Automobile battery cooling control method, device and system and storage medium

Abstract

The invention provides an automobile battery cooling control method, device and system and a storage medium. A cooling request of a battery is received; and in response to the cooling request, a first instruction is sent to an expansion valve located between an automobile refrigeration assembly and the battery, the first instruction indicates the expansion valve to be opened, and a low-temperature and low-pressure liquid refrigerant generated after the low-temperature and low-pressure gaseous refrigerant sequentially passes through the refrigeration assembly and the expansion valve is directly introduced into a cold plate in the battery for cooling and heat exchange. The low-temperature and low-pressure liquid refrigerant generated by the refrigeration assembly and the expansion valve directly passes through the interior of the battery, heat exchange and cooling are conducted through the cold plate in the battery, compared with a traditional scheme, parts such as a heat exchanger and a water pump are reduced, the battery cooling structure is simplified, complexity is reduced, the refrigerant is directly used for cooling, and the cooling efficiency is improved. And the response timeliness of the battery cooling requirement is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile thermal management, in particular to an automobile battery cooling control method, device, system and storage medium. BACKGROUND

[0002] With the development of the times and the progress of industry, people have increasingly high requirements for living standards. With the rapid growth of new energy electric vehicles and research and development projects, the importance of battery cooling systems is gradually highlighted.

[0003] The current hybrid vehicle generally cools the battery through the battery water circuit. Due to the complex structure, there is a problem of slow response to the cooling demand of the battery. SUMMARY

[0004] Therefore, the purpose of the present application is to provide an automobile battery cooling control method, device, system and storage medium to improve the response speed of battery cooling.

[0005] In a first aspect, an automobile battery cooling control method is provided, the method comprising:

[0006] receiving a cooling request of the battery;

[0007] in response to the cooling request, sending a first instruction to an expansion valve located between an automobile refrigeration assembly and the battery, the first instruction instructing the expansion valve to open to directly pass low-temperature and low-pressure gaseous refrigerant into a cold plate inside the battery for cooling and heat exchange.

[0008] Optionally, the refrigeration assembly comprises a compressor and a condenser, and the method further comprises:

[0009] in response to the cooling request, obtaining a current refrigeration mode of the automobile, the current refrigeration mode being one of a single-battery refrigeration mode and a passenger compartment and battery dual-refrigeration mode;

[0010] determining a target speed of the compressor based on the current refrigeration mode of the automobile;

[0011] determining a speed adjustment amount of the compressor using a preset speed adjustment method based on the target speed of the compressor and an actual speed of the compressor;

[0012] sending the speed adjustment amount to the compressor to adjust the actual speed of the compressor to the target speed.

[0013] Optionally, determining the target speed of the compressor based on the current refrigeration mode of the automobile comprises:

[0014] when the current refrigeration mode is the single-battery refrigeration mode, obtaining a target cooling temperature of the battery and an actual temperature of the battery;

[0015] Based on the target cooling temperature of the battery, the actual temperature, and the preset functional relationship between the battery temperature and the compressor speed, the first compressor speed is determined and set as the target speed of the compressor.

[0016] Alternatively, when the current cooling mode is dual cooling mode for the crew cabin and battery, obtain the speed of the second compressor in the crew cabin and the speed of the first compressor in single-battery cooling mode;

[0017] The target speed of the compressor is determined based on the speed of the first compressor and the speed of the second compressor.

[0018] Optionally, after determining the speed of the first compressor, the method further includes:

[0019] The actual evaporation temperature of the refrigerant is obtained from the pressure and temperature integrated sensor installed between the battery and the compressor;

[0020] The compressor speed compensation amount is determined based on the actual evaporation temperature and the preset target evaporation temperature;

[0021] The speed of the first compressor is optimized based on the speed compensation amount to obtain the optimized speed of the first compressor. The optimized speed of the first compressor in the single-battery direct cooling mode is then determined as the target speed of the compressor.

[0022] Optionally, the process of determining the target evaporation temperature includes:

[0023] The initial target evaporation pressure is determined based on the battery's requested temperature limit and the minimum temperature boundary of the battery cold plate.

[0024] The pressure drop is determined based on the first compressor speed and the linear relationship between the compressor speed and the pressure drop; the pressure drop refers to the pressure drop between the cold plate inside the battery and the integrated pressure and temperature sensor.

