Passenger compartment and battery cold quantity distribution method, device, controller and vehicle

Abstract

The application provides a passenger cabin and battery cold distribution method, device, controller and vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: obtaining a first parameter set reflecting the refrigeration demand of the passenger cabin and a second parameter set reflecting the cooling demand of the battery; determining the target opening degree of the battery loop refrigerant valve for distributing the cold based on the first parameter set and the second parameter set; and controlling the battery loop refrigerant valve according to the target opening degree to realize the on-demand distribution of the cold of the passenger cabin and the battery. The application dynamically determines the target opening degree of the battery loop refrigerant valve, realizes the on-demand accurate distribution of the cold, and compared with the fixed proportion control or simple priority control scheme in the related art, does not rely on static setting, but dynamically adjusts the opening degree of the battery loop refrigerant valve based on the actual cold demand, matches the cold distribution with the actual cold demand, and effectively improves the unreasonable cold distribution problem caused by the static distribution or response lag in the traditional scheme.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, controller, and vehicle for distributing cooling capacity to the passenger compartment and battery. Background Technology

[0002] In summer or high-temperature conditions, the passenger compartment cooling system and the battery pack cooling system of electric vehicles often need to operate simultaneously, sharing a single cold source provided by the compressor. Therefore, how to efficiently and rationally distribute the limited cooling capacity between the two systems through refrigerant valves such as the Battery Circuit Electronic Expansion Valve (BEXV) is a key technical challenge to ensure battery safety and passenger compartment comfort.

[0003] In related technologies, cooling capacity distribution schemes often employ fixed-ratio control strategies or simple priority control strategies. The fixed-ratio control strategy allocates cooling capacity based on a preset refrigerant flow distribution ratio (e.g., 60% to the passenger compartment, 40% to the battery). The simple priority control strategy, on the other hand, is based on a preset battery temperature threshold. When the battery temperature is below this threshold, priority is given to cooling the passenger compartment; once the battery temperature exceeds the threshold, all cooling capacity is switched to the battery cooling circuit. However, both of these cooling capacity distribution schemes suffer from the problem of unreasonable cooling capacity allocation. Summary of the Invention

[0004] This application provides a method, apparatus, controller, and vehicle for distributing cooling capacity to the passenger compartment and battery, in order to improve the problem of unreasonable cooling capacity distribution in related technologies.

[0005] In a first aspect, this application provides a method for distributing cooling between a passenger compartment and a battery, applied to a controller in a vehicle, comprising:

[0006] Obtain a first set of parameters reflecting the cooling demand of the crew cabin and a second set of parameters reflecting the cooling demand of the battery.

[0007] Based on the first and second parameter sets, determine the target opening degree of the refrigerant valve in the battery circuit used to distribute cooling capacity.

[0008] The refrigerant valve in the battery circuit is controlled according to the target opening degree to achieve on-demand distribution of cooling capacity to the crew compartment and battery.

[0009] In one possible implementation, the first parameter set includes the actual temperature and target temperature of the evaporator in the occupant cabin cooling system. Based on the first and second parameter sets, the target opening degree of the battery circuit refrigerant valve for distributing cooling capacity is determined, including: determining the basic opening degree of the battery circuit refrigerant valve based on the second parameter set; and arbitrating the cooling capacity distribution based on the temperature difference between the actual temperature and the target temperature of the evaporator to determine the target opening degree.

[0010] In one possible implementation, the second parameter set includes ambient temperature, maximum battery temperature, target battery inlet water temperature, and actual battery inlet water temperature. Based on the second parameter set, the basic opening of the battery circuit refrigerant valve is determined, including: determining the feedforward opening of the battery circuit refrigerant valve based on the ambient temperature, maximum battery temperature, and target battery inlet water temperature; determining a feedback correction value for the feedforward opening based on the target battery inlet water temperature and actual battery inlet water temperature; and determining the sum of the feedforward opening and the feedback correction value as the basic opening.

[0011] In one possible implementation, based on the temperature difference between the actual temperature of the evaporator and the target temperature of the evaporator, a cooling capacity allocation arbitration is performed on the basic opening degree, including: if the temperature difference is greater than a preset temperature deviation threshold, obtaining the battery temperature threshold corresponding to the vehicle's operating scenario, wherein the battery temperature thresholds corresponding to different operating scenarios are different; determining the battery circuit refrigerant valve limit corresponding to the battery's highest temperature and the battery temperature threshold; and determining the minimum value between the battery circuit refrigerant valve limit and the basic opening degree as the target opening degree.

[0012] In one possible implementation, the cooling distribution method for the crew compartment and the battery further includes: if the temperature difference is less than or equal to a temperature deviation threshold, then determining the target opening as an opening value that dynamically increases from the current opening of the refrigerant valve in the battery circuit to the base opening.

[0013] In one possible implementation, after controlling the refrigerant valve in the battery circuit according to the target opening degree, the method further includes: monitoring the temperature difference; determining the target control strategy corresponding to the temperature difference based on a preset mapping relationship between the temperature difference and the control strategy; and dynamically adjusting the opening degree of the refrigerant valve in the battery circuit using the target control strategy. The preset mapping relationship between the temperature difference and the control strategy includes: when the detected temperature difference changes from less than or equal to a first temperature threshold to greater than the first temperature threshold, the target control strategy is determined to switch from the first control strategy to the second control strategy; when the detected temperature difference changes from less than or equal to a second temperature threshold to greater than the second temperature threshold, the target control strategy is determined to be a third control strategy, where the second temperature threshold is greater than... The first temperature threshold; when the detected temperature difference changes from greater than or equal to the third temperature threshold to less than the third temperature threshold, the target control strategy is determined as the second control strategy, where the third temperature threshold is greater than the first temperature threshold and less than the second temperature threshold; when the detected temperature difference changes from greater than or equal to the fourth temperature threshold to less than the fourth temperature threshold, the target control strategy is determined as the first control strategy, where the fourth temperature threshold is less than the first temperature threshold; wherein, the first control strategy includes dynamically increasing the target opening degree towards the base opening degree; the second control strategy includes limiting the target opening degree to no greater than the base opening degree; the third control strategy includes controlling the target opening degree to decrease sequentially according to the battery circuit refrigerant valve limit value corresponding to the highest battery temperature.

[0014] Secondly, this application provides a cooling distribution device for the passenger compartment and battery, applied to a controller in a vehicle, comprising:

[0015] The acquisition module is used to acquire a first set of parameters reflecting the cooling requirements of the crew cabin and a second set of parameters reflecting the cooling requirements of the battery.

