Vehicle battery heat dissipation control method and device, medium and vehicle

Abstract

The invention discloses a vehicle battery heat dissipation control method and device, a medium and a vehicle. The method comprises the steps that the real-time temperature of a vehicle battery in a charging state is obtained; in response to the fact that the real-time temperature is larger than or equal to a cooling starting threshold value, a vehicle cooling system is controlled to convey a heat dissipation medium to a vehicle battery cold plate so as to conduct heat dissipation on a vehicle battery; whether the heat dissipation medium parameters of the vehicle cooling system meet set conditions or not is judged; and if the heat dissipation medium parameters do not meet the set conditions, controlling the vehicle to establish a heat dissipation medium circulation channel between the vehicle and a charging pile cooling system so as to control the vehicle cooling system and the charging pile cooling system to convey a heat dissipation medium to a vehicle battery cold plate. Through the technical scheme provided by the invention, the heat dissipation cost of the vehicle battery in the charging state can be reduced.

Description

Technical Field

[0001] This application belongs to the field of vehicle battery heat dissipation technology, and particularly relates to a control method, device, medium, and vehicle for vehicle battery heat dissipation. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the charging rate of vehicle batteries continues to increase, evolving from the current mainstream 5C to 6C and even 10C levels. Fast charging technology has become one of the core competitive advantages for improving user experience. Vehicle batteries generate a large amount of heat during high-rate charging. If this heat cannot be dissipated in time, it will not only lead to decreased battery charging efficiency and lifespan reduction, but may also cause safety risks such as thermal runaway. Therefore, an efficient heat dissipation system is a key support for ensuring the successful implementation of high-rate fast charging technology.

[0003] To meet the heat dissipation requirements of high-rate charging, existing technologies typically employ a high-power cooling system on the vehicle side, enhancing heat dissipation by increasing the cooling capacity of the vehicle's onboard compressor. However, the cooling power required for high-rate charging far exceeds the normal needs during vehicle operation. For example, 10C-class fast charging requires over 30kW of cooling power, while driving only requires around 5kW. This configuration results in a significant performance overkill in the vehicle's cooling system. Furthermore, high-power cooling systems substantially increase vehicle manufacturing costs and weight, occupying considerable front compartment space and hindering lightweight and space-optimized vehicle design.

[0004] Therefore, how to reduce the heat dissipation cost of vehicle batteries during charging has become an urgent technical problem to be solved. Summary of the Invention

[0005] Embodiments of this application provide a method, apparatus, computer program product, computer-readable storage medium, and vehicle for controlling heat dissipation of a vehicle battery, thereby reducing the heat dissipation cost of the vehicle battery during charging at least to some extent.

[0006] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0007] According to a first aspect of the present application, a method for controlling heat dissipation of a vehicle battery is provided. The method includes: acquiring the real-time temperature of the vehicle battery in a charging state; in response to the real-time temperature being greater than or equal to a cooling start threshold, controlling a vehicle cooling system to deliver a heat dissipation medium to a vehicle battery cold plate to dissipate heat from the vehicle battery; determining whether the heat dissipation medium parameters of the vehicle cooling system meet set conditions; if the heat dissipation medium parameters do not meet the set conditions, controlling the vehicle to establish a heat dissipation medium flow channel with a charging pile cooling system, so as to control the vehicle cooling system and the charging pile cooling system to deliver heat dissipation medium to the vehicle battery cold plate respectively.

[0008] In some embodiments of this application, based on the foregoing scheme, obtaining the real-time temperature of the vehicle battery in the charging state includes: when the vehicle battery is in the charging state, acquiring the temperature collected by sensors at multiple locations in the vehicle battery in real time; and determining the maximum value among the multiple temperatures as the real-time temperature of the vehicle battery in the charging state.

[0009] In some embodiments of this application, based on the foregoing scheme, the vehicle battery cooling plate includes a first flow channel and a second flow channel, the first flow channel being located in the central region of the vehicle battery cooling plate, and the second flow channel surrounding the first flow channel; controlling the vehicle cooling system to deliver a heat dissipation medium to the vehicle battery cooling plate includes: controlling the vehicle cooling system to deliver a refrigerant to the first flow channel, and controlling the vehicle cooling system to deliver a first coolant to the second flow channel, the cooling capacity of the first coolant being provided by the refrigerant; controlling the vehicle cooling system and the charging pile cooling system to deliver heat dissipation medium to the vehicle battery cooling plate respectively includes: controlling the vehicle cooling system to deliver a refrigerant to the first flow channel, and controlling the charging pile cooling system to deliver a second coolant to the second flow channel.

[0010] In some embodiments of this application, based on the aforementioned scheme, the heat dissipation medium parameters include the refrigerant temperature at the inlet of the first flow channel and the first coolant temperature at the inlet of the second flow channel. The setting conditions include: after a set time for controlling the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate, the refrigerant temperature is less than or equal to a refrigerant temperature threshold, and the first coolant temperature is less than or equal to a coolant temperature threshold.

[0011] In some embodiments of this application, based on the aforementioned scheme, the vehicle's charging gun is equipped with a first input pipe and a first output pipe for coolant; the charging socket of the charging pile is equipped with a second output pipe and a second input pipe for coolant; the first input pipe and / or the second output pipe are provided with a first shut-off valve, and the second input pipe and / or the first output pipe are provided with a second shut-off valve; controlling the vehicle to establish a heat dissipation medium flow channel with the charging pile cooling system includes: controlling both the first shut-off valve and the second shut-off valve to remain open, so that the first input pipe, the second flow channel, the first output pipe, the second input pipe, the coolant flow channel in the charging pile cooling system, and the second output pipe form a loop, thereby establishing a heat dissipation medium flow channel between the vehicle and the charging pile cooling system.

[0012] In some embodiments of this application, based on the foregoing scheme, the method further includes: obtaining the temperature of the middle region and the temperature of the surrounding region of the vehicle battery; calculating the temperature difference between the temperature of the middle region and the temperature of the surrounding region of the vehicle battery; if the temperature difference is greater than or equal to a first temperature difference threshold, increasing the flow rate of the refrigerant in the first flow channel and / or decreasing the temperature of the refrigerant, while increasing the temperature of the coolant in the second flow channel and / or decreasing the flow rate of the coolant; if the temperature difference is less than or equal to a second temperature difference threshold, restoring the initial temperature and initial flow rate of the refrigerant in the first flow channel, and the initial temperature and initial flow rate of the coolant in the second flow channel, wherein the second temperature difference threshold is less than the first temperature difference threshold.

[0013] In some embodiments of this application, based on the foregoing scheme, after controlling the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate, the method further includes: if the real-time temperature is greater than a cooling stop threshold, and the current charge of the vehicle battery is greater than or equal to a set charge threshold, then controlling the vehicle to close the heat dissipation medium flow channel between the vehicle and the charging pile cooling system, so as to control the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate alone, wherein the cooling stop threshold is less than the cooling start threshold; if the real-time temperature is less than or equal to the cooling stop threshold, then controlling both the vehicle cooling system and the charging pile cooling system to stop delivering heat dissipation medium to the vehicle battery cold plate.

[0014] According to a second aspect of the present application, a control device for vehicle battery heat dissipation is provided. The device includes: an acquisition unit for acquiring the real-time temperature of the vehicle battery in a charging state; a first control unit for controlling a vehicle cooling system to deliver a heat dissipation medium to a vehicle battery cold plate in response to the real-time temperature being greater than or equal to a cooling start threshold, so as to dissipate heat from the vehicle battery; a judgment unit for judging whether the heat dissipation medium parameters of the vehicle cooling system meet set conditions; and a second control unit for controlling the vehicle to establish a heat dissipation medium flow channel with a charging pile cooling system if the heat dissipation medium parameters do not meet the set conditions, so as to control the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate.

[0015] According to a third aspect of the embodiments of this application, a computer program product is provided, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform an operation as described in any of the first aspects above.

[0016] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, the computer-readable storage medium storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by a processor to perform the operation as described in any of the first aspects above.

[0017] According to a fifth aspect of the embodiments of this application, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by the one or more processors to perform the operation as described in any of the first aspects above.

[0018] Based on the technical solution proposed in this application, by first activating the vehicle's cooling system for independent heat dissipation, and then establishing a heat dissipation medium flow channel with the charging pile's cooling system when its heat dissipation medium parameters do not meet the set conditions (i.e., insufficient heat dissipation capacity), a heat dissipation medium flow channel is established for coordinated heat dissipation with the charging pile's cooling system. This eliminates the need for a high-power cooling system on the vehicle side to meet the heat dissipation requirements of high-rate fast charging, effectively avoiding the problem of performance overkill in the vehicle's cooling system. Since the number of charging piles is far less than the number of new energy vehicles, the overall cost required to increase cooling capacity at the charging pile end is far lower than the total cost of equipping each vehicle with a high-power cooling system, significantly reducing vehicle manufacturing costs and thus reducing the investment costs of the entire new energy vehicle industry in the field of fast charging heat dissipation. At the same time, the elimination of the need for a high-power cooling system on the vehicle side reduces the vehicle's weight, saves installation space in the vehicle's front compartment, facilitates lightweight design and overall space optimization, and improves the vehicle's range and driving performance. In addition, the coordinated heat dissipation mode of the vehicle cooling system and the charging pile cooling system can provide sufficient heat dissipation for the vehicle battery during high-rate charging, ensuring that the battery temperature is always controlled within a safe range. This avoids problems such as reduced charging efficiency, battery life degradation, or even thermal runaway caused by overheating, thereby ensuring the safety and stability of the battery charging process and improving the user's fast charging experience.

[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0020] 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. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A flowchart of a vehicle battery cooling control method according to an embodiment of this application is shown; Figure 2 A schematic diagram of the flow channel of the vehicle battery cold plate in an embodiment of this application is shown; Figure 3 A schematic diagram showing the connection between the vehicle cooling system and the charging pile cooling system in an embodiment of this application is shown; Figure 4 A block diagram of a vehicle battery cooling control device according to an embodiment of this application is shown; Figure 5 A schematic diagram of the vehicle structure in an embodiment of this application is shown. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0023] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices. It should also be noted that, for the sake of simplicity, certain components in the drawings that do not affect the interpretation of the technical solution of this application have been appropriately omitted.

[0024] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined. Therefore, the actual execution order may change depending on the actual situation.

[0025] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0026] This application proposes a control scheme for vehicle battery heat dissipation. By working in concert with the vehicle cooling system and the charging pile cooling system, the system can ensure heat dissipation while avoiding over-performance of the vehicle cooling system, effectively reducing the heat dissipation cost of the vehicle battery during charging and overcoming the shortcomings of the prior art.

[0027] Next, this application will elaborate on the proposed control scheme for vehicle battery heat dissipation. (Refer to...) Figure 1 The flowchart illustrates a vehicle battery cooling control method according to an embodiment of this application. This method can be executed by a device with computing processing capabilities, such as... Figure 1 As shown, the method includes at least steps 110 to 140, which are described in detail below: In step 110, the real-time temperature of the vehicle battery while it is charging is obtained.

[0028] In this application, the real-time temperature of the vehicle battery in the charging state refers to the actual temperature of the battery body during the charging process (including DC fast charging and AC slow charging). This temperature is a core indicator reflecting the degree of battery heat generation and directly determines whether heat dissipation needs to be activated and how to adjust the heat dissipation strategy.

[0029] In this application, obtaining the real-time temperature of the vehicle battery in the charging state can be performed according to the following steps 111 to 112: Step 111: When the vehicle battery is charging, acquire the temperature collected by sensors at multiple locations in the vehicle battery in real time. Step 112: Determine the maximum value among multiple temperatures as the real-time temperature of the vehicle battery during charging.

[0030] In this application, temperature sensors are installed in different areas of the vehicle battery. The installation positions of these sensors can comprehensively cover the heat-generating areas of the battery, including the central area, peripheral areas, surface, and key internal locations, ensuring that temperature data from all parts of the battery can be collected. Based on this, the maximum value among the multiple collected temperatures can be determined as the real-time temperature of the vehicle battery during charging.

[0031] Based on the above solution, by setting sensors at multiple locations on the vehicle battery and collecting temperature data, the maximum value among these temperatures is determined as the real-time battery temperature. This comprehensively and accurately reflects the battery's heat generation during charging, avoiding the inaccurate temperature judgment caused by collecting temperature data from only a single location. During high-rate charging, the heat intensity varies in different areas of the vehicle battery. The central core area often has the highest temperature due to heat accumulation. However, collecting temperature data from only a single location may overlook the heat generation in the hottest area, leading to delayed activation of the cooling system and potentially causing localized overheating of the battery. This application, by obtaining the maximum temperature from multiple locations, ensures that the detected real-time temperature is the battery's highest temperature. This allows the cooling system to activate and adjust promptly based on the actual maximum battery temperature, ensuring that the temperature of all parts of the battery is controlled within a safe range. This effectively guarantees the safety and stability of the battery charging process and extends battery life.

[0032] Continue to refer to Figure 1 In step 120, in response to the real-time temperature being greater than or equal to the cooling start threshold, the vehicle cooling system is controlled to deliver a heat dissipation medium to the vehicle battery cold plate to dissipate heat from the vehicle battery.

[0033] In this application, the cooling start threshold can be a temperature critical value that has been pre-calibrated experimentally and stored in the vehicle control system. Its value is determined based on the characteristics of the battery, such as its material, structure, and charging rate. It is used to determine whether the cooling system needs to be activated to cool the battery. For example, the cooling start threshold can be set to 27°C. It should be noted that 27°C is only an example, and the specific value needs to be calibrated and confirmed for different batteries.

[0034] In this application, the vehicle cooling system refers to an integrated system that comes with the vehicle at the factory and can be used to cool the battery. It may include components such as a compressor, condenser, throttling element, evaporator, circulation pump, and connecting pipes, and has the ability to generate and transport heat dissipation medium, and can independently meet the basic heat dissipation requirements of the battery.

[0035] In this application, the vehicle battery cooling plate refers to a flat heat dissipation component that is tightly fitted to the vehicle battery. It has a channel inside for the heat dissipation medium to circulate, and the heat generated by the battery is removed through heat exchange between the heat dissipation medium and the battery. It is a key component for achieving battery heat dissipation.

[0036] See Figure 2 The diagram shows a flow channel schematic of the vehicle battery cold plate in an embodiment of this application.

[0037] like Figure 2 As shown, a vehicle battery cooling plate 202 is attached to the vehicle battery 201. The vehicle battery cooling plate 202 includes a first flow channel 203A and a second flow channel 203B. A1 and A2 are the inlet and outlet of the first flow channel 203A, respectively, and B1 and B2 are the inlet and outlet of the second flow channel 203B, respectively.

[0038] In this application, the first flow channel is a flow channel opened inside the vehicle battery cold plate, and its location corresponds to the middle region of the vehicle battery. This region is the main heat-generating area during battery charging, where heat accumulation is significant and the need for heat dissipation is more urgent. The second flow channel is also a flow channel opened inside the vehicle battery cold plate, and its location surrounds the first flow channel, corresponding to the peripheral region of the vehicle battery. The heat intensity in this region is relatively lower than that in the middle region, and the need for heat dissipation is relatively mild.

[0039] In step 120 above, the control of the vehicle cooling system to deliver the heat dissipation medium to the vehicle battery cold plate can be performed according to step 121 as follows: Step 121: Control the vehicle cooling system to deliver refrigerant to the first flow channel and control the vehicle cooling system to deliver first coolant to the second flow channel, wherein the cooling capacity of the first coolant is provided by the refrigerant.

[0040] In this application, the heat dissipation medium refers to a substance that circulates between the cooling system and the vehicle battery cold plate to transfer heat. It may include refrigerant and coolant, and is capable of absorbing heat from the battery and transferring it to the heat dissipation components of the cooling system. The refrigerant is a heat dissipation medium with high heat dissipation efficiency, capable of absorbing a large amount of heat through a phase change process. Common refrigerants include R134a and R744, suitable for scenarios requiring high heat dissipation efficiency. The first coolant is a coolant (such as water) provided by the vehicle cooling system. Its cooling capacity originates from the refrigerant in the vehicle cooling system; that is, the refrigerant transfers its cooling capacity to the first coolant through a heat exchange device, and the first coolant then dissipates heat by flowing within the flow channels.

[0041] In practical applications, after the vehicle starts charging, the charging process causes the vehicle battery to heat up. When the battery BMS detects that its real-time temperature is greater than the cooling start threshold, the battery BMS sends a cooling request to the vehicle VCU (cooling request generally refers to the required temperature and flow rate of coolant, for example, the coolant temperature requirement could be 16°C and the flow rate 20L / min). The vehicle VCU then sends a cooling request to the vehicle cooling system (such as the vehicle's air conditioning AC), and the vehicle cooling system starts cooling, lowering the coolant temperature to the battery BMS's cooling requirement target (coolant 16°C, flow rate 20L / min) and the refrigerant temperature to the battery BMS's cooling requirement target (for example, refrigerant 10°C, flow rate 15L / min).

[0042] Continue to refer to Figure 1 In step 130, it is determined whether the heat dissipation medium parameters of the vehicle cooling system meet the set conditions.

[0043] In this application, heat dissipation medium parameters refer to physical characteristic parameters used to characterize the heat dissipation capacity of the heat dissipation medium. These parameters directly affect the heat dissipation effect, including but not limited to the temperature and flow rate of the heat dissipation medium.

[0044] In this application, the setting condition refers to a pre-set standard for judging whether the heat dissipation capacity of the vehicle cooling system alone meets the heat dissipation requirements of the battery. This condition can be determined based on the heat dissipation requirements of the battery at different charging rates and is the basis for deciding whether to introduce a charging pile cooling system to assist in heat dissipation.

[0045] Specifically, in some embodiments of this application, the heat dissipation medium parameters may include the refrigerant temperature at the inlet of the first flow channel and the first coolant temperature at the inlet of the second flow channel.

[0046] In this embodiment, the setting conditions may include: after a set time period of controlling the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate, the refrigerant temperature is less than or equal to the refrigerant temperature threshold, and the first coolant temperature is less than or equal to the coolant temperature threshold.

[0047] In this application, the set duration can be a pre-set time interval for evaluating the heat dissipation capacity of the vehicle cooling system after it has been operating independently. It should be noted that this set duration can be set by comprehensively considering factors such as the cooling response speed of the vehicle cooling system and the heating rate of the battery (e.g., 10 minutes; this application does not specify a particular value) to ensure that the vehicle cooling system can reach a stable heat dissipation state before the capacity evaluation is performed.

[0048] In this application, the refrigerant temperature threshold refers to a pre-set critical temperature value used to determine whether the heat dissipation capacity of the refrigerant in the first flow channel meets the standard. When the refrigerant temperature is lower than or equal to this threshold, it indicates that the refrigerant can meet the heat dissipation requirements of the central region of the battery. The coolant temperature threshold refers to a pre-set critical temperature value used to determine whether the heat dissipation capacity of the first coolant in the second flow channel meets the standard. When the first coolant temperature is lower than or equal to this threshold, it indicates that the first coolant can meet the heat dissipation requirements of the peripheral region of the battery. The refrigerant temperature threshold is lower than the coolant temperature threshold.

[0049] For example, in a specific embodiment, the preset setting time is 10 minutes, the refrigerant temperature threshold is 10°C, and the coolant temperature threshold is 16°C.

[0050] In this embodiment, when the real-time temperature of the vehicle battery reaches 27°C, after the vehicle cooling system starts and operates independently for 10 minutes, the vehicle controller begins to detect the refrigerant temperature at the inlet of the first flow channel and the first coolant temperature at the inlet of the second flow channel. If the detected refrigerant temperature is 9°C and the first coolant temperature is 15°C, both meeting the set conditions (refrigerant temperature ≤ 10°C and first coolant temperature ≤ 16°C), it indicates that the vehicle cooling system can meet the battery's heat dissipation needs by operating independently, and this operating mode continues. If the detected refrigerant temperature is 11°C and the first coolant temperature is 17°C, both failing to meet the set conditions, it is determined that the vehicle cooling system's independent heat dissipation capacity is insufficient, and a coordinated heat dissipation mode with the charging pile cooling system needs to be activated.

[0051] Based on the above scheme, by clearly defining the heat dissipation medium parameters, including the refrigerant temperature at the inlet of the first flow channel and the first coolant temperature at the inlet of the second flow channel, and setting the condition that these two temperatures are less than or equal to the corresponding temperature thresholds after a set time, the individual heat dissipation capacity of the vehicle cooling system can be scientifically and accurately determined. Setting a set time avoids capacity assessment before the vehicle cooling system has reached a stable heat dissipation state, preventing misjudgments due to system instability and ensuring the reliability of the judgment results. Using specific temperature thresholds as the judgment standard makes the judgment process more quantifiable and clear, avoiding errors caused by fuzzy judgments, and accurately identifying whether the vehicle cooling system can meet the battery's heat dissipation requirements. When the vehicle cooling system can meet the requirements, it continues to operate in individual mode, saving energy consumption of the charging pile cooling system. When the vehicle cooling system cannot meet the requirements, a coordinated heat dissipation mode is activated in a timely manner to ensure that the battery's heat dissipation effect is not affected, achieving reasonable scheduling and efficient operation of the heat dissipation system.

[0052] Continue to refer to Figure 1 In step 140, if the heat dissipation medium parameters do not meet the set conditions, the vehicle is controlled to establish a heat dissipation medium flow channel with the charging pile cooling system, so as to control the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate.

[0053] In this application, the charging pile cooling system is a cooling system integrated inside the charging pile, which has the function of independently generating a low-temperature heat dissipation medium. It can cooperate with the vehicle cooling system through a specific connection structure to provide additional heat dissipation support for the vehicle battery.

[0054] In this application, the heat dissipation medium circulation channel refers to the passage structure used to connect the vehicle cooling system and the charging pile cooling system, which enables the heat dissipation medium to circulate between the two systems and ensures that the heat dissipation medium generated by the charging pile cooling system can be smoothly delivered to the vehicle battery cold plate.

[0055] In this application, the vehicle's charging gun is equipped with a first input pipe and a first output pipe for coolant; the charging socket of the charging pile is equipped with a second output pipe and a second input pipe for coolant; the first input pipe and / or the second output pipe are provided with a first shut-off valve, and the second input pipe and / or the first output pipe are provided with a second shut-off valve.

[0056] In this application, a first input pipe is installed on the vehicle charging gun, and its function is to input external coolant into the second flow channel of the vehicle battery cold plate, which is a key channel for coolant to enter the vehicle cooling circuit. A first output pipe is installed on the vehicle charging gun, and its function is to output the coolant after heat absorption in the second flow channel of the vehicle battery cold plate to the outside, which is a key channel for coolant to flow out of the vehicle cooling circuit. A second output pipe is installed on the charging pile charging socket, and its function is to output the low-temperature coolant generated by the charging pile cooling system to the vehicle's first input pipe. A second input pipe is installed on the charging pile charging socket, and its function is to receive the coolant output from the vehicle's first output pipe and return it to the charging pile cooling system. A first shut-off valve is installed on the first input pipe and / or the second output pipe to control the opening and closing of the pipe, ensuring that the pipe is closed when collaborative heat dissipation is not required, and preventing coolant leakage. A second shut-off valve is installed on the second input pipe and / or the first output pipe, and is used in conjunction with the first shut-off valve to jointly control the opening and closing of the heat dissipation medium flow channel.

[0057] See Figure 3 The diagram shows a connection diagram between the vehicle cooling system and the charging pile cooling system in an embodiment of this application.

[0058] like Figure 3 As shown, the vehicle 200 includes a vehicle battery 201 and a charging gun 204. The charging gun 204 is equipped with a first inlet pipe 205A and a first outlet pipe 205B for coolant. The charging socket 301 of the charging pile 300 is equipped with a second outlet pipe 302A and a second inlet pipe 302B for coolant. The first inlet pipe 205A and the second outlet pipe 302A are provided with first shut-off valves F1 and F2, and the second inlet pipe 302B and the first outlet pipe 205B are provided with second shut-off valves F3 and F4.

[0059] The control of establishing a heat dissipation medium flow channel between the vehicle and the charging pile cooling system includes: The first and second shut-off valves are kept open so that the first input pipe, the second flow channel, the first output pipe, the second input pipe, the coolant flow channel in the charging pile cooling system, and the second output pipe form a loop, thus establishing a heat dissipation medium flow channel between the vehicle and the charging pile cooling system.

[0060] In this application, the circuit is a closed path formed by sequentially connecting the first input pipe, the second flow channel, the first output pipe, the second input pipe, the coolant flow channel in the charging pile cooling system, and the second output pipe, so that the coolant can circulate between the vehicle and the charging pile to continuously dissipate heat.

[0061] Based on the above solution, by setting corresponding input and output pipes on the vehicle charging gun and the charging pile charging socket, and configuring a first shut-off valve and a second shut-off valve on the pipes, a heat dissipation medium flow channel is established by controlling the opening of the valves to form a loop, ensuring the reliability and sealing of the channel connection. The coordinated control of the first and second shut-off valves enables precise on / off control of the heat dissipation medium flow channel. When coordinated heat dissipation is not required, the valves are closed to effectively prevent coolant leakage, ensuring the safety of the vehicle and charging pile. When coordinated heat dissipation is required, the valves quickly open to form a closed loop, ensuring stable circulation of coolant between the vehicle and the charging pile, allowing the cooling capacity of the charging pile cooling system to be continuously and efficiently transferred to the vehicle's battery cooling plate, ensuring the effectiveness of coordinated heat dissipation. This pipe and valve configuration is simple in structure and rationally laid out, requiring no large-scale structural modifications to the vehicle and charging pile, making it easy to implement and industrialize, and reducing the implementation cost of the technical solution.

[0062] In this application, controlling the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate includes: controlling the vehicle cooling system to deliver refrigerant to the first flow channel, and controlling the charging pile cooling system to deliver a second coolant to the second flow channel.

[0063] In this application, the second coolant refers to the coolant provided by the charging pile cooling system, which has an independent cooling source and does not need to rely on the refrigerant of the vehicle cooling system to provide cooling capacity. It can be directly cooled by the charging pile cooling system and then transported to the corresponding flow channel.

[0064] For example, in a specific embodiment, if the vehicle BMS detects that the parameters of the heat dissipation medium do not meet the set conditions (proving that the vehicle's air conditioning cooling capacity is insufficient), the vehicle BMS sends a message to the vehicle VCU indicating that the cooling capacity of the vehicle's cooling system (such as the vehicle's air conditioning AC) is insufficient. The vehicle VCU then sends a cooling request to the charging pile and controls the corresponding shut-off valve to open. The charging pile then controls its cooling system (such as the charging pile's air conditioning system) to start cooling and controls the corresponding shut-off valve to open, cooling the coolant to the vehicle BMS's cooling target (such as coolant at 16°C and a flow rate of 20L / min) and introducing it into the battery thermal management system to cool the vehicle battery, thus alleviating the vehicle's thermal load pressure. At this time, the vehicle's cooling system capacity is entirely used to supply the refrigerant flow channel in the middle of the vehicle battery's cold plate (i.e., the first flow channel), and the charging pile's cooling system capacity is entirely used to cool the second coolant. This can achieve low-cost heat dissipation for vehicle battery charging, especially for fast charging.

[0065] Based on the above solution, by configuring the vehicle battery cooling plate into a structure with a first and second flow channel, with the first flow channel located in the central region and the second flow channel surrounding it, targeted heat dissipation is achieved by combining the characteristics of different heat dissipation media. The first flow channel corresponds to the central region where battery heat is most severe, using a refrigerant with higher heat dissipation efficiency as the heat dissipation medium. This allows for rapid absorption of the large amount of heat accumulated in this area, effectively solving the problem of heat dissipation difficulties in the central region. The second flow channel corresponds to the relatively milder surrounding area, using coolant as the heat dissipation medium. This meets heat dissipation requirements while reducing the overall cost of the cooling system. When the vehicle cooling system operates independently, the refrigerant provides cooling to the first coolant, enabling rational utilization of the heat dissipation medium and ensuring uniform heat dissipation to all areas of the battery. In collaborative heat dissipation mode, the charging pile cooling system provides the second coolant, eliminating the need for the vehicle cooling system to cool the second coolant. This reduces the workload of the vehicle cooling system, allowing it to focus on providing high-quality cooling support to the first flow channel, further improving the heat dissipation efficiency of the central core area. This targeted flow channel design and medium selection not only effectively reduces the overall temperature of the battery, but also balances the temperature differences in different areas of the battery, avoiding local overheating or uneven heat dissipation, and ensuring stable battery performance and lifespan.

[0066] In this application, the following steps 151 to 154 may also be performed: Step 151: Obtain the temperature of the middle area and the temperature of the surrounding area of ​​the vehicle battery; Step 152: Calculate the temperature difference between the central area and the surrounding area of ​​the vehicle battery. Step 153: If the temperature difference is greater than or equal to the first temperature difference threshold, increase the flow rate of the refrigerant in the first flow channel and / or decrease the temperature of the refrigerant, while increasing the temperature of the coolant in the second flow channel and / or decreasing the flow rate of the coolant. Step 154: If the temperature difference is less than or equal to the second temperature difference threshold, then restore the initial temperature and initial flow rate of the refrigerant in the first flow channel, and the initial temperature and initial flow rate of the coolant in the second flow channel, wherein the second temperature difference threshold is less than the first temperature difference threshold.

[0067] In this application, the intermediate temperature refers to the actual temperature of the core area in the middle of the vehicle battery. This area is the main heat-generating area during battery charging, and its temperature is usually higher than other areas. The peripheral temperature refers to the actual temperature of the area surrounding the vehicle battery. This area has relatively low heat generation and its temperature is usually lower than the intermediate temperature. The temperature difference refers to the difference between the temperature of the intermediate area and the temperature of the peripheral area of ​​the vehicle battery, which is an important indicator reflecting the uniformity of battery temperature distribution. The first temperature difference threshold is a pre-set critical value for temperature difference that requires adjustment of the heat dissipation medium parameters. When the temperature difference reaches or exceeds this threshold, it indicates that the uneven battery temperature distribution is relatively serious, and it needs to be improved by adjusting the heat dissipation medium parameters. The second temperature difference threshold is a pre-set critical value for temperature difference that can restore the initial parameters of the heat dissipation medium. This threshold is less than the first temperature difference threshold. When the temperature difference drops to this threshold or below, it indicates that the battery temperature distribution has been restored to uniformity, and there is no need to continue adjusting the heat dissipation medium parameters. The initial temperature and initial flow rate refer to the standard temperature and flow rate parameters of the heat dissipation medium under normal heat dissipation conditions. These parameters are experimentally calibrated to be the optimal parameters that can meet the battery's heat dissipation requirements and ensure temperature uniformity.

[0068] For example, in one specific embodiment, a first temperature difference threshold of 10°C and a second temperature difference threshold of 7°C are preset. The initial temperature of the refrigerant in the first flow channel is 10°C, and the initial flow rate is 15 L / min. The initial temperature of the coolant in the second flow channel is 16°C, and the initial flow rate is 20 L / min. During the coordinated heat dissipation process between the vehicle and the charging pile, temperature sensors installