battery management system sends the first cooling demand data to the vehicle controller;

[0065] Based on the first cooling demand data, control the vehicle-side cooling device to cool down the battery.

[0066] Exemplarily, when Tmax exceeds the preset first target threshold (such as 27°C), the battery management system sends the first cooling demand signal to the vehicle controller. The vehicle controller then starts the vehicle air conditioning system, that is, the above-mentioned vehicle battery cooling device (including the compressor, coolant circulation pump, etc.), and conveys the coolant to the battery thermal management system through the liquid cooling circuit to cool down the battery.

[0067] Specifically, after parsing the cooling demand, the vehicle controller controls the compressor, electronic water pump, and expansion valve of the vehicle battery cooling device to work together, cool the coolant to the target temperature (such as 20°C), and perform forced convection heat dissipation on the battery through the liquid cooling plate.

[0068] The above first cooling demand data includes the target temperature, flow rate, coolant pressure, target heat dissipation power, and cooling duration, etc. The above target temperature is calibrated based on the battery thermal characteristics or battery model (for example, ternary lithium batteries require a lower coolant temperature).

[0069] However, it should be noted that the refrigeration capacity of the vehicle battery cooling device is usually designed based on conventional driving conditions (such as a refrigerating capacity of 5 kW), and may not be sufficient to cope with the instantaneous high heat load in the supercharging scenario.

[0070] Based on the above solution, the battery management system real-time feeds back temperature data, and the vehicle controller dynamically adjusts the operating parameters of the vehicle air conditioner to ensure that the coolant output matches the battery heat dissipation requirements. The vehicle air conditioner is only started when the temperature exceeds the standard, avoiding the waste of electric energy caused by the compressor running at a high load continuously. The cooling demand data is based on different vehicle configurations. For example, the difference in heat dissipation requirements between small cars and large cars is matched by adjusting the flow parameters.

[0071] In one embodiment, when the first heat dissipation strategy is executed and the battery temperature is greater than the second target threshold, controlling the charging pile end cooling device to execute the second heat dissipation strategy to dissipate heat from the battery of the target vehicle includes:

[0072] When the first heat dissipation strategy is executed and the battery temperature is greater than the second target threshold, the battery management system sends an instruction indicating insufficient cooling capacity to the vehicle controller;

[0073] Controlling the vehicle controller to send second cooling demand data to the charging pile;

[0074] Controlling the charging pile to turn on the charging pile end cooling device to start refrigeration work based on the second cooling demand data;

[0075] Opening the two-way check valve so that the coolant of the charging pile end cooling device flows into the target vehicle to dissipate heat from the battery.

[0076] With the above solution, considering the problem that the refrigeration capacity of the vehicle battery cooling device may not be sufficient to cope with the instantaneous high heat load in the supercharging scenario. If the battery management system detects that Tmax exceeds the second target threshold (indicating insufficient vehicle air conditioner capacity) after the first heat dissipation strategy is executed for a period of time (cooling duration), the vehicle controller will trigger the second heat dissipation strategy. At this time, the vehicle controller docks the check valve at the vehicle end (made of PA66 material and equipped with an O-ring seal) with the check valve at the charging pile end to form a communication channel for the coolant circuit of the vehicle and the charging pile. The vehicle controller sends second cooling demand data (including parameters such as the target coolant temperature of 16 °C and the flow rate of 20 L / min) to the charging pile through the charging communication protocol (such as CCS or ChaoJi). After receiving the instruction, the charging pile starts its high-power air conditioning system (such as a refrigerating capacity of 30 kW), cools the coolant to the target temperature, and controls the two-way check valve to open to the right. The coolant flows from the charging pile end through the two-way check valve into the vehicle liquid cooling circuit and mixes with the coolant output by the vehicle air conditioner to jointly dissipate heat from the battery.

[0077] The above first heat dissipation strategy represents the independent working mode of the vehicle air conditioning system, i.e., the vehicle battery cooling device, and its refrigeration capacity is limited by the space in the front cabin of the vehicle and cost (such as an 11kW compressor); the above second heat dissipation strategy relies on the high-performance cooling module at the charging pile end to solve the problem of insufficient heat dissipation capacity of the whole vehicle by sharing resources.

[0078] Based on the above solution, high-power refrigeration equipment is centrally configured at the charging pile end, avoiding the independent installation of super-large compressors on each vehicle, and significantly reducing the total cost. The charging pile can output coolant at a lower temperature, directly targeting the instantaneous heat generation during fast charging of the battery, and improving the heat dissipation efficiency.