[0016] The determination module is used to determine the target opening degree of the refrigerant valve in the battery circuit for allocating cooling capacity based on a first parameter set and a second parameter set.

[0017] The cooling capacity distribution module is used to control the refrigerant valve of the battery circuit according to the target opening degree, so as to realize the on-demand distribution of cooling capacity to the crew compartment and the battery.

[0018] Thirdly, this application provides a controller, including: a processor, and a memory communicatively connected to the processor;

[0019] Memory is used to store instructions executed by the computer;

[0020] A processor for executing computer execution instructions to implement the methods as described in any of the first aspects.

[0021] Fourthly, this application provides a vehicle including a controller as described in the third aspect.

[0022] Fifthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed, are used to implement the method of any one of the first aspects.

[0023] Sixthly, this application provides a computer program product, including a computer program that, when executed, implements the method of any one of the first aspects.

[0024] The method, apparatus, controller, and vehicle for distributing cooling capacity to the passenger compartment and battery provided in this application are applied to a controller in a vehicle. The method includes: acquiring a first set of parameters reflecting the cooling demand of the passenger compartment and a second set of parameters reflecting the cooling demand of the battery; determining a target opening degree of the refrigerant valve in the battery circuit for distributing cooling capacity based on the first and second parameter sets; and controlling the refrigerant valve in the battery circuit according to the target opening degree to achieve on-demand distribution of cooling capacity to the passenger compartment and battery. In this process, by acquiring a first set of parameters reflecting the cooling demand of the passenger cabin and a second set of parameters reflecting the cooling demand of the battery in real time, and dynamically determining the target opening degree of the refrigerant valve in the battery circuit based on the first and second parameter sets, the on-demand and precise allocation of cooling capacity is achieved. Compared with the fixed proportional control or simple priority control schemes used in related technologies, the scheme of this application no longer relies on static settings, but dynamically adjusts the opening degree of the refrigerant valve in the battery circuit based on the actual cooling demand, so that the cooling capacity allocation matches the actual cooling demand. This effectively solves the problem of unreasonable cooling capacity allocation caused by static allocation or response lag in traditional schemes. This not only significantly improves the comfort of the passenger cabin while ensuring the safety of battery temperature, but also improves the overall energy efficiency and refrigerant utilization rate of the system by optimizing the refrigerant flow allocation. Attached Figure Description

[0025] 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.

[0026] Figure 1 A schematic flowchart of a method for distributing cooling capacity between a passenger compartment and a battery, provided as an exemplary embodiment of this application;

[0027] Figure 2 A schematic diagram of control strategy switching provided for an exemplary embodiment of this application;

[0028] Figure 3 Another schematic diagram of the cooling distribution method for the crew compartment and battery provided in an exemplary embodiment of this application;

[0029] Figure 4 A schematic diagram of a cooling distribution device for a crew compartment and a battery provided as an exemplary embodiment of this application;

[0030] Figure 5 A schematic diagram of the controller provided for an exemplary embodiment of this application.

[0031] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0032] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0033] The terms “first,” “second,” etc., used in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, products, or apparatus.

[0034] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0035] In related technologies, when using a fixed-ratio control strategy for cooling capacity distribution, the cooling capacity is allocated solely based on a preset refrigerant flow distribution ratio, ignoring the real-time heat load of the occupant compartment and battery. The fixed refrigerant flow distribution ratio is mismatched with the actual cooling capacity demand in most operating conditions, usually leading to an imbalance in cooling capacity distribution, characterized by "wasted resources on one side and insufficient cooling capacity on the other." While a cooling capacity distribution scheme using a simple priority control strategy conceptually considers battery safety, it relies on a single battery temperature threshold for "on / off" switching, passively intervening only after the battery overheats. This not only results in a delayed response but also low control precision, leading to unreasonable cooling capacity distribution and low cooling capacity utilization efficiency, thus affecting the overall system performance.

[0036] To address the aforementioned issues, this application provides a cooling capacity distribution scheme for the passenger compartment and battery. By acquiring parameter sets reflecting the cooling needs of the passenger compartment and the battery in real time, it achieves accurate identification of the instantaneous cooling load of the passenger compartment and battery. Based on this demand, it dynamically determines the target opening degree of the refrigerant valve in the battery circuit, enabling on-demand distribution of cooling capacity to the passenger compartment and battery. Compared to the fixed proportional control or simple priority control schemes used in related technologies, this application can dynamically adjust the opening degree of the refrigerant valve in the battery circuit, matching the cooling capacity distribution with the actual cooling demand. This effectively solves the problem of unreasonable cooling capacity distribution caused by static distribution or response lag in traditional schemes. This not only significantly improves passenger compartment comfort while ensuring battery temperature safety, but also improves the overall energy efficiency and refrigerant utilization rate of the system by optimizing refrigerant flow distribution.

[0037] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0038] Figure 1 This is a schematic flowchart illustrating a method for distributing cooling capacity between a passenger compartment and a battery, provided as an exemplary embodiment of this application. The method for distributing cooling capacity between a passenger compartment and a battery provided in this embodiment is applied to a controller in a vehicle. Figure 1 As shown, the method for distributing cooling to the crew compartment and battery includes the following steps:

[0039] S101. Obtain the first set of parameters reflecting the cooling demand of the crew cabin and the second set of parameters reflecting the cooling demand of the battery.

[0040] The first parameter set refers to a set of data used to quantify the cooling requirements of the passenger compartment, which typically includes the target temperature of the passenger compartment (which can be set by the user), the actual temperature of the passenger compartment, the ambient temperature, and the solar radiation intensity, etc. The second parameter set refers to a set of data used to quantify the cooling requirements of the battery, which typically includes the maximum battery temperature, the average battery temperature, the target battery inlet water temperature, the actual battery inlet water temperature, and the battery charging and discharging power, etc.

[0041] For example, the controller periodically collects relevant data via the vehicle's Controller Area Network (CAN) bus or a directly connected sensor network.

[0042] S102. Based on the first parameter set and the second parameter set, determine the target opening degree of the refrigerant valve in the battery circuit used to distribute the cooling capacity.

[0043] The target opening refers to the desired opening position of the refrigerant valve in the battery circuit, such as the BEXV, to meet the current cooling capacity distribution requirements (usually expressed as steps or percentages); the BEXV is an electronic expansion valve installed in the battery cooling circuit to precisely regulate the flow of refrigerant into the battery chiller (Chiller).

