A method, system, equipment, and medium for coordinated distribution of dual-loop liquid cooling capacity in a vehicle.

Abstract

This application provides a method, system, device, and medium for the coordinated allocation of liquid cooling capacity in a dual-loop liquid cooling system for vehicles, relating to the field of liquid cooling technology for electric vehicles. When the battery cell temperature of an electric vehicle is higher than the initial cooling temperature during constant current fast charging, a confidence value for the cooling capacity in the battery cell cooling circuit is determined based on the net increase in thermal power in the electric vehicle and the temperature distribution gradient in the battery cell. When the temperature of the power devices in the power conversion module is higher than a preset safety threshold, the real-time cooling capacity of the power conversion module is balanced to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module. The liquid cooling capacity in the dual cooling circuits is then coordinated and redistributed based on the balance characteristics of the cooling capacity in the power conversion module's cooling circuit and the confidence value of the cooling capacity in the battery cell cooling circuit. Based on the above scheme, a balanced allocation of cooling capacity between the battery cell cooling circuit and the power conversion module cooling circuit in an electric vehicle can be achieved.

Description

Technical Field

[0001] This application relates to the field of liquid cooling technology for electric vehicles, and more specifically, to a method, system, device, and medium for the coordinated distribution of on-board dual-loop liquid cooling capacity. Background Technology

[0002] Current liquid-cooled supercharging technology for electric vehicles is rapidly evolving towards higher power and higher efficiency. By circulating coolant to remove a large amount of heat generated during charging, it significantly improves charging speed and reduces equipment temperature rise, thereby alleviating users' charging anxiety. Mainstream solutions often use a combination of liquid-cooled charging guns and liquid-cooled modules to achieve high-current ultra-fast charging, while also featuring low noise, high protection level, and long lifespan, making it suitable for diverse scenarios such as highway service areas and urban supercharging stations.

[0003] In the traditional fixed-ratio allocation mode, the cooling system of electric vehicles typically allocates the cooling capacity of the battery cells and power modules according to a preset static ratio. The heat generation of the battery cells has a time-cumulative effect, increasing non-linearly with the increase of the state of charge. The heat generation of the power modules, on the other hand, is proportional to the square of the instantaneous current, resulting in drastic fluctuations during the charging start-stop phase. When electric vehicles encounter high-current fast charging, the fixed ratio cannot adapt to this dynamic difference. If the power module is configured according to its peak demand, it will cause overcooling of the battery cells in the steady state phase. If the battery cell demand is prioritized, the power module will not dissipate heat sufficiently when the current changes abruptly, which may also cause control oscillations in the cooling system. When the battery cell temperature approaches the threshold, the power module's cooling quota is forcibly taken away, causing the power devices to age faster due to intermittent insufficient heat dissipation. Therefore, how to achieve a balanced allocation of cooling capacity between the battery cell cooling circuit and the power conversion module cooling circuit in electric vehicles has become a challenge for the industry. Summary of the Invention

[0004] This application provides a method, system, device, and medium for the coordinated distribution of cooling capacity in a vehicle-mounted dual-loop liquid cooling system, which can achieve a balanced distribution of cooling capacity between the battery cell cooling circuit and the power conversion module cooling circuit in an electric vehicle.

[0005] In a first aspect, this application provides a method for the coordinated distribution of liquid cooling capacity in a dual-loop system for an electric vehicle, used for balanced distribution of liquid cooling capacity in a liquid-cooled supercharging system. The dual loops include a cell cooling loop and a power conversion module cooling loop. The method includes:

[0006] After the electric vehicle enters the constant current fast charging stage, the battery cells in the electric vehicle are cooled using a preset initial cooling temperature, and the battery cell temperature of the electric vehicle is collected.

[0007] When the cell temperature is greater than the initial cooling temperature, the net increase in thermal power between the cell heating power and the thermal storage power in the electric vehicle is determined. The cell cooling capacity is then adjusted with confidence using the net increase in thermal power and the temperature distribution gradient in the cell to obtain a confidence value of the cooling capacity in the cell cooling circuit.

[0008] When the cooling capacity of the battery cell in the battery cell cooling circuit is set to the confidence value of the cooling capacity, the temperature of the power device in the power conversion module is monitored. When the temperature of the power device is greater than the preset safety threshold, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics of the power conversion module and the real-time transmission power to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module.

[0009] The liquid cooling capacity in the dual cooling circuits is collaboratively redistributed based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

[0010] In some embodiments, determining the net increase in thermal power between the cell heating power and the thermal storage power in an electric vehicle specifically includes:

[0011] The heat generation power of the battery cell in an electric vehicle during the charging process is determined by measuring the charging current, cell internal resistance, and temperature coefficient.

[0012] The heat storage power of the battery cell during the charging process in an electric vehicle is determined based on the cell's mass, specific heat capacity, and real-time temperature change rate.

[0013] The net increase in heat power is determined based on the heating power and the heat storage power.