[0025] The final target evaporation pressure is determined based on the initial target evaporation pressure and pressure drop.

[0026] The target evaporation temperature is determined based on the final target evaporation pressure and the preset correspondence between the pressure and temperature of the refrigerant in a saturated state.

[0027] Optionally, the method further includes:

[0028] In response to a battery cooling request, determine the target overheat level of the battery;

[0029] The current superheat difference is determined based on the target superheat and the actual superheat.

[0030] The current opening adjustment strategy of the expansion valve is determined based on the current superheat difference and the preset correspondence between the superheat difference and the expansion valve opening adjustment strategy.

[0031] Send the current opening adjustment strategy to the expansion valve so that the expansion valve can adjust the opening based on the current opening adjustment strategy.

[0032] Optionally, in response to a battery cooling request, determining the target overheat of the battery includes:

[0033] In response to the battery's cooling request, the target speed of the compressor is obtained;

[0034] The current offset superheat is determined based on the compressor's target speed and the preset linear relationship between the compressor speed and the offset superheat.

[0035] The final target superheat is determined based on the preset initial target superheat and the current offset superheat.

[0036] Secondly, a vehicle battery cooling control device is provided, comprising:

[0037] The receiving unit is used to receive cooling requests from the battery.

[0038] The refrigeration unit is used to send a first command to the expansion valve located between the automotive refrigeration component and the battery in response to a cooling request. The first command instructs the expansion valve to open so that the low-temperature, low-pressure gaseous refrigerant is passed through the refrigeration component and the expansion valve in sequence to directly introduce the low-temperature, low-pressure liquid refrigerant generated inside the battery into the cold plate for cooling and heat exchange.

[0039] Thirdly, a vehicle battery cooling control system is provided, comprising:

[0040] A single-cell refrigeration circuit and controller, wherein the single-cell refrigeration circuit includes a compressor, a condenser, an expansion valve, a cold plate inside the battery, and an integrated pressure and temperature sensor connected in series to form the circuit;

[0041] The expansion valve, compressor, and integrated pressure and temperature sensor are electrically connected to the controller; the controller is used to execute the automotive battery cooling control method described in any of the first aspects.

[0042] Fourthly, a computer-readable storage medium is provided, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, it implements the automotive battery cooling control method described in any of the first aspects.

[0043] This invention provides a method, device, system, and storage medium for controlling the cooling of an automotive battery. It receives a cooling request from the battery and, in response, sends a first command to an expansion valve located between the automotive refrigeration assembly and the battery. The first command instructs the expansion valve to open, allowing low-temperature, low-pressure gaseous refrigerant to pass sequentially through the refrigeration assembly and the expansion valve, resulting in low-temperature, low-pressure liquid refrigerant, which is then directly introduced into the cold plate inside the battery for cooling and heat exchange. Compared to traditional methods, this invention directly uses the low-temperature, low-pressure liquid refrigerant generated by the refrigeration assembly and expansion valve to pass through the battery's interior and exchange heat with the internal cold plate. This not only reduces the number of heat exchangers, water pumps, and other components, simplifying the battery cooling structure and reducing complexity, but also improves the timeliness of response to battery cooling needs by directly utilizing the refrigerant for cooling.

[0044] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0045] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 A schematic diagram of the automotive refrigerant circuit provided in an embodiment of the present invention is shown;

[0047] Figure 2 A flowchart of a method for controlling the cooling of an automotive battery provided by an embodiment of the present invention is shown;

[0048] Figure 3 A schematic diagram of a car battery cooling control device provided in an embodiment of the present invention is shown. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0050] Considering that current hybrid vehicles generally use battery water circuits for thermal management of batteries, this solution has the problem of slow response to battery cooling needs due to its complex structure.

[0051] Based on this, embodiments of the present invention provide a method, apparatus, system, and storage medium for controlling the cooling of automotive batteries, which are described below through embodiments.