[0044] For example, based on the first and second parameter sets, the controller determines the instantaneous cooling load requirements of the passenger compartment and the battery respectively through a built-in algorithm model or a lookup table method. For example, the instantaneous cooling load requirement of the passenger compartment is 5kW, and the instantaneous cooling load requirement of the battery is 3kW. Based on the instantaneous cooling load requirements of the passenger compartment and the battery respectively, the controller determines the proportion of cooling capacity allocated to the battery circuit at the current moment. At the same time, based on the first parameter set, it determines whether the basic cooling requirements of the passenger compartment are met. If the basic cooling requirements of the passenger compartment are not met, the controller initiates the limiting logic to constrain the above-mentioned cooling capacity proportion and converts the arbitrated cooling capacity allocation requirement into a specific target opening command value that can directly drive the BEXV. This target opening is the direct output result after realizing the on-demand allocation of cooling capacity and priority guarantee at the current moment.

[0045] S103. Control the refrigerant valve of the battery circuit according to the target opening degree to achieve on-demand distribution of cooling capacity to the crew compartment and battery.

[0046] For example, the controller converts the target opening degree (e.g., 150 steps) into a corresponding Pulse-Width Modulation (PWM) signal or current signal, and drives the BEXV's stepper motor to move the valve core to the position required by the command. Through this operation, the flow of refrigerant to the battery cooler is precisely controlled, thereby achieving the allocation of limited cooling capacity to the battery according to the calculated demand ratio. At the same time, the remaining refrigerant will flow to the passenger compartment evaporator to meet the cooling needs of the passenger compartment, thus achieving on-demand distribution of cooling capacity to the passenger compartment and the battery.

[0047] The cooling capacity distribution method for the passenger compartment and battery provided in this application embodiment acquires a first set of parameters reflecting the cooling demand of the passenger compartment and a second set of parameters reflecting the cooling demand of the battery in real time, and dynamically determines the target opening degree of the refrigerant valve in the battery circuit based on the first and second parameter sets. This achieves precise on-demand distribution of cooling capacity. Compared with the fixed ratio control or simple priority control schemes used in related technologies, this application scheme no longer relies on static settings, but dynamically adjusts the opening degree of the refrigerant valve in the battery circuit based on the actual cooling demand, so that the cooling capacity distribution matches the actual cooling demand. This effectively solves the problem of unreasonable cooling capacity distribution caused by static distribution or response lag in traditional schemes. This not only significantly improves the comfort of the passenger compartment while ensuring the safety of battery temperature, but also improves the overall energy efficiency and refrigerant utilization rate of the system by optimizing the refrigerant flow distribution.

[0048] In some embodiments, the first parameter set includes the actual temperature and target temperature of the evaporator in the occupant cabin cooling system. Based on the first parameter set and the second parameter set, determining the target opening degree of the battery circuit refrigerant valve for distributing cooling capacity includes: determining the basic opening degree of the battery circuit refrigerant valve based on the second parameter set; and arbitrating the cooling capacity distribution based on the temperature difference between the actual temperature and the target temperature of the evaporator to determine the target opening degree.

[0049] Here, the base opening refers to the BEXV opening reference value determined to meet battery cooling requirements under ideal conditions without considering conflicts in crew cabin cooling demand. In some embodiments, the second parameter set includes ambient temperature, maximum battery temperature, target battery inlet water temperature, and actual battery inlet water temperature. Based on the second parameter set, the base opening of the battery circuit refrigerant valve is determined, including: determining the feedforward opening of the battery circuit refrigerant valve based on the ambient temperature, maximum battery temperature, and target battery inlet water temperature; determining the feedback correction value for the feedforward opening based on the target battery inlet water temperature and actual battery inlet water temperature; and determining the sum of the feedforward opening and the feedback correction value as the base opening.

[0050] For example, in one implementation, the ambient temperature, the battery's maximum temperature, and the battery's target inlet water temperature are obtained from the second parameter set. These three real-time parameters are used as joint input conditions. A pre-set data table 1 is queried, and a corresponding opening value is directly mapped and output. This value is the feedforward opening of the refrigerant valve in the battery circuit. Data table 1 defines the feedforward opening corresponding to different parameter combinations; this data table is pre-stored based on, for example, a large amount of bench test and vehicle road test data, after system identification and optimization calibration. In parallel, the real-time deviation between the target battery inlet water temperature and the actual battery inlet water temperature is determined, and a pre-set data table 2 is queried to obtain the feedback correction value corresponding to this deviation value. Data table 2 defines the feedback correction values ​​corresponding to temperature deviations of different magnitudes and ranges; this table is pre-calibrated based on, for example, the discretization and performance optimization of a proportional-integral (PI) controller. Further, the feedforward opening and the feedback correction value are added together, and the sum is the base opening.

[0051] In another implementation, the ambient temperature, the battery's maximum temperature, and the target inlet water temperature are acquired and input into a built-in empirical formula or lightweight mathematical model (e.g., a model based on multiple linear regression or physical formula fitting). Real-time calculations are performed using the empirical formula or lightweight mathematical model, and the output is the feedforward opening. Simultaneously, the real-time temperature deviation between the target inlet water temperature and the actual inlet water temperature is determined and input into a standard PI controller. This PI controller, based on preset proportional coefficients (Kp) and integral coefficients (Ki), determines the feedback correction value in real-time by performing calculations such as Kp * deviation + Ki * deviation integral. Further, the feedforward opening is added to the feedback correction value; the sum is the base opening.

[0052] Correspondingly, when the temperature difference between the actual temperature and the target temperature of the evaporator remains within an acceptable range, it indicates that the cabin cooling is sufficient and the system's cooling capacity supply is relatively abundant. In this state, the arbitration mechanism removes or significantly relaxes the restriction on the basic opening, making the final determined target opening approach or equal to the basic opening, thus allowing the battery cooling system to obtain cooling capacity according to its maximum demand. When the temperature difference exceeds the acceptable range, it indicates that the cabin cooling is insufficient and there is a conflict in the system's cooling capacity allocation. The arbitration mechanism activates corresponding levels of constraint strategies based on the degree of excess, including measures such as restricting the increase of the opening or forcibly reducing the opening, to achieve precise control of battery cooling demand while ensuring the basic cooling effect of the cabin. Through the above arbitration mechanism, a dynamic balance and optimized allocation of system cooling capacity between cabin comfort and battery cooling demand is achieved.

