Battery heating control system, method and device, electronic equipment and storage medium

Abstract

The invention provides a battery heating control system, method and device, electronic equipment and a storage medium. The system comprises a refrigerant loop, a cooling liquid loop and a controller, the cooling liquid loop comprises a first valve as well as a battery branch, a motor branch, a battery cooler branch, a condenser branch and a low-temperature radiator branch which are connected to the first valve; the refrigerant loop comprises a compressor and a third electronic expansion valve connected to the two ends of the compressor in parallel. A cooler in the battery cooler branch and a condenser in the condenser branch are connected in series and then are connected to the two ends of the compressor; the controller is used for controlling the conduction state of the first valve and the state of the third electronic expansion valve when it is detected that the battery needs to be heated. Various battery heating modes are achieved by controlling the first valve and the third electronic expansion valve, the battery heating device adapts to diversified use scenes, the heating efficiency can be improved, dependence on a heater is avoided, the cost is effectively reduced, and the endurance mileage of the vehicle under the low-temperature condition is increased.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of battery thermal management, in particular to a battery heating control system, method and device, electronic equipment and storage medium. BACKGROUND

[0002] Low temperature can cause the electrochemical reaction activity of the power battery of an electric vehicle to decrease. In order to ensure that the power battery has good performance, the power battery needs to be heated when low-temperature pure electric driving and low-temperature charging are performed, so that the power battery works in a suitable temperature range.

[0003] At present, the power battery is mainly heated by a positive temperature coefficient (PTC) heater. However, the use of the PTC heater for heating has the problems of high energy consumption and high cost, and also seriously affects the cruising range of the vehicle. SUMMARY

[0004] The embodiments of the present application provide a battery heating control system, method, device, electronic equipment and storage medium, which aims to solve the technical problem of high energy consumption in the prior art of heating the battery by using a PTC heater.

[0005] In a first aspect, the embodiments of the present application provide a battery heating control system, comprising: a refrigerant circuit, a coolant circuit and a controller; The coolant circuit comprises a first valve and a battery branch, a motor branch, a battery cooler branch, a condenser branch and a low-temperature radiator branch connected to the first valve; The refrigerant circuit comprises a compressor and a third electronic expansion valve connected in parallel at both ends of the compressor; wherein the cooler in the battery cooler branch and the condenser in the condenser branch are connected in series at both ends of the compressor; The controller is configured to control the conduction state of the first valve and the state of the third electronic expansion valve when it is detected that the battery needs to be heated.

[0006] In a second aspect, the embodiments of the present application provide a battery heating control method applied to the battery heating control system of the first aspect, and the method comprises: determining whether the battery needs to be heated; when it is determined that the battery needs to be heated, determining a battery heating mode according to the state of the vehicle and the ambient temperature, and determining a first valve conduction state and a third electronic expansion valve state matched with the battery heating mode; controlling the first valve to switch to the first valve conduction state and controlling the third electronic expansion valve to switch to the third electronic expansion valve state.

[0007] In a third aspect, the embodiments of the present application further provide a battery heating control device, applied to the battery heating control system of the first aspect, and the device comprises: a judging module, configured to judge whether the battery needs to be heated; a first determining module, configured to, when it is determined that the battery needs to be heated, determine a battery heating mode according to the vehicle state and the ambient temperature, and determine a first valve conduction state and a third electronic expansion valve state matched with the battery heating mode; a first control module, configured to control the first valve to switch to the first valve conduction state and the third electronic expansion valve to switch to the third electronic expansion valve state.

[0008] In a fourth aspect, the embodiments of the present application further provide an electronic device, which comprises a processor, a memory, and a computer program stored in the memory and executable on the processor, and the computer program is executed by the processor to implement the battery heating control method described above.

[0009] In a fifth aspect, the embodiments of the present application further provide a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the battery heating control method described above.

[0010] The embodiments of the present application at least have the following technical effects: The technical scheme of the embodiments of the present application, the controller judges whether the battery needs to be heated by monitoring the ambient temperature, the battery temperature, the vehicle state and other information. When it is determined that the battery needs to be heated, the controller adjusts the conduction state of the first valve and the state of the third electronic expansion valve to ensure that the heat of at least one branch can be transmitted to the battery, thereby realizing effective heating of the battery. Through different combinations of the states of the first valve and the third electronic expansion valve, the present application can realize various battery heating modes to adapt to diversified use scenarios. Specifically, the heat can be transmitted to the battery by using single or combined heat sources such as compressor self-heat mode, heat pump mode, and electric drive active heating, which improves the heating efficiency, avoids the dependence on PTC heater, thereby effectively reduces the cost and energy consumption, and improves the cruising range of the vehicle under low temperature conditions. BRIEF DESCRIPTION OF DRAWINGS

[0011] In order to more clearly illustrate the technical schemes in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows.

[0012] Figure 1 is a structural schematic diagram of the battery heating control system provided by the embodiments of the present application; Figure 2is a structural schematic diagram of the cooling liquid circuit when the first valve is in a first conduction state; Figure 3 is a structural schematic diagram of the cooling liquid circuit when the first valve is in a second conduction state; Figure 4 is a structural schematic diagram of the cooling liquid circuit when the first valve is in a third conduction state; Figure 5 is a structural schematic diagram of the refrigerant circuit; Figure 6 is a structural schematic diagram of the refrigerant circuit in a first working mode; Figure 7 is a structural schematic diagram of the refrigerant circuit in a second working mode; Figure 8 is one of flow schematic diagrams of the battery heating control method provided by the embodiments of the present application; Figure 9 is another one of flow schematic diagrams of the battery heating control method provided by the embodiments of the present application; Figure 10 is a structural schematic diagram of the battery heating control device provided by the embodiments of the present application; Figure 11 is a block diagram of the electronic device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0013] In order to make the technical problems, technical solutions and beneficial effects solved by the present application clearer, the present application will be further described in detail below in combination with embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0014] In the related art, the power battery is mainly heated by a positive temperature coefficient (PTC) heater when charging at low temperature or driving at low temperature. However, the power battery heating by the PTC heater has the problems of high energy consumption and high cost, and also seriously affects the cruising range of the vehicle.