[0014] In some embodiments, confidence adjustment of the cooling capacity of the battery cell is performed using the net increase in thermal power and the temperature distribution gradient in the battery cell to obtain a confidence value of the cooling capacity in the battery cell cooling circuit, specifically including:

[0015] By using multiple sets of temperature sensors to detect temperature differences at different locations within the battery cell, the temperature distribution gradient within the battery cell can be determined.

[0016] The corrected cooling capacity in the cell cooling circuit is determined based on the net increase in thermal power and the temperature distribution gradient.

[0017] The confidence value of the cooling capacity in the cell cooling circuit is determined based on the corrected cooling capacity, the initial cooling temperature, and the safety factor of the cell cooling circuit.

[0018] In some embodiments, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics and real-time transmission power of the power conversion module to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module. Specifically, this includes:

[0019] Obtain real-time transmission power, switching loss, and conduction loss in the power conversion module;

[0020] The power loss characteristics of the power conversion module are determined by the switching loss and the conduction loss.

[0021] Based on the power loss characteristics, the real-time transmission power, and the margin coefficient of the power conversion module, the real-time cooling capacity of the power conversion module is balanced by electrothermal equilibrium to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module.

[0022] In some embodiments, the coordinated redistribution of liquid cooling capacity in the dual cooling circuits based on the balance characteristics of cooling capacity in the cooling circuit of the power conversion module and the confidence value of cooling capacity in the cell cooling circuit specifically includes:

[0023] Obtain the required liquid cooling capacity in the dual cooling loop;

[0024] The demand value is balanced and redistributed as liquid cooling capacity of the dual cooling circuit by using the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

[0025] In some embodiments, the cell temperature of an electric vehicle is acquired using a temperature sensor in the cell.

[0026] In some embodiments, the cell cooling circuit is a closed-loop active temperature control module based on indirect heat exchange via a liquid cooling plate.

[0027] Secondly, this application provides a vehicle-mounted dual-loop liquid cooling capacity collaborative distribution system, the system comprising:

[0028] The data acquisition module is used to cool the battery cells in the electric vehicle using a preset initial cooling temperature after the electric vehicle enters the constant current fast charging stage, and to acquire the battery cell temperature of the electric vehicle.

[0029] The processing module is used to determine the net increase in heat power between the heating power and the heat storage power of the battery cell in the electric vehicle when the cell temperature is greater than the initial cooling temperature, and to perform confidence adjustment on the cooling capacity of the battery cell by means of the net increase in heat power and the temperature distribution gradient in the battery cell, so as to obtain a confidence value of the cooling capacity in the battery cell cooling circuit.

[0030] The processing module is also used to monitor the temperature of the power device in the power conversion module when the cooling capacity of the cell cooling circuit is set to the confidence value of the cooling capacity. When the temperature of the power device is greater than the preset safety threshold, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics and real-time transmission power of the power conversion module to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module.

[0031] An execution module is used to collaboratively redistribute the liquid cooling capacity in the dual cooling circuits based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

[0032] Thirdly, this application provides a computer device, the computer device including a memory and a processor, the memory for storing a computer program, and the processor for calling and running the computer program from the memory, so that the computer device executes the above-described method for coordinated allocation of vehicle-mounted dual-loop liquid cooling capacity.

[0033] Fourthly, this application provides a computer-readable storage medium storing instructions or code that, when executed on a computer, cause the computer to implement the aforementioned method for coordinated allocation of vehicle-mounted dual-loop liquid cooling capacity.

[0034] The technical solutions provided by the embodiments disclosed in this application have the following beneficial effects:

[0035] This application provides a method, system, device, and medium for the coordinated allocation of dual-loop liquid cooling capacity in an electric vehicle. After the electric vehicle enters the constant-current fast charging stage, a preset initial cooling temperature is used to cool the battery cells in the electric vehicle, and the battery cell temperature is collected. When the battery cell temperature is greater than the initial cooling temperature, the net increase in heat power between the battery cell's heating power and its heat storage power is determined. The battery cell cooling capacity is then adjusted with confidence using the net increase in heat power and the temperature distribution gradient within the battery cell to obtain a confidence value for the cooling capacity in the battery cell cooling loop. When the battery cell cooling capacity in the cooling loop is set to the confidence value, the temperature of the power devices in the power conversion module is monitored. When the temperature of the power devices exceeds a preset safety threshold, the real-time cooling capacity of the power conversion module is balanced based on the power loss characteristics and real-time transmission power to obtain a balance characteristic of the cooling capacity in the cooling loop of the power conversion module. Finally, the liquid cooling capacity in the dual cooling loops is coordinated and redistributed using the balance characteristic of the cooling capacity in the power conversion module's cooling loop and the confidence value of the cooling capacity in the battery cell cooling loop.