[0053] This application embodiment introduces a cooling capacity allocation arbitration mechanism based on evaporator temperature difference, enabling dynamic correction of the basic opening of the refrigerant valve in the battery circuit. This allows for intelligent adjustment of cooling capacity allocation according to the actual cooling effect of the passenger compartment. When the evaporator temperature difference increases (indicating insufficient cooling in the passenger compartment), the arbitration mechanism restricts the allocation of cooling capacity to the battery, ensuring that the basic cooling needs of the passenger compartment are prioritized. Conversely, when the evaporator temperature difference decreases (indicating sufficient cooling in the passenger compartment), the restriction on battery cooling is released. This dynamic arbitration mechanism effectively improves the imbalance in cooling capacity allocation between the passenger compartment and the battery in a fixed-ratio allocation strategy. While ensuring passenger compartment comfort, it maximizes battery cooling efficiency and overall system energy efficiency, effectively enhancing the rationality of system cooling capacity allocation and the intelligence level of vehicle thermal management.

[0054] In some embodiments, based on the temperature difference between the actual temperature of the evaporator and the target temperature of the evaporator, a cooling capacity allocation arbitration is performed on the basic opening degree, including: if the temperature difference is greater than a preset temperature deviation threshold, then obtaining the battery temperature threshold corresponding to the vehicle's operating scenario, wherein the battery temperature thresholds corresponding to different operating scenarios are different; determining the battery circuit refrigerant valve limit corresponding to the highest battery temperature and the battery temperature threshold; and determining the minimum value between the battery circuit refrigerant valve limit and the basic opening degree as the target opening degree.

[0055] The vehicle's operating scenarios include, but are not limited to, supercharging, fast charging, slow charging, and driving scenarios. For example, during cooling capacity allocation arbitration, the controller first calculates the temperature difference ΔT_evap between the actual and target temperatures of the evaporator. When ΔT_evap exceeds a preset temperature deviation threshold, such as 5°C, it indicates insufficient cooling in the passenger compartment. The controller then initiates the arbitration process to prioritize passenger compartment cooling while intelligently limiting battery cooling. Specifically, the controller obtains signals such as charging power and vehicle speed via the vehicle's CAN bus to accurately determine the vehicle's current operating scenario, such as identifying that the vehicle is performing DC supercharging. It then calls a preset mapping table to obtain the battery temperature threshold corresponding to the supercharging scenario, such as 50°C. This battery temperature threshold indicates that the system allows the battery to operate at a higher temperature during supercharging without triggering strict cooling capacity limits, ensuring both charging speed and safety. The controller reads the current maximum battery temperature, for example, 48°C; based on the relationship between the maximum battery temperature and the current scenario's battery temperature threshold, it determines the battery circuit refrigerant valve limit, for example, 200 steps, using a lookup table method; further, it compares this battery circuit refrigerant valve limit with the basic opening degree that meets the ideal cooling requirements of the battery, for example, 250 steps, and takes the minimum of the two (i.e., 200 steps) as the final target opening degree.

[0056] This application embodiment introduces a dynamic battery temperature threshold based on vehicle operating scenarios, achieving refined and intelligent arbitration of cooling capacity allocation. When the passenger compartment is not sufficiently cooled, it does not simply restrict battery cooling, but instead calls the corresponding battery temperature threshold according to the current operating scenario of the vehicle, and then determines a reasonable limit value for the refrigerant valve in the battery circuit based on the highest battery temperature. This scenario-adaptive arbitration mechanism can prioritize ensuring the basic cooling needs of the passenger compartment while intelligently reserving the necessary cooling capacity for the battery according to the thermal safety and performance requirements of the battery under different operating scenarios. This achieves an optimal balance between passenger compartment comfort, battery safety and overall vehicle performance, significantly improving the adaptability to complex operating conditions and overall energy efficiency.

[0057] In some embodiments, the cooling distribution method for the crew compartment and the battery further includes: if the temperature difference is less than or equal to a temperature deviation threshold, then determining the target opening as an opening value that dynamically increases from the current opening of the refrigerant valve in the battery circuit to the base opening.

[0058] For example, when the temperature difference ΔT_evap is less than or equal to the temperature deviation threshold, such as 5°C, it indicates that the cooling demand of the passenger compartment has been fully met and the system cooling pressure has been relieved. At this time, the controller reads the current opening degree of the refrigerant valve BEXV in the battery circuit (e.g., 120 steps) and obtains the base opening degree (e.g., 200 steps) calculated to meet the current battery cooling demand. The controller then starts a preset dynamic increment algorithm. In each control cycle, such as 100ms, the algorithm calculates an intermediate value between the current opening degree and the base opening degree according to a preset increment rate, such as 50 steps per second or a fixed step size (e.g., 5 steps per cycle). In this control cycle, the controller sets this calculated intermediate value (e.g., 120 steps + 5 steps = 125 steps) as the target opening degree for this cycle and outputs it to BEXV for execution. In the following control cycles, the above process is repeated so that the target opening degree gradually and dynamically increases from the initial 120 steps, through 125 steps, 130 steps, 135 steps, etc., until the base opening degree (200 steps) is reached.

[0059] In this embodiment, by introducing a gradual cooling capacity recovery mechanism, after the cooling demand of the passenger compartment is met, the opening of the refrigerant valve in the battery circuit smoothly transitions from the current value to the target value. This design effectively eliminates the step change in refrigerant flow caused by traditional on / off control, helps to suppress system pressure shocks and evaporator temperature fluctuations, and significantly improves ride comfort. At the same time, this smooth control strategy, while ensuring the orderly recovery of battery cooling capacity, improves the operational reliability of the entire thermal management system and the durability of key components by reducing mechanical shocks and thermal stress cycles of valves and actuators, which helps to achieve multi-objective optimization of comfort experience, battery safety, and long-term reliable system operation.

[0060] In some embodiments, after controlling the refrigerant valve in the battery circuit according to the target opening degree, the method further includes: monitoring the temperature difference; determining the target control strategy corresponding to the temperature difference based on the preset mapping relationship between the temperature difference and the control strategy; and dynamically adjusting the opening degree of the refrigerant valve in the battery circuit using the target control strategy. The preset mapping relationship between the temperature difference and the control strategy includes: when the detected temperature difference changes from less than or equal to a first temperature threshold to greater than the first temperature threshold, the target control strategy is determined to switch from the first control strategy to the second control strategy; when the detected temperature difference changes from less than or equal to a second temperature threshold to greater than the second temperature threshold, the target control strategy is determined to be the third control strategy, where the second temperature threshold is greater than the first temperature threshold; when the detected temperature difference changes from greater than or equal to a third temperature threshold to less than the third temperature threshold, the target control strategy is determined to be the second control strategy, where the third temperature threshold is greater than the first temperature threshold and less than the second temperature threshold; and when the detected temperature difference changes from greater than or equal to a fourth temperature threshold to less than the fourth temperature threshold, the target control strategy is determined to be the first control strategy, where the fourth temperature threshold is less than the first temperature threshold.