[0079] In one embodiment, the above further includes:

[0080] When the second heat dissipation strategy fails and the battery temperature reaches the limit temperature, the charging current is reduced until the battery reaches thermal equilibrium.

[0081] Exemplarily, when the second heat dissipation strategy fails (such as a charging pile air conditioner failure or a two-way stop valve cannot be opened, etc.), the battery management system continuously monitors the battery temperature. If the temperature approaches the safety boundary, i.e., the above limit temperature (such as 55°C), the battery management system gradually reduces the charging current until the battery reaches the thermal equilibrium value, so that the heat generation of the battery and the natural heat dissipation reach equilibrium.

[0082] The above thermal equilibrium refers to the state where the heat generation rate inside the battery and the heat dissipation rate reach dynamic equilibrium. At this time, the battery temperature tends to be stable and no longer rises continuously, and it is also used to represent the maximum charging current that the battery can maintain a stable temperature through natural heat dissipation without active cooling. The above thermal equilibrium current is calculated based on the dynamic equilibrium of the battery heat generation rate and the natural heat dissipation capacity to ensure temperature stability without active cooling.

[0083] This application determines the current threshold when the system heat generation and heat dissipation reach dynamic equilibrium under extreme environmental conditions to ensure the safe and stable operation of the equipment in extreme scenarios such as high battery temperature. The current is reduced in stages according to the degree of the temperature approaching the safety boundary, which not only avoids prematurely restricting the charging speed but also prevents thermal runaway. And even if the cooling device fails completely, it still allows charging to continue at a low current, avoiding the user being unable to recharge due to sudden failures.

[0084] In one embodiment, when the second heat dissipation strategy fails and the battery temperature reaches the limit temperature, reducing the charging current until the battery reaches thermal equilibrium includes:

[0085] When the cooling device at the charging pile end fails and the battery temperature reaches the first limit temperature, the charging current is reduced to the first thermal equilibrium current;

[0086] In the case where both the charging pile end cooling device and the vehicle battery cooling device fail, reduce the charging current to a second thermal equilibrium current,

[0087] wherein, the second thermal equilibrium current is less than the first thermal equilibrium current.

[0088] Exemplarily, the present application considers the scenario of single device failure. If only the charging pile end fails, when Tmax reaches the first over-temperature threshold (e.g., 52 °C), the battery management system reduces the charging current to A1 (e.g., 100 A), and maintains heat dissipation through the remaining refrigeration capacity of the vehicle air conditioner.

[0089] In the scenario of double device failure, if the cooling devices of both the vehicle and the charging pile fail simultaneously, when Tmax reaches the second threshold (e.g., 53.5 °C), the current is further reduced to A2 (e.g., 50 A), relying entirely on natural heat dissipation. Both A1 and A2 above need to be determined through in-vehicle calibration in extreme scenarios such as high temperature and high humidity and thermodynamic models to ensure that the battery temperature can be stabilized within the safety boundary after the current reduction.

[0090] By means of the above technical solution, partial charging capacity (A1) is retained when a single system fails, and the current is further restricted (A2) when both systems fail, balancing safety and user experience.

[0091] In one embodiment, the two-way cut-off valve is disposed below the charging socket.

[0092] Exemplarily, the vehicle end cut-off valve is integrated below the vehicle charging socket, and the charging pile end cut-off valve is located inside the charging pile socket. This layout can prevent the coolant from leaking to the charging socket and avoid moisture short-circuit of the high-voltage electrical contact points.

[0093] It can be understood that if the coolant leaks accidentally, the vehicle controller monitors it in real time through an insulation detection circuit (such as detecting the impedance between the charging port and the ground), and immediately cuts off the high voltage and alarms once an abnormality is found.

[0094] In one embodiment, the above further includes:

[0095] In the case where the rate of the battery of the target vehicle is greater than or equal to a preset rate, the first target threshold is equal to the second target threshold.