[0015] Based on this, in order to solve the technical problem of high energy consumption in heating the battery by using the PTC heater in the prior art, the present application provides a battery heating control system, method, device, electronic device and storage medium. Through different combinations of the states of the first valve and the third electronic expansion valve, multiple battery heating modes can be realized to adapt to diversified use scenarios, and the heating efficiency can be improved, the dependence on the heater can be avoided, thereby effectively reducing the cost and energy consumption and improving the cruising range of the vehicle under low temperature conditions.

[0016] Embodiment one This application provides a battery heating control system, the system comprising: Refrigerant circuit, coolant circuit, and controller; The coolant circuit includes a first valve and a battery branch, a motor branch, a battery cooler branch, a condenser branch, and a low-temperature radiator branch connected to the first valve. The refrigerant circuit includes a compressor and a third electronic expansion valve connected in parallel across the compressor; wherein the cooler in the battery cooler branch and the condenser in the condenser branch are connected in series across the compressor. The controller is used to control the conduction state of the first valve and the state of the third electronic expansion valve when it is detected that the battery needs to be heated.

[0017] like Figure 1 As shown, the thick solid line represents the refrigerant circuit, and the thin solid line represents the coolant circuit. The coolant circuit includes a first valve and connected to it are the battery branch, motor branch, battery cooler branch, condenser branch, and low-temperature radiator branch. The first valve can be a 10-way valve, specifically including 10 ports. The refrigerant circuit includes a compressor, a third electronic expansion valve EXV3 connected in parallel across the compressor, a cooler in the battery cooler branch, and a condenser in the condenser branch. In other words, the refrigerant circuit and the coolant circuit are connected through the cooler and condenser.

[0018] Specifically, such as Figure 1 As shown, the battery branch connects a battery and a battery-powered water pump Bbt-P in series. The first end of the battery branch is connected to the fifth port 5 of the first valve, and the second end of the battery branch is connected to the sixth port 6 of the first valve. The battery cooler branch connects a cooler in series. The first end of the battery cooler branch is connected to the ninth port 9 of the first valve, and the second end of the battery cooler branch is connected to the tenth port 10 of the first valve. The motor branch connects a motor and a motor-powered water pump Mot-P in series. The first end of the motor branch is connected to the first port 1 of the first valve, and the second end of the motor branch is connected to the second port 2 of the first valve. The low-temperature radiator branch connects a low-temperature radiator and a cooling fan in series. The first end of the low-temperature radiator branch is connected to the second port 2 of the first valve, and the second end of the low-temperature radiator branch is connected to the third port 3 and the fourth port 4 of the first valve. The condenser branch connects a condenser and a heater pump Ht-P in series. The first end of the condenser branch is connected to the seventh port 7 of the first valve, and the second end of the condenser branch is connected to the eighth port 8 of the first valve.

[0019] Specifically, the first valve includes multiple conduction states, and through switching of the conduction states, the connection and disconnection between the branches can be realized. The state of the third electronic expansion valve includes a closed state and an open state. The open state corresponds to the conduction state, and the closed state corresponds to the non-conduction state.

[0020] In the embodiment of the present application, the controller determines whether the battery needs to be heated by monitoring the ambient temperature, the battery temperature, the vehicle state and other information. When it is determined that the battery needs to be heated, the controller adjusts the conduction state of the first valve and the state of the third electronic expansion valve to ensure that the heat of at least one branch can be transmitted to the battery, thereby realizing effective heating of the battery. Through different combinations of the states of the first valve and the third electronic expansion valve, the present application can realize multiple battery heating modes to adapt to diversified use scenarios. Specifically, the heat can be transmitted to the battery by using a single or combined heat source such as a compressor self-heat mode, a heat pump mode, an electric drive active heating mode, etc., thereby improving the heating efficiency, avoiding the dependence on a PTC heater, effectively reducing the cost and energy consumption, and improving the cruising range of the vehicle under low temperature conditions.

[0021] Further, as shown in Figure 1 The cooling liquid circuit further includes a water overflow pot for supplementing the cooling liquid circuit. Figure 1 The first valve, the motor water pump, the battery water pump, the heater core water pump, and the second valve in the dashed box can be integrated into an integrated valve island. The integrated valve includes 12 interfaces, wherein the motor is connected between 1 and 2, the battery is connected between 11 and 12, the heater core is connected between 8 and 9, the condenser is connected between 7 and 10, the low-temperature radiator is connected between 4 and 5, and the water overflow pot is connected with 3 and 6.

[0022] In an optional embodiment of the present application, the conduction state of the first valve includes a first conduction state, a second conduction state and a third conduction state.

[0023] As shown in Figure 2As shown, the first valve is in the first conducting state. The first port 1 of the first valve is connected to the ninth port 9, the fourth port 4 to the tenth port 10, the sixth port 6 to the eighth port 8, and the fifth port 5 to the seventh port 7. Through the connection between the first and ninth ports, and the fourth and tenth ports, the battery cooler branch, the low-temperature radiator branch, and the motor branch are connected. Through the connection between the sixth and eighth ports, and the fifth and seventh ports, the battery branch is connected to the condenser branch. Under the combined action of the motor water pump, the battery water pump, and the heater pump, the coolant is delivered to the motor and the condenser, respectively, carrying away the heat generated by these two components and transferring the heat to the battery and the cooler, thus realizing the battery's heating function. Specifically, the coolant carries the heat from the motor to the cooler; after heat exchange, the coolant flowing out of the cooler is cooled. The coolant flows to the low-temperature radiator branch, absorbs heat from the air, and then circulates back to the motor branch to continue absorbing heat.