[0061] The first control strategy includes dynamically increasing the target opening degree towards the base opening degree; the second control strategy includes limiting the target opening degree to no greater than the base opening degree; and the third control strategy includes controlling the target opening degree to decrease sequentially according to the battery circuit refrigerant valve limit value corresponding to the battery's highest temperature.

[0062] For example, after controlling the refrigerant valve BEXV in the battery circuit according to the target opening degree, the controller continuously monitors the temperature difference ΔT_evap between the actual temperature of the evaporator and the target temperature. Based on the preset mapping relationship between the temperature difference and the control strategy, the target control strategy corresponding to ΔT_evap is determined, and then the target control strategy is applied to dynamically adjust the opening degree of the refrigerant valve in the battery circuit. This achieves continuous correction of the control strategy based on the actual temperature drop effect, significantly improving the system's response speed and control accuracy. Accordingly, Table 1 shows an example of the preset mapping relationship between the temperature difference and the control strategy.

[0063]

[0064] As shown in Table 1, the strategy number corresponding to the first control strategy is, for example, 0. This strategy indicates normal control of the battery circuit refrigerant valve BEXV, such as dynamically increasing the target opening towards the base opening. The strategy number corresponding to the second control strategy is, for example, 1. This strategy indicates that the battery circuit refrigerant valve BEXV cannot be increased. Specifically, the target opening can be limited to not exceeding the base opening, for example, taking the minimum value between the battery circuit refrigerant valve limit and the base opening. The strategy number corresponding to the third control strategy is, for example, 2. This strategy indicates controlling the opening of the battery circuit refrigerant valve BEXV to decrease (i.e., controlling the battery coolant flow rate to decrease). The target position for the decrease can be determined by linearly looking up a table based on the battery's highest temperature.

[0065] Correspondingly, when ΔT_evap < 3℃ (i.e., the fourth temperature threshold) is detected, it is determined that the cabin cooling is sufficient, and the controller applies the first control strategy. Under this strategy, the target opening degree dynamically increases towards the base opening degree, meaning the BEXV opening degree can freely increase to the optimal value that meets the battery cooling requirements. When ΔT_evap > 5℃ (i.e., the first temperature threshold) is detected, it is determined that the cabin cooling is insufficient, and the controller switches the target control strategy to the second control strategy. This strategy limits the target opening degree to no more than the base opening degree to prevent battery cooling from continuing to compete for the already scarce cooling resources. When ΔT_evap > 10℃ (i.e., the second temperature threshold) is detected... When the compressor speed has reached its maximum, the system determines that the occupant cabin cooling is severely insufficient and the cold source has reached its limit. The controller applies a third control strategy. This strategy first determines a refrigerant valve limit for the battery circuit based on the battery's highest temperature by using a linear lookup table. Then, the control target opening is gradually reduced according to this limit to actively reduce cooling to the battery and forcibly distribute the cooling capacity to the occupant cabin. Further, when the situation improves, for example, ΔT_evap < 7°C (i.e., the third temperature threshold), the system switches from the third control strategy to the second control strategy. When the situation improves further, for example, ΔT_evap < 3°C (the fourth temperature threshold), the system switches from the second control strategy to the first control strategy.

[0066] For example, Figure 2 This is a schematic diagram illustrating the control strategy switching provided for an exemplary embodiment of this application. For example... Figure 2As shown in the figure, the horizontal axis represents the temperature difference (in °C) between the actual temperature and the target temperature of the evaporator, and the vertical axis represents the limiting state of the battery circuit refrigerant valve (BEXV). When the temperature difference is low, it is in normal control mode, and the BEXV can adjust its opening as needed. When the temperature difference increases to a certain extent, it enters a limiting state, and the BEXV opening is prohibited from further increasing. If the temperature difference increases further and the compressor speed reaches its upper limit, the BEXV opening will be forcibly reduced to prioritize the cooling needs of the passenger compartment. Correspondingly, when the temperature difference drops, the limiting is gradually lifted according to a preset callback logic, ensuring passenger compartment comfort while avoiding energy waste caused by over-cooling. This achieves precise control and efficient operation of the thermal management system under complex operating conditions.

[0067] In this embodiment, by establishing a precise mapping relationship between temperature difference and multi-level control strategies, the system can automatically switch between multi-level control strategies based on the comparison results between the actual cooling effect of the passenger cabin and multi-level thresholds. When cooling is sufficient, a gradual recovery strategy is adopted to ensure the orderly improvement of battery cooling efficiency; when cooling is insufficient, opening limit and forced reduction strategies are activated sequentially to prioritize passenger cabin comfort; when cooling improves, the intensity of the limit is intelligently reduced, realizing intelligent dynamic control of cooling capacity distribution. This adaptive mechanism effectively overcomes the limitations of traditional fixed ratio and simple priority control, and optimizes the control effect in real time through closed-loop feedback. Under the premise of ensuring battery safety, it significantly improves system energy efficiency, control accuracy and user experience, and achieves dynamic optimal balance of cooling capacity distribution under complex operating conditions.

[0068] For example, Figure 3 Another schematic flowchart illustrating a method for distributing cooling capacity between the passenger compartment and the battery, provided as an exemplary embodiment of this application. (See attached diagram.) Figure 3 As shown, the method for distributing cooling to the crew compartment and battery includes the following steps:

[0069] S301. Obtain a first set of parameters reflecting the cooling demand of the crew cabin and a second set of parameters reflecting the cooling demand of the battery. The first set of parameters includes the actual temperature of the evaporator and the target temperature of the evaporator in the crew cabin cooling system. The second set of parameters includes the ambient temperature, the maximum battery temperature, the target battery inlet water temperature, and the actual battery inlet water temperature.

[0070] S302. Based on the ambient temperature, the highest battery temperature, and the target inlet water temperature of the battery, determine the feedforward opening of the refrigerant valve in the battery circuit.

[0071] S303. Based on the target water inlet temperature and the actual water inlet temperature of the battery, determine the feedback correction value for the feedforward opening.