[0036] Therefore, in this application, the liquid cooling capacity in the dual cooling circuits is collaboratively redistributed based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit. First, determining the confidence value of the cooling capacity yields the precise cooling requirements of the cell cooling circuit, thereby achieving optimal control of the cell temperature. The net increase in heat power reflects the real-time dynamic relationship between the cell's heat generation and its own heat storage capacity, accurately capturing changes in heating characteristics under different charging states during fast charging. The temperature distribution gradient quantifies the differences in heat distribution within the cell, effectively identifying the risk of localized overheating in critical areas. Combining the net increase in heat power and the temperature distribution gradient for optimized cell temperature control not only meets the overall cooling requirements but also specifically enhances the cooling effect in hot spots. Compared to traditional control strategies, this significantly improves energy efficiency while ensuring cooling performance, providing a basis for subsequent collaborative allocation between the dual circuits. This provides a precise baseline for the cell-side demand. Then, by determining the balance characteristics of the cooling capacity, an adaptive adjustment strategy for the power module cooling circuit can be obtained, ensuring stable operation of the power system. Power loss characteristics, through analysis of energy losses during switching and conduction, accurately reflect the heating patterns of power devices. Real-time power transmission predicts the changing trends of the system load. The comprehensive evaluation of these two aspects enables the balance characteristics to have a forward-looking adjustment capability, proactively adjusting the cooling intensity before the temperature approaches the critical point. The introduced margin coefficient further constructs a dynamic safety boundary, intelligently adjusting the cooling margin when operating conditions change, thereby significantly improving temperature control stability. This ensures both the reliable operation of the power module and the rational utilization of cooling resources, providing solid electronic control-side support for dual-loop collaboration. In summary, based on the above scheme, a balanced distribution of cooling capacity between the cell cooling circuit and the power conversion module cooling circuit in electric vehicles can be achieved. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is an exemplary flowchart of a method for the coordinated allocation of vehicle-mounted dual-loop liquid cooling capacity according to some embodiments of this application;

[0039] Figure 2 This is a schematic diagram illustrating the application principle of liquid-cooled supercharging in electric vehicles, as shown in some embodiments of this application.

[0040] Figure 3 This is a schematic diagram of the process for implementing collaborative redistribution according to some embodiments of this application;

[0041] Figure 4 This is a schematic diagram of the structure of a vehicle-mounted dual-loop liquid cooling capacity collaborative distribution system according to some embodiments of this application;

[0042] Figure 5 This is a schematic diagram of the structure of a computer device that implements a method for collaborative allocation of vehicle-mounted dual-loop liquid cooling capacity, according to some embodiments of this application. Detailed Implementation

[0043] To better understand the technical solution of this application, the technical solution of this application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0044] refer to Figure 1 The figure is an exemplary flowchart of a method for the coordinated allocation of dual-loop liquid cooling capacity in a vehicle, according to some embodiments of this application. The method for the coordinated allocation of dual-loop liquid cooling capacity in a vehicle mainly includes the following steps:

[0045] In step 101, after the electric vehicle enters the constant current fast charging stage, the battery cells in the electric vehicle are cooled using a preset initial cooling temperature, and the battery cell temperature of the electric vehicle is collected.

[0046] It should be noted that, in this application, the initial cooling temperature refers to the cooling system start-up temperature threshold preset by the battery management system in the electric vehicle based on the current state of the battery and environmental conditions; the cell cooling circuit is a closed-loop active temperature control module based on indirect heat exchange via a liquid cooling plate; and the cell temperature refers to the real-time temperature value of a single battery cell.

[0047] In practice, after the vehicle enters the constant current fast charging stage and then fast charging mode, the battery management system can set the initial cooling temperature for this charging process by combining the previously set cooling temperature with historical experience. The preset initial cooling temperature is used to cool the battery cells in the electric vehicle. During the operation of fast charging mode, the temperature sensor in the battery cell is used to collect the battery cell temperature of the electric vehicle at fixed intervals (default is 10s).

[0048] In some embodiments, reference Figure 2The figure described is a schematic diagram illustrating the application principle of liquid-cooled supercharging in electric vehicles according to some embodiments of this application. In the figure, the charging base is connected to the main body of the liquid-cooled charging gun via a liquid-cooled charging gun and a liquid-cooled charging cable. Power is transmitted through the DC+ and DC- lines of the liquid-cooled charging gun, while the coolant of the liquid-cooling system circulates in the loop formed by the liquid-cooled charging gun and the liquid-cooled charging cable, carrying away the heat generated during charging. The liquid-cooled charging gun is connected to the liquid-cooling system, which is then connected to an air-cooled host unit. The air-cooling system within the air-cooled host unit further dissipates the heat transferred from the liquid-cooling system, achieving heat removal through the air-cooling module, ensuring heat dissipation and stable operation of the equipment during supercharging.

[0049] In step 102, when the cell temperature is greater than the initial cooling temperature, the net increase in thermal power between the cell heating power and the thermal storage power in the electric vehicle is determined. The cooling capacity of the cell is then adjusted with confidence using the net increase in thermal power and the temperature distribution gradient in the cell to obtain a confidence value for the cooling capacity in the cell cooling circuit.