[0024] like Figure 3 As shown, the first valve is in the second conducting state. The first port 1 and the second port 2 of the first valve are connected, the ninth port 9 and the tenth port 10 are connected, the sixth port 6 and the eighth port 8 are connected, and the fifth port 5 and the seventh port 7 are connected. The motor branch self-circulates through the connection of the first port and the second port 2. The battery cooler branch self-circulates through the connection of the ninth port 9 and the tenth port 10. The battery branch and the condenser branch are connected through the connection of the sixth port 6 and the eighth port 8, and the fifth port 5 and the seventh port 7. Under the coordinated action of the motor water pump, the battery water pump, and the heater pump, the coolant is transported to the condenser, carrying away the heat from the refrigerant and transferring this heat to the battery, thereby realizing the battery heating function.

[0025] like Figure 4 As shown, the first valve is in the third conducting state. The first port 1 and the ninth port 9 of the first valve are connected, the second port 2 and the tenth port 10 are connected, the sixth port 6 and the eighth port 8 are connected, and the fifth port 5 and the seventh port 7 are connected. Through the connection of the first port 1 and the ninth port 9, and the second port 2 and the tenth port 10, the battery cooler branch is connected to the motor branch. Through the connection of the sixth port 6 and the eighth port 8, and the fifth port 5 and the seventh port 7, the battery branch is connected to the condenser branch. Under the combined action of the motor water pump, the battery water pump, and the heater water pump, coolant is delivered to the motor and the condenser respectively, carrying away the heat generated by these two components and transferring the heat to the battery and the cooler, thereby realizing the battery heating function.

[0026] It should be noted that the third valve V2 is arranged at the second interface 2, which can be a two-way valve. In the second and third conduction states, the third valve V2 is in an open state, and at this time the low-temperature radiator branch is not communicated with the motor branch. In the third conduction state, the third valve V2 is in a closed state, and at this time the low-temperature radiator branch is communicated with the motor branch.

[0027] Further, the cooling liquid circuit further comprises a second valve and a heater core branch connected to the first valve; the second valve is used to connect the heater core branch to both ends of the condenser branch; and the controller is further used to control the second valve to adjust the proportion of the cooling liquid in the condenser branch flowing to the battery branch and the heater core branch. Specifically, the second valve can be a proportional three-way valve, which comprises three interfaces.

[0028] As shown in Figure 1 The heater core is connected in series in the heater core branch, the a port of the second valve V1 is connected to the seventh interface 7 of the first valve, the b port is connected to the condenser, and the c port is connected to the first end of the heater core. The second end of the heater core is connected to the eighth interface 8 of the first valve.

[0029] When the sixth interface 6 and the eighth interface 8 of the first valve are connected, and the fifth interface 5 and the seventh interface 7 are connected, that is, the condenser branch and the battery branch are communicated with each other, the cooling liquid flows out of the condenser, enters the b port of the second valve V1, and then flows to the battery from the a port and to the heater core from the c port by the action of the heater core water pump Ht-P. The controller can adjust the distribution proportion of the cooling liquid between the battery branch and the heater core branch by controlling the second valve V1.

[0030] Specifically, during the charging of the vehicle, the proportion of the battery branch in the second valve can be adjusted to 100%, so as to ensure that all the heat is delivered to the battery. In the pure electric driving state of the vehicle, the proportion of the battery branch and the heater core branch in the second valve can be flexibly adjusted according to the heating demand of the passenger compartment, so that part of the heat is used for battery heating, and the other part is delivered to the heater core, so as to achieve effective heating of the passenger compartment.

[0031] In the cooling liquid circuit, a first check valve CV1 and a second check valve CV2 are arranged. The first check valve CV1 is connected in series in the condenser branch, the inlet is connected to the eighth interface 8 of the first valve, and the outlet is connected to the heater core water pump Ht-P. The inlet of the second check valve CV2 is also connected to the eighth interface 8 of the first valve, and the outlet is connected to the a port of the second valve V1. The first check valve CV1 and the second check valve CV2 jointly act to prevent the reverse flow of the cooling liquid.

[0032] Furthermore, the refrigerant circuit also includes a first electronic expansion valve, an air conditioning unit, and a second electronic expansion valve; the compressor and the condenser are connected in series to form a first refrigerant circuit, the compressor and the third solenoid valve are connected in series to form a second refrigerant circuit, the air conditioning unit and the first electronic expansion valve are connected in series to form an air conditioning refrigerant branch, the cooler and the second electronic expansion valve are connected in series to form a cooler refrigerant branch, and the air conditioning refrigerant branch and the cooler refrigerant branch are connected in parallel and then connected in series to the first refrigerant circuit.

[0033] like Figure 5 As shown, the air conditioning unit and the first electronic expansion valve EXV1 are connected in series to form the air conditioning refrigerant branch, and the cooler and the second electronic expansion valve EXV2 are connected in series to form the cooler refrigerant branch. The air conditioning refrigerant branch and the cooler refrigerant branch are connected in parallel and then connected in series in the first refrigerant circuit composed of the compressor and the condenser. The compressor and the third expansion valve EXV3 also form the second refrigerant circuit.

[0034] Specifically, when the third electronic expansion valve EXV3 is closed, the refrigerant compressed by the compressor becomes a high-temperature, high-pressure gas, which is discharged from the compressor outlet to the condenser. After being cooled by the condenser, it returns to the compressor. When the third electronic expansion valve EXV3 is open, the refrigerant compressed by the compressor becomes a high-temperature, high-pressure gas, which is discharged from the compressor outlet. Part of it goes to the condenser, is cooled by the condenser, and returns to the compressor inlet. The other part directly returns to the compressor inlet through the bypass formed by the third electronic expansion valve EXV3.

[0035] Specifically, the refrigerant circuit includes a first operating mode and a second operating mode; Among them, such as Figure 6 As shown, in the first operating mode, the first and third electronic expansion valves are in the closed state, and the second electronic expansion valve is in the open state; Figure 7 As shown, in the second operating mode, the first electronic expansion valve is in the closed state, while the second and third electronic expansion valves are in the open state.

[0036] It should be noted that when the refrigerant circuit is in the first operating mode, the refrigerant compressed by the compressor is transformed into a high-temperature, high-pressure gas, which is discharged from the compressor outlet and enters the condenser. After being cooled by the condenser, the refrigerant returns to the compressor. The heat absorbed by the condenser is transferred to the battery branch through the coolant circuit to heat the battery.

[0037] When the refrigerant circuit is in the second operating mode, the refrigerant compressed by the compressor also becomes a high-temperature, high-pressure gas. Part of it is discharged from the compressor outlet and enters the condenser, while the other part is discharged from the compressor outlet and then supplements the compressor inlet to increase enthalpy through the bypass action of the third expansion valve EXV3. The compressor's electrical energy is converted into heat energy, thereby improving its heating capacity.

[0038] Example 2 This application provides a battery heating control method. Please refer to [link / reference]. Figure 8 This includes the following steps: Step 801: Determine whether the battery needs to be heated.

[0039] The battery heating control method provided in this application is applied to a battery heating control system. Considering that the charging and discharging performance, lifespan, and safety of a battery are affected by low temperatures, a determination is made as to whether the battery needs heating during its use in a vehicle. This use includes both charging and discharging.

[0040] Specifically, by monitoring ambient temperature, vehicle status, and battery charge, it can be determined whether battery heating is triggered under different usage scenarios.

[0041] Step 802: When it is determined that the battery needs to be heated, the battery heating mode is determined according to the vehicle status and ambient temperature, and the first valve conduction state and the third electronic expansion valve state that match the battery heating mode are determined.

[0042] When it is determined that the battery needs to be heated, the first step is to determine the battery's usage scenario based on the vehicle's status and ambient temperature. Then, the appropriate battery heating mode for that usage scenario is determined. Different usage scenarios correspond to different battery heating modes.

[0043] After determining the battery heating mode, the on / off state of the first valve in the coolant circuit and the state of the third electronic expansion valve in the refrigerant circuit are determined to implement this heating mode. The on / off state of the first valve determines the heat distribution path, and the state of the third electronic expansion valve determines the heat source intensity.

[0044] This application achieves precise, scenario-based control through multi-dimensional parameter matching, which can avoid energy waste and insufficient heating intensity.

[0045] Step 803: Control the first valve to switch to the first valve on state and control the third electronic expansion valve to switch to the third electronic expansion valve state.

[0046] After determining the first valve's on state and the third electronic expansion valve's state, an electrical signal, such as a pulse signal, is sent to the first valve and the third electronic expansion valve to drive the valve core inside the valve component to move, so that the first valve switches to the first valve on state, that is, the first valve switches to the first valve on state and the third electronic expansion valve switches to the third electronic expansion valve state.

[0047] In this embodiment, when it is determined that the battery needs to be heated, a matching battery heating mode is determined by combining the vehicle status and ambient temperature. The first valve conduction state and the third electronic expansion valve state that match the battery heating mode are also determined. Then, by controlling the first valve and the third electronic expansion valve, the battery can be effectively heated in the current usage scenario. This application can realize multiple battery heating modes to adapt to diverse usage scenarios, improve battery heating efficiency, and avoid reliance on heaters, thereby effectively reducing costs and energy consumption and increasing the vehicle's range under low temperature conditions.

[0048] The process of triggering battery heating is described below. In an optional embodiment of this application, determining whether battery heating is necessary includes: Acquire ambient temperature, battery level, and vehicle status; When the vehicle is in charging or pure electric driving mode, the ambient temperature is lower than a first preset temperature threshold, and the battery charge is lower than a preset charge threshold, it is determined that the battery needs to be heated. After determining that the battery needs to be heated, the method further includes: The battery temperature of the battery is monitored; When the battery temperature is detected to be higher than a first preset battery temperature threshold, it is determined that heating the battery is not necessary.

[0049] When determining whether battery heating is necessary, it is necessary to obtain ambient temperature, battery charge, and vehicle status. Ambient temperature can be collected by an external ambient temperature sensor, battery charge can be read by the battery management system, and vehicle status can be obtained by the vehicle controller.

[0050] Whether the battery needs to be heated requires a combination of information. When the vehicle is in charging or pure electric driving mode, the ambient temperature is below a first preset temperature threshold, and the battery charge is below a preset charge threshold, the battery needs to be heated. If any of the conditions are not met, the battery heating process will not be triggered, thus avoiding unnecessary battery heating and preventing energy waste.

[0051] After battery heating is initiated, the battery temperature is monitored. This temperature is collected by a temperature sensor inside the battery pack. If the detected battery temperature exceeds a first preset battery temperature threshold, it is determined that heating is unnecessary. By precisely terminating heating, the battery is ensured to always operate within its efficient and safe operating range, energy waste is avoided, and battery life is extended.

[0052] The above-described implementation scheme of this application sets battery heating conditions by combining vehicle status, ambient temperature and battery charge, ensuring that heating is triggered only in critical scenarios such as charging or pure electric driving, low temperature and low charge. At the same time, heating is terminated in real time based on the battery temperature reaching the standard. This satisfies the battery's temperature requirements when necessary to ensure its performance, while avoiding unnecessary heating and energy waste caused by overheating, effectively ensuring the safety and service life of the battery.

[0053] The following describes how to determine the battery heating mode. In an optional embodiment of this application, determining the battery heating mode based on the vehicle status and ambient temperature includes: When the vehicle is in a charging state and the ambient temperature is higher than or equal to a second preset temperature threshold, the battery heating mode is determined to be the first battery heating mode. When the vehicle is in a charging state and the ambient temperature is lower than the second preset temperature threshold, the battery heating mode is determined to be the second battery heating mode. When the vehicle is in pure electric driving mode and the ambient temperature is higher than or equal to the third preset temperature threshold, the battery heating mode is determined to be the first battery heating mode. When the vehicle is in pure electric driving mode and the ambient temperature is lower than the third preset temperature threshold and higher than the fourth preset temperature threshold, the battery heating mode is determined to be the third battery heating mode. When the vehicle is in pure electric driving mode and the ambient temperature is lower than the fourth preset temperature threshold, the battery heating mode is determined to be the second battery heating mode. Wherein, the first battery heating mode corresponds to the first valve being in the first conducting state and the third electronic expansion valve being in the closed state; The second battery heating mode corresponds to the first valve being in the second conducting state and the third electronic expansion valve being in the open state; The third battery heating mode corresponds to the first valve being in the third conducting state and the third electronic expansion valve being in the closed state.

[0054] After determining that battery heating is necessary, it is required to determine a battery heating mode that matches the current usage scenario. This application embodiment sets different ambient temperature gradients for different vehicle states and matches heating strategies of varying intensities to achieve scenario-specific adaptation of battery heating.

[0055] When the vehicle is in charging mode, two battery heating modes are set according to the ambient temperature. When the ambient temperature is higher than or equal to a second preset temperature threshold, the first battery heating mode is used; when the ambient temperature is lower than the second preset temperature threshold, the second battery heating mode is used.

[0056] When the vehicle is in pure electric driving mode, three battery heating modes are set according to the ambient temperature. When the ambient temperature is higher than the third preset temperature threshold, the first battery heating mode is used; when the ambient temperature is lower than the fourth preset temperature threshold, the second battery heating mode is used; and when the ambient temperature is between the third and fourth preset temperature thresholds, the third battery heating mode is used.

[0057] In other words, when the ambient temperature is high, it is above the second preset temperature threshold for charging and above the third preset temperature threshold for pure electric driving, both using the first battery heating mode. The second and third preset temperature thresholds can be the same or different; for example, both can be set to -5℃. Conversely, when the ambient temperature is low, it is below the second preset temperature threshold for charging and below the third preset temperature threshold for pure electric driving. For charging, the second battery heating mode is used. For pure electric driving, a further gradient is set for even lower ambient temperatures: when the ambient temperature is above the fourth preset temperature threshold, the third battery heating mode is used first; when the ambient temperature is below the fourth preset temperature threshold, the second battery heating mode is used. The fourth preset temperature threshold could be -13℃.

[0058] Specifically, the first battery heating mode corresponds to the first valve being in the first conducting state and the third electronic expansion valve being in the closed state; the second battery heating mode corresponds to the first valve being in the second conducting state and the third electronic expansion valve being in the open state; and the third battery heating mode corresponds to the first valve being in the third conducting state and the third electronic expansion valve being in the closed state.

[0059] Compared to the first and third battery heating modes, the second battery heating mode features an open third electronic expansion valve and a compressor operating in a second self-heating mode. In this mode, the refrigerant compressed by the compressor becomes a high-temperature, high-pressure gas. After exiting the compressor, part of the gas goes to the condenser, where it dissipates heat and returns to the compressor inlet. The other part bypasses the compressor via the third electronic expansion valve, replenishing the compressor inlet and increasing enthalpy. The compressor's electrical energy is converted into heat energy, improving heating efficiency. Simultaneously, the first valve is in a second conducting state. In this mode, the motor and battery coolant circuits self-circulate, not connecting to other components to prevent heat loss. The heat generated by the compressor is directly transferred to the battery circuit via the condenser for battery heating. This second heating mode, through heat concentration and enhanced enthalpy, can rapidly increase battery temperature. It is suitable for scenarios requiring rapid battery temperature increases, specifically when the ambient temperature is below a second preset temperature threshold (e.g., -5°C) during charging and below a fourth preset temperature threshold (e.g., -13°C) during pure electric driving. This avoids excessively long charging times and ensures battery performance and extends driving range during pure electric driving.

[0060] In the first battery heating mode, the first valve is in the first conducting state, and the third electronic expansion valve is in the closed state. At this time, the battery branch is connected to the condenser branch, and the battery cooler branch, low-temperature radiator branch, and motor branch are connected. The compressor is in the first working mode, that is, it operates at normal efficiency. The refrigerant compressed by the compressor becomes a high-temperature and high-pressure gas, which is discharged from the compressor outlet and then returns to the condenser and then to the compressor inlet. The second battery heating mode transfers heat from the motor and condenser to the battery. It is suitable for battery heating scenarios in slightly low temperatures. Specifically, it is suitable for scenarios where the ambient temperature is higher than the second preset temperature threshold (e.g., -5℃) during charging and lower than the third preset temperature threshold (e.g., -5℃) during pure electric driving. During charging, energy consumption can be reduced while ensuring charging efficiency and avoiding energy waste. During pure electric driving, the motor preheating can be used for heat dissipation, thereby improving the driving range.

[0061] In the third battery heating mode, the first valve is in the third conducting state, and the third electronic expansion valve is in the closed state. At this time, the battery branch is connected to the condenser branch, the battery cooler branch is connected to the motor branch, and the compressor is in the first working mode, that is, operating at normal efficiency. The refrigerant compressed by the compressor becomes a high-temperature, high-pressure gas, which is discharged from the compressor outlet and then returns to the condenser and then to the compressor inlet. The third battery heating mode avoids heat loss to the environment through the low-temperature radiator, and at the same time utilizes a small amount of preheating from the motor to assist in battery heating. It is applicable to scenarios where the ambient temperature is between the third preset temperature threshold (e.g., -5℃) and the fourth preset temperature threshold (e.g., -13℃) during pure electric driving. This can reduce heat loss, utilize the waste heat of the motor to assist in heating, reduce energy consumption while ensuring battery performance, and balance the heating needs during low-temperature driving with range anxiety.

[0062] The proposed implementation scheme precisely matches different battery heating modes based on the vehicle's charging or pure electric driving status and the ambient temperature range. It also controls the conduction state of the first valve and the state of the third electronic expansion valve in a coordinated manner. This not only provides appropriate heating intensity for the battery in different low-temperature environments, ensuring stable battery performance, but also takes into account the heat dissipation needs of components such as the motor, while avoiding unnecessary energy consumption. This achieves an optimized balance between battery heating efficiency, energy consumption, and system safety, improving the vehicle's adaptability and reliability in low-temperature scenarios.

[0063] The coolant circuit also includes a second valve and a heater core branch connected to the first valve. The second valve is used to connect the heater core branch in parallel to both ends of the condenser branch. In an optional embodiment of this application, the method further includes: When it is determined that the battery needs to be heated and the vehicle is in pure electric driving mode, a passenger compartment heating request is obtained. Based on the crew cabin heating request, determine the adjustment ratio corresponding to the second valve; The second valve is controlled according to the adjustment ratio.

[0064] After determining that the battery needs to be heated, compared to when the vehicle is in a charging state, when the vehicle is in a pure electric driving state, it is also necessary to confirm whether the user has a heating need, that is, a passenger compartment heating request.

[0065] In this embodiment, when it is determined that the battery needs to be heated and the vehicle is in pure electric driving mode, a passenger compartment heating request is obtained. This request includes a slight demand, such as a set temperature or a set level. Based on the passenger compartment heating request, the adjustment ratio corresponding to the second valve is determined. When the passenger compartment heating request is not requested, the flow rate of the battery branch is 100%. When the passenger compartment heating request is requested, the adjustment ratio of the second valve is determined according to the intensity of the demand, and the second valve is controlled to achieve heat distribution between the heater core branch and the battery branch, ensuring battery heating efficiency while increasing the interior temperature.

[0066] In the above-described implementation scheme of this application, in the scenario of pure electric driving and battery heating, the heat distribution ratio of the second valve is dynamically adjusted by sensing the heating request of the passenger compartment, thereby achieving the adaptation between the battery heating demand and the passenger compartment heating demand, and improving the passenger riding experience while ensuring the low-temperature performance of the battery.

[0067] In an optional embodiment of this application, after determining that the battery heating mode is the third battery heating mode, the method further includes: Monitor battery temperature; When the battery temperature is lower than the second preset battery temperature threshold, the motor is controlled to enter the first mode; When the battery temperature is higher than the second preset battery temperature threshold, the motor is controlled to enter the second mode; The heat generated by the motor in the first mode is higher than the heat generated in the second mode.

[0068] Specifically, when it is determined that the battery needs heating, and the battery usage scenario is pure electric vehicle operation with the ambient temperature between the third and fourth preset temperatures, the battery heating mode is the third battery heating mode. In this mode, the first valve is in the third conducting state, connecting the battery cooler branch to the motor branch. Under the action of the motor water pump, the coolant can absorb the heat from the motor and deliver it to the cooler, thus heating the battery. During this process, the battery temperature can be monitored, and the motor mode is determined based on the battery temperature. When the battery temperature is below the second preset battery temperature threshold, the motor enters the first mode, i.e., the inefficient mode; when the battery temperature is above the second preset battery temperature threshold, the motor enters the second mode, i.e., the normal operating mode. The battery temperature here can be the outlet water temperature of the battery in the battery branch, or it can be the cell temperature. This temperature reflects the intensity of the battery's heating demand. The second preset battery temperature threshold can be set to 10℃.

[0069] Specifically, the motor generates more heat in the first mode than in the second mode. This means that when the battery temperature is low, the motor needs to increase its heat production, so it uses the first mode to quickly raise the battery temperature. When the battery temperature is high, the heating demand decreases, allowing the motor to switch to the second mode, which generates less heat. The water source heat pump provides heating, i.e., the condenser provides the heat, reducing energy waste and preventing the motor from overheating. By triggering the motor mode switch based on battery temperature, situations where the motor continues to generate excessive heat when the battery is overheated or insufficient heat generation when the battery temperature is insufficient can be avoided.

[0070] It should be noted that when the vehicle is in pure electric driving mode, it is also necessary to obtain the passenger compartment heating request and control the second valve according to the passenger compartment heating request.

[0071] In the above-described implementation scheme of this application, under the third battery heating mode, the motor's heat output mode is dynamically switched by real-time monitoring of the battery temperature. When the battery temperature is low, the motor operates at high heat output to supplement the heating demand. Once the temperature reaches the target, it switches to low heat output to reduce energy waste. This not only efficiently converts the motor's waste heat into an auxiliary heat source for battery heating, avoiding energy idleness, but also prevents the battery from overheating and the motor from overheating. While ensuring the low-temperature heating effect of the battery and the safe operation of the motor, it also takes into account the vehicle's power output and energy consumption optimization, further improving the synergy and economy of the thermal management system in low-temperature scenarios of pure electric driving.

[0072] The overall implementation process of the embodiments of this application is described below, such as... Figure 9 As shown, it includes: Step 1: Obtain ambient temperature, vehicle status, and battery charge; Step 2: Determine if the battery level is less than 15%; if so, proceed to Step 3; otherwise, do not trigger battery heating. Step 3: Determine if the device is charging; if yes, proceed to step 4; otherwise, proceed to step 5. Step 4: Determine if the ambient temperature is greater than 10℃; if so, do not trigger battery heating; otherwise, proceed to step 6. Step 5: Determine if the vehicle is in pure electric driving mode; if so, proceed to step 9; otherwise, do not trigger battery heating. Step 6: Determine if the ambient temperature is above -5℃; if so, proceed to step 7; otherwise, proceed to step 8. Step 7: Set the battery heating mode to the first battery heating mode; Step 8: Set the battery heating mode to the second battery heating mode; Step 9: Determine if the ambient temperature is greater than 10℃; if so, do not trigger battery heating; otherwise, proceed to step 10. Step 10: Determine if the ambient temperature is greater than -5℃; if yes, proceed to step 11; otherwise, proceed to step 12. Step 11: Determine the battery heating mode as the first battery heating mode; Step 12: Determine if the ambient temperature is greater than -13℃; if so, proceed to step 13; otherwise, proceed to step 14. Step 13: Determine the battery heating mode as the third battery heating mode; Step 14: Determine the battery heating mode as the second battery heating mode.

[0073] Specifically, the first battery heating mode corresponds to the first valve being in the first conducting state and the third electronic expansion valve being in the closed state; the second battery heating mode corresponds to the first valve being in the second conducting state and the third electronic expansion valve being in the open state; and the third battery heating mode corresponds to the first valve being in the third conducting state and the third electronic expansion valve being in the closed state.

[0074] The above implementation scheme determines a matching battery heating mode based on the vehicle status and ambient temperature when the battery needs heating, and determines the conduction state of the first valve and the state of the third electronic expansion valve that match the battery heating mode. Then, by controlling the first valve and the third electronic expansion valve, the battery can be effectively heated in the current usage scenario. This application can realize multiple battery heating modes to adapt to diverse usage scenarios, improve battery heating efficiency, and avoid reliance on heaters, thereby effectively reducing costs and energy consumption and increasing the vehicle's range under low temperature conditions.

[0075] Example 3 This application also provides a battery heating control device; please refer to [reference needed]. Figure 10 The battery heating control device 100 includes: The judgment module 1010 is used to determine whether the battery needs to be heated; The first determining module 1020 is used to determine the battery heating mode based on the vehicle status and ambient temperature when it is determined that the battery needs to be heated, and to determine the first valve conduction state and the third electronic expansion valve state that match the battery heating mode. The first control module 1030 is used to control the first valve to switch to the first valve on state and the third electronic expansion valve to the third electronic expansion valve state.

[0076] Optionally, the judgment module includes: The acquisition submodule is used to acquire ambient temperature, battery level, and vehicle status. The first determining submodule is used to determine that the battery needs to be heated when the vehicle is in charging state or pure electric driving state, the ambient temperature is lower than a first preset temperature threshold and the battery charge is lower than a preset charge threshold. After determining that the battery needs to be heated, the device further includes: The first monitoring module is used to monitor the battery temperature of the battery; The second determining module is used to determine that heating the battery is not required when the battery temperature is detected to be higher than a first preset battery temperature threshold.

[0077] Optionally, the first determining module includes: The second determining submodule is used to determine the battery heating mode as the first battery heating mode when the vehicle is in a charging state and the ambient temperature is higher than or equal to a second preset temperature threshold. The third determining submodule is used to determine the battery heating mode as the second battery heating mode when the vehicle is in a charging state and the ambient temperature is lower than the second preset temperature threshold. The fourth determining submodule is used to determine the battery heating mode as the first battery heating mode when the vehicle is in pure electric driving mode and the ambient temperature is higher than or equal to the third preset temperature threshold. The fifth determining submodule is used to determine the battery heating mode as the third battery heating mode when the vehicle is in pure electric driving mode and the ambient temperature is lower than the third preset temperature threshold and higher than the fourth preset temperature threshold. The sixth determining submodule is used to determine the battery heating mode as the second battery heating mode when the vehicle is in pure electric driving mode and the ambient temperature is lower than the fourth preset temperature threshold. Wherein, the first battery heating mode corresponds to the first valve being in the first conducting state and the third electronic expansion valve being in the closed state; The second battery heating mode corresponds to the first valve being in the second conducting state and the third electronic expansion valve being in the open state; The third battery heating mode corresponds to the first valve being in the third conducting state and the third electronic expansion valve being in the closed state.

[0078] Optionally, the coolant circuit further includes a second valve and a heater core branch connected to the first valve; the second valve is used to connect the heater core branch in parallel to both ends of the condenser branch; the device further includes: The acquisition module is used to acquire a passenger compartment heating request when it is determined that the battery needs to be heated and the vehicle is in pure electric driving mode. The third determining module is used to determine the adjustment ratio corresponding to the second valve based on the crew cabin heating request; The second control module is used to control the second valve according to the adjustment ratio.

[0079] Optionally, after determining that the battery heating mode is the third battery heating mode, the device further includes: The second monitoring module is used to monitor the battery temperature; The third control module is used to control the motor to enter the first mode when the battery temperature is lower than the second preset battery temperature threshold. The fourth control module is used to control the motor to enter the second mode when the battery temperature is higher than the second preset battery temperature threshold. The heat generated by the motor in the first mode is higher than the heat generated in the second mode.

[0080] The battery heating control device provided in this application achieves the following technical effects: when it is determined that the battery needs to be heated, a matching battery heating mode is determined in combination with the vehicle status and ambient temperature, and the first valve conduction state and the third electronic expansion valve state matching the battery heating mode are determined. Then, by controlling the first valve and the third electronic expansion valve, the battery can be effectively heated in the current usage scenario. This application can realize multiple battery heating modes to adapt to diverse usage scenarios, improve battery heating efficiency, and avoid reliance on heaters, thereby effectively reducing costs and energy consumption and improving the vehicle's range under low temperature conditions.

[0081] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0082] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0083] Example 4 This application also provides an electronic device, including: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the various processes of the above-described battery heating control method embodiments and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0084] For example, Figure 11 A schematic diagram of the physical structure of an electronic device is shown. (For example...) Figure 11As shown, the electronic device 110 may include a processor 1110, a communications interface 1120, a memory 1130, and a communication bus 1140, wherein the processor 1110, the communications interface 1120, and the memory 1130 communicate with each other through the communication bus 1140. The processor 1110 can call logical instructions in the memory 1130, and the processor 1110 is used to perform the following steps: determining whether the battery needs to be heated; when it is determined that the battery needs to be heated, determining the battery heating mode according to the vehicle status and ambient temperature, and determining the first valve conduction state and the third electronic expansion valve state that match the battery heating mode; controlling the first valve to switch to the first valve conduction state and controlling the third electronic expansion valve to switch to the third electronic expansion valve state. The processor 1110 can also execute other schemes in the embodiments of this application, which will not be further described here.

[0085] Furthermore, the logical instructions in the aforementioned memory 1130 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

[0086] Example 5 This application also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described battery heating control method embodiments and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0087] In this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0088] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0089] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0090] In this application, "multiple" refers to two or more.

[0091] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0092] The terms “first,” “second,” “third,” “fourth,” etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0093] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0094] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0095] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A battery heating control system, characterized by, The system comprises: a refrigerant circuit, a coolant circuit and a controller; the coolant circuit comprises a first valve and a battery branch, a motor branch, a battery cooler branch, a condenser branch and a low-temperature radiator branch connected to the first valve; the refrigerant circuit comprises a compressor and a third electronic expansion valve connected in parallel to both ends of the compressor; wherein the cooler in the battery cooler branch and the condenser in the condenser branch are connected in series to both ends of the compressor; the controller is configured to control the on-off state of the first valve and the state of the third electronic expansion valve when detecting that the battery needs to be heated.

2. The battery heating control system according to claim 1, wherein the on-off state of the first valve comprises a first on-off state, a second on-off state and a third on-off state; wherein in the first on-off state, the battery branch is in communication with the condenser branch, and the battery cooler branch, the low-temperature radiator branch and the motor branch are in communication; in the second on-off state, the battery branch is in communication with the condenser branch, and the battery cooler branch and the motor branch are respectively in self-circulation; in the third on-off state, the battery branch is in communication with the condenser branch, and the battery cooler branch is in communication with the motor branch.

3. The battery heating control system according to claim 1, wherein the coolant circuit further comprises a second valve and a heater core branch connected to the first valve; the second valve is configured to connect the heater core branch in parallel to both ends of the condenser branch; the controller is further configured to control the second valve to adjust the proportion of the coolant in the condenser branch flowing to the battery branch and the heater core branch.

4. The battery heating control system according to claim 1, wherein the refrigerant circuit further comprises a first electronic expansion valve, an air conditioner host and a second electronic expansion valve; the compressor and the condenser are connected in series to form a first refrigerant circuit, the compressor and the third electronic expansion valve are connected in series to form a second refrigerant circuit, the air conditioner host and the first electronic expansion valve are connected in series to form an air conditioner refrigerant branch, the cooler and the second electronic expansion valve are connected in series to form a cooler refrigerant branch, and the air conditioner refrigerant branch and the cooler refrigerant branch are connected in parallel and then connected in series to the first refrigerant circuit.

5. The battery heating control system according to claim 4, wherein the refrigerant circuit comprises a first working mode and a second working mode; wherein in the first working mode, the first electronic expansion valve and the third electronic expansion valve are in a closed state, and the second electronic expansion valve is in an open state; in the second working mode, the first electronic expansion valve is in a closed state, and the second electronic expansion valve and the third electronic expansion valve are in an open state.

6. A battery heating control method, characterized by, The method is applied to the battery heating control system according to any one of claims 1 to 5, and the method comprises: determining whether the battery needs to be heated; determining a battery heating mode according to a vehicle state and an ambient temperature, and determining a first valve conduction state and a third electronic expansion valve state matched with the battery heating mode, when it is determined that the battery needs to be heated; controlling the first valve to switch to the first valve conduction state and controlling the third electronic expansion valve to switch to the third electronic expansion valve state.

7. The battery heating control method of claim 6, wherein, determining whether the battery needs to be heated, comprising: obtaining an ambient temperature, a battery power and a vehicle state; when the vehicle state is a charging state or an all-electric driving state, the ambient temperature is lower than a first preset temperature threshold, and the battery power is lower than a preset power threshold, determining that the battery needs to be heated; after determining that the battery needs to be heated, the method further comprises: monitoring a battery temperature of the battery; when the battery temperature is higher than a first preset battery temperature threshold, determining that the battery does not need to be heated.

8. The battery heating control method of claim 6, wherein, determining a battery heating mode according to a vehicle state and an ambient temperature, comprising: when the vehicle state is a charging state and the ambient temperature is higher than or equal to a second preset temperature threshold, determining that the battery heating mode is a first battery heating mode; when the vehicle state is a charging state and the ambient temperature is lower than the second preset temperature threshold, determining that the battery heating mode is a second battery heating mode; when the vehicle state is an all-electric driving state and the ambient temperature is higher than or equal to a third preset temperature threshold, determining that the battery heating mode is a first battery heating mode; when the vehicle state is an all-electric driving state and the ambient temperature is lower than the third preset temperature threshold and higher than a fourth preset temperature threshold, determining that the battery heating mode is a third battery heating mode; when the vehicle state is an all-electric driving state and the ambient temperature is lower than the fourth preset temperature threshold, determining that the battery heating mode is a second battery heating mode; wherein the first battery heating mode corresponds to the first valve being in a first conduction state and the third electronic expansion valve being in a closed state; the second battery heating mode corresponds to the first valve being in a second conduction state and the third electronic expansion valve being in an open state; the third battery heating mode corresponds to the first valve being in a third conduction state and the third electronic expansion valve being in a closed state.

9. The battery heating control method of claim 6, wherein, The cooling liquid circuit further comprises a second valve and a heater core branch connected to the first valve; the second valve is used to connect the heater core branch to both ends of the condenser branch; the method further comprises: when it is determined that the battery needs to be heated and the vehicle state is an all-electric driving state, obtaining a passenger compartment heating request; determining an adjustment ratio corresponding to the second valve according to the passenger compartment heating request; controlling the second valve according to the adjustment ratio.

10. The battery heating control method of claim 8, wherein, after determining that the battery heating mode is a third battery heating mode, the method further comprises: monitoring a battery temperature; when the battery temperature is lower than a second preset battery temperature threshold, controlling the motor to enter a first mode; when the battery temperature is higher than the second preset battery temperature threshold, controlling the motor to enter a second mode; The motor generates heat energy higher in the first mode than in the second mode.

11. A battery heating control device applied to the battery heating control system according to any one of claims 1 to 5, characterized by, The method comprises: A judging module is configured to judge whether the battery needs to be heated; A first determining module is configured to, when it is determined that the battery needs to be heated, determine a battery heating mode according to a vehicle state and an ambient temperature, and determine a first valve conduction state and a third electronic expansion valve state matched with the battery heating mode; A first control module is configured to control the first valve to switch to the first valve conduction state and the third electronic expansion valve to switch to the third electronic expansion valve state.

12. An electronic device, comprising: The computer program is stored in the memory and executable on the processor, and when the computer program is executed by the processor, the battery heating control method in any one of claims 6 to 10 is implemented.

13. A computer-readable storage medium, characterized in that, The computer program is stored in the memory and executable on the processor, and when the computer program is executed by the processor, the battery heating control method in any one of claims 6 to 10 is implemented.

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