Double-compressor liquid cooling pure electric vehicle refrigeration control method, device and equipment and storage medium

Abstract

The invention discloses a dual-compressor liquid-cooling pure electric vehicle refrigeration control method, device and equipment and a storage medium, relates to the technical field of vehicle refrigeration control, and discloses a dual-compressor liquid-cooling pure electric vehicle refrigeration control method which comprises the steps that the battery temperature, the cab refrigeration requirement, the charging mode and vehicle running state information are obtained; identifying a target refrigeration mode according to at least one of the battery temperature, the cab refrigeration demand, the charging mode and the vehicle running state information; and according to the target refrigeration mode, the operation state of at least one of a first compressor, a second compressor, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a fan, an indoor heat exchanger, a water pump, a first refrigeration device, a second refrigeration device and a three-way valve is controlled, so that refrigeration control over the pure electric vehicle adopting double-compressor liquid cooling is completed. Precise adaptation of refrigeration requirements of the passenger compartment and the battery pack of the pure electric vehicle under different working conditions is achieved, and the refrigeration efficiency and the service life of parts are guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle refrigeration control technology, and in particular to a refrigeration control method, device, equipment and storage medium for pure electric vehicles with dual-compressor liquid cooling. Background Technology

[0002] The power batteries, motors, and electronic control devices of pure electric vehicles generate a large amount of heat during operation, especially under high-speed driving and high-power conditions, where heat accumulation is very significant. Simultaneously, during battery charging, especially super-fast charging, the power demand increases significantly, generating a large amount of heat within the battery itself, necessitating liquid cooling to control the temperature within a safe range.

[0003] Traditional solutions typically employ a single-compressor liquid cooling method, where a single compressor handles the cooling of both the passenger compartment and the battery. While this method is adequate for lower battery power and standard charging scenarios, as charging power increases and operating conditions become more complex, a single compressor often needs to operate at full load for extended periods. Its maximum cooling capacity is usually only around 15 kilowatts, far from meeting the cooling requirements of over 30 kilowatts during super-fast charging.

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this application is to provide a cooling control method, device, equipment, and storage medium for pure electric vehicles with dual-compressor liquid cooling, aiming to solve the technical problem that single-compressor liquid cooling cannot simultaneously meet the cooling needs of the battery and passenger compartment under high-power charging or complex operating conditions of electric vehicles.

[0006] To achieve the above objectives, this application proposes a cooling control method for a pure electric vehicle with dual-compressor liquid cooling. The method is applied to a dual-compressor liquid cooling system, which includes a first compressor, a second compressor, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a fan, an indoor heat exchanger, a water pump, a first refrigeration unit, a second refrigeration unit, and a three-way valve. The second refrigeration unit is connected to the second compressor, the third electronic expansion valve, the water pump, and the three-way valve. The three-way valve is connected to the first refrigeration unit. The first refrigeration unit is connected to the second electronic expansion valve and the first compressor. The first electronic expansion valve is connected to the second electronic expansion valve and the indoor heat exchanger. The indoor heat exchanger is connected to the first compressor. The second compressor is connected to the fan. The method includes:

[0007] Acquire information on battery temperature, cab cooling requirements, charging mode, and vehicle operating status;

[0008] The target cooling mode is identified based on at least one of the following: battery temperature, cab cooling demand, charging mode, and vehicle operating status information. The target cooling mode includes single passenger compartment cooling mode, single battery cooling mode, and coordinated cooling mode.

[0009] The operating status of at least one of the following components—the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve—is controlled according to the target refrigeration mode to complete the refrigeration control of a pure electric vehicle with dual-compressor liquid cooling.

[0010] In one embodiment, the step of identifying the target cooling mode based on at least one of the battery temperature, the cab cooling requirement, the charging mode, and the vehicle operating status information includes:

[0011] A first preset temperature threshold, a second preset temperature threshold, a third temperature threshold, and a fourth temperature threshold are obtained, wherein the third temperature threshold is less than the fourth temperature threshold, the fourth temperature threshold is less than the first preset temperature threshold, and the first preset temperature threshold is less than the second preset temperature threshold.

[0012] When the cab cooling requirement is activated and the battery temperature is less than the first preset temperature threshold, the target cooling mode is identified as a single-occupant cabin cooling mode.

[0013] When the cab cooling requirement is off, the target cooling mode is identified as a single-battery cooling mode based on at least one of the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information.

[0014] When the cab cooling demand is activated, the target cooling mode is identified as a coordinated cooling mode based on at least one of the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information.

[0015] In one embodiment, the single-battery cooling mode includes a first single-battery driving cooling mode, a second single-battery driving cooling mode, a single-battery parking operation cooling mode, a single-battery charging cooling mode, a first single-battery fast charging cooling mode, and a second single-battery fast charging cooling mode.

[0016] The step of identifying the target cooling mode as a single-battery cooling mode based on at least one of the following when the cab cooling demand is off: the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information:

[0017] When the cab cooling requirement is off, the vehicle operating status information is in driving state, and the battery temperature is greater than the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as the first single-battery driving cooling mode.

[0018] When the vehicle operating status information is in driving state and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second single-battery driving cooling mode.

[0019] When the vehicle operating status information is in parking operation status and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as single-battery parking operation cooling mode.

[0020] When the charging mode is normal charging mode and the battery temperature is greater than the first preset temperature threshold, the target cooling mode is identified as single-battery charging cooling mode.

[0021] When the charging mode is fast charging mode and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, the target cooling mode is identified as the first single-battery fast charging cooling mode.

[0022] When the charging mode is fast charging mode and the battery temperature is greater than or equal to the fourth temperature threshold, the target cooling mode is identified as the second single-battery fast charging cooling mode.

[0023] In one embodiment, the collaborative cooling mode includes: a first collaborative driving cooling mode, a second collaborative driving cooling mode, a collaborative parking operation cooling mode, a first collaborative charging cooling mode, a first collaborative fast charging cooling mode, and a second collaborative fast charging cooling mode.

[0024] The step of identifying the target cooling mode as a coordinated cooling mode based on at least one of the following when the cab cooling demand is activated: the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information:

[0025] When the cab cooling requirement is enabled, the vehicle operating status information is in driving state, and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as the first cooperative driving cooling mode.

[0026] When the vehicle operating status information is in driving state and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second cooperative driving cooling mode.

[0027] When the vehicle operating status information is in parking operation status and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as a cooperative parking operation cooling mode.

[0028] When the charging mode is normal charging mode and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as the first collaborative charging cooling mode.

[0029] When the charging mode is normal charging mode and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second collaborative charging cooling mode.

[0030] When the charging mode is fast charging mode and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, the target cooling mode is identified as the first collaborative fast charging cooling mode.

[0031] When the charging mode is fast charging mode and the battery temperature is greater than or equal to the fourth temperature threshold, the target cooling mode is identified as the second collaborative fast charging cooling mode.

[0032] In one embodiment, the step of controlling the operating state of at least one of the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve according to the target refrigeration mode to complete the refrigeration control of a dual-compressor liquid-cooled pure electric vehicle includes:

[0033] When the target cooling mode is the single-passenger-cabin cooling mode, the first compressor and the fan are controlled to turn on and off, the second electronic expansion valve is turned off, and the opening of the first electronic expansion valve is adjusted according to the outlet superheat of the indoor heat exchanger to complete the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0034] When the target cooling mode is a single-battery cooling mode or a collaborative cooling mode, the operating status of at least one of the following components is controlled: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first cooling device, the second cooling device, and the three-way valve, in order to complete the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0035] In one embodiment, when the target cooling mode is a single-battery cooling mode or a collaborative cooling mode, the step of controlling the operating state of at least one of the following: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first cooling device, the second cooling device, and the three-way valve, to complete the cooling control of a dual-compressor liquid-cooled pure electric vehicle, further includes:

[0036] In the first single-battery driving cooling mode where the target cooling mode is the single-battery cooling mode, the first compressor, the fan and the water pump are turned on, the first electronic expansion valve is closed, the first outlet and the third outlet of the three-way valve are turned on, and the opening of the second electronic expansion valve is adjusted according to the outlet superheat of the first cooling device to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0037] When the target cooling mode is the second single-battery driving cooling mode or the second single-battery fast-charging cooling mode, the first compressor, the second compressor, the fan and the water pump are turned on, the first electronic expansion valve is closed, the first outlet and the second outlet of the three-way valve are turned on, and the opening of the second electronic expansion valve and the third electronic expansion valve are adjusted according to the outlet superheat of the first cooling device and the second cooling device, respectively, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0038] When the target cooling mode is any one of the single-battery parking operation cooling mode, single-battery charging cooling mode, and first single-battery fast charging cooling mode, the first compressor, the fan, and the water pump are controlled to start, the first electronic expansion valve is closed, the first outlet and the third outlet of the three-way valve are controlled to be open, and the opening of the second electronic expansion valve is adjusted according to the outlet superheat of the first cooling device to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0039] In one embodiment, when the target cooling mode is a single-battery cooling mode or a collaborative cooling mode, the step of controlling the operating state of at least one of the following: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first cooling device, the second cooling device, and the three-way valve, to complete the cooling control of a dual-compressor liquid-cooled pure electric vehicle, further includes:

[0040] When the target cooling mode is the first collaborative driving cooling mode, the first compressor, the fan, the indoor heat exchanger and the water pump are turned on, the first outlet and the third outlet of the three-way valve are turned on, and the opening of the first electronic expansion valve and the second electronic expansion valve are adjusted according to the outlet superheat of the indoor heat exchanger and the first cooling device, respectively. The driver's cab is cooled through the indoor heat exchanger and the battery pack is cooled through the first cooling device, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0041] When the target cooling mode is any one of the second collaborative driving cooling mode, the second collaborative charging cooling mode, and the second collaborative fast charging cooling mode, the first compressor, the second compressor, the fan, the indoor heat exchanger, and the water pump are controlled to turn on, and the first outlet and the second outlet of the three-way valve are controlled to be open. The opening of the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve are adjusted according to the outlet superheat of the indoor heat exchanger, the first cooling device, and the second cooling device, respectively, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0042] When the target cooling mode is any one of the following: collaborative parking operation cooling mode, first collaborative charging cooling mode, and first collaborative fast charging cooling mode, the first compressor, the fan, the indoor heat exchanger, and the water pump are turned on, the first outlet and the third outlet of the three-way valve are turned on, and the opening of the first electronic expansion valve and the second electronic expansion valve are adjusted according to the outlet superheat of the indoor heat exchanger and the first cooling device, respectively, to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0043] In addition, to achieve the above objectives, this application also proposes a dual-compressor liquid-cooled pure electric vehicle refrigeration control device, which includes: a data acquisition module for acquiring battery temperature, cab cooling requirements, charging mode and vehicle operating status information.

[0044] The mode determination module is used to identify a target cooling mode based on at least one of the battery temperature, the cab cooling demand, the charging mode, and the vehicle operating status information. The target cooling mode includes a single passenger compartment cooling mode, a single battery cooling mode, and a collaborative cooling mode.

[0045] The refrigeration control module is used to control the operating status of at least one of the following components according to the target refrigeration mode: first compressor, second compressor, first electronic expansion valve, second electronic expansion valve, third electronic expansion valve, fan, indoor heat exchanger, water pump, first refrigeration device, second refrigeration device, and three-way valve, so as to complete the refrigeration control of the pure electric vehicle with dual compressor liquid cooling.

[0046] In addition, to achieve the above objectives, this application also proposes a cooling control device for a pure electric vehicle with dual-compressor liquid cooling, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling as described above.

[0047] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the dual-compressor liquid-cooled pure electric vehicle refrigeration control method described above.

[0048] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the dual-compressor liquid-cooled pure electric vehicle refrigeration control method described above.

[0049] One or more technical solutions proposed in this application have at least the following technical effects:

[0050] By employing the first step of acquiring information on the battery temperature, cabin cooling requirements, charging mode, and vehicle operating status of the pure electric vehicle, and by collecting core parameters directly related to cooling requirements, and associating them with cooling power requirements under different charging scenarios, comprehensive and accurate input data is provided for subsequent accurate identification of the cooling mode, avoiding misjudgment due to missing or single parameters. Next, the technical means of identifying the target cooling mode based on at least one of the aforementioned battery temperature, cabin cooling requirements, charging mode, and vehicle operating status information is used. Through comprehensive analysis of multi-dimensional parameters or targeted judgment of key parameters, accurate classification of different cooling demand scenarios is achieved, ensuring a high degree of matching between the cooling mode and actual needs, and avoiding misallocation or waste of cooling resources. Finally, based on the identified target cooling mode, the operating status of at least one of the following components in the dual-compressor liquid cooling system—the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration unit, the second refrigeration unit, and the three-way valve—is controlled. Differentiated regulation of core components is implemented for different target cooling modes, coordinating multiple components to improve cooling power. In the coordinated cooling mode, components are controlled in a unified manner to simultaneously meet the cooling needs of the passenger compartment and the battery. It specifically addresses the inability to simultaneously meet the cooling needs of the passenger compartment and the battery under extreme conditions. Compared with existing technologies, it solves the problem of the inability to meet both needs simultaneously under extreme conditions, enabling pure electric vehicles to accurately adapt to cooling needs under different operating conditions, ensuring cooling capacity under high cooling demands, extending the life of core components, and ensuring comprehensive coverage of cooling needs in multiple scenarios. Attached Figure Description

[0051] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0052] 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, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 A flowchart illustrating an embodiment of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application;

[0054] Figure 2 A schematic diagram of the dual-compressor liquid cooling system provided in Embodiment 1 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling in this application;

[0055] Figure 3 A flowchart illustrating Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application;

[0056] Figure 4 This is a schematic diagram of the single-passenger compartment cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling in this application.