[0050] It should be noted that in this application, when the cell temperature is higher than the initial cooling temperature, the internal chemical side reactions of the battery in the electric vehicle will accelerate, and the risk of electrolyte decomposition and solid electrolyte interface film damage will increase significantly. The initial cooling temperature serves as a warning line to reserve sufficient time margin, ensuring that the system can start active cooling before the temperature reaches the dangerous critical value. At the same time, the factors of temperature detection delay and cooling system response lag are taken into account, so that the system can complete the intervention before the temperature is truly out of control. This can avoid the energy waste caused by premature cooling and prevent the risk of thermal runaway caused by late intervention, achieving the optimal balance between safety and economy.

[0051] In some embodiments, determining the net increase in thermal power between the cell heating power and the thermal storage power in an electric vehicle can be achieved using the following steps:

[0052] The heat generation power of the battery cell in an electric vehicle during the charging process is determined by measuring the charging current, cell internal resistance, and temperature coefficient.

[0053] The heat storage power of the battery cell during the charging process in an electric vehicle is determined based on the cell's mass, specific heat capacity, and real-time temperature change rate.

[0054] The net increase in heat power is determined based on the heating power and the heat storage power.

[0055] It should be noted that, in this application, the net increase in thermal power refers to the difference between the cell's heating power and its heat storage power. This net increase in thermal power can reflect the excess heat that needs to be handled by the cooling system. The heating power refers to the heat power value generated by the cell during charging due to its internal resistance and electrochemical reaction. The heat storage power refers to the power value corresponding to the cell's ability to absorb and store heat.

[0056] In practice, the heat generation power of the battery cell during charging in an electric vehicle can be determined by measuring the charging current, cell internal resistance, and temperature coefficient. This can be achieved as follows: Real-time acquisition of charging current data from the battery pack is used. The average of all charging currents in the data is taken as the charging current during the charging process. The average of the temperature differences between the five most recent adjacent acquisition intervals is taken as the cell temperature rise. The charging current and cell temperature rise are combined with pre-calibrated cell internal resistance and temperature coefficient, and Joule's law is used to calculate the heat generation power of the cell during charging: Heat generation power = Charging current. 2 *Cell internal resistance*(1+temperature coefficient*cell temperature rise); Then, the heat storage power of the battery cell in the electric vehicle during the charging process can be determined based on the cell's mass, specific heat capacity, and real-time temperature change rate. This can be achieved by: obtaining the cell's mass and the material's specific heat capacity, combining high-precision temperature sensor arrays to collect multi-point temperature change data over a historical time period (default 10 minutes), calculating the average value of the temperature change gradient in the multi-point temperature change data as the real-time temperature change rate, and then using the product of the cell's mass, specific heat capacity, and real-time temperature change rate as the heat storage power; Finally, the net increase in heat power can be determined based on the heating power and the heat storage power. This can be achieved by: when the heating power is continuously greater than the heat storage power, the system will accumulate and calculate the integral of the difference between the two to avoid misjudgment due to instantaneous fluctuations, and then using the integral of the difference as the net increase in heat power.

[0057] In some embodiments, confidence adjustment of the cooling capacity of the battery cell based on the net increase in thermal power and the temperature distribution gradient in the battery cell, to obtain a confidence value of the cooling capacity in the battery cell cooling circuit, can be achieved through the following steps:

[0058] By using multiple sets of temperature sensors to detect temperature differences at different locations within the battery cell, the temperature distribution gradient within the battery cell can be determined.

[0059] The corrected cooling capacity in the cell cooling circuit is determined based on the net increase in thermal power and the temperature distribution gradient.

[0060] The confidence value of the cooling capacity in the cell cooling circuit is determined based on the corrected cooling capacity, the initial cooling temperature, and the safety factor of the cell cooling circuit.

[0061] It should be noted that, in this application, the confidence value of the cooling capacity refers to the reliable cooling capacity setpoint that has been finally determined after multiple verifications; the temperature distribution gradient refers to the rate of temperature change between different locations inside the battery cell, reflecting the uniformity characteristics of the battery cell's temperature field; and the corrected cooling capacity refers to the dynamic adjustment value of the basic cooling capacity based on the heat load and temperature distribution characteristics.