[0052] This invention provides a method for controlling the cooling of an automotive battery, which can be an electric vehicle or a hybrid vehicle. The method is applied to an automotive battery cooling control system, including a single-cell cooling circuit and a controller, such as... Figure 1 As shown, in Figure 1 In the diagram, the blue circuit represents the vehicle's overall cooling circuit, comprising a single-battery cooling circuit and a passenger compartment cooling circuit. The single-battery cooling circuit mainly includes a compressor 101, a condenser 102, an expansion valve 104, a cold plate inside the battery, and a pressure-temperature integrated sensor 105, all connected in series to form the circuit. The passenger compartment circuit includes a compressor 101, a condenser 102, an SOV valve (Solenoid Operated Valve) 107, and an evaporator 108, all shared with the single-battery cooling circuit.

[0053] The expansion valve, compressor, and integrated pressure and temperature sensor are electrically connected to the controller; the controller is used to execute the automotive battery cooling control method in the following embodiments.

[0054] in, Figure 1 The English definitions are: EDC (Engine Driven Compressor); COND (Condenser); Battery; EVAP (Evaporator); Blower.

[0055] When SOV valve 107 is closed, the car's cooling mode is in single-battery cooling mode. When SOV valve 107 is open, the car's cooling mode is in dual-cooling mode for the passenger compartment and the battery.

[0056] The cooling principle of the battery cooling control system is as follows: the compressor 101 converts electrical energy into mechanical energy to do work on the refrigerant gas, thereby converting it into the internal energy of the refrigerant. The refrigerant is compressed from a low-temperature, low-pressure gas into a high-temperature, high-pressure gas. After being cooled by the condenser 102, the high-temperature, high-pressure gas is converted into a medium-temperature, high-pressure liquid.

[0057] In single-cell cooling mode, the SOV valve is closed, and the pressure of the refrigerant drops sharply after passing through the expansion valve. This process is an isenthalpic process, which converts the high-pressure liquid into a low-pressure mist mixture and lowers the temperature, forming a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant exchanges heat with the cold plate inside the battery 103 to cool the battery 103. After heat exchange, a low-temperature, low-pressure gaseous refrigerant is generated and re-enters the compressor 101 for circulation.

[0058] When the passenger compartment requires cooling, the SOV valve 107 opens, and the refrigerant absorbs heat from the air from the low-temperature, low-pressure liquid state through the evaporator 108, transforming into a low-temperature, low-pressure gas state to generate cold air, which is then sent into the passenger compartment through the blower 109.

[0059] The following describes the method for controlling the cooling of automotive batteries, using the controller as the actuator. Figure 2 As shown, the method includes the following steps:

[0060] Step S201: Receive a cooling request from the battery.

[0061] In this invention, the battery cooling request includes the battery's actual temperature, which is obtained through a temperature sensor inside the battery.

[0062] Step S202: In response to the cooling request, a first command is sent to the expansion valve located between the automotive refrigeration component and the battery. The first command instructs the expansion valve to open so that the low-temperature, low-pressure gaseous refrigerant is passed through the refrigeration component and the expansion valve in sequence to directly introduce the low-temperature, low-pressure liquid refrigerant generated inside the battery into the cold plate for cooling and heat exchange.

[0063] This invention directly passes the low-temperature, low-pressure liquid refrigerant generated by the refrigeration components and expansion valve through the inside of the battery, where it is cooled by heat exchange through the cold plate inside the battery. Compared with traditional solutions, this not only reduces the number of components such as heat exchangers and water pumps, simplifying the battery cooling structure and reducing complexity, but also improves the timeliness of response to battery cooling needs by directly utilizing the refrigerant for cooling.

[0064] Based on the above embodiments, the refrigeration assembly includes a compressor and a condenser, and the method further includes:

[0065] Step S203: In response to the cooling request, obtain the current cooling mode of the vehicle.

[0066] The current cooling mode is either single-battery cooling mode or a dual-cooling mode consisting of the passenger compartment and battery.

[0067] Step S204: Determine the target speed of the compressor based on the current cooling mode of the vehicle.

[0068] In one feasible implementation, when the current cooling mode is single-battery cooling mode, the target speed of the compressor is determined as follows:

[0069] Step S204A1: Obtain the target cooling temperature of the battery and the actual temperature of the battery.

[0070] In this step, the target cooling temperature is a preset fixed value, while the actual temperature of the battery is obtained by a temperature sensor inside the battery.

[0071] Step S204A2: Based on the target cooling temperature of the battery, the actual temperature, and the preset functional relationship between the battery temperature and the compressor speed, determine the first compressor speed and set the first compressor speed as the target speed of the compressor.