[0072] S304. Determine the sum of the feedforward opening and the feedback correction value as the base opening.

[0073] S305. Determine whether the temperature difference between the actual temperature of the evaporator and the target temperature of the evaporator is greater than the preset temperature deviation threshold.

[0074] If so, execute S306;

[0075] If not, proceed with S309.

[0076] S306. Obtain the battery temperature threshold corresponding to the vehicle's operating scenario, wherein the battery temperature threshold is different for different operating scenarios.

[0077] S307. Determine the refrigerant valve limit values ​​for the battery circuit corresponding to the battery's highest temperature and battery temperature threshold.

[0078] S308. The minimum value between the refrigerant valve limit and the basic opening degree in the battery circuit is determined as the target opening degree.

[0079] S309. The target opening degree is determined as an opening degree value that dynamically increases from the current opening degree of the refrigerant valve in the battery circuit to the base opening degree.

[0080] S310: Control the refrigerant valve of the battery circuit according to the target opening degree to achieve on-demand distribution of cooling capacity to the crew compartment and battery.

[0081] Furthermore, after controlling the refrigerant valve in the battery circuit according to the target opening degree, the method further includes: monitoring the temperature difference; determining the target control strategy corresponding to the temperature difference based on the preset mapping relationship between the temperature difference and the control strategy; and dynamically adjusting the opening degree of the refrigerant valve in the battery circuit using the target control strategy. The preset mapping relationship between the temperature difference and the control strategy includes: when the detected temperature difference changes from less than or equal to a first temperature threshold to greater than the first temperature threshold, the target control strategy is determined to switch from the first control strategy to the second control strategy; when the detected temperature difference changes from less than or equal to a second temperature threshold to greater than the second temperature threshold, the target control strategy is determined to be a third control strategy, where the second temperature threshold is greater than the first temperature threshold. Thresholds; when the detected temperature difference changes from greater than or equal to a third temperature threshold to less than a third temperature threshold, the target control strategy is determined as the second control strategy, where the third temperature threshold is greater than the first temperature threshold and less than the second temperature threshold; when the detected temperature difference changes from greater than or equal to a fourth temperature threshold to less than a fourth temperature threshold, the target control strategy is determined as the first control strategy, where the fourth temperature threshold is less than the first temperature threshold; wherein, the first control strategy includes dynamically increasing the target opening degree towards the base opening degree; the second control strategy includes limiting the target opening degree to no greater than the base opening degree; the third control strategy includes controlling the target opening degree to decrease sequentially according to the battery circuit refrigerant valve limit value corresponding to the highest battery temperature.

[0082] It should be noted that the parameters and thresholds mentioned in the above embodiments of this application, including but not limited to the instantaneous cooling load requirement of the passenger compartment (e.g., 5kW), the instantaneous cooling load requirement of the battery (e.g., 3kW), the battery temperature thresholds corresponding to different operating scenarios (e.g., 50℃ in the supercharging scenario), the maximum battery temperature (e.g., 48℃), and the basic opening degree of the refrigerant valve in the battery circuit (e.g., 250 steps), are merely illustrative examples to facilitate understanding of the principles of this invention and are not intended to limit the scope of protection of this application. In practical applications, these parameters and thresholds can be calibrated and adjusted according to specific vehicle models, system architectures, and control objectives, and are not limited here.

[0083] In summary, this application has at least the following advantages:

[0084] First, by acquiring a first set of parameters reflecting the cooling demand of the passenger cabin and a second set of parameters reflecting the cooling demand of the battery in real time, and dynamically determining the target opening degree of the refrigerant valve in the battery circuit based on the first and second set of parameters, the on-demand and precise allocation of cooling capacity is achieved. Compared with the fixed proportional control or simple priority control schemes used in related technologies, the scheme of this application no longer relies on static settings, but dynamically adjusts the opening degree of the refrigerant valve in the battery circuit based on the actual cooling demand, so that the cooling capacity allocation matches the actual cooling demand. This effectively solves the problem of unreasonable cooling capacity allocation caused by static allocation or response lag in traditional schemes. This not only significantly improves the comfort of the passenger cabin while ensuring the safety of battery temperature, but also improves the overall energy efficiency and refrigerant utilization rate of the system by optimizing the refrigerant flow allocation.

[0085] Second, by introducing dynamic battery temperature thresholds based on vehicle operating scenarios, the arbitration of cooling capacity allocation is made more refined and intelligent. When the passenger compartment is not sufficiently cooled, the battery cooling is not simply restricted. Instead, the corresponding battery temperature threshold is called according to the current operating scenario of the vehicle, and a reasonable limit value of the refrigerant valve in the battery circuit is determined in combination with the highest battery temperature. This scenario-adaptive arbitration mechanism can prioritize the basic cooling needs of the passenger compartment while intelligently reserving the necessary cooling capacity for the battery according to the thermal safety and performance requirements of the battery under different operating scenarios. This achieves the optimal balance between passenger compartment comfort, battery safety and overall vehicle performance, significantly improving the adaptability to complex operating conditions and overall energy efficiency.

[0086] Third, by introducing a gradual cooling capacity recovery mechanism, after the cooling demand of the passenger compartment is met, the opening of the refrigerant valve in the control battery circuit smoothly transitions from the current value to the target value. This design effectively eliminates the step change in refrigerant flow caused by traditional on / off control, helps to suppress system pressure shocks and evaporator temperature fluctuations, and significantly improves ride comfort. At the same time, this smooth control strategy, while ensuring the orderly recovery of battery cooling capacity, improves the operational reliability of the entire thermal management system and the durability of key components by reducing mechanical shocks and thermal stress cycles of valves and actuators. This helps to achieve multi-objective optimization of comfort experience, battery safety, and long-term reliable system operation.

[0087] Fourth, by establishing a precise mapping relationship between temperature difference and multi-level control strategies, the system can automatically switch between multi-level control strategies based on the comparison results between the actual cooling effect of the passenger cabin and the multi-level thresholds. When cooling is sufficient, a gradual recovery strategy is adopted to ensure the orderly improvement of battery cooling efficiency; when cooling is insufficient, the opening limit and forced reduction strategies are activated sequentially to prioritize passenger cabin comfort; when cooling improves, the intensity of the limit is intelligently reduced, realizing intelligent dynamic control of cooling capacity distribution. This adaptive mechanism effectively overcomes the limitations of traditional fixed ratio and simple priority control, and optimizes the control effect in real time through closed-loop feedback. Under the premise of ensuring battery safety, it significantly improves system energy efficiency, control accuracy and user experience, and achieves dynamic optimal balance of cooling capacity distribution under complex operating conditions.