[0062] In practice, firstly, multiple sets of temperature sensors detect temperature differences at different locations within the battery cell. The temperature distribution gradient within the cell can be determined as follows: Multiple sets of high-precision temperature sensors, positioned at key locations within the cell (e.g., tabs, center, edges), collect temperature data from each monitoring point in real time. A three-dimensional temperature field model is constructed using a spatial interpolation algorithm. The rate of temperature change between adjacent monitoring points is calculated, and a weighted average is used to obtain the overall temperature gradient value. The system sets appropriate sampling periods and data filtering algorithms to eliminate instantaneous measurement errors and ensure the accuracy of the gradient calculation. This overall temperature gradient value can then be used as the temperature distribution gradient within the battery cell. The temperature distribution gradient is then used to determine the corrected cooling capacity in the cell cooling circuit based on the net increase in thermal power and the temperature distribution gradient. This can be achieved by: initializing a cooling correction model based on fuzzy control, using the net increase in thermal power as the basic input of the cooling correction model, and using the temperature distribution gradient as the multi-dimensional correction parameter of the cooling correction model. The cooling correction model is then used to adaptively correct the cooling capacity in the cell cooling circuit. When the temperature distribution gradient is large, it indicates a risk of local overheating. The system will increase the cooling capacity correction magnitude according to a preset algorithm (e.g., gradient response algorithm). Specifically, in the gradient response algorithm, the cooling capacity correction magnitude increment = a * The current temperature distribution gradient + b * the rate of change of the temperature distribution gradient. a and b can be preset based on historical experience, where a is the proportional coefficient (default 0.5-1.2) and b is the derivative coefficient (default 0.2-0.8). Considering the temperature change trend, if a continuous temperature rise is detected, a gradual enhancement correction strategy is adopted. The correction process incorporates fuzzy control theory, establishing a two-dimensional correction rule base of thermal power-temperature gradient to achieve smooth transition of cooling capacity adjustment and avoid control oscillations. The cooling correction model can also adaptively adjust the correction coefficient according to the degree of cell aging, i.e., the adjusted correction coefficient = correction coefficient × (1 + 0.5 × degree of cell aging). The adaptive correction result is used as the corrected cooling capacity in the cell cooling circuit. Finally, the confidence value of the cooling capacity in the cell cooling circuit can be determined based on the corrected cooling capacity, the initial cooling temperature, and the safety factor of the cell cooling circuit. This can be achieved by: statistically analyzing all temperature values ​​of the cell under the same operating conditions from historical work records, storing the standard deviation of all temperature values ​​as the basic safety factor in the electric vehicle's center console as the safety factor of the cell cooling circuit, and then combining the real-time monitored ambient temperature change rate and charging current magnitude, using a weighted algorithm to dynamically adjust the safety factor of the center console. When the ambient temperature increases or the current increases, a fixed gradient (default: 0) is used.01) Lowering the safety factor provides early warning, while increasing it optimizes energy efficiency. In practical use, the adjusted safety factor can be directly obtained from the electric vehicle's center console as the safety factor for the cell cooling circuit. This safety factor is a safety calibration parameter between 0 and 1. The difference between the corrected cooling capacity and the initial cooling temperature is used as the cooling capacity that needs to be adjusted in the cell cooling circuit. The product of the cooling capacity that needs to be adjusted in the cell cooling circuit and this safety factor is used as the safety threshold for cooling capacity adjustment. Therefore, the sum of the cooling capacity that needs to be adjusted in the cell cooling circuit and this safety threshold is used as the confidence value of the cooling capacity in the cell cooling circuit.

[0063] It should be noted that in this application, the cooling correction model is an adaptive adjustment system based on fuzzy control. It takes the net increase in heat power as the baseline input and the temperature distribution gradient as a multi-maintenance positive parameter. The cooling correction model dynamically adjusts the cooling capacity through a gradient response algorithm. The incremental correction magnitude is determined by the current temperature distribution gradient and its rate of change. When an abnormal gradient or continuous temperature rise is detected, the correction intensity is automatically increased, and the correction coefficient is adaptively optimized in combination with the degree of cell aging. Smooth adjustment is achieved through a two-dimensional correction rule library of heat power-temperature gradient, which effectively avoids control oscillations and ensures the accuracy and stability of cooling capacity correction.

[0064] In step 103, when the cell cooling capacity of the cell cooling circuit is set to the confidence value of the cooling capacity, the temperature of the power device in the power conversion module is monitored. When the temperature of the power device is greater than the preset safety threshold, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics and real-time transmission power of the power conversion module to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module.

[0065] In practice, when the cooling capacity of the battery cell cooling circuit is set to a confidence value, a temperature sensor monitors the temperature of the power devices in the power conversion module. When the temperature of the power devices exceeds a preset safety threshold, the excessive junction temperature of the semiconductor devices will cause an increase in on-resistance, creating a vicious cycle of increased heat generation. Simultaneously, high temperatures accelerate device aging, affecting the long-term reliability of the system. Most importantly, overheating of the power conversion module may lead to protective derating, which in turn restricts charging power. Therefore, when overheating of the power devices is detected, it is necessary to maintain the normal operating temperature of the power conversion module by dynamically allocating cooling resources while ensuring the basic cooling requirements of the battery cells. This prevents overheating damage to the power conversion module and avoids charging interruptions due to power conversion module failure, which is a key guarantee for the overall reliable operation of the system.

[0066] In some embodiments, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics and real-time transmission power of the power conversion module to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module. This can be achieved by the following steps:

[0067] Obtain real-time transmission power, switching loss, and conduction loss in the power conversion module;

[0068] The power loss characteristics of the power conversion module are determined by the switching loss and the conduction loss.

[0069] Based on the power loss characteristics, the real-time transmission power, and the margin coefficient of the power conversion module, the real-time cooling capacity of the power conversion module is balanced by electrothermal equilibrium to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module.