[0057] Figure 5 This is a schematic diagram of the first single-battery driving cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application.

[0058] Figure 6 This is a schematic diagram of the second single-battery driving cooling mode provided in Embodiment 2 of the cooling control method for pure electric vehicles with dual compressor liquid cooling of this application.

[0059] Figure 7 This is a schematic diagram of the second single-battery fast-charging cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling in this application.

[0060] Figure 8 This is a schematic diagram of the single-battery parking operation cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application.

[0061] Figure 9 This is a schematic diagram of the single-battery charging and cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application.

[0062] Figure 10 This is a schematic diagram of the first single-battery fast-charging cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application.

[0063] Figure 11 This is a schematic diagram of the first cooperative driving cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual compressor liquid cooling according to this application.

[0064] Figure 12 This is a schematic diagram of the second cooperative driving cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual compressor liquid cooling in this application.

[0065] Figure 13 This is a schematic diagram of the second collaborative charging cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual compressor liquid cooling in this application.

[0066] Figure 14 This is a schematic diagram of the second collaborative fast charging cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual compressor liquid cooling in this application.

[0067] Figure 15 This is a schematic diagram of the cooperative parking operation cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application.

[0068] Figure 16 A schematic diagram of the first collaborative charging cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual compressor liquid cooling according to this application;

[0069] Figure 17 This is a schematic diagram of the first collaborative fast charging cooling mode provided in Embodiment 2 of the cooling control method for a pure electric vehicle with dual compressor liquid cooling according to this application.

[0070] Figure 18 This is a schematic diagram of the module structure of the dual-compressor liquid-cooled refrigeration control device for pure electric vehicles according to an embodiment of this application;

[0071] Figure 19 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the cooling control method for a pure electric vehicle with dual-compressor liquid cooling in the embodiments of this application.

[0072] Explanation of icon numbers:

[0073] First compressor 01; Second compressor 02; First electronic expansion valve 03; Second electronic expansion valve 04; Third electronic expansion valve 05; Fan 06; Indoor heat exchanger 07; Water pump 08; First refrigeration unit 09; Second refrigeration unit 10; Three-way valve 11.

[0074] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0075] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0076] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0077] The main solution of this application embodiment is: to acquire battery temperature, cab cooling demand, charging mode, and vehicle operating status information; to identify a target cooling mode based on at least one of the battery temperature, cab cooling demand, charging mode, and vehicle operating status information, wherein the target cooling mode includes a single passenger compartment cooling mode, a single battery cooling mode, and a coordinated cooling mode; and to control the operating status of at least one of the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve according to the target cooling mode, so as to complete the cooling control of a pure electric vehicle with dual-compressor liquid cooling.

[0078] In this embodiment, for ease of description, the following description will focus on the refrigeration control device of a pure electric vehicle with dual-compressor liquid cooling.

[0079] Because existing technologies cannot simultaneously meet the cooling needs of both the battery and passenger compartment under high-power charging or complex operating conditions of electric vehicles, single-compressor liquid cooling cannot meet these needs. This application provides a solution by employing a first-step technique to acquire information on the battery temperature, cabin cooling requirements, charging mode, and vehicle operating status of the pure electric vehicle. By collecting core parameters directly related to cooling requirements and associating them with cooling power requirements under different charging scenarios, comprehensive and accurate input data is provided for subsequent accurate identification of the cooling mode, avoiding misjudgment due to missing or single parameters. Then, a technique is employed to identify the target cooling mode based on at least one of the acquired battery temperature, cabin cooling requirements, charging mode, and vehicle operating status information. This approach, through comprehensive analysis of multi-dimensional parameters or targeted judgment of key parameters, accurately categorizes different cooling demand scenarios, ensuring a high degree of matching between the cooling mode and actual needs, and avoiding misallocation or waste of cooling resources. Finally, based on the identified target cooling mode, it controls the operating status of at least one of the following components in the dual-compressor liquid cooling system: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration unit, the second refrigeration unit, and the three-way valve. Differentiated regulation of core components is applied to different target cooling modes, coordinating multiple components to improve cooling power. In the coordinated cooling mode, components are controlled in a unified manner to simultaneously meet the cooling needs of the passenger compartment and the battery. This specifically addresses the inability to simultaneously meet the cooling needs of the passenger compartment and the battery under extreme conditions. Compared with existing technologies, it solves the problem of the inability to simultaneously meet dual needs under extreme conditions, achieving precise adaptation of cooling needs for pure electric vehicles under different operating conditions, ensuring cooling capacity under high cooling demands, extending the lifespan of core components, and ensuring comprehensive coverage of cooling needs across multiple scenarios.

[0080] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone; or an electronic device capable of performing the above functions, a dual-compressor liquid-cooled pure electric vehicle refrigeration control device, or a dual-compressor liquid-cooling system. The following description uses a dual-compressor liquid-cooling system as an example to illustrate this embodiment and the subsequent embodiments.

[0081] Based on this, the embodiments of this application provide a cooling control method for pure electric vehicles with dual-compressor liquid cooling, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling according to this application.

[0082] In this embodiment, the cooling control method for a pure electric vehicle with dual-compressor liquid cooling includes steps S10 to S30:

[0083] Step S10: Obtain information on battery temperature, cab cooling requirements, charging mode, and vehicle operating status.

[0084] It should be noted that battery temperature refers to the real-time temperature data of the cells within the battery pack of a pure electric vehicle, covering the temperature of cells in different locations such as the head, middle, and tail of the battery pack, and is usually expressed in degrees Celsius. In this embodiment, battery temperature is the core basis for determining whether the battery needs cooling and determining the intensity of cooling. For example, when the battery temperature exceeds a certain threshold, corresponding cooling measures need to be activated to ensure the safe operation of the battery.

[0085] Additionally, the cabin cooling demand refers to the signal indicating the need for cooling by the occupants in the driver's cab of a pure electric vehicle. This signal is generated by the operating instructions of the vehicle's air conditioning system. Specifically, a cabin cooling demand is generated when the occupants turn on the air conditioning switch and turn the air conditioning knob to the cooling position; if the air conditioning switch is off or the knob is not in the cooling position, there is no cabin cooling demand. This directly determines whether cooling service needs to be provided to the driver's cab. Furthermore, the charging mode refers to the charging method used when the battery pack of a pure electric vehicle is replenished with electrical energy. It mainly includes two types: normal charging mode and super-fast charging mode. The normal charging mode has a relatively low charging power and is suitable for regular long-term charging scenarios; the super-fast charging mode has a higher charging power and can quickly replenish the battery pack with electrical energy, suitable for scenarios with high charging efficiency requirements. The heat generated by the battery pack varies under different charging modes, and the corresponding cooling demand also differs. Finally, vehicle operating status information is a collection of various data reflecting the current operating status of the pure electric vehicle, mainly including driving status and parking status. Driving status refers to the state of the vehicle during normal driving. The vehicle will generate a certain amount of heat due to the operation of the motor and the discharge of the battery. Parking status refers to the state of the vehicle when it is stopped but under high voltage. The heat of the vehicle mainly comes from the battery itself or the charging process. This information is used to determine the operating condition of the vehicle and thus determine the appropriate mode of cooling system.

[0086] Reference Figure 2 , Figure 2 This is a schematic diagram of the dual-compressor liquid cooling system structure of the first embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 2As shown, the dual-compressor liquid cooling system includes a first compressor 01 (compressor 1), which discharges high-temperature, high-pressure gaseous refrigerant and connects to outdoor heat exchanger 1, outdoor heat exchanger 2, or a radiator; a second compressor 02 (compressor 2), which also discharges high-temperature, high-pressure gaseous refrigerant and connects to outdoor heat exchanger 1, outdoor heat exchanger 2, or a radiator; and a first electronic expansion valve 03 (EXV1), located on the path of the medium-temperature, high-pressure liquid refrigerant flowing to the indoor heat exchanger 07 (the indoor evaporator in the diagram), which, together with the HVAC blower, forms the cab cooling section, and connecting the refrigerant pipeline after outdoor heat dissipation to the indoor... Internal heat exchanger 07; second electronic expansion valve 04, i.e., EXV2, is connected to the corresponding refrigerant line and the first refrigeration unit 09 (Chiller 1) along the path of refrigerant flow; third electronic expansion valve 05, i.e., EXV3, is connected to the corresponding refrigerant line and the second refrigeration unit 10 along the path of refrigerant flow and the second refrigeration unit 10 (Chiller 2); fan 06, i.e., the fan acts on outdoor heat exchanger 1, outdoor heat exchanger 2, and radiator to accelerate heat dissipation, and is connected to the airflow channel next to these heat dissipation components; indoor heat exchanger 07 is connected to... The refrigerant coming from the first electronic expansion valve 03 is also circulated with the air in the cab via the HVAC blower to achieve cab cooling; the water pump 1 (08) drives the coolant to circulate in the water circuit composed of the first refrigeration unit 09, the liquid cooling plate, the expansion tank 1, etc., and connects the first refrigeration unit 09 and the liquid cooling plate, etc.; the first refrigeration unit 09 is connected to the refrigerant coming from the second electronic expansion valve 04, and is also connected to the coolant circulated by the water pump 1 (08) to achieve heat exchange between the refrigerant and the coolant; the second refrigeration unit 10 is connected to the refrigerant coming from the third electronic expansion valve 05. It is also connected to the coolant circulating through water pump 2, and the flow direction is regulated by three-way valve 11 to achieve heat exchange between refrigerant and coolant; three-way valve 11, i.e., three-way proportional valve, is located in the path of coolant flowing out of liquid cooling plate, controlling the flow of coolant to the first refrigeration unit 09, the second refrigeration unit 10, or other passages, connecting liquid cooling plate to the first refrigeration unit 09, the second refrigeration unit 10, etc.; gas-liquid separator 1 is connected to the pipeline before the refrigerant is discharged from the first compressor 01, and gas-liquid separator 2 is connected to the pipeline before the refrigerant is discharged from the second compressor 02, ensuring gas-liquid separation of refrigerant; air heating PTC (Air PTC Heater (A-PTC) and Water PTC Heater (W-PTC) are auxiliary heating components connected to the corresponding circuits; the battery pack is connected to the liquid cooling plate, and the temperature is regulated by the coolant in the liquid cooling plate; expansion tank 1 and expansion tank 2 are respectively connected to the water circuits of water pump 1 (08) and water pump 2 to stabilize the water circuit pressure; M, i.e., motor, and MCU, i.e., control unit, are connected to control each component. According to different cooling modes, the valve opening is adjusted in combination with parameters such as the superheat of the heat exchanger outlet to complete the cooling control of the pure electric vehicle.

[0087] In this embodiment, electronic water pumps 1 and 2 circulate the coolant in the battery pack and motor circuit; the refrigeration devices (first refrigeration device 09 and second refrigeration device 10) exchange heat between the refrigerant and the battery pack coolant; the electronic expansion valves (first electronic expansion valve 03, second electronic expansion valve 04, and third electronic expansion valve 05) control the refrigerant flow rate and regulate the cooling capacity of each part by adjusting the opening degree; the three-way proportional valve is used to control the proportion of coolant flow in different directions; the refrigerant in the indoor heat exchanger 07 expands and vaporizes to absorb heat, thereby cooling the air intake of the cockpit; the outdoor heat exchangers 1 and 2 condense the high-temperature and high-pressure gaseous refrigerant. The system consists of a medium-temperature, high-pressure liquid refrigerant; an electric fan that forces airflow across the outdoor heat exchanger and front-end radiator surface to cool the refrigerant and coolant; first compressors 01 and 2 that transport energy via the refrigerant; a blower that accelerates heat exchange between the indoor heat exchanger and the air via forced airflow; an A-PTC that uses a PTC thermistor as a heat source to heat the air in the cab; a W-PTC that provides heat to the coolant, which then provides heat to the battery pack; gas-liquid separators 1 and 2 that separate the liquid from the refrigerant; and an expansion tank that provides sufficient liquid to the coolant circuit while simultaneously removing gas from the circuit.

[0088] Step S20: Identify a target cooling mode based on at least one of the battery temperature, the cab cooling demand, the charging mode, and the vehicle operating status information. The target cooling mode includes a single passenger compartment cooling mode, a single battery cooling mode, and a collaborative cooling mode.

[0089] It should be noted that the target cooling mode refers to the adaptation mode determined from a variety of preset cooling modes based on the actual cooling needs of the pure electric vehicle. It is used to guide the operation of the cooling components and ensure that the cooling system can efficiently meet the cooling needs of the vehicle. In this embodiment, the target cooling mode specifically includes three types: single passenger compartment cooling mode, single battery cooling mode, and collaborative cooling mode.

[0090] Furthermore, the single-passenger-cabin cooling mode refers to a mode that provides cooling services only for the driver's cab of a pure electric vehicle. In this mode, the cooling system operates solely to meet the cooling needs of the driver's cab and does not cool the battery pack. This mode is suitable when the driver's cab requires cooling but the battery temperature is within the range where cooling is not necessary.

[0091] Another option is single-battery cooling mode, which provides cooling services only for the battery pack of pure electric vehicles. In this mode, the cooling system focuses on cooling the battery pack to ensure it remains within a safe temperature range, without addressing the cooling needs of the driver's cab. This mode is suitable for scenarios where the battery temperature is high and requires cooling, but the driver's cab does not require cooling.

[0092] Another option is the coordinated cooling mode, which provides cooling services to both the driver's cab and the battery pack of a pure electric vehicle simultaneously. In this mode, the cooling system coordinates the allocation of various cooling components to meet the temperature comfort needs of the occupants in the driver's cab while ensuring that the battery pack remains within a safe temperature range. This mode is suitable for scenarios where both the driver's cab and the battery require cooling.

[0093] Understandably, the appropriate target cooling mode is determined by comprehensively analyzing the acquired information or making targeted judgments on key information. If there is a need for cooling in the cab and the battery does not require cooling, the target cooling mode is identified as a single-occupant-cabin cooling mode; if there is no need for cooling in the cab but the battery requires cooling, the target cooling mode is further confirmed based on the charging mode and vehicle operating status information, and then identified as a single-battery cooling mode; if both the cab and the battery require cooling, the target cooling mode is identified as a coordinated cooling mode.

[0094] Step S30: Control the operating status of at least one of the following components according to the target cooling mode: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve, to complete the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0095] It should be noted that both the first and second compressors are core components used to transport refrigerant energy. By compressing the refrigerant and circulating it in the refrigeration circuit, heat transfer is achieved. In this embodiment, the first compressor can operate independently or in conjunction with the second compressor. When operating independently, it can meet conventional low to medium cooling needs, while when operating in conjunction, it can provide higher cooling power to meet high cooling demands in scenarios such as supercharging.

[0096] Furthermore, the first, second, and third electronic expansion valves are all components used to control refrigerant flow. By adjusting their opening degrees, they change the refrigerant flow in different circuits, thereby regulating the cooling capacity of each part. Specifically, the first electronic expansion valve is mainly used to regulate the refrigerant flow to the indoor heat exchanger, the second electronic expansion valve is mainly used to regulate the refrigerant flow to the first refrigeration unit, and the third electronic expansion valve is mainly used to regulate the refrigerant flow to the second refrigeration unit. The opening degree is automatically adjusted according to the superheat at the outlet of the corresponding heat exchanger or refrigeration unit.

[0097] Additionally, the fan is a component used to accelerate heat exchange. By forcing airflow across the outdoor heat exchanger and the surface of the front radiator, it cools the refrigerant and coolant. The fan's operating status can be adjusted according to cooling demand.

[0098] Additionally, the interior heat exchanger is a component used to exchange heat between the refrigerant and the air inside the cab. The refrigerant expands and vaporizes within the heat exchanger, absorbing heat and thus cooling the air entering the cab, providing cooling for the cab. Its operation is related to the cab's cooling needs. When cooling is required, the interior heat exchanger activates, exchanging heat with the air to achieve cooling and meet the occupants' temperature requirements within the cab.

[0099] Additionally, the water pump is a component that provides the flow power for the cooling water circuit, enabling the circulation of coolant between the battery pack and the motor control circuit. Through the operation of the water pump, the coolant continuously flows in the cooling water circuit, carrying away the heat generated by the battery pack and motor control circuit. Cooling is then achieved through heat exchange with the refrigerant, ensuring that the battery pack and motor control circuit remain within a reasonable temperature range.

[0100] In addition, both the first and second refrigeration devices are components used to realize heat exchange between the refrigerant and the battery pack coolant. Through their combined action, the energy in the refrigerant is exchanged with the energy in the coolant, thereby providing cooling services for the battery pack.

[0101] Additionally, the three-way valve is a component used to control the proportion of different coolant flow directions. By controlling the opening port of the three-way valve, the flow path of the coolant can be changed to adapt to different cooling needs.

[0102] Understandably, the operating status of each refrigeration component is differentiated for different target cooling modes. First, if the target cooling mode is a single-passenger compartment cooling mode, the first compressor and fan are turned on, the second and third electronic expansion valves are closed, and the indoor heat exchanger is put into operation. The opening of the first electronic expansion valve is adjusted according to the superheat at the outlet of the indoor heat exchanger, achieving heat exchange between the refrigerant and the air in the driver's compartment through the indoor heat exchanger, thus cooling the driver's compartment. Second, if the target cooling mode is a single-battery cooling mode, the first compressor, fan, and water pump are turned on, the first electronic expansion valve is closed, and the first refrigeration unit is put into operation. The opening of the second electronic expansion valve is adjusted according to the superheat at the outlet of the first refrigeration unit, controlling the 13th port of the three-way valve to be open, achieving heat exchange between the refrigerant and the battery pack coolant through the first refrigeration unit, thus cooling the battery pack. If the battery cooling demand is high, the second compressor will also be turned on, controlling the second refrigeration unit to operate. Upon entering working mode, the opening of the third electronic expansion valve is adjusted according to the superheat at the outlet of the second refrigeration unit, and the 12-port of the three-way valve is controlled to conduct, thereby cooling the battery pack through the coordinated operation of the two refrigeration units. Finally, if the target cooling mode is the coordinated cooling mode, the first compressor, fan, indoor heat exchanger, water pump, and first refrigeration unit are controlled to start. The openings of the first and second electronic expansion valves are adjusted according to the superheat at the outlets of the indoor heat exchanger and the first refrigeration unit, respectively, to simultaneously meet the cooling needs of the cab and the battery pack. If the cooling demand is high, the second compressor and the second refrigeration unit will also be controlled to start, and the opening of the third electronic expansion valve will be adjusted. Through the coordinated operation of the two compressors and the two refrigeration units, the cooling needs of both the cab and the battery pack can be met. When super-fast charging is in progress and the cab has a cooling demand, the two compressors and the two refrigeration units will work together to ensure the cooling effect.

[0103] In one feasible implementation, step S20 may include steps S21 to S24:

[0104] Step S21: Obtain a first preset temperature threshold, a second preset temperature threshold, a third temperature threshold, and a fourth temperature threshold, wherein the third temperature threshold is less than the fourth temperature threshold, the fourth temperature threshold is less than the first preset temperature threshold, and the first preset temperature threshold is less than the second preset temperature threshold.

[0105] It should be noted that the first preset temperature threshold is the boundary between when the battery does not require cooling and when it does; the second preset temperature threshold is the boundary between when the battery requires single-compressor cooling and when it requires dual-compressor cooling; the third preset temperature threshold is the starting temperature at which the battery begins cooling in advance under super-fast charging mode; and the fourth preset temperature threshold is the boundary between when the battery switches from single-compressor cooling to dual-compressor cooling under super-fast charging mode. Specifically, the third temperature threshold in this embodiment can be 26°C, mainly used to determine whether to start pre-cooling the battery in advance under super-fast charging mode; the fourth temperature threshold in this embodiment can be 32°C, serving as the boundary between switching from single-compressor cooling to dual-compressor cooling under super-fast charging mode; the first preset temperature threshold in this embodiment can be 35°C, which is the core boundary between when the battery does not require cooling and when it does, and is also the basis for determining single-passenger cabin cooling mode, single-battery cooling mode, and collaborative cooling mode; the second preset temperature threshold in this embodiment can be 45°C, used to determine whether the battery is in a high-cooling-demand state. When the battery temperature reaches this threshold, dual-compressor collaborative cooling needs to be activated to meet the high-intensity cooling demand.

[0106] Step S22: When the cab cooling requirement is activated and the battery temperature is less than the first preset temperature threshold, the target cooling mode is identified as a single-occupant cabin cooling mode.

[0107] It is understandable that "cabin cooling demand is on" means the air conditioning function of the pure electric vehicle is activated. This state is triggered by the occupant's operation of the air conditioning system, specifically by pressing the air conditioning switch and turning the air conditioning knob to the cooling position. At this time, the occupants in the driver's compartment have a need for cooling. Furthermore, it is understandable that determining whether the driver's compartment cooling demand is on involves the air conditioning controller detecting whether the air conditioning switch is closed and whether the air conditioning knob is in the cooling position. If both conditions are met, the driver's compartment cooling demand is determined to be on. Secondly, it is determined whether the battery temperature is lower than a first preset temperature threshold. This is achieved by obtaining the highest cell temperature in the battery pack from the battery management system and comparing it with the first preset temperature threshold. If the highest battery temperature is less than 35 degrees Celsius, then the battery does not require cooling. Finally, when both of the above conditions are met simultaneously, the target cooling mode can be identified as the single-occupant compartment cooling mode.

[0108] Step S23: When the cab cooling demand is off, the target cooling mode is identified as a single-battery cooling mode based on at least one of the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information.

[0109] The system determines whether the driver's cab cooling requirement is disabled, i.e., if the air conditioning controller detects that the air conditioning cooling switch is not turned on or the knob is not in the cooling position, it is determined that cooling for the driver's cab is not required. If the vehicle's operating status information indicates that it is in driving mode, and the battery temperature is greater than the first preset temperature threshold and less than the second preset temperature threshold, it is identified as the first single-battery driving cooling mode. If the vehicle's operating status information indicates that it is in driving mode, and the battery temperature is greater than or equal to the second preset temperature threshold, it is identified as the second single-battery driving cooling mode. If the vehicle's operating status information indicates that it is in parked mode, and the battery temperature is greater than or equal to the second preset temperature threshold, it is identified as the single-battery parked cooling mode. If the charging mode is normal charging mode, and the battery temperature is greater than the first preset temperature threshold, it is identified as the single-battery charging cooling mode. If the charging mode is super-fast charging mode, and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, it is identified as the first single-battery fast charging cooling mode. If the charging mode is super-fast charging mode, and the battery temperature is greater than or equal to the fourth temperature threshold, it is identified as the second single-battery fast charging cooling mode. For example, if the cab cooling switch is not turned on and the vehicle is in normal charging mode, and the battery temperature collected by the battery management system is greater than the first preset temperature threshold of 35 degrees Celsius, then after judgment, the target cooling mode is identified as single-battery charging cooling mode.

[0110] Step S24: When the cab cooling demand is activated, the target cooling mode is identified as a collaborative cooling mode based on at least one of the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information.

[0111] To determine whether the cab cooling demand is activated, the air conditioning controller detects that the air conditioning cooling switch is on and the knob is in the cooling position, thus determining that cooling service needs to be provided to the cab. Combining a first preset temperature threshold, a second preset temperature threshold, a third temperature threshold, and a fourth temperature threshold, as well as the acquired battery temperature, charging mode, and vehicle operating status information, a multi-dimensional judgment is made to identify the specific collaborative cooling sub-mode.

[0112] In one feasible implementation, step S23 may include: when the cab cooling demand is off, the vehicle operating status information is in driving mode, and the battery temperature is greater than the first preset temperature threshold and less than the second preset temperature threshold, identifying the target cooling mode as a first single-battery driving cooling mode; when the vehicle operating status information is in driving mode and the battery temperature is greater than or equal to the second preset temperature threshold, identifying the target cooling mode as a second single-battery driving cooling mode; when the vehicle operating status information is in parking mode and the battery temperature is greater than or equal to the second preset temperature threshold, identifying the target cooling mode as a single-battery parking mode; when the charging mode is normal charging mode and the battery temperature is greater than the first preset temperature threshold, identifying the target cooling mode as a single-battery charging cooling mode; when the charging mode is fast charging mode and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, identifying the target cooling mode as a first single-battery fast charging cooling mode; and when the charging mode is fast charging mode and the battery temperature is greater than or equal to the fourth temperature threshold, identifying the target cooling mode as a second single-battery fast charging cooling mode.