[0088] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0089] Figure 4 This is a schematic diagram of a cooling distribution device for the passenger compartment and battery, provided as an exemplary embodiment of this application. The cooling distribution device for the passenger compartment and battery provided in this embodiment is applied to a controller in a vehicle. Figure 4 As shown, the controller 40 in the vehicle includes an acquisition module 41, a determination module 42, and a cooling capacity distribution module 43, wherein:

[0090] The acquisition module 41 is used to acquire a first set of parameters reflecting the cooling requirements of the crew cabin and a second set of parameters reflecting the cooling requirements of the battery.

[0091] Module 42 is used to determine the target opening degree of the refrigerant valve in the battery circuit for allocating cooling capacity based on the first parameter set and the second parameter set.

[0092] The cooling capacity distribution module 43 is used to control the refrigerant valve of the battery circuit according to the target opening degree, so as to realize the on-demand distribution of cooling capacity to the crew compartment and the battery.

[0093] In one possible implementation, the first parameter set includes the actual temperature and target temperature of the evaporator in the occupant cabin refrigeration system. The determining module 42 can be specifically used to: determine the basic opening degree of the refrigerant valve in the battery circuit based on the second parameter set; and arbitrate the cooling capacity distribution based on the temperature difference between the actual temperature and the target temperature of the evaporator to determine the target opening degree.

[0094] In one possible implementation, the second parameter set includes ambient temperature, maximum battery temperature, target battery inlet water temperature, and actual battery inlet water temperature. The determining module 42 can also be used to: determine the feedforward opening of the refrigerant valve in the battery circuit based on the ambient temperature, maximum battery temperature, and target battery inlet water temperature; determine the feedback correction value for the feedforward opening based on the target battery inlet water temperature and actual battery inlet water temperature; and determine the sum of the feedforward opening and the feedback correction value as the base opening.

[0095] In one possible implementation, the determining module 42 can also be used to: when the temperature difference is greater than a preset temperature deviation threshold, obtain the battery temperature threshold corresponding to the vehicle's operating scenario, wherein the battery temperature thresholds corresponding to different operating scenarios are different; determine the battery circuit refrigerant valve limit corresponding to the battery's highest temperature and the battery temperature threshold; and determine the minimum value between the battery circuit refrigerant valve limit and the basic opening as the target opening.

[0096] In one possible implementation, the determining module 42 can also be used to: when the temperature difference is less than or equal to the temperature deviation threshold, determine the target opening as an opening value that dynamically increases from the current opening of the refrigerant valve in the battery circuit to the base opening.

[0097] In one possible implementation, after controlling the refrigerant valve in the battery circuit according to the target opening degree, the cooling capacity distribution module 43 can be specifically used to: monitor the temperature difference; determine the target control strategy corresponding to the temperature difference based on the preset mapping relationship between the temperature difference and the control strategy; and dynamically adjust the opening degree of the refrigerant valve in the battery circuit using the target control strategy. The preset mapping relationship between the temperature difference and the control strategy includes: when the detected temperature difference changes from less than or equal to a first temperature threshold to greater than the first temperature threshold, the target control strategy is determined to switch from the first control strategy to the second control strategy; when the detected temperature difference changes from less than or equal to a second temperature threshold to greater than the second temperature threshold, the target control strategy is determined to be a third control strategy, and the second temperature... The target temperature threshold is greater than the first temperature threshold. When the detected temperature difference changes from greater than or equal to the third temperature threshold to less than the third temperature threshold, the target control strategy is determined as the second control strategy, where the third temperature threshold is greater than the first temperature threshold and less than the second temperature threshold. When the detected temperature difference changes from greater than or equal to the fourth temperature threshold to less than the fourth temperature threshold, the target control strategy is determined as the first control strategy, where the fourth temperature threshold is less than the first temperature threshold. The first control strategy includes dynamically increasing the target opening degree towards the base opening degree. The second control strategy includes limiting the target opening degree to no greater than the base opening degree. The third control strategy includes controlling the target opening degree to decrease sequentially according to the battery circuit refrigerant valve limit value corresponding to the highest battery temperature.

[0098] The cooling distribution device for the passenger compartment and battery provided in this application embodiment can execute the technical solution shown in the above-described embodiment of the cooling distribution method for the passenger compartment and battery. Its implementation principle and beneficial effects are similar, and will not be repeated here.

[0099] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0100] It should be further noted that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0101] It should be noted that the above-described device embodiments are merely illustrative, and the device of this application can also be implemented in other ways; and it should be understood that the division of the various modules of the above device is only a logical functional division, and in actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can all be implemented in software through processing element calls; they can all be implemented in hardware; or some modules can be implemented by processing element calls to software, and some modules can be implemented in hardware. For example, the cooling capacity distribution module can be a separately established processing element, or it can be integrated into a chip in the above device. Alternatively, it can be stored as program code in the memory of the above device, and its function can be called and executed by a processing element of the above device. The implementation of other modules is similar. In addition, these modules can be fully or partially integrated together, or they can be implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each of the above modules can be completed by the integrated logic circuit in the hardware of the processor element or by software instructions.

[0102] For example, these modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), one or more Digital Signal Processors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs). As another example, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a System-On-a-Chip (SOC).

[0103] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., Digital Video Discs, DVDs), or semiconductor media (e.g., solid-state disks (SSDs)).

[0104] Figure 5 A schematic diagram of the controller provided for an exemplary embodiment of this application. (See attached diagram.) Figure 5 As shown, the controller 50 in this embodiment includes:

[0105] At least one processor 51; and a memory 52 communicatively connected to the at least one processor;

[0106] The memory 52 stores instructions that can be executed by at least one processor 51 to cause the controller to perform the method as described in any of the above embodiments.

[0107] Alternatively, the memory 52 can be either standalone or integrated with the processor 51.

[0108] The memory 52 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device.

[0109] The processor 51 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application. Specifically, in implementing the cooling distribution method for the crew compartment and battery described in the foregoing method embodiments, the controller may be, for example, an electronic device with processing capabilities such as a server.

[0110] Optionally, the controller may also include a communication interface 53. In a specific implementation, if the communication interface 53, memory 52, and processor 51 are implemented independently, they can be interconnected via a bus to communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc., but this does not imply that there is only one bus or one type of bus.