[0072] In a specific example, the preset functional relationship between the battery temperature and the compressor speed is as follows:

[0073] A = K p ·(T batt -T target )+K i ·∫(T batt -T target )dt+K d ·d(T batt )dt (1)

[0074] Where A is the rotational speed of the first compressor; K p K i K d T is a PID control parameter, which is a constant; batt It is the actual temperature of the battery, T. target It is the target cooling temperature of the battery.

[0075] Depend on Figure 1 As can be seen, a throttling orifice 106 is also provided between the integrated pressure and temperature sensor and the battery. This orifice 106 regulates the pressure and temperature in the system by limiting the flow of refrigerant, thereby achieving precise control over battery cooling. However, the throttling orifice affects the pressure of the refrigerant flowing into the compressor, which has a certain impact on the compressor's operating efficiency.

[0076] Therefore, after determining the speed of the first compressor, the method further includes:

[0077] Step S204A3: Obtain the actual evaporation temperature of the refrigerant from the pressure-temperature integrated sensor installed between the battery and the compressor.

[0078] Step S204A4: Determine the compressor speed compensation amount based on the actual evaporation temperature and the preset target evaporation temperature.

[0079] In one specific implementation, the compressor speed compensation amount B can be calculated using a PI controller: B = K p ·ΔTevap+K i ·∫ΔTevapdt (2);

[0080] Where ΔTevap is the difference between the target evaporation temperature and the actual evaporation temperature; K p K i These are PI control parameters.

[0081] In this embodiment of the invention, the target evaporation temperature is the saturation temperature corresponding to the sum of the target evaporation pressure and the pressure drop between the cold plate inside the battery and the integrated pressure and temperature sensor.

[0082] Therefore, the process of determining the target evaporation temperature includes:

[0083] Step A: Determine the initial target evaporation pressure based on the battery's requested temperature limit and the minimum temperature boundary of the battery cold plate.

[0084] The target temperature strategy boundaries for battery cooling requests are tentatively set as shown in Table 1 below:

[0085]

[0086] Table 1 includes two sets of data: one set shows a target evaporation temperature of 12.5℃ and a corresponding target evaporation pressure of 4.5 BarA; these are the upper limits of the target evaporation temperature and target evaporation pressure; these parameters ensure that the refrigerant can effectively absorb the heat generated by the battery under normal operating conditions.

[0087] Another set of data shows a target evaporation temperature of 4°C and a corresponding target evaporation pressure of 3.38 BarA. These are the lower limits of the target evaporation temperature and pressure. This means that in extreme cases or to prevent the battery from overcooling, the minimum operating temperature of the system is set to 4°C, at which point the corresponding saturation pressure is 3.38 BarA. This setting is to prevent the battery temperature from being too low, which could affect its performance or cause damage.

[0088] The initial target evaporation pressure is determined between these two sets of boundary values.

[0089] Step B: Determine the pressure drop based on the first compressor speed and the linear relationship between the compressor speed and the pressure drop.

[0090] The linear relationship between compressor speed and pressure drop is shown in Table 2 below:

[0091] RPM 800 1000 1200 Bar A 0.65 0.75 0.85

[0092] Based on the three sets of data in the table, the linear relationship between the compressor speed and pressure drop can be determined.

[0093] Step C: Determine the final target evaporation pressure based on the initial target evaporation pressure and pressure drop.

[0094] The sum of the initial target evaporation pressure and the pressure drop is determined as the final target evaporation pressure.

[0095] Step D: Determine the target evaporation temperature based on the final target evaporation pressure and the preset correspondence between the pressure and temperature of the refrigerant in a saturated state.

[0096] Refrigerants in a saturated state exhibit a specific direct relationship between pressure and temperature. This relationship means that, in a gas-liquid two-phase equilibrium state, there exists a unique correspondence for a given refrigerant. That is, at a certain pressure, only a specific temperature allows the refrigerant to exist simultaneously in both liquid and gaseous states; this temperature is called the saturation temperature. Therefore, the saturation temperature corresponding to the final target evaporation pressure is the target evaporation temperature.

[0097] Step S204A5: Optimize the speed of the first compressor based on the speed compensation amount to obtain the optimized speed of the first compressor, and determine the optimized speed of the first compressor in the single-battery direct cooling mode as the target speed of the compressor.