[0113] It should be noted that the first single-battery driving cooling mode is a sub-mode under single-battery cooling mode designed for vehicle driving and normal battery cooling needs. It is suitable for scenarios where there is no cooling requirement in the cab, the vehicle is in motion, and the battery temperature is above a first preset temperature threshold but below a second preset temperature threshold. In this case, only a single compressor and its associated components are needed to meet the battery cooling requirements; dual compressors are not required. The second single-battery driving cooling mode is a sub-mode under single-battery cooling mode designed for vehicle driving and high battery cooling needs. It is suitable for scenarios where there is no cooling requirement in the cab, the vehicle is in motion, and the battery temperature is above or equal to the second preset temperature threshold. In this case, the cooling capacity of a single compressor is insufficient, requiring the activation of dual compressors and dual cooling devices to increase cooling power and meet the high-intensity cooling needs of the battery. Finally, the single-battery parking cooling mode is a sub-mode under single-battery cooling mode designed for vehicle parking and high battery cooling needs. It is suitable for scenarios where there is no cooling requirement in the cab, the vehicle is in parking operation, and the battery temperature is above or equal to the second preset temperature threshold. It uses a single or dual compressor to cool the battery in the parking state, preventing the battery from exceeding its temperature limit due to rest or slight heat dissipation. Additionally, the single-battery charging cooling mode is a sub-mode of the single-battery cooling mode for normal charging scenarios. It is suitable for situations where there is no cooling requirement in the cab, the vehicle is in normal charging mode, and the battery temperature is "greater than the first preset temperature threshold." During normal charging, the battery heat generation rate is relatively slow, and starting a single compressor and the first cooling device is sufficient to meet the battery cooling requirements, ensuring stable battery temperature during charging. Furthermore, the first single-battery fast charging cooling mode is a sub-mode of the single-battery cooling mode for super-fast charging scenarios and battery pre-cooling requirements. It is suitable for situations where there is no cooling requirement in the cab, the vehicle is in super-fast charging mode, and the battery temperature is greater than or equal to the third preset temperature threshold. In scenarios where the temperature threshold is less than the fourth temperature threshold, super-fast charging generates heat rapidly. Therefore, a single compressor and the first cooling device need to be activated in advance to pre-cool the battery and prevent a rapid temperature rise during subsequent charging. Additionally, the second single-battery fast charging cooling mode is a sub-mode within the single-battery cooling mode designed for super-fast charging scenarios with high battery cooling requirements. It is suitable for scenarios where there is no cooling requirement in the driver's cab, the vehicle is in super-fast charging mode, and the battery temperature is greater than or equal to the fourth temperature threshold. In this case, the heat generation rate of super-fast charging exceeds the cooling capacity of a single compressor, requiring the activation of dual compressors and dual cooling devices to work together with high cooling power to control the battery temperature and ensure safe super-fast charging.

[0114] Understandably, when the cab cooling requirement is off, the precise identification of each sub-mode of single-battery cooling is achieved by combining vehicle operating status information, charging mode, battery temperature, and various preset temperature thresholds: First, when the vehicle operating status information is in driving mode, and the battery temperature is greater than the first preset temperature threshold but less than the second preset temperature threshold, the target cooling mode is identified as the first single-battery driving cooling mode. At this time, the battery generates heat during driving, but the demand is normal, and a single compressor can meet it. Second, when the vehicle operating status information is in driving mode, and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second single-battery driving cooling mode. At this time, the battery generates heat under high load during driving, requiring dual compressors to work together for cooling. Third, when the vehicle operating status information is in parked mode, and the battery temperature is greater than or equal to the second preset temperature threshold... When the temperature threshold is reached, the target cooling mode is identified as the single-battery parking cooling mode. At this time, the battery is still high in the parking state and requires targeted cooling. Then, when the charging mode is normal charging mode and the battery temperature is greater than the first preset temperature threshold, the target cooling mode is identified as the single-battery charging cooling mode. Normal charging generates heat gradually, and a single compressor can meet the needs. Next, when the charging mode is super fast charging mode and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, the target cooling mode is identified as the first single-battery fast charging cooling mode. Super fast charging requires pre-cooling, and a single compressor can be started. Finally, when the charging mode is super fast charging mode and the battery temperature is greater than or equal to the fourth temperature threshold, the target cooling mode is identified as the second single-battery fast charging cooling mode. Super fast charging requires dual compressors to work together to ensure that the cooling power matches the heat generation rate.

[0115] In one feasible implementation, step S24 may include: when the cab cooling demand is activated, the vehicle operating status information is in a driving state, and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold, identifying the target cooling mode as a first cooperative driving cooling mode; when the vehicle operating status information is in a driving state and the battery temperature is greater than or equal to the second preset temperature threshold, identifying the target cooling mode as a second cooperative driving cooling mode; when the vehicle operating status information is in a parked operating state and the battery temperature is greater than or equal to the second preset temperature threshold, identifying the target cooling mode as a cooperative parking operating cooling mode; when the charging mode is normal... When the charging mode is normal and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as a first collaborative charging cooling mode; when the charging mode is normal and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as a second collaborative charging cooling mode; when the charging mode is fast and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, the target cooling mode is identified as a first collaborative fast charging cooling mode; when the charging mode is fast and the battery temperature is greater than or equal to the fourth temperature threshold, the target cooling mode is identified as a second collaborative fast charging cooling mode.

[0116] It should be noted that the first collaborative driving cooling mode is a sub-mode under the collaborative cooling mode, designed for situations where the vehicle is in motion and both the cab and battery have normal cooling needs. This mode is suitable for scenarios where cab cooling is activated, the vehicle is in motion, and the battery temperature is greater than or equal to a first preset temperature threshold but less than a second preset temperature threshold. In this case, the battery generates normal heat during discharge, and there is no need for both compressors to operate at full load. A single compressor can coordinate and regulate the cooling resources of both the cab and the battery to simultaneously meet their basic cooling needs. The second collaborative driving cooling mode is a sub-mode under the collaborative cooling mode, designed for situations where the vehicle is in motion and both the cab and battery have high cooling needs. This mode is suitable for scenarios where cab cooling is activated, the vehicle is in motion, and the battery temperature is greater than or equal to a second preset temperature threshold. In this case, the heat generated by the motor during vehicle operation and the heat generated by the battery's high-load discharge are combined. The cooling capacity of a single compressor cannot simultaneously meet the comfort needs of the cab and the safety cooling needs of the battery. Therefore, both compressors need to be activated to work collaboratively to increase the overall cooling power. Finally, the collaborative parking cooling mode is a sub-mode under the collaborative cooling mode, designed for situations where the vehicle is parked and both the cab and the battery have high cooling needs. The first collaborative charging and cooling mode is a sub-mode under the collaborative cooling mode, applicable to scenarios where the cab cooling requirement is activated, the vehicle is in a parked operating state (such as waiting for charging or parked but with occupants inside), and the battery temperature is greater than or equal to the second preset temperature threshold. In this mode, although there is no motor generating heat, the battery itself is still hot and requires high-intensity cooling, while simultaneously meeting the cooling needs of the cab occupants. Precise control of the cooling components is needed to achieve a coordinated fulfillment of both needs. The second collaborative charging and cooling mode is a sub-mode under the collaborative cooling mode, applicable to scenarios where the cab cooling requirement is activated, the charging mode is normal, and the battery temperature is greater than or equal to the first preset temperature threshold but less than the second preset temperature threshold. During normal charging, the battery heat generation rate is slow, and a single compressor can simultaneously handle both cab cooling and normal battery cooling without the need to activate dual compressors. The third collaborative charging and cooling mode is a sub-mode under the collaborative cooling mode, applicable to scenarios where the cab cooling requirement is activated, the charging mode is normal, and the battery temperature is greater than or equal to the first preset temperature threshold but less than the second preset temperature threshold. This mode is suitable for scenarios where cab cooling is required, the charging mode is normal, and the battery temperature is greater than or equal to the second preset temperature threshold. Although it is normal charging, the battery may become hot due to high initial temperature or accumulated temperature during charging time. Therefore, the dual compressors need to be activated to quickly reduce the battery temperature while simultaneously meeting cab cooling requirements, preventing the battery temperature from exceeding the limit during charging. Additionally, the first collaborative fast charging cooling mode is a sub-mode under the collaborative cooling mode, designed for super-fast charging where both the cab and battery require pre-cooling or regular cooling.The first mode is suitable for scenarios where cab cooling is required, the charging mode is SuperCharge, and the battery temperature is above or equal to the third temperature threshold but below the fourth temperature threshold. SuperCharge generates heat rapidly, necessitating pre-cooling of the battery to prevent subsequent temperature spikes while simultaneously meeting cab cooling requirements. In this case, a single compressor can handle both pre-cooling and cab cooling. The second mode, a collaborative fast-charging cooling mode, is a sub-mode for SuperCharge where both the cab and battery have high cooling demands. It is suitable for scenarios where cab cooling is required, the charging mode is SuperCharge, and the battery temperature is above or equal to the fourth temperature threshold. Under SuperCharge, the combined high-temperature heat generation from the battery and the cab cooling demand exceeds the cooling capacity of a single compressor. Therefore, dual compressors are activated, using dual cooling circuits to enhance battery cooling and cab cooling respectively, ensuring safe SuperCharge operation and passenger comfort.

[0117] Understandably, assuming the cab cooling requirement is enabled, the precise identification of each sub-mode of coordinated cooling is achieved by combining vehicle operating status information, charging mode, and comparison of battery temperature with various preset temperature thresholds: First, when the vehicle operating status is in driving mode, and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as the first coordinated driving cooling mode. In this mode, the battery generates heat normally during driving, and a single compressor can simultaneously meet the cooling needs of both the cab and the battery. Second, when the vehicle operating status is in driving mode, and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second coordinated driving cooling mode. During driving, the battery generates heat under high load, requiring dual compressors to coordinate and match the dual cooling needs. Third, when the vehicle operating status is in parked operation mode, and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the coordinated parked operation cooling mode. In the parked state, both high battery temperature and cab cooling requirements coexist, requiring targeted adjustment. The system then identifies the target cooling mode as the first collaborative charging cooling mode when the charging mode is normal charging mode and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold. Normal charging generates heat gradually, and a single compressor can handle both needs. Next, when the charging mode is normal charging mode and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second collaborative charging cooling mode. Under normal charging conditions, the high battery temperature requires dual compressors to enhance cooling, simultaneously meeting the cab's requirements. Then, when the charging mode is super-fast charging mode and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, the target cooling mode is identified as the first collaborative fast charging cooling mode. Super-fast charging requires pre-cooling the battery, and a single compressor can collaboratively complete both pre-cooling and cab cooling. Finally, when the charging mode is super-fast charging mode and the battery temperature is greater than or equal to the fourth temperature threshold, the target cooling mode is identified as the second collaborative fast charging cooling mode. Super-fast charging requires dual compressors to work together to ensure battery safety and cab comfort.

[0118] In this embodiment, the exit condition for the single-occupant cabin cooling mode is that the air conditioning cooling switch is off or the knob is not in the cooling position; the exit condition for the first single-battery driving cooling mode is that the battery's maximum temperature is <32℃ or the battery's maximum temperature is ≥45℃; the exit condition for the second single-battery driving cooling mode is that the battery's maximum temperature is <40℃; the exit condition for the single-battery parking cooling mode is that the battery's maximum temperature is <40℃; the exit condition for the single-battery charging cooling mode is that the battery's maximum temperature is <32℃; the exit condition for the first single-battery fast-charging cooling mode is that the battery is in super-fast charging mode and the battery's maximum temperature is <24℃ or the battery's maximum temperature is ≥32℃; the exit condition for the second single-battery fast-charging cooling mode is that the battery's maximum temperature is <30℃ or the super-fast-charging mode is exited; the exit condition for the first cooperative driving cooling mode is that the air conditioning is on. The conditions for exiting the second collaborative driving cooling mode are: air conditioning cooling switch off or battery maximum temperature <32℃ or battery maximum temperature ≥45℃; the conditions for exiting the collaborative parking cooling mode are: air conditioning cooling switch off or battery maximum temperature <40℃; the conditions for exiting the first collaborative charging cooling mode are: air conditioning cooling switch off or battery maximum temperature <32℃ or battery maximum temperature ≥45℃; the conditions for exiting the second collaborative charging cooling mode are: air conditioning cooling switch off or battery maximum temperature <40℃; the conditions for exiting the first collaborative fast charging cooling mode are: air conditioning cooling switch off or battery maximum temperature <24℃ or battery maximum temperature ≥32℃; the conditions for exiting the second collaborative fast charging cooling mode are: air conditioning cooling switch off or battery maximum temperature <30℃.

[0119] This embodiment provides a cooling control method for pure electric vehicles with dual-compressor liquid cooling. By acquiring information such as battery temperature, cab cooling requirements, charging mode, and vehicle operating status, and identifying the target cooling mode based on this information, the method intelligently controls the operating status of components such as the first compressor, second compressor, electronic expansion valve, fan, indoor heat exchanger, water pump, cooling device, and three-way valve in the dual-compressor liquid cooling system. This solves the problem of accurately matching the cooling requirements of pure electric vehicles under different operating conditions, achieving the beneficial effects of ensuring safe battery operation, meeting cab comfort requirements, and optimizing energy efficiency.

[0120] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S30 of the dual-compressor liquid-cooled pure electric vehicle refrigeration control method includes steps S31 to S32:

[0121] Step S31: When the target cooling mode is the single-passenger-cabin cooling mode, control the first compressor and the fan to turn on, the second electronic expansion valve to turn off, and adjust the opening of the first electronic expansion valve according to the outlet superheat of the indoor heat exchanger, so as to complete the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0122] It should be noted that the outlet superheat of the indoor heat exchanger refers to the difference between the actual temperature of the refrigerant at the outlet of the indoor heat exchanger and the saturation temperature of the refrigerant at that pressure. It is a key parameter reflecting the matching degree between the cooling effect of the indoor heat exchanger and the refrigerant flow rate. If the superheat is too high, it indicates that the refrigerant flow rate is insufficient and the cooling effect is poor; if the superheat is too low, it may lead to the refrigerant not being completely vaporized, which will affect the life of the compressor.

[0123] Understandably, when the target cooling mode is single-occupant cabin cooling mode, the first compressor is activated. After starting, the first compressor compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant, providing power for the refrigerant cycle. Simultaneously, the fan is activated, generating forced airflow that flows over the surface of the outdoor heat exchanger, accelerating the condensation and heat release of the high-temperature, high-pressure gaseous refrigerant within the outdoor heat exchanger, converting it into a medium-temperature, high-pressure liquid refrigerant. The second electronic expansion valve is closed. Since the battery does not require cooling in this mode, closing the second electronic expansion valve cuts off the refrigerant flow to the first cooling unit, preventing refrigerant waste. Based on the indoor heat exchanger... The outlet superheat adjustment controls the opening of the first electronic expansion valve. When the medium-temperature, high-pressure liquid refrigerant flows through the first electronic expansion valve, the pressure reduction and throttling caused by the valve opening adjustment results in a low-temperature, low-pressure gas-liquid mixture. After entering the indoor heat exchanger, it absorbs heat from the air in the driver's cab and completely vaporizes. The difference between the refrigerant temperature and the saturation temperature at the outlet of the indoor heat exchanger is the outlet superheat. If the superheat is greater than the preset value, the opening of the first electronic expansion valve is increased to increase the refrigerant flow. If the superheat is less than the preset value, the opening is decreased to reduce the flow. Through dynamic adjustment, the indoor heat exchanger is ensured to output a stable cooling capacity, thereby cooling the driver's cab and ultimately completing the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0124] Reference Figure 4 , Figure 4 This is a schematic diagram illustrating the operation of the single-passenger compartment cooling mode in the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 4As shown, the red line represents the refrigerant flow path. In single-occupant cabin cooling mode, when the air conditioning cooling switch is turned on and the battery's maximum temperature does not exceed 35°C, compressor 1 starts working. At this time, the high-pressure gas separated by gas-liquid separator 1 enters compressor 1, is compressed into high-temperature and high-pressure refrigerant gas, condenses into medium-temperature and high-pressure liquid through outdoor heat exchanger 1, and then enters indoor evaporator through expansion valve EXV1. In indoor evaporator, it expands and vaporizes, absorbing heat to cool the intake air of the cockpit. EXV1 automatically adjusts its opening according to the superheat of indoor heat exchanger outlet to control refrigerant flow. Indoor blower accelerates airflow through indoor evaporator to improve cooling efficiency. At the same time, fan turns on, forcing airflow across the surface of outdoor heat exchanger 1 to help dissipate heat. Expansion valve EXV2 is closed in this mode to ensure that refrigerant flows only in the single-occupant cabin cooling cycle. This mode exits when the air conditioning cooling switch is turned off or the knob is not in the cooling position.

[0125] Step S32: When the target cooling mode is a single-battery cooling mode or a collaborative cooling mode, control the operating status of at least one of the following: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first cooling device, the second cooling device, and the three-way valve, to complete the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0126] It is understood that in this embodiment, for the single-battery cooling mode, if it is the first single-battery driving cooling mode, the single-battery parking cooling mode, the single-battery charging cooling mode, or the first single-battery fast-charging cooling mode, the first compressor, fan, and water pump are turned on, the first electronic expansion valve is closed, the three-way valve 13 is opened, and the opening of the second electronic expansion valve is adjusted according to the superheat of the first cooling device outlet. The refrigerant enters the first cooling device after the first electronic expansion valve closes the passage and the second electronic expansion valve throttles it, where it exchanges heat with the circulating coolant driven by the water pump, reducing the coolant temperature to cool the battery. If it is the second single-battery driving cooling mode or the second single-battery fast-charging cooling mode, the second compressor and the second cooling device are additionally turned on, the three-way valve 12 is opened, and the opening of the third electronic expansion valve is adjusted according to the superheat of the second cooling device outlet. The two compressors work together to deliver refrigerant, which enters the corresponding cooling device after being throttled by the second and third electronic expansion valves, where it exchanges heat efficiently with the coolant. For the coordinated cooling mode, if it is the first coordinated driving cooling mode, coordinated parking cooling mode, first coordinated charging cooling mode, or first coordinated fast charging cooling mode, the first compressor, fan, water pump, and indoor heat exchanger are turned on, the three-way valve 13 is turned on, the opening of the first electronic expansion valve is adjusted according to the superheat of the indoor heat exchanger outlet, and the opening of the second electronic expansion valve is adjusted according to the superheat of the first cooling device outlet. If it is the second coordinated driving cooling mode, second coordinated charging cooling mode, or second coordinated fast charging cooling mode, the second compressor and second cooling device are turned on, the three-way valve 12 is turned on, and the opening of the third electronic expansion valve is adjusted. The two compressors serve the high cooling needs of the cab and the battery respectively, and finally complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0127] In one feasible implementation, step S32 may include steps A321 to A323:

[0128] Step A321: When the target cooling mode is the first single-battery driving cooling mode of the single-battery cooling mode, control the first compressor, the fan and the water pump to turn on, close the first electronic expansion valve, control the first outlet and the third outlet of the three-way valve to be open, and adjust the opening of the second electronic expansion valve according to the outlet superheat of the first cooling device to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0129] It should be noted that the opening of the first and third outlets of the three-way valve means controlling the position of the valve core so that coolant flows in only from the first outlet and out only from the third outlet. Additionally, the outlet superheat of the first refrigeration unit refers to the difference between the actual temperature of the refrigerant at the outlet of the first refrigeration unit and the refrigerant saturation temperature at that pressure. It is a key parameter reflecting the refrigerant's heat absorption effect and flow rate matching within the first refrigeration unit. If the superheat is too high, it indicates insufficient refrigerant flow, which cannot fully absorb heat from the coolant, resulting in poor battery cooling. If the superheat is too low, the refrigerant may not be fully vaporized before entering the compressor, increasing the risk of liquid slugging in the compressor and affecting component lifespan.

[0130] Understandably, when the target cooling mode is the first single-battery driving cooling mode, the first compressor is activated. After starting, the first compressor compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant, providing power for refrigerant circulation. Simultaneously, the fan is activated, generating forced airflow that flows over the surface of the outdoor heat exchanger, accelerating the condensation and heat release of the high-temperature, high-pressure gaseous refrigerant within the outdoor heat exchanger, converting it into a medium-temperature, high-pressure liquid refrigerant. Next, the water pump is activated, driving the coolant in the battery pack to circulate in the cooling water circuit, carrying the heat generated by the battery to subsequent heat exchange stages. Then, the first electronic expansion valve is closed. Since this mode only needs to cool the battery, closing the first electronic expansion valve cuts off the refrigerant flow to the indoor heat exchanger (serving the driver's cab cooling), preventing ineffective refrigerant use. Consumption; simultaneously controlling the first and third outlets of the three-way valve to ensure that the coolant can only flow through the first refrigeration unit, preparing for subsequent heat exchange with the refrigerant; finally, adjusting the opening of the second electronic expansion valve according to the superheat of the outlet of the first refrigeration unit. When the medium-temperature, high-pressure liquid refrigerant flows through the second electronic expansion valve, due to the valve opening adjustment and pressure reduction throttling, it becomes a low-temperature, low-pressure gas-liquid mixture. After entering the first refrigeration unit, it absorbs heat from the coolant and completely vaporizes. By monitoring the superheat of the outlet of the first refrigeration unit in real time, if the superheat is greater than the preset value (3-5℃), the opening of the second electronic expansion valve is increased to increase the refrigerant flow; if the superheat is less than the preset value, the opening is decreased to reduce the flow, ensuring stable and efficient heat exchange of the first refrigeration unit, reducing the coolant temperature, and thus cooling the battery, ultimately completing the refrigeration control of the pure electric vehicle with dual-compressor liquid cooling.

[0131] Reference Figure 5 , Figure 5 This is a schematic diagram illustrating the operation of the first single-battery driving cooling mode in the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 5As shown, the red line represents the refrigerant flow path. In the first single-battery driving cooling mode, when the battery temperature is above 35°C but below 45°C, the system performs the following actions to cool the battery: Compressor 1 starts working, pushing the refrigerant to circulate in the system; Expansion valve EXV1 closes to ensure that the refrigerant does not flow to the indoor evaporator, thus preventing cooling of the passenger compartment; the fan turns on to enhance the heat dissipation effect of outdoor heat exchangers 1 and 2; water pump 1 works to promote the circulation of coolant in the system; ports 1 and 3 of the three-way valve are open, allowing the refrigerant to flow to Chiller 1 and the liquid cooling plate, which are used for battery cooling; Expansion valve EXV2 automatically adjusts its opening according to the superheat at the outlet of Chiller 1 to control the refrigerant flow to Chiller 1, achieving effective battery cooling. This mode exits when the battery temperature drops below 32°C or rises to 45°C or above.

[0132] Step A322: When the target cooling mode is the second single-battery driving cooling mode or the second single-battery fast-charging cooling mode, control the first compressor, the second compressor, the fan and the water pump to turn on, close the first electronic expansion valve, control the first outlet and the second outlet of the three-way valve to be open, and adjust the opening of the second electronic expansion valve and the third electronic expansion valve according to the outlet superheat of the first cooling device and the second cooling device, respectively, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0133] It should be noted that the connection between the first and second outlets of the three-way valve means that by controlling the position of the valve core, coolant flows in only from the first outlet and flows out only from the second outlet of the three-way valve.

[0134] Understandably, when the target cooling mode is either the second single-battery driving cooling mode or the second single-battery fast-charging cooling mode, the first and second compressors are simultaneously activated. The dual compressors work together to compress the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant, significantly improving refrigerant circulation power and cooling capacity to match the battery's high cooling demands. Simultaneously, the fan is activated at a higher speed to enhance the heat dissipation of the outdoor heat exchanger, ensuring that the high-temperature, high-pressure gaseous refrigerant discharged from the dual compressors can quickly condense into a medium-temperature, high-pressure liquid refrigerant. Next, the water pump is activated at a higher power than in the normal mode, increasing the coolant circulation rate and accelerating the transfer of battery heat. Finally, the first electronic expansion valve is closed, cutting off the refrigerant flow to the indoor heat exchanger to prevent refrigerant diversion from affecting the battery. Cooling effect; simultaneously controlling the first and second outlets of the three-way valve to allow the coolant to flow in parallel through the first and second refrigeration units, expanding the heat exchange area between the coolant and refrigerant; finally, adjusting the opening of the second and third electronic expansion valves according to the superheat at the outlets of the first and second refrigeration units respectively: the medium-temperature, high-pressure liquid refrigerant is divided into two paths, one of which enters the first refrigeration unit after being throttled by the second electronic expansion valve, and its opening is dynamically adjusted according to the superheat at the outlet of the first refrigeration unit to ensure that the refrigerant in this path fully absorbs heat; the other path enters the second refrigeration unit after being throttled by the third electronic expansion valve, and its opening is dynamically adjusted according to the superheat at the outlet of the second refrigeration unit, so that the two refrigerants work together to absorb heat from the coolant, quickly reducing the coolant temperature, thereby efficiently cooling the battery, and finally completing the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0135] Reference Figure 6 , Figure 6 This is a schematic diagram illustrating the second single-battery driving cooling mode operation of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 6 As shown in the diagram, the red lines represent the refrigerant flow path, and the yellow lines represent the coolant flow path. In the second single-battery driving cooling mode, if the battery temperature is too high for a single compressor to meet the cooling requirements, when the battery's maximum temperature reaches or exceeds 45°C, the system will perform the following actions: Compressors 1 and 2 will operate simultaneously; EXV1 will shut down to block refrigerant flow to the indoor evaporator; the fan will turn on to enhance heat dissipation from the outdoor heat exchanger; water pump 1 will operate to promote coolant circulation; the three-way valve will direct refrigerant to Chiller1 and Chiller2; and EXV2 and EXV3 will automatically adjust according to the outlet superheat of Chiller1 and Chiller2, respectively, to control the refrigerant flow to the two Chillers, achieving effective cooling of the battery. When the battery's maximum temperature drops below 40°C, the cooling mode will exit.