[0111] Optionally, in a specific implementation, if the communication interface 53, memory 52 and processor 51 are integrated on a single chip, then the communication interface 53, memory 52 and processor 51 can communicate through an internal interface.

[0112] The implementation principle and technical effects of the controller provided in this embodiment can be found in the foregoing embodiments, and will not be repeated here.

[0113] This application provides a vehicle including a controller as described in the above embodiments.

[0114] This application also provides a computer-readable storage medium storing computer-executable instructions. When the computer-executable instructions are executed, they are used to implement the method steps as described in the above method embodiments. The specific implementation methods and technical effects are similar and will not be repeated here.

[0115] The aforementioned computer-readable storage media can be implemented from any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0116] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the crew compartment and battery cooling distribution system.

[0117] This application also provides a computer program product, including a computer program, which, when executed, implements the method steps as described in the above method embodiments. The specific implementation and technical effects are similar and will not be repeated here.

[0118] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0119] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0120] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for distributing cooling capacity between a crew compartment and a battery, characterized in that, Controllers used in vehicles include: Obtain a first set of parameters reflecting the cooling requirements of the crew cabin and a second set of parameters reflecting the cooling requirements of the battery; Based on the first parameter set and the second parameter set, determine the target opening degree of the refrigerant valve in the battery circuit used to distribute cooling capacity; The refrigerant valve in the battery circuit is controlled according to the target opening degree to achieve on-demand distribution of cooling capacity to the crew compartment and the battery. The first parameter set includes the actual temperature and target temperature of the evaporator in the crew compartment refrigeration system, and the second parameter set includes the ambient temperature, the maximum battery temperature, the target battery inlet water temperature, and the actual battery inlet water temperature. Determining the target opening degree of the refrigerant valve in the battery circuit for distributing cooling capacity based on the first parameter set and the second parameter set includes: The feedforward opening of the refrigerant valve in the battery circuit is determined based on the ambient temperature, the maximum temperature of the battery, and the target inlet water temperature of the battery. Based on the target water inlet temperature of the battery and the actual water inlet temperature of the battery, a feedback correction value for the feedforward opening is determined; The sum of the feedforward opening and the feedback correction value is determined as the base opening; If the temperature difference between the actual temperature of the evaporator and the target temperature of the evaporator is greater than the preset temperature deviation threshold, then the battery temperature threshold corresponding to the vehicle's operating scenario is obtained, wherein the battery temperature thresholds corresponding to different operating scenarios are different. Determine the refrigerant valve limit values ​​for the battery circuit corresponding to the highest battery temperature and the battery temperature threshold. The target opening is determined by finding the minimum value between the refrigerant valve limit of the battery circuit and the basic opening.

2. The method for distributing cooling capacity between the passenger compartment and the battery according to claim 1, characterized in that, Also includes: If the temperature difference is less than or equal to the temperature deviation threshold, then the target opening is determined to be an opening value that dynamically increases from the current opening of the refrigerant valve in the battery circuit to the base opening.

3. The method for distributing cooling capacity between the crew compartment and the battery according to claim 1 or 2, characterized in that, After controlling the battery circuit refrigerant valve according to the target opening degree, the method further includes: Monitor the temperature difference value; Based on the preset mapping relationship between temperature difference and control strategy, the target control strategy corresponding to the temperature difference is determined. The opening degree of the refrigerant valve in the battery circuit is dynamically adjusted using the target control strategy described above. The mapping relationship between the preset temperature difference value and the control strategy includes: When the temperature difference is detected to change from less than or equal to the first temperature threshold to greater than the first temperature threshold, the target control strategy is determined to switch from the first control strategy to the second control strategy. When the temperature difference is detected to change from less than or equal to the second temperature threshold to greater than the second temperature threshold, the target control strategy is determined to be the third control strategy, where the second temperature threshold is greater than the first temperature threshold. When the temperature difference is detected to change from being greater than or equal to the third temperature threshold to being less than the third temperature threshold, the target control strategy is determined to be the second control strategy, wherein the third temperature threshold is greater than the first temperature threshold and less than the second temperature threshold. When the temperature difference is detected to change from being greater than or equal to the fourth temperature threshold to being less than the fourth temperature threshold, the target control strategy is determined to be the first control strategy, wherein the fourth temperature threshold is less than the first temperature threshold. The first control strategy includes controlling the target opening degree to dynamically increase towards the base opening degree; the second control strategy includes limiting the target opening degree to no greater than the base opening degree; and the third control strategy includes controlling the target opening degree to decrease sequentially according to the battery circuit refrigerant valve limit value corresponding to the battery's highest temperature.

4. A cooling distribution device for a crew compartment and a battery, characterized in that, Controllers used in vehicles include: The acquisition module is used to acquire a first set of parameters reflecting the cooling requirements of the crew cabin and a second set of parameters reflecting the cooling requirements of the battery; The determination module is used to determine the target opening degree of the refrigerant valve in the battery circuit for allocating cooling capacity based on the first parameter set and the second parameter set; the first parameter set includes the actual temperature of the evaporator in the occupant cabin cooling system and the target temperature of the evaporator, and the second parameter set includes the ambient temperature, the maximum battery temperature, the target battery inlet water temperature and the actual battery inlet water temperature. The determining module is specifically used to determine the feedforward opening of the refrigerant valve in the battery circuit based on the ambient temperature, the maximum battery temperature, and the target inlet water temperature of the battery. Based on the target water inlet temperature of the battery and the actual water inlet temperature of the battery, a feedback correction value for the feedforward opening is determined; The sum of the feedforward opening and the feedback correction value is determined as the base opening; If the temperature difference between the actual temperature of the evaporator and the target temperature of the evaporator is greater than the preset temperature deviation threshold, then the battery temperature threshold corresponding to the vehicle's operating scenario is obtained, wherein the battery temperature thresholds corresponding to different operating scenarios are different. Determine the refrigerant valve limit values ​​for the battery circuit corresponding to the highest battery temperature and the battery temperature threshold. The target opening is determined by finding the minimum value between the refrigerant valve limit of the battery circuit and the basic opening. The cooling capacity distribution module is used to control the refrigerant valve of the battery circuit according to the target opening degree, so as to realize the on-demand distribution of cooling capacity to the crew compartment and the battery.

5. A controller, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory is used to store computer-executed instructions; The processor is configured to execute the computer execution instructions to implement the method as described in any one of claims 1 to 3.

6. A vehicle, characterized in that, Includes the controller as described in claim 5.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed, are used to implement the method as described in any one of claims 1 to 3.

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