[0070] It should be noted that, in this application, the balance characteristic is a control parameter used to measure the dynamic balance between the actual cooling demand of the power conversion module and the system safety boundary; the real-time transmission power refers to the current electrical energy value transmitted by the power conversion module, reflecting the instantaneous workload of the module; the switching loss is the energy loss generated by the power device during state switching; the conduction loss is the heat loss generated by the internal resistance of the power device in the conduction state; and the power loss characteristic is a key parameter that comprehensively characterizes the heat generation characteristics of the power conversion module, reflecting the loss distribution law under different operating conditions.

[0071] In specific implementation, firstly, the real-time transmission power, switching loss, and conduction loss in the power conversion module can be obtained in the following way: Input and output parameters of the power module are collected in real time using current and voltage sensors. The product of current and voltage in the input parameters is taken as the input power, and the product of current and voltage in the output parameters is taken as the output power. The difference between the input power and the output power is then taken as the real-time transmission power in the power conversion module. Secondly, the switching loss and conduction loss of the power conversion module are obtained from the parameter table of the devices in the electric vehicle. In other embodiments, to make the conduction loss more accurate, the power conversion loss can be calculated using real-time current sampling and the device's on-resistance parameters. The switching loss and conduction loss of the power conversion module are then considered. The power loss characteristics of the power conversion module can be determined by weighting the switching loss and conduction loss together to construct a loss model for the power module. This model considers the influence of multiple factors such as operating frequency, current amplitude, and modulation method. A polynomial fitting method is used to establish a mapping relationship between loss and operating parameters. A segmented modeling strategy is adopted for different load ranges, focusing on switching loss calculation under light load and conducting loss analysis under heavy load. The loss model will periodically and automatically calibrate its parameters to adapt to characteristic changes caused by device aging, ensuring that the loss characteristics always match the actual operating conditions. The calculation results of this loss model, after being verified for rationality, are used as the power loss characteristics of the power conversion module. Finally, based on the power loss characteristics, the real-time transmission power, and the margin coefficient of the power conversion module, the real-time cooling capacity of the power conversion module is balanced by electrothermal equilibrium. The balance characteristics of the cooling capacity in the cooling circuit of the power conversion module can be obtained as follows: the margin coefficient of the power conversion module is obtained from the center console of the electric vehicle, and the product of the power loss characteristics, the real-time transmission power, and the margin coefficient of the power conversion module is used as the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module. The introduction of the margin coefficient takes into account the discreteness of device parameters, ambient temperature fluctuations, etc. To address uncertainties, a dynamic adjustment algorithm ensures sufficient cooling capacity margin. This margin coefficient is determined as follows: First, a basic margin value is obtained from the power module's device datasheet as the margin coefficient. Simultaneously, historical adjustment records are compiled to obtain a correction mapping table between the margin coefficient and various influencing parameters. Then, using real-time collected switching losses, conduction losses, and transmission power data, correction values ​​for the margin coefficient are selected from this correction mapping table. When a sudden increase in ambient temperature or a sudden change in load is detected, the margin coefficient is automatically increased to reserve a safety margin, ensuring system stability under extreme conditions. This margin coefficient can be used to cope with uncertainties caused by the dispersion of power device parameters and environmental fluctuations.

[0072] In step 104, the liquid cooling capacity in the dual cooling circuit is collaboratively redistributed based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

[0073] In some embodiments, the liquid cooling capacity in the dual cooling circuits is collaboratively redistributed based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit, with reference to... Figure 3 The diagram is a flowchart illustrating the collaborative redistribution process in some embodiments of this application. In this embodiment, collaborative redistribution can be implemented using the following steps:

[0074] In step 1041, the required value of liquid cooling capacity in the dual cooling loop is obtained;

[0075] In step 1042, the demand value is balanced and redistributed as liquid cooling capacity of the dual cooling circuits by using the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

[0076] In specific implementation, firstly, the required value of liquid cooling capacity in the dual cooling circuit can be obtained as follows: The independent cooling requirements of the battery cell cooling circuit and the power module cooling circuit are obtained separately from the center console of the electric vehicle, and the sum of the two independent cooling requirements is taken as the required value of liquid cooling capacity in the dual cooling circuit. Then, the required value is redistributed equally as the liquid cooling capacity of the dual cooling circuit based on the balance characteristics of the cooling capacity in the power conversion module's cooling circuit and the confidence value of the cooling capacity in the battery cell cooling circuit. This can be achieved as follows: 80% of the confidence value of the cooling capacity in the battery cell cooling circuit is used as the base cooling capacity allocated to the battery cell circuit by default, and the difference between the required value of liquid cooling capacity and the base cooling capacity is taken as the remaining cooling capacity. The power module is allocated proportionally based on its balance characteristics. If the balance characteristic value of the power module temperature exceeds the danger threshold, an emergency mode is activated, temporarily borrowing the redundant cooling capacity of the battery cell circuit. The allocation process incorporates a hysteresis control strategy to avoid system oscillations caused by frequent switching. Simultaneously, closed-loop feedback correction is performed by monitoring the outlet temperature of each circuit in real time. The final output allocation scheme is converted into control commands for the liquid cooling pump speed and valve opening to ensure that the flow rates of the two circuits are accurately matched to the allocation requirements. The electric vehicle's control console recalculates the allocation ratio every 5 seconds to achieve dynamic thermal balance. The danger threshold is the safe upper limit of the power device temperature, which is the maximum junction temperature specified in the power module's device datasheet. The danger threshold ranges from 85°C to 95°C.