[0096] Exemplarily, this application takes into account that when the two thresholds are the same (for example, both are set to 40°C), the vehicle-side cooling device and the charging pile-side cooling device will be started simultaneously. This strategy can quickly suppress the rising curve of the battery temperature through the superimposed effect of the dual heat dissipation system. The above preset multiple can be 10C. When the multiple of the battery of the target vehicle is greater than or equal to the preset multiple, it is determined as a high-multiple battery. For high-multiple charging scenarios, the battery heat generation rate may reach more than 30kW. At this time, relying solely on the vehicle air conditioning system (assuming a heat dissipation capacity of 11kW) cannot meet the requirements. The synchronous operation of the dual system can provide a total heat dissipation power of 41kW (30 + 11kW), so that the heat dissipation capacity is always higher than the heat generation rate, thus avoiding the risk of temperature overshoot. And the system does not need to design a hierarchical trigger mechanism. The BMS (Battery Management System) only needs to send two heat dissipation instructions simultaneously when detecting that the temperature exceeds the threshold. This simplifies the design of the controller state machine and reduces the probability of logic failure caused by incorrect hierarchical judgment.

[0097] In one embodiment, this application sets four levels of over-temperature protection thresholds, where,

[0098] Level 1: 5°C below the charging upper limit temperature, only record.

[0099] Level 2: 3°C below the boundary, alarm and limit the current.

[0100] Level 3: The upper limit of the boundary, prohibit charging.

[0101] Level 4: 15°C below the SEI film decomposition temperature (60 - 70°C), drop the high voltage and remind the user.

[0102] The above first-level over-temperature threshold is 5°C below the charging upper limit temperature (early warning record layer). Based on the normal charging temperature upper limit of the battery (such as 45°C), the first-level threshold is set to 40°C (45°C - 5°C). This threshold corresponds to the sub-healthy state of the battery. At this time, the battery has not entered the thermal runaway risk area, but is close to the safety boundary. At this time, record the abnormal temperature data but do not trigger active intervention to avoid false alarms interfering with the normal use of the user.

[0103] The above second-level over-temperature threshold: 3°C below the boundary (current limiting protection layer). Based on the safety boundary (such as 50°C), the second-level threshold is set to 47°C (50°C - 3°C). This level corresponds to the early warning stage of thermal runaway. The internal side reactions of the battery (such as slight decomposition of the SEI film) begin to accelerate. Prompt the user of potential risks through the dashboard, reduce the charging current to 30% - 50% of the rated value (such as from 200A to 60A), and suppress the temperature rise rate by reducing Joule heat. At the same time, link the liquid cooling system to increase the heat dissipation power.

[0104] The above three levels of over-temperature thresholds: Boundary upper limit (charging prohibition layer). Directly adopt the battery safety temperature upper limit (such as 50°C), corresponding to the critical state of thermal runaway. At this time, the decomposition rate of the electrolyte exceeds the heat dissipation capacity, which may trigger a chain exothermic reaction. It is necessary to cut off the charging circuit relay and start the liquid cooling + air cooling composite heat dissipation.

[0105] The above four levels of over-temperature thresholds are: SEI membrane decomposition temperature minus 15°C (emergency avoidance layer). Based on the SEI membrane decomposition temperature (such as 80°C), the fourth level threshold is set at 65°C (80°C-15°C). This level corresponds to the irreversible stage of thermal runaway. The chain reaction inside the battery (such as electrolyte gasification) can no longer be suppressed by conventional means, and the charging pile communication protocol is activated to coordinate the flow reduction.

[0106] The above solution uses a progressive thermal management strategy to maximize battery life while ensuring user safety, and achieves full cycle coverage of thermal runaway risks from data recording to emergency avoidance.

[0107] Furthermore, as a response to the above Figure 1 In order to realize the method shown in the figure, the embodiment of the present invention also provides a battery heat dissipation control system for Figure 1 The method shown is implemented. Figure 2 As shown, the system includes: a detection device 21, a vehicle-side cooling device 22 and a charging pile-side cooling device 23, wherein

[0108] A detection device 21, used to detect the battery temperature of the target vehicle;

[0109] A vehicle-side cooling device 22, used to dissipate heat for a battery of the target vehicle;

[0110] The charging pile cooling device 23 includes:

[0111] A coolant supply device and a delivery pipeline, which are used to deliver the coolant provided by the coolant supply device of the charging pile cooling device to the target vehicle when the delivery pipeline is connected, so as to dissipate heat from the battery of the target vehicle;

[0112] The two-way stop valve is used to control the opening and closing of the conveying pipeline.