[0098] Continuing from the previous example, the target speed of this optimized compressor is N. target =A+B(3).

[0099] In another feasible implementation, the target speed of the compressor is determined as follows:

[0100] Step S204B1: When the current cooling mode is dual cooling mode of crew cabin and battery, obtain the speed of the second compressor in the crew cabin and the speed of the first compressor in single battery cooling mode.

[0101] In this embodiment of the invention, the speed of the first compressor is also obtained in the same way as described above, and will not be repeated here.

[0102] The speed of the second compressor is calculated in the following way:

[0103] N=K amb ·(Tamb -25)+K fan ·L fan +K evap ·(T evap_target =5) (4);

[0104] Among them, K amb L is the ambient temperature compensation coefficient. fan This is the fan speed setting; K fan T is the airflow rate compensation coefficient. amb Ambient temperature; K evap T is the evaporation temperature compensation coefficient; evap_target This is the target temperature for the evaporator.

[0105] Step S204B2: Determine the target speed of the compressor based on the speed of the first compressor and the speed of the second compressor.

[0106] In one example, the target compressor speed is obtained by adding the speed of the first compressor to the speed of the second compressor. In practical applications, the target compressor speed can also be adjusted based on the compressor speed limits under the current operating conditions to obtain the final target compressor speed.

[0107] Step S205: Based on the target speed and the actual speed of the compressor, determine the speed adjustment amount of the compressor using a preset speed adjustment method.

[0108] In one feasible implementation, the preset speed adjustment method is a PI control method, and the specific adjustment process is as follows:

[0109] First, calculate the target speed N of the compressor. target With the actual speed N of the compressor actual The difference: ΔN = N target -N actual (5).

[0110] Then, the compressor speed regulation amount N is calculated using the PI control method. PI :

[0111] N PI =Kp·ΔN+Ki·∫ΔNdt (6); where Kp and Ki are PI control parameters.

[0112] Step S206: Send the speed adjustment amount to the compressor to adjust the actual speed of the compressor to the target speed.

[0113] This method enables dynamic adjustment of the compressor speed, ensuring it always tracks the target speed. This target speed is then used to control the flow rate of refrigerant into the battery cooling plate, preventing excessive cooling or failure to meet cooling requirements, thus achieving a more ideal cooling effect.

[0114] Based on the above embodiments, the method further includes:

[0115] Step S207: In response to the battery cooling request, determine the target overheat of the battery.

[0116] Superheat refers to the difference between the actual temperature of the refrigerant gas and its saturation temperature at the current evaporation pressure.

[0117] In one feasible implementation, determining the target overheat of the battery in response to a cooling request includes:

[0118] Step S207A: In response to the battery cooling request, obtain the target speed of the compressor.

[0119] It should be noted that in the dual cooling mode of the crew cabin and the battery, the target speed of the compressor is the speed of the first compressor or the optimized speed of the first compressor. Therefore, it is necessary to separate the target speed used only for battery cooling.

[0120] Step S207B: Determine the current offset superheat based on the compressor's target speed and the preset linear relationship between the compressor speed and the offset superheat.

[0121] In one example, the preset linear relationship between the compressor speed and the offset superheat is shown in Table 3 below:

[0122] RPM 800 1000 1200 K 3.5 5 6.5

[0123] Table 3 shows examples of three sets of data in the preset linear relationship between compressor speed and offset superheat.

[0124] Step S207C: Determine the final target superheat based on the preset initial target superheat and the current offset superheat.

[0125] Step S208: Determine the current superheat difference based on the target superheat and the actual superheat.

[0126] In this step, the actual superheat can be determined by the current temperature and current pressure collected by the pressure-temperature integrated sensor. Specifically, the actual superheat can be obtained by subtracting the saturation temperature corresponding to the current pressure from the current temperature.

[0127] Step S209: Determine the current opening adjustment strategy of the expansion valve based on the current superheat difference and the preset correspondence between the superheat difference and the expansion valve opening adjustment strategy.

[0128] In one example, experiments revealed a partial pre-defined correspondence between the superheat difference and the expansion valve opening adjustment strategy:

[0129] If the current superheat difference is less than or equal to -10 degrees, the expansion valve opening adjustment strategy is 3s + 10 steps;

[0130] If the current superheat difference is less than or equal to -8 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 4s+5 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 3s+8 steps.