[0077] Furthermore, in another aspect of this application, in some embodiments, this application provides a coordinated distribution system for on-board dual-loop liquid cooling capacity, referencing... Figure 4 The figure is a schematic diagram of the structure of a vehicle-mounted dual-loop liquid cooling capacity collaborative distribution system according to some embodiments of this application. The system includes: a data acquisition module 201, a processing module 202, and an execution module 203, which are described below:

[0078] The data acquisition module 201 in this application is mainly used to cool the battery cells in the electric vehicle using a preset initial cooling temperature after the electric vehicle enters the constant current fast charging stage, and to acquire the battery cell temperature of the electric vehicle.

[0079] Processing module 202, in this application, is used to determine the net increase in heat power between the heating power and the heat storage power of the battery cell in the electric vehicle when the cell temperature is greater than the initial cooling temperature, and to perform confidence adjustment on the cooling capacity of the battery cell through the net increase in heat power and the temperature distribution gradient in the battery cell to obtain a confidence value of the cooling capacity in the battery cell cooling circuit.

[0080] It should be noted that the processing module 202 is also used to monitor the temperature of the power device in the power conversion module when the cooling capacity of the cell cooling circuit is set to the confidence value of the cooling capacity. When the temperature of the power device is greater than the preset safety threshold, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics of the power conversion module and the real-time transmission power to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module.

[0081] The execution module 203 in this application is mainly used to coordinately redistribute the liquid cooling capacity in the dual cooling circuits based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

[0082] The foregoing has detailed examples of the collaborative allocation method, system, device, and medium for dual-loop liquid cooling capacity in vehicles provided in the embodiments of this application. It is understood that the corresponding apparatus includes hardware structures and / or software modules for executing each function in order to achieve the aforementioned functions. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0083] In some embodiments, this application also provides a computer device, the computer device including a memory and a processor, the memory for storing a computer program, and the processor for calling and running the computer program from the memory, so that the computer device performs the above-described method for coordinated allocation of vehicle-mounted dual-loop liquid cooling capacity.

[0084] In some embodiments, reference Figure 5 The dashed lines in the figure indicate that the unit or module is optional. This figure is a structural schematic diagram of a computer device for implementing a collaborative allocation method for vehicle-mounted dual-loop liquid cooling capacity according to an embodiment of this application. The collaborative allocation method for vehicle-mounted dual-loop liquid cooling capacity described in the above embodiments can be achieved through… Figure 5 The computer device shown is used to implement this, and the computer device includes at least one processor 301, a memory 302 and at least one communication unit 305. The computer device may be a terminal device, a server or a chip.

[0085] Processor 301 can be a general-purpose processor or a special-purpose processor. For example, processor 301 can be a central processing unit (CPU), which can be used to control computer devices, execute software programs, and process data from software programs. The computer device may also include a communication unit 305 for inputting (receiving) and outputting (transmitting) signals.

[0086] For example, the computer device may be a chip, and the communication unit 305 may be the input and / or output circuit of the chip, or the communication unit 305 may be the communication interface of the chip, which may be a component of a terminal device, network device or other device.

[0087] For example, the computer device may be a terminal device or a server, and the communication unit 305 may be a transceiver of the terminal device or the server, or the communication unit 305 may be a transceiver circuit of the terminal device or the server.

[0088] The computer device may include one or more memories 302 storing a program 304. The program 304 can be executed by a processor 301 to generate instructions 303, causing the processor 301 to execute the method described in the above method embodiments according to the instructions 303. Optionally, the memory 302 may also store data (such as a target audit model). Optionally, the processor 301 may also read data stored in the memory 302, which may be stored at the same storage address as the program 304, or it may be stored at a different storage address than the program 304.

[0089] The processor 301 and memory 302 can be configured separately or integrated together, for example, integrated on the system on chip (SOC) of the terminal device.

[0090] It should be understood that each step of the above method embodiment can be completed by hardware logic circuits or software instructions in the processor 301. The processor 301 can be a CPU, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, such as discrete gate, transistor logic devices, or discrete hardware components.

[0091] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied 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.

[0092] For example, in some embodiments, this application also provides a computer-readable storage medium storing instructions or code that, when executed on a computer, cause the computer to implement the above-described method for the coordinated allocation of vehicle-mounted dual-loop liquid cooling capacity.