[0113] Exemplarily, a detection device (such as a distributed thermocouple or a fiber optic sensor) collects real-time data on the surface and core temperature of the battery, and forms a closed-loop control with the vehicle-side cooling device (liquid cooling system) and the charging pile-side cooling device (direct cooling or high-power liquid cooling) through the BMS (Battery Management System). When the battery temperature exceeds the first target threshold, the vehicle-side cooling device starts the liquid cooling cycle at a power of 11 - 15 kW (the coolant temperature is set at 20 - 25 °C); if the temperature continues to rise to the second threshold, the charging pile-side cooling device opens the delivery pipeline through a two-way stop valve and injects cryogenic coolant at -10 °C to 5 °C. This hierarchical response mechanism expands the system's heat dissipation capacity from a base of 11 kW to 41 kW, perfectly covering the instantaneous heat generation power of 25 - 30 kW in a 5C charging scenario. It can be understood that the above data are all examples and are not specifically limited.

[0114] Based on the above solution, the cooperative heat dissipation system composed of the detection device, the vehicle-side cooling device, and the charging pile-side cooling device realizes the dynamic response and resource optimization allocation of battery thermal management through the deep coupling of the hardware architecture and the control logic.

[0115] In one embodiment, the battery heat dissipation control system further includes a controller, and the controller includes at least one processor and at least one memory connected to the processor; wherein, the processor is used to call the computer program in the memory and execute the following steps:

[0116] When the target vehicle is charging, detect the battery temperature of the target vehicle;

[0117] When the battery temperature is greater than the first target threshold, control the vehicle-side cooling device to execute the first heat dissipation strategy to dissipate heat from the battery of the target vehicle;

[0118] After executing the first heat dissipation strategy and when the battery temperature is greater than the second target threshold, control the charging pile-side cooling device to execute the second heat dissipation strategy to dissipate heat from the battery of the target vehicle.

[0119] This embodiment corresponds to the foregoing method and system. For the convenience of reading, the details described above will not be repeated one by one in this embodiment, but it should be clear that this embodiment can correspondingly implement all the contents in the foregoing method and system embodiments.

[0120] The embodiment of the present invention also provides a computer-readable storage medium. The above computer-readable storage medium includes a stored program, and when the program is executed by a processor, it implements the above battery heat dissipation control method.

[0121] The embodiment of the present invention also provides a processor. The above processor is used to run a program, and when the above program runs, it executes the above battery heat dissipation control method.

[0122] An embodiment of the present invention further provides an electronic device, which includes at least one processor and at least one memory connected to the processor; wherein, the processor is configured to call program instructions in the memory to execute the battery heat dissipation control method as described above.

[0123] The intelligent electronic devices herein may be a PC, a PAD, a mobile phone, etc.

[0124] The present application also provides a computer program product, which is suitable for executing a program initialized with the steps of the above battery heat dissipation control method when executed on a process management electronic device.

[0125] It should be noted that in the above embodiments, the descriptions of the respective embodiments have their own focuses. For the parts not described in detail in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0126] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] The present application is described with reference to the flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, as well as the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded computer, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in Figure 1 one or more flows and / or blocks Figure 1 one or more blocks.

[0128] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including instruction means, and the instruction means implements the functions specified in Figure 1 one or more flows and / or blocks Figure 1 one or more blocks.

[0129] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus, causing a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, so that the instructions executed on the computer or other programmable apparatus provide steps for implementing the functions specified in one or more processes and / or blocks Figure 1 one or more processes and / or blocks Figure 1 in the block or blocks.

[0130] Embodiments of the present application also provide a computer program product, which includes computer software instructions. When the computer software instructions run on a processing device, the processing device is caused to execute a process such as Figure 1 the process of controlling the memory in the corresponding embodiment.

[0131] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, a process or function according to an embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by wire (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wirelessly (such as infrared, wireless, microwave, etc.). The computer-readable storage medium may be any available medium that can be stored by a computer or a data storage device such as a server or data center that includes one or more integrated available media. The available medium may be a magnetic medium (such as a floppy disk, a hard disk, or a magnetic tape), an optical medium (such as a DVD), or a semiconductor medium (such as a solid state disk (SSD)).

[0132] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, apparatuses, and units described above may refer to the corresponding processes in the foregoing method embodiments, and will not be described herein again.

[0133] In several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections between each other can be through some interfaces, and the indirect couplings or communication connections of devices or units can be in electrical, mechanical, or other forms.

[0134] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0135] In addition, each functional unit in various embodiments of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0136] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical discs that can store program codes.