[0136] Reference Figure 7 , Figure 7 This is a schematic diagram illustrating the operation of the second single-cell fast-charging cooling mode in the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 7 As shown, the red line represents the refrigerant flow path, and the yellow line represents the coolant flow path. In the second single-battery fast-charging cooling mode, it is suitable for situations where the cab has no cooling or heating requirements, the battery enters super-fast charging mode, and the battery temperature is high, requiring a dual-compressor cooling mode to meet the cooling demands of super-fast charging. The activation condition is that the battery's maximum temperature reaches or exceeds 32°C. The actions include: compressors 1 and 2 operating simultaneously; the fan turning on to enhance heat dissipation; water pump 1 operating to promote coolant circulation; and the opening of ports 1 and 2 of the three-way valve, allowing refrigerant to flow to Chillers 1 and 2. EXV2 and EXV3 automatically adjust based on the outlet superheat of Chillers 1 and 2, respectively, to control the refrigerant flow to the two chillers, achieving effective battery cooling. This cooling mode exits when the battery's maximum temperature drops below 30°C or when the super-fast charging mode is exited.

[0137] Step A323: When the target cooling mode is any one of the single-battery parking operation cooling mode, single-battery charging cooling mode, and first single-battery fast charging cooling mode, control the first compressor, the fan, and the water pump to turn on, close the first electronic expansion valve, control the first outlet and the third outlet of the three-way valve to be open, and adjust the opening of the second electronic expansion valve according to the outlet superheat of the first cooling device to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0138] Understandably, when the target cooling mode is any one of the single-battery parking cooling mode, single-battery charging cooling mode, or the first single-battery fast-charging cooling mode, the first compressor is activated. After starting, the first compressor compresses the refrigerant, providing power for the cooling cycle. Simultaneously, the fan is activated, accelerating heat dissipation from the outdoor heat exchanger, causing the high-temperature, high-pressure gaseous refrigerant to condense into a medium-temperature, high-pressure liquid refrigerant. Next, the water pump is activated, driving the coolant to circulate in the cooling water circuit. In parking mode, the water pump carries away the battery's own heat; in normal charging mode, the water pump introduces the battery's charging heat into the heat exchange circuit; in the first single-battery fast-charging mode, the water pump pre-drives the coolant circulation to prepare for battery pre-cooling. Finally, the first electronic expansion valve is closed, cutting off the refrigerant flow to the indoor heat exchanger. The system ensures that all refrigerant is used for battery cooling by controlling the flow path of the heat exchanger. Simultaneously, it controls the first and third outlets of the three-way valve to ensure that the coolant flows only through the first refrigeration unit, preventing diversion and ensuring efficient heat exchange. Finally, it adjusts the opening of the second electronic expansion valve based on the superheat at the outlet of the first refrigeration unit. Medium-temperature, high-pressure liquid refrigerant enters the first refrigeration unit after being throttled by the second electronic expansion valve, absorbing heat from the coolant and vaporizing. By monitoring the superheat at the outlet of the first refrigeration unit, the opening of the second electronic expansion valve is dynamically adjusted (increasing the opening if the superheat is too high, decreasing it if it is too low), ensuring stable heat exchange in the first refrigeration unit and reducing the coolant temperature to a reasonable range. This, in turn, cools the battery (reducing the battery's own high temperature in parking mode, controlling charging heat generation in charging mode, and pre-cooling in fast charging mode), ultimately completing the dual-compressor liquid-cooled pure electric vehicle refrigeration control.

[0139] Reference Figure 8 , Figure 8 This is a schematic diagram illustrating the single-battery parking operation cooling mode of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 8 As shown in the diagram, the red lines represent the refrigerant flow path in the system. In single-battery parking cooling mode, when the vehicle is idling and the battery temperature is too high, if the battery's maximum temperature reaches or exceeds 45°C, the system will perform the following actions: Compressor 1 starts, pushing the refrigerant through the system for circulation; the fan turns on to enhance the heat dissipation of the outdoor heat exchanger; water pump 1 operates, promoting coolant circulation in the system to help dissipate heat from the battery pack; the three-way valve is adjusted to port 13, allowing refrigerant to flow to Chiller 1; EXV2 automatically adjusts its opening based on the superheat at the Chiller 1 outlet to control the refrigerant flow to Chiller 1, achieving effective battery cooling. When the battery's maximum temperature drops below 40°C, the system will stop operating in this mode.

[0140] Reference Figure 9 , Figure 9This is a schematic diagram illustrating the single-battery charging cooling mode operation of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 9 As shown in the diagram, the red line represents the refrigerant flow path. In single-battery charging cooling mode, this is suitable for situations where the cab has no cooling or heating requirements, the battery is in normal charging mode, and the battery temperature is high and requires cooling. The activation condition is that the battery's maximum temperature exceeds 35°C. The actions performed include compressor 1 operating to provide refrigerant circulation, the fan turning on to enhance the heat dissipation of the outdoor heat exchanger, water pump 1 operating to promote coolant circulation in the system, and the three-way valve opening at ports 1 and 3 to allow refrigerant to flow to Chiller 1. EXV2 automatically adjusts the refrigerant flow to Chiller 1 based on the superheat at the Chiller 1 outlet to effectively cool the battery. This cooling mode exits when the battery's maximum temperature drops below 32°C.

[0141] Reference Figure 10 , Figure 10 This is a schematic diagram illustrating the operation of the first single-cell fast-charging cooling mode in the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 10 As shown in the diagram, the red line represents the refrigerant flow path. In the first single-battery fast-charging cooling mode, suitable for situations where there is no need for cooling or heating in the cab, the battery enters super-fast charging mode. Although the battery temperature is not yet high, it needs to enter cooling mode in advance for unforeseen circumstances. The activation condition is that the battery's maximum temperature is between 26°C and 32°C. The actions performed include compressor 1 operating to provide refrigerant circulation, the fan turning on to enhance the heat dissipation of the outdoor heat exchanger, water pump 1 operating to promote coolant circulation in the system, and the three-way valve opening at ports 1 and 3 to allow refrigerant to flow to Chiller 1. EXV2 automatically adjusts according to the superheat at the Chiller 1 outlet to control the refrigerant flow to Chiller 1, achieving effective battery cooling. This cooling mode exits when the battery's maximum temperature drops below 24°C or reaches 32°C.

[0142] In one feasible implementation, step S32 may include steps B321 to B323:

[0143] Step B321: When the target cooling mode is the first collaborative driving cooling mode, the first compressor, the fan, the indoor heat exchanger and the water pump are turned on, the first outlet and the third outlet of the three-way valve are turned on, and the opening of the first electronic expansion valve and the second electronic expansion valve are adjusted according to the outlet superheat of the indoor heat exchanger and the first cooling device, respectively. The driver's cab is cooled through the indoor heat exchanger and the battery pack is cooled through the first cooling device, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0144] Understandably, in this embodiment, when the target cooling mode is the first collaborative driving cooling mode, the first compressor is controlled to start. After the first compressor starts, it compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant, providing power for the entire cooling cycle. At the same time, the fan is controlled to start, and the fan generates forced airflow that flows over the surface of the outdoor heat exchanger, accelerating the condensation and heat release of the high-temperature, high-pressure gaseous refrigerant in the outdoor heat exchanger, converting it into a medium-temperature, high-pressure liquid refrigerant. Then, the indoor heat exchanger and water pump are controlled to start. The indoor heat exchanger enters the working state to prepare for the cooling of the cab. After the water pump starts, it drives the coolant in the battery pack to circulate in the cooling water circuit, carrying the heat generated by the battery discharge during driving into the subsequent heat exchange stage. Then, the first outlet and the third outlet of the three-way valve are controlled to open, so that the coolant can only flow through the first cooling device to ensure cooling. The heat from the liquid refrigerant is concentrated and transferred to the refrigerant in the first refrigeration unit. Finally, the opening of the first and second electronic expansion valves is adjusted according to the superheat at the outlets of the indoor heat exchanger and the first refrigeration unit, respectively. The medium-temperature, high-pressure liquid refrigerant is divided into two paths. One path flows through the first electronic expansion valve, whose opening is dynamically adjusted according to the superheat at the outlet of the indoor heat exchanger (the opening is increased if the superheat is too high and decreased if it is too low). After throttling, it becomes a low-temperature, low-pressure gas-liquid mixture that enters the indoor heat exchanger to absorb heat from the air in the cab and achieve cooling. The other path flows through the second electronic expansion valve, whose opening is dynamically adjusted according to the superheat at the outlet of the first refrigeration unit. After throttling, it enters the first refrigeration unit to absorb heat from the battery in the coolant and achieve battery cooling. Through the coordinated work of the two refrigerant paths, the cooling needs of both the cab and the battery pack are met simultaneously, ultimately completing the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

[0145] Reference Figure 11 , Figure 11 This is a schematic diagram illustrating the first cooperative driving cooling mode of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 11As shown in the diagram, the red line represents the refrigerant flow path. In the first cooperative driving cooling mode, it is suitable for situations where the air conditioning switch is on and the knob is turned to cooling, the vehicle is in motion, and the battery temperature is high, requiring simultaneous cooling of the passenger compartment and battery pack. The activation conditions are that the air conditioning switch is on and the knob is turned to cooling, and the battery's highest temperature is between 35°C and 45°C. The actions performed include compressor 1 operating to provide refrigerant circulation, the fan operating to enhance the heat dissipation of the outdoor heat exchanger, water pump 1 operating to promote coolant circulation in the system, and the three-way valve opening at ports 1 and 3 to allow refrigerant to flow to Chiller 1 and the indoor evaporator. EXV1 automatically adjusts based on the superheat at the indoor evaporator outlet to control the refrigerant flow to the indoor evaporator, and EXV2 automatically adjusts based on the superheat at the Chiller 1 outlet to control the refrigerant flow to Chiller 1, achieving effective cooling of the passenger compartment and battery. This cooling mode exits when the air conditioning switch is off or when the battery's highest temperature drops below 32°C or reaches 45°C.

[0146] Step B322: When the target cooling mode is any one of the second collaborative driving cooling mode, the second collaborative charging cooling mode, and the second collaborative fast charging cooling mode, control the first compressor, the second compressor, the fan, the indoor heat exchanger, and the water pump to turn on, control the first outlet and the second outlet of the three-way valve to be open, and adjust the opening of the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve according to the outlet superheat of the indoor heat exchanger, the first cooling device, and the second cooling device, respectively, to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0147] It is understood that in this embodiment, when the target cooling mode is any one of the second collaborative driving cooling mode, the second collaborative charging cooling mode, and the second collaborative fast charging cooling mode, the first compressor and the second compressor are controlled to start simultaneously. The dual compressors work together to compress the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant, significantly improving the refrigerant circulation power and cooling capacity to match the high cooling demands of the cab and battery. At the same time, the fan is controlled to start, operating at a speed higher than in the normal mode, enhancing the heat dissipation effect of the outdoor heat exchanger and ensuring that the high-temperature, high-pressure gaseous refrigerant discharged by the dual compressors can be quickly condensed into a medium-temperature, high-pressure liquid refrigerant. Then, the indoor heat exchanger and water pump are controlled to start. The indoor heat exchanger enters a high-load working state to meet the high comfort requirements of the cab, and the water pump operates at a higher power to increase the coolant circulation rate and accelerate the heat transfer efficiency of the battery. Then, the first outlet and the second outlet of the three-way valve are controlled. The outlet is opened, allowing the coolant to flow in parallel through the first and second refrigeration units, expanding the heat exchange area between the coolant and refrigerant. Finally, the openings of the first, second, and third electronic expansion valves are adjusted according to the superheat at the outlets of the indoor heat exchanger, the first refrigeration unit, and the second refrigeration unit. The medium-temperature, high-pressure liquid refrigerant is divided into three paths: one path, after being throttled by the first electronic expansion valve, enters the indoor heat exchanger, its opening adjusted according to the superheat at the outlet of the indoor heat exchanger to ensure rapid cooling of the cab; the other two paths, after being throttled by the second and third electronic expansion valves respectively, enter the first and second refrigeration units, their openings adjusted according to their respective outlet superheat, allowing the two refrigerants to synergistically absorb battery heat from the coolant, rapidly reducing the coolant temperature and thus efficiently cooling the battery. Through the coordinated operation of the three refrigerant paths, the high cooling demands of both the cab and the battery are simultaneously met, ultimately completing the cooling control of the dual-compressor liquid-cooled pure electric vehicle.