[0093] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0094] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for the coordinated distribution of dual-loop liquid cooling capacity in an on-board vehicle, used for the balanced distribution of liquid cooling capacity in a liquid-cooled supercharging system for electric vehicles, wherein, The dual-circuit system includes a cell cooling circuit and a power conversion module cooling circuit, characterized in that the method includes the following steps: After the electric vehicle enters the constant current fast charging stage, the battery cells in the electric vehicle are cooled using a preset initial cooling temperature, and the battery cell temperature of the electric vehicle is collected. When the cell temperature is greater than the initial cooling temperature, the net increase in thermal power between the cell heating power and the thermal storage power in the electric vehicle is determined. The cell cooling capacity is then adjusted with confidence using the net increase in thermal power and the temperature distribution gradient in the cell to obtain a confidence value of the cooling capacity in the cell cooling circuit. When the cooling capacity of the battery cell in the battery cell cooling circuit is set to the confidence value of the cooling capacity, the temperature of the power device in the power conversion module is monitored. When the temperature of the power device is greater than the preset safety threshold, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics of the power conversion module and the real-time transmission power to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module. The liquid cooling capacity in the dual cooling circuits is collaboratively redistributed based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

2. The method as described in claim 1, characterized in that, The net increase in thermal power between the cell heating power and the thermal storage power in an electric vehicle specifically includes: The heat generation power of the battery cell in an electric vehicle during the charging process is determined by measuring the charging current, cell internal resistance, and temperature coefficient. The heat storage power of the battery cell during the charging process in an electric vehicle is determined based on the cell's mass, specific heat capacity, and real-time temperature change rate. The net increase in heat power is determined based on the heating power and the heat storage power.

3. The method as described in claim 1, characterized in that, The confidence value of the cooling capacity of the battery cell is obtained by adjusting the net increase in thermal power and the temperature distribution gradient in the battery cell, specifically including: By using multiple sets of temperature sensors to detect temperature differences at different locations within the battery cell, the temperature distribution gradient within the battery cell can be determined. The corrected cooling capacity in the cell cooling circuit is determined based on the net increase in thermal power and the temperature distribution gradient. The confidence value of the cooling capacity in the cell cooling circuit is determined based on the corrected cooling capacity, the initial cooling temperature, and the safety factor of the cell cooling circuit.

4. The method as described in claim 1, characterized in that, Based on the power loss characteristics and real-time transmission power of the power conversion module, the real-time cooling capacity of the power conversion module is balanced and adjusted to obtain the balance characteristics of the cooling capacity in the cooling loop of the power conversion module, specifically including: Obtain real-time transmission power, switching loss, and conduction loss in the power conversion module; The power loss characteristics of the power conversion module are determined by the switching loss and the conduction loss. Based on the power loss characteristics, the real-time transmission power, and the margin coefficient of the power conversion module, the real-time cooling capacity of the power conversion module is balanced by electrothermal equilibrium to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module.

5. The method as described in claim 1, characterized in that, The coordinated redistribution of liquid cooling capacity in the dual cooling circuits based on the balance characteristics of cooling capacity in the power conversion module's cooling circuit and the confidence value of cooling capacity in the cell cooling circuit specifically includes: Obtain the required liquid cooling capacity in the dual cooling loop; The demand value is balanced and redistributed as liquid cooling capacity of the dual cooling circuit by using the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

6. The method as described in claim 1, characterized in that, The temperature of the battery cells in an electric vehicle is collected using temperature sensors located within the battery cells.

7. The method as described in claim 1, characterized in that, The cell cooling circuit is a closed-loop active temperature control module based on indirect heat exchange via a liquid cooling plate.

8. A vehicle-mounted dual-loop liquid cooling capacity collaborative distribution system, characterized in that, include: The data acquisition module is used to cool the battery cells in the electric vehicle using a preset initial cooling temperature after the electric vehicle enters the constant current fast charging stage, and to acquire the battery cell temperature of the electric vehicle. The processing module is used to determine the net increase in heat power between the heating power and the heat storage power of the battery cell in the electric vehicle when the cell temperature is greater than the initial cooling temperature, and to perform confidence adjustment on the cooling capacity of the battery cell by means of the net increase in heat power and the temperature distribution gradient in the battery cell, so as to obtain a confidence value of the cooling capacity in the battery cell cooling circuit. The processing module is also used to monitor the temperature of the power device in the power conversion module when the cooling capacity of the cell cooling circuit is set to the confidence value of the cooling capacity. When the temperature of the power device is greater than the preset safety threshold, the real-time cooling capacity of the power conversion module is balanced and adjusted based on the power loss characteristics and real-time transmission power of the power conversion module to obtain the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module. An execution module is used to collaboratively redistribute the liquid cooling capacity in the dual cooling circuits based on the balance characteristics of the cooling capacity in the cooling circuit of the power conversion module and the confidence value of the cooling capacity in the cell cooling circuit.

9. A computer device, characterized in that, The computer device includes a memory and a processor. The memory is used to store computer programs, and the processor is used to call and run the computer programs from the memory, causing the computer device to perform the coordinated allocation method of vehicle dual-loop liquid cooling capacity as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions or code that, when executed on a computer, cause the computer to implement the method for coordinated allocation of vehicle-mounted dual-loop liquid cooling capacity as described in any one of claims 1 to 7.

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