[0137] The above, the above embodiments are only used to illustrate the technical solutions of the present application and are not intended to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of various embodiments of the present application.

Claims

1. A battery heat dissipation control method, characterized in that, Including: When the target vehicle is charging, detecting the battery temperature of the target vehicle; When the battery temperature is greater than a first target threshold, controlling the vehicle-side cooling device to execute a first heat dissipation strategy to dissipate heat from the battery of the target vehicle; When the first heat dissipation strategy is completed and the battery temperature is greater than a second target threshold, controlling the charging pile-side cooling device to execute a second heat dissipation strategy to dissipate heat from the battery of the target vehicle.

2. The method according to claim 1, wherein The controlling the charging pile-side cooling device to execute the second heat dissipation strategy includes: Controlling the two-way cut-off valve between the charging pile side and the vehicle side to conduct, so that the coolant on the charging pile side flows to the target vehicle, wherein, the two-way cut-off valve is composed of left and right plug-in parts, one end of the left and right plug-in parts is arranged on the vehicle-side cooling device, and the other end is arranged on the charging pile-side cooling device.

3. The method according to claim 1, wherein When the battery temperature is greater than the first target threshold, controlling the vehicle-side cooling device to execute the first heat dissipation strategy to dissipate heat from the battery of the target vehicle, the cooling device includes: When the battery temperature is greater than the first target threshold, the battery management system sends first cooling requirement data to the vehicle controller; Based on the first cooling requirement data, controlling the vehicle-side cooling device to cool the battery.

4. The method according to claim 2, characterized in that When the first heat dissipation strategy is completed and the battery temperature is greater than the second target threshold, controlling the charging pile-side cooling device to execute the second heat dissipation strategy to dissipate heat from the battery of the target vehicle, including: When the first heat dissipation strategy is completed and the battery temperature is greater than the second target threshold, the battery management system sends an instruction indicating insufficient cooling capacity to the vehicle controller; Controlling the vehicle controller to send second cooling requirement data to the charging pile; Controlling the charging pile to start the refrigeration work of the charging pile-side cooling device based on the second cooling requirement data; Opening the two-way cut-off valve so that the coolant of the charging pile-side cooling device flows into the target vehicle to dissipate heat from the battery.

5. The method according to claim 1, characterized in that, Also including: When the second heat dissipation strategy fails and the battery temperature reaches the limit temperature, reducing the charging current until the battery reaches thermal equilibrium.

6. The method according to claim 5, wherein When the second heat dissipation strategy fails and the battery temperature reaches the limit temperature, reducing the charging current until the battery reaches thermal equilibrium, including: When the charging pile-side cooling device fails and the battery temperature reaches the first limit temperature, reducing the charging current to the first thermal equilibrium current; When both the charging pile-side cooling device and the vehicle battery cooling device fail, reducing the charging current to the second thermal equilibrium current, wherein, the second thermal equilibrium current is less than the first thermal equilibrium current.

7. The method according to claim 2, characterized in that The two-way cut-off valve is arranged below the charging socket.

8. The method according to claim 1, wherein Also including: When the battery multiple of the target vehicle is greater than or equal to the preset multiple, the first target threshold is equal to the second target threshold.

9. A battery heat dissipation control system, characterized in that, Including: A detection device for detecting the battery temperature of the target vehicle; A vehicle-side cooling device for dissipating heat from the battery of the target vehicle; The charging pile-side cooling device includes: A coolant supply device and a delivery pipeline, which are used to deliver the coolant provided by the coolant supply device of the charging pile cooling device to the target vehicle when the delivery pipeline is connected, so as to dissipate heat from the battery of the target vehicle; The two-way stop valve is used to control the opening and closing of the conveying pipeline.

10. The battery heat dissipation control system according to claim 9, wherein, The system further comprises a controller, wherein the controller comprises at least one processor and at least one memory connected to the processor; wherein the processor is used to call a computer program in the memory to perform the following steps: When the target vehicle is charging, detecting a battery temperature of the target vehicle; When the battery temperature is greater than a first target threshold, controlling the vehicle-side cooling device to execute a first heat dissipation strategy to dissipate heat from the battery of the target vehicle; After executing the first heat dissipation strategy and the battery temperature is greater than the second target threshold, the charging pile end cooling device is controlled to execute the second heat dissipation strategy to dissipate the heat of the battery of the target vehicle.

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