[0131] If the current superheat difference is less than or equal to -5 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 4s+3 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 3s+5 steps.

[0132] If the current superheat difference is less than or equal to -3 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 4s+2 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 3s+4 steps.

[0133] If the current superheat difference is less than or equal to -2 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 4s+1 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 3s+2 steps.

[0134] If the current superheat difference is less than or equal to 0 degrees and the superheat change trend is downward, the expansion valve opening adjustment strategy is 4s+0 steps. Conversely, if the superheat is increasing, the expansion valve opening adjustment strategy is 4s+2 steps.

[0135] If the current superheat difference is less than 2 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 3s-3 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 4s+1 steps.

[0136] If the current superheat difference is less than or equal to 3 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 3s-3 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 4s+1 steps.

[0137] If the current superheat difference is less than or equal to 5 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 4s-5 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 4s-3 steps.

[0138] If the current superheat difference is less than or equal to 8 degrees and the superheat change trend is downward, the expansion valve opening adjustment strategy is 3 seconds to 6 steps. Conversely, if the superheat is increasing, the expansion valve opening adjustment strategy is 4 seconds to 5 steps.

[0139] If the current superheat difference is less than or equal to 10 degrees and the superheat trend is downward, the expansion valve opening adjustment strategy is 3s-10 steps; conversely, if the superheat trend is upward, the expansion valve opening adjustment strategy is 4s-8 steps.

[0140] If the current superheat difference is greater than 10 degrees, the expansion valve opening adjustment strategy is 3s-10 steps.

[0141] It should be noted that the adjustment strategy 3s-10 steps mentioned above means rotating the expansion valve 10 steps every 3 seconds in the direction of decreasing the rotary valve opening; the adjustment strategy 3s+10 steps mentioned above means rotating the expansion valve 10 steps every 3 seconds in the direction of increasing the rotary valve opening. Other adjustment strategies have the same meaning and will not be described again.

[0142] Step S210: Send the current opening adjustment strategy to the expansion valve so that the expansion valve can adjust the opening based on the current opening adjustment strategy.

[0143] This invention not only controls the refrigerant flow into the battery by controlling the compressor speed, but also further adjusts the refrigerant flow into the battery cold plate by combining the opening of the expansion valve based on the controlled target compressor speed, so as to achieve precise control of battery temperature.

[0144] Based on the same inventive concept, embodiments of the present invention provide an automotive battery cooling control device, such as... Figure 3 As shown, it includes:

[0145] The receiving unit 301 is used to receive the battery's cooling request.

[0146] The refrigeration unit 302 is used to send a first command to the expansion valve located between the automotive refrigeration component and the battery in response to a cooling request. The first command instructs the expansion valve to open so that the low-temperature, low-pressure gaseous refrigerant is directly introduced into the cold plate inside the battery for cooling and heat exchange after passing through the refrigeration component and the expansion valve in sequence.

[0147] The computer program product for the method of controlling the cooling of automobile batteries provided in this embodiment of the invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods in the preceding method embodiments. For specific implementation, please refer to the method embodiments, which will not be repeated here.

[0148] The vehicle battery cooling control device provided in this embodiment of the invention can be specific hardware on the device or software or firmware installed on the device. The implementation principle and technical effects of the device provided in this embodiment of the invention are the same as those in the foregoing method embodiments. For the sake of brevity, any parts not mentioned in the device embodiments can be referred to the corresponding content in the foregoing method embodiments. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can all be referred to the corresponding processes in the above method embodiments, and will not be repeated here.

[0149] In the embodiments provided by this invention, it should be understood that the disclosed apparatus and method can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and there may be other division methods in actual implementation. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the coupling or direct coupling or communication connection shown or discussed may be through some communication interface; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0150] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0151] In addition, the functional units in the embodiments provided by the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0152] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the 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 cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0153] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0154] Finally, it should be noted that the above embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the scope of the technology disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention. All should be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for controlling the cooling of an automotive battery, characterized in that, The method includes: Receives a request to cool the battery; In response to the cooling request, a first command is sent to the expansion valve located between the automotive refrigeration component and the battery. The first command instructs the expansion valve to open so that the low-temperature, low-pressure gaseous refrigerant, which passes through the refrigeration component and the expansion valve in sequence, is directly introduced into the cold plate inside the battery for cooling and heat exchange.

2. The method according to claim 1, characterized in that, The refrigeration assembly includes a compressor and a condenser, and the method further includes: In response to the cooling request, the current cooling mode of the vehicle is obtained, which is either a single-battery cooling mode or a dual cooling mode for the passenger compartment and the battery. The target speed of the compressor is determined based on the current cooling mode of the vehicle; Based on the target speed and the actual speed of the compressor, the speed adjustment amount of the compressor is determined using a preset speed adjustment method; The speed adjustment amount is sent to the compressor to adjust the actual speed of the compressor to the target speed.

3. The method according to claim 2, characterized in that, Determining the target compressor speed based on the vehicle's current cooling mode includes: When the current cooling mode is single-battery cooling mode, obtain the target cooling temperature of the battery and the actual temperature of the battery; Based on the target cooling temperature and actual temperature of the battery, as well as the preset functional relationship between battery temperature and compressor speed, the first compressor speed is determined and set as the target speed of the compressor. Alternatively, when the current cooling mode is a dual cooling mode for the passenger compartment and the battery, the second compressor speed of the passenger compartment and the first compressor speed in the single battery cooling mode are obtained; The target speed of the compressor is determined based on the speed of the first compressor and the speed of the second compressor.

4. The method according to claim 3, characterized in that, After determining the speed of the first compressor, the method further includes: The actual evaporation temperature of the refrigerant is acquired by a pressure-temperature integrated sensor installed between the battery and the compressor; The compressor speed compensation amount is determined based on the actual evaporation temperature and the preset target evaporation temperature. The speed of the first compressor is optimized based on the speed compensation amount to obtain the optimized speed of the first compressor, and the optimized speed of the first compressor in the single-battery direct cooling mode is determined as the target speed of the compressor.

5. The method according to claim 4, characterized in that, The process of determining the target evaporation temperature includes: The initial target evaporation pressure is determined based on the battery's requested temperature limit and the minimum temperature boundary of the battery cold plate. The pressure drop is determined based on the first compressor speed and the linear relationship between the compressor speed and the pressure drop; the pressure drop refers to the pressure drop between the cold plate inside the battery and the integrated pressure and temperature sensor. The final target evaporation pressure is determined based on the initial target evaporation pressure and the pressure drop. The target evaporation temperature is determined based on the final target evaporation pressure and the preset correspondence between the pressure and temperature of the refrigerant in a saturated state.

6. The method according to claim 2, characterized in that, The method further includes: In response to a battery cooling request, determine the target overheat level of the battery; The current superheat difference is determined based on the target superheat and the actual superheat. The current opening adjustment strategy of the expansion valve is determined based on the current superheat difference and the preset correspondence between the superheat difference and the expansion valve opening adjustment strategy. The current opening adjustment strategy is sent to the expansion valve so that the expansion valve adjusts the opening based on the current opening adjustment strategy.

7. The method according to claim 6, characterized in that, Determining the target overheat of the battery in response to a cooling request includes: In response to the battery's cooling request, the target rotational speed of the compressor is obtained; The current offset superheat is determined based on the target speed of the compressor and the preset linear relationship between the compressor speed and the offset superheat. The final target superheat is determined based on the preset initial target superheat and the current offset superheat.

8. A vehicle battery cooling control device, characterized in that, include: The receiving unit is used to receive cooling requests from the battery. The refrigeration unit is used to respond to the cooling request by sending a first command to the expansion valve located between the automotive refrigeration component and the battery. The first command instructs the expansion valve to open so that the low-temperature, low-pressure gaseous refrigerant is passed through the refrigeration component and the expansion valve in sequence to directly introduce the low-temperature, low-pressure liquid refrigerant generated inside the battery into the cold plate for cooling and heat exchange.

9. A vehicle battery cooling control system, characterized in that, include: A single-battery refrigeration circuit and controller, wherein the single-battery refrigeration circuit includes a compressor, a condenser, an expansion valve, a cold plate inside the battery, and an integrated pressure and temperature sensor connected in series to form the circuit; The expansion valve, the compressor, and the integrated pressure and temperature sensor are electrically connected to the controller; the controller is used to execute the automotive battery cooling control method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the automotive battery cooling control method according to any one of claims 1-7.

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