[0148] Reference Figure 12 , Figure 12 This is a schematic diagram illustrating the second cooperative driving cooling mode of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 12As shown in the diagram, the red lines represent the refrigerant flow path, and the yellow lines represent the coolant flow path. In the second cooperative driving cooling mode, it is applicable when the air conditioning switch is on and the knob is turned to cooling, the vehicle is in motion, and the battery temperature is too high, making single-compressor cooling insufficient for cooling needs. The activation conditions are: the air conditioning switch is on and the knob is turned to cooling, and the highest battery temperature is ≥45℃. The actions include: compressors 1 and 2 operating simultaneously, the fan starting, water pump 1 operating, three-way valve 12 open, EXV1 automatically adjusting based on the superheat at the indoor evaporator outlet, EXV2 automatically adjusting based on the superheat at the Chiller 1 outlet, and EXV3 automatically adjusting based on the superheat at the Chiller 2 outlet. The deactivation conditions are: the air conditioning switch is off or the highest battery temperature is <40℃.

[0149] Reference Figure 13 , Figure 13 This is a schematic diagram illustrating the second cooperative charging cooling mode of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 13 As shown in the diagram, the red lines represent the refrigerant flow path, and the yellow lines represent the coolant flow path. In the second collaborative charging cooling mode, it is suitable for situations where the air conditioning cooling switch is on and the knob is turned to cooling, the battery is in normal charging mode, and the battery temperature is too high for a single compressor to meet the cooling demand. The activation conditions are that the air conditioning cooling switch is on and the knob is turned to cooling, and the battery's highest temperature reaches or exceeds 45°C. The actions performed include: compressors 1 and 2 operating simultaneously to provide stronger refrigerant circulation; the fan turning on to enhance the heat dissipation of the outdoor heat exchanger; water pump 1 operating to promote coolant circulation in the system; and the three-way valve opening at ports 1 and 2 to allow refrigerant to flow to Chiller1 and Chiller2. EXV1 automatically adjusts based on the superheat at the indoor evaporator outlet to control the refrigerant flow to the indoor evaporator; EXV2 automatically adjusts based on the superheat at the Chiller1 outlet to control the refrigerant flow to Chiller1; and EXV3 automatically adjusts based on the superheat at the Chiller2 outlet to control the refrigerant flow to Chiller2, achieving effective cooling of the passenger compartment and battery. The cooling mode will exit when the air conditioner cooling switch is turned off or the battery temperature drops below 40°C.

[0150] Reference Figure 14 , Figure 14 This is a schematic diagram illustrating the second collaborative fast-charging cooling mode of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 14As shown in the diagram, the red lines represent the refrigerant flow path, and the yellow lines represent the coolant flow path. In the second collaborative fast-charging cooling mode, it is suitable for situations where the air conditioning cooling switch is on and the knob is turned to cooling, the battery enters super-fast charging mode, the battery temperature is too high, and single-compressor cooling cannot meet the cooling demand. The activation conditions are that the air conditioning cooling switch is on and the knob is turned to cooling, and the battery's highest temperature reaches or exceeds 32°C. The actions performed include compressors 1 and 2 working simultaneously to provide stronger refrigerant circulation, the fan turning on to enhance the heat dissipation of the outdoor heat exchanger, water pump 1 working to promote coolant circulation in the system, and the three-way valve opening at ports 1 and 2 to allow refrigerant to flow to Chiller1 and Chiller2. EXV1 automatically adjusts based on the superheat at the indoor evaporator outlet to control the refrigerant flow to the indoor evaporator; EXV2 automatically adjusts based on the superheat at the Chiller1 outlet to control the refrigerant flow to Chiller1; and EXV3 automatically adjusts based on the superheat at the Chiller2 outlet to control the refrigerant flow to Chiller2, achieving effective cooling of the passenger compartment and battery. The cooling mode will exit when the air conditioner cooling switch is turned off or the battery temperature drops below 30°C.

[0151] Step B323: When the target cooling mode is any one of the collaborative parking operation cooling mode, the first collaborative charging cooling mode, and the first collaborative fast charging cooling mode, control the first compressor, the fan, the indoor heat exchanger, and the water pump to turn on, control the first outlet and the third outlet of the three-way valve to be open, and adjust the opening of the first electronic expansion valve and the second electronic expansion valve according to the outlet superheat of the indoor heat exchanger and the first cooling device, respectively, to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

[0152] Understandably, when the target cooling mode is any one of the following: collaborative parking cooling mode, first collaborative charging cooling mode, and first collaborative fast charging cooling mode, the first compressor is controlled to start. After the first compressor starts, it compresses the refrigerant to provide power for the cooling cycle. At the same time, the fan is controlled to start, and the fan accelerates the heat dissipation of the outdoor heat exchanger, causing the high-temperature, high-pressure gaseous refrigerant to condense into a medium-temperature, high-pressure liquid refrigerant. Then, the indoor heat exchanger and water pump are controlled to start. The indoor heat exchanger starts to meet the cooling needs of the cab, and the water pump drives the coolant circulation (removing the battery's own heat in parking mode, removing the heat generated during charging in normal charging mode, and circulating the coolant in advance in fast charging pre-cooling mode). Then, the first and third outlets of the three-way valve are controlled to open, so that the coolant flows only through the first cooling device to ensure the heat of the coolant. The refrigerant is centrally transferred to the first refrigeration unit. Finally, the opening of the first and second electronic expansion valves is adjusted according to the superheat of the outlet of the indoor heat exchanger and the first refrigeration unit, respectively. The medium-temperature high-pressure liquid refrigerant is divided into two paths. One path enters the indoor heat exchanger after being throttled by the first electronic expansion valve. The opening is dynamically adjusted according to the superheat of the outlet of the indoor heat exchanger to absorb heat from the air in the cab and achieve cooling. The other path enters the first refrigeration unit after being throttled by the second electronic expansion valve. The opening is dynamically adjusted according to the superheat of the outlet of the first refrigeration unit to absorb heat from the battery in the coolant and achieve cooling (reducing the high temperature of the battery itself in parking mode, controlling the heat generated during charging in charging mode, and pre-cooling in fast charging mode). Through the coordinated work of the two refrigerant paths, the normal cooling needs of the cab and the battery are met at the same time, and the cooling control of the pure electric vehicle with dual-compressor liquid cooling is finally completed.

[0153] Reference Figure 15 , Figure 15 This is a schematic diagram illustrating the cooperative parking operation cooling mode of the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 15As shown in the diagram, the red line represents the refrigerant flow path. In the cooperative parking cooling mode, it is suitable for situations where the air conditioning switch is on and the knob is set to cooling, the vehicle is idling, and the battery temperature is too high, requiring the air conditioning system to operate. The activation conditions are that the air conditioning switch is on and the knob is set to cooling, and the battery's highest temperature reaches or exceeds 45°C. The actions performed include compressor 1 operating to provide refrigerant circulation, the fan operating to enhance the heat dissipation of the outdoor heat exchanger, water pump 1 operating to promote coolant circulation in the system, and the three-way valve opening at ports 1 and 3 to allow refrigerant to flow to Chiller 1 and the indoor evaporator. EXV1 automatically adjusts based on the superheat at the indoor evaporator outlet to control the refrigerant flow to the indoor evaporator, and EXV2 automatically adjusts based on the superheat at the Chiller 1 outlet to control the refrigerant flow to Chiller 1, achieving effective cooling of the passenger compartment and battery. This cooling mode exits when the air conditioning switch is off or the battery's highest temperature drops below 40°C.

[0154] Reference Figure 16 , Figure 16 This is a schematic diagram illustrating the operation of the first cooperative charging cooling mode in the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 16 As shown in the diagram, the red line represents the refrigerant flow path. In the first coordinated charging cooling mode, it is suitable for situations where the air conditioning cooling switch is on and the knob is turned to cooling, the battery is in normal charging mode, and the battery temperature is too high, requiring the air conditioning system to operate. The activation conditions are that the air conditioning cooling switch is on and the knob is turned to cooling, and the battery's highest temperature is between 35°C and 45°C. The actions performed include compressor 1 operating to provide refrigerant circulation, the fan operating to enhance the heat dissipation of the outdoor heat exchanger, water pump 1 operating to promote coolant circulation in the system, and the three-way valve opening at ports 1 and 3 to allow refrigerant to flow to Chiller 1 and the indoor evaporator. EXV1 automatically adjusts based on the superheat at the indoor evaporator outlet to control the refrigerant flow to the indoor evaporator, and EXV2 automatically adjusts based on the superheat at the Chiller 1 outlet to control the refrigerant flow to Chiller 1, achieving effective cooling of the passenger compartment and battery. This cooling mode exits when the air conditioning cooling switch is off or the battery's highest temperature drops below 32°C or reaches 45°C.

[0155] Reference Figure 17 , Figure 17 This is a schematic diagram illustrating the operation of the first collaborative fast-charging cooling mode in the second embodiment of the dual-compressor liquid-cooled pure electric vehicle cooling control method of this application. Figure 17As shown in the diagram, the red line represents the refrigerant flow path. In the first coordinated fast-charging cooling mode, it is suitable for situations where the air conditioning cooling switch is on and the knob is turned to cooling, the battery is in super-fast charging mode, the battery temperature is not too high, and the air conditioning system needs to operate. The activation conditions are that the air conditioning cooling switch is on and the knob is turned to cooling, and the battery's maximum temperature is between 26°C and 32°C. The actions performed include compressor 1 operating to provide refrigerant circulation, the fan operating to enhance the heat dissipation of the outdoor heat exchanger, water pump 1 operating to promote coolant circulation in the system, and the three-way valve opening at ports 1 and 3 to allow refrigerant to flow to Chiller 1 and the indoor evaporator. EXV1 automatically adjusts based on the superheat at the indoor evaporator outlet to control the refrigerant flow to the indoor evaporator, and EXV2 automatically adjusts based on the superheat at the Chiller 1 outlet to control the refrigerant flow to Chiller 1, achieving effective cooling of the passenger compartment and battery. This cooling mode exits when the air conditioning cooling switch is off or when the battery's maximum temperature drops below 24°C or reaches 32°C.

[0156] This embodiment provides a cooling control method for pure electric vehicles with dual-compressor liquid cooling. By precisely controlling key components in the dual-compressor liquid cooling system, such as the compressor, electronic expansion valve, fan, water pump, and three-way valve, and intelligently identifying and executing the corresponding cooling mode based on real-time monitoring of battery temperature, cab cooling demand, charging mode, and vehicle operating status information, this method solves the technical problems of low matching degree between cooling demand and system under different operating conditions and low energy efficiency ratio of pure electric vehicles. It achieves the beneficial effects of improving cooling efficiency, ensuring battery safety, enhancing passenger comfort, and optimizing energy utilization.

[0157] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the cooling control method of pure electric vehicles with dual-compressor liquid cooling in this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0158] This application also provides a dual-compressor liquid-cooled cooling control device for pure electric vehicles; please refer to [reference needed]. Figure 18 The dual-compressor liquid-cooled pure electric vehicle refrigeration control device includes:

[0159] Data acquisition module 10 is used to acquire information such as battery temperature, cab cooling requirements, charging mode, and vehicle operating status.

[0160] The mode determination module 20 is used to identify a target cooling mode based on at least one of the battery temperature, the cab cooling demand, the charging mode, and the vehicle operating status information. The target cooling mode includes a single passenger compartment cooling mode, a single battery cooling mode, and a collaborative cooling mode.

[0161] The refrigeration control module 30 is used to control the operating status of at least one of the following according to the target refrigeration mode: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve, so as to complete the refrigeration control of the pure electric vehicle with dual compressor liquid cooling.

[0162] This application provides a dual-compressor liquid-cooled pure electric vehicle refrigeration control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the dual-compressor liquid-cooled pure electric vehicle refrigeration control method in the above embodiment 1.

[0163] The following is for reference. Figure 19 This document illustrates a structural schematic diagram of a cooling control device for a pure electric vehicle with dual-compressor liquid cooling, suitable for implementing embodiments of this application. The dual-compressor liquid-cooled cooling control device for pure electric vehicles in embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 19 The dual-compressor liquid-cooled refrigeration control device for pure electric vehicles shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0164] like Figure 19As shown, the dual-compressor liquid-cooled pure electric vehicle refrigeration control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the dual-compressor liquid-cooled pure electric vehicle refrigeration control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the dual-compressor liquid-cooled pure electric vehicle refrigeration control equipment to wirelessly or wiredly communicate with other devices to exchange data. Although a dual-compressor liquid-cooled pure electric vehicle refrigeration control equipment with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0165] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0166] The dual-compressor liquid-cooled pure electric vehicle refrigeration control device provided in this application, employing the dual-compressor liquid-cooled pure electric vehicle refrigeration control method described in the above embodiments, can solve the technical problem that a single-compressor liquid cooling system cannot simultaneously meet the refrigeration needs of the battery and passenger compartment under high-power charging or complex operating conditions of electric vehicles. Compared with the prior art, the beneficial effects of the dual-compressor liquid-cooled pure electric vehicle refrigeration control device provided in this application are the same as those of the dual-compressor liquid-cooled pure electric vehicle refrigeration control method provided in the above embodiments, and other technical features in this dual-compressor liquid-cooled pure electric vehicle refrigeration control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0167] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0168] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0169] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the dual-compressor liquid-cooled pure electric vehicle refrigeration control method in the above embodiments.

[0170] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), Erasable Programmable Read Only Memory (EPROM), optical fiber, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0171] The aforementioned computer-readable storage medium may be included in the cooling control device of a pure electric vehicle with dual-compressor liquid cooling; or it may exist independently and not be assembled into the cooling control device of a pure electric vehicle with dual-compressor liquid cooling.

[0172] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by a dual-compressor liquid-cooled pure electric vehicle refrigeration control device, the dual-compressor liquid-cooled pure electric vehicle refrigeration control device: acquires battery temperature, cab cooling demand, charging mode, and vehicle operating status information; identifies a target cooling mode based on at least one of the battery temperature, cab cooling demand, charging mode, and vehicle operating status information, wherein the target cooling mode includes a single passenger compartment cooling mode, a single battery cooling mode, and a coordinated cooling mode; and controls the operating status of at least one of the first compressor, second compressor, first electronic expansion valve, second electronic expansion valve, third electronic expansion valve, fan, indoor heat exchanger, water pump, first refrigeration device, second refrigeration device, and three-way valve according to the target cooling mode, thereby completing the dual-compressor liquid-cooled pure electric vehicle refrigeration control.

[0173] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0174] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0175] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0176] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described dual-compressor liquid-cooled pure electric vehicle refrigeration control method. This solves the technical problem that single-compressor liquid cooling cannot simultaneously meet the refrigeration needs of the battery and passenger compartment under high-power charging or complex operating conditions of electric vehicles. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the dual-compressor liquid-cooled pure electric vehicle refrigeration control method provided in the above embodiments, and will not be repeated here.

[0177] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the dual-compressor liquid-cooled pure electric vehicle refrigeration control method described above.

[0178] The computer program product provided in this application can solve the technical problem that a single-compressor liquid cooling system cannot simultaneously meet the cooling needs of the battery and passenger compartment under high-power charging or complex operating conditions of electric vehicles. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the dual-compressor liquid cooling pure electric vehicle cooling control method provided in the above embodiments, and will not be repeated here.

[0179] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A cooling control method for a pure electric vehicle with dual-compressor liquid cooling, characterized in that, The method is applied to a dual-compressor liquid cooling system, which includes a first compressor, a second compressor, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a fan, an indoor heat exchanger, a water pump, a first refrigeration unit, a second refrigeration unit, and a three-way valve. The second refrigeration unit is connected to the second compressor, the third electronic expansion valve, the water pump, and the three-way valve. The three-way valve is connected to the first refrigeration unit. The first refrigeration unit is connected to the second electronic expansion valve and the first compressor. The first electronic expansion valve is connected to the second electronic expansion valve and the indoor heat exchanger. The indoor heat exchanger is connected to the first compressor. The second compressor is connected to the fan. The method includes: Acquire information on battery temperature, cab cooling requirements, charging mode, and vehicle operating status; The target cooling mode is identified based on at least one of the following: battery temperature, cab cooling demand, charging mode, and vehicle operating status information. The target cooling mode includes single passenger compartment cooling mode, single battery cooling mode, and coordinated cooling mode. The operating status of at least one of the following components—the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve—is controlled according to the target refrigeration mode to complete the refrigeration control of a pure electric vehicle with dual-compressor liquid cooling.

2. The method as described in claim 1, characterized in that, The step of identifying the target cooling mode based on at least one of the following: battery temperature, cab cooling demand, charging mode, and vehicle operating status information includes: A first preset temperature threshold, a second preset temperature threshold, a third temperature threshold, and a fourth temperature threshold are obtained, wherein the third temperature threshold is less than the fourth temperature threshold, the fourth temperature threshold is less than the first preset temperature threshold, and the first preset temperature threshold is less than the second preset temperature threshold. When the cab cooling requirement is activated and the battery temperature is less than the first preset temperature threshold, the target cooling mode is identified as a single-occupant cabin cooling mode. When the cab cooling requirement is off, the target cooling mode is identified as a single-battery cooling mode based on at least one of the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information. When the cab cooling demand is activated, the target cooling mode is identified as a coordinated cooling mode based on at least one of the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information.

3. The method as described in claim 2, characterized in that, The single-battery cooling modes include a first single-battery driving cooling mode, a second single-battery driving cooling mode, a single-battery parking operation cooling mode, a single-battery charging cooling mode, a first single-battery fast charging cooling mode, and a second single-battery fast charging cooling mode. The step of identifying the target cooling mode as a single-battery cooling mode based on at least one of the following when the cab cooling demand is off: the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information: When the cab cooling requirement is off, the vehicle operating status information is in driving state, and the battery temperature is greater than the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as the first single-battery driving cooling mode. When the vehicle operating status information is in driving state and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second single-battery driving cooling mode. When the vehicle operating status information is in parking operation status and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as single-battery parking operation cooling mode. When the charging mode is normal charging mode and the battery temperature is greater than the first preset temperature threshold, the target cooling mode is identified as single-battery charging cooling mode. When the charging mode is fast charging mode and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, the target cooling mode is identified as the first single-battery fast charging cooling mode. When the charging mode is fast charging mode and the battery temperature is greater than or equal to the fourth temperature threshold, the target cooling mode is identified as the second single-battery fast charging cooling mode.

4. The method as described in claim 2, characterized in that, The coordinated cooling modes include: a first coordinated driving cooling mode, a second coordinated driving cooling mode, a coordinated parking operation cooling mode, a first coordinated charging cooling mode, a first coordinated fast charging cooling mode, and a second coordinated fast charging cooling mode. The step of identifying the target cooling mode as a coordinated cooling mode based on at least one of the following when the cab cooling demand is activated: the first preset temperature threshold, the second preset temperature threshold, the third temperature threshold, the fourth temperature threshold, the battery temperature, the charging mode, and the vehicle operating status information: When the cab cooling requirement is enabled, the vehicle operating status information is in driving state, and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as the first cooperative driving cooling mode. When the vehicle operating status information is in driving state and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second cooperative driving cooling mode. When the vehicle operating status information is in parking operation status and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as a cooperative parking operation cooling mode. When the charging mode is normal charging mode and the battery temperature is greater than or equal to the first preset temperature threshold and less than the second preset temperature threshold, the target cooling mode is identified as the first collaborative charging cooling mode. When the charging mode is normal charging mode and the battery temperature is greater than or equal to the second preset temperature threshold, the target cooling mode is identified as the second collaborative charging cooling mode. When the charging mode is fast charging mode and the battery temperature is greater than or equal to the third temperature threshold and less than the fourth temperature threshold, the target cooling mode is identified as the first collaborative fast charging cooling mode. When the charging mode is fast charging mode and the battery temperature is greater than or equal to the fourth temperature threshold, the target cooling mode is identified as the second collaborative fast charging cooling mode.

5. The method as described in claim 1, characterized in that, The steps of controlling the operating status of at least one of the following components according to the target cooling mode—the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration unit, the second refrigeration unit, and the three-way valve—to complete the cooling control of a dual-compressor liquid-cooled pure electric vehicle include: When the target cooling mode is the single-passenger-cabin cooling mode, the first compressor and the fan are controlled to turn on and off, the second electronic expansion valve is turned off, and the opening of the first electronic expansion valve is adjusted according to the outlet superheat of the indoor heat exchanger to complete the cooling control of the pure electric vehicle with dual-compressor liquid cooling. When the target cooling mode is a single-battery cooling mode or a collaborative cooling mode, the operating status of at least one of the following components is controlled: the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first cooling device, the second cooling device, and the three-way valve, in order to complete the cooling control of the pure electric vehicle with dual-compressor liquid cooling.

6. The method as described in claim 5, characterized in that, The step of controlling the operating status of at least one of the following components when the target cooling mode is a single-battery cooling mode or a synergistic cooling mode, namely the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve, to complete the cooling control of a dual-compressor liquid-cooled pure electric vehicle, further includes: In the first single-battery driving cooling mode where the target cooling mode is the single-battery cooling mode, the first compressor, the fan and the water pump are turned on, the first electronic expansion valve is closed, the first outlet and the third outlet of the three-way valve are turned on, and the opening of the second electronic expansion valve is adjusted according to the outlet superheat of the first cooling device to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling. When the target cooling mode is the second single-battery driving cooling mode or the second single-battery fast-charging cooling mode, the first compressor, the second compressor, the fan and the water pump are turned on, the first electronic expansion valve is closed, the first outlet and the second outlet of the three-way valve are turned on, and the opening of the second electronic expansion valve and the third electronic expansion valve are adjusted according to the outlet superheat of the first cooling device and the second cooling device, respectively, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling. When the target cooling mode is any one of the single-battery parking operation cooling mode, single-battery charging cooling mode, and first single-battery fast charging cooling mode, the first compressor, the fan, and the water pump are controlled to start, the first electronic expansion valve is closed, the first outlet and the third outlet of the three-way valve are controlled to be open, and the opening of the second electronic expansion valve is adjusted according to the outlet superheat of the first cooling device to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

7. The method as described in claim 5, characterized in that, The step of controlling the operating status of at least one of the following components when the target cooling mode is a single-battery cooling mode or a synergistic cooling mode, namely the first compressor, the second compressor, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fan, the indoor heat exchanger, the water pump, the first refrigeration device, the second refrigeration device, and the three-way valve, to complete the cooling control of a dual-compressor liquid-cooled pure electric vehicle, further includes: When the target cooling mode is the first collaborative driving cooling mode, the first compressor, the fan, the indoor heat exchanger and the water pump are turned on, the first outlet and the third outlet of the three-way valve are turned on, and the opening of the first electronic expansion valve and the second electronic expansion valve are adjusted according to the outlet superheat of the indoor heat exchanger and the first cooling device, respectively. The driver's cab is cooled through the indoor heat exchanger and the battery pack is cooled through the first cooling device, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling. When the target cooling mode is any one of the second collaborative driving cooling mode, the second collaborative charging cooling mode, and the second collaborative fast charging cooling mode, the first compressor, the second compressor, the fan, the indoor heat exchanger, and the water pump are controlled to turn on, and the first outlet and the second outlet of the three-way valve are controlled to be open. The opening of the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve are adjusted according to the outlet superheat of the indoor heat exchanger, the first cooling device, and the second cooling device, respectively, so as to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling. When the target cooling mode is any one of the following: collaborative parking operation cooling mode, first collaborative charging cooling mode, and first collaborative fast charging cooling mode, the first compressor, the fan, the indoor heat exchanger, and the water pump are turned on, the first outlet and the third outlet of the three-way valve are turned on, and the opening of the first electronic expansion valve and the second electronic expansion valve are adjusted according to the outlet superheat of the indoor heat exchanger and the first cooling device, respectively, to complete the cooling control of the pure electric vehicle with dual compressor liquid cooling.

8. A cooling control device for a pure electric vehicle with dual-compressor liquid cooling, characterized in that, The device includes: The data acquisition module is used to acquire information such as battery temperature, cab cooling requirements, charging mode, and vehicle operating status. The mode determination module is used to identify a target cooling mode based on at least one of the battery temperature, the cab cooling demand, the charging mode, and the vehicle operating status information. The target cooling mode includes a single passenger compartment cooling mode, a single battery cooling mode, and a collaborative cooling mode. The refrigeration control module is used to control the operating status of at least one of the following components according to the target refrigeration mode: first compressor, second compressor, first electronic expansion valve, second electronic expansion valve, third electronic expansion valve, fan, indoor heat exchanger, water pump, first refrigeration device, second refrigeration device, and three-way valve, so as to complete the refrigeration control of the pure electric vehicle with dual compressor liquid cooling.

9. A cooling control device for pure electric vehicles with dual-compressor liquid cooling, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the dual-compressor liquid-cooled pure electric vehicle refrigeration control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the cooling control method for a pure electric vehicle with dual-compressor liquid cooling as described in any one of claims 1 to 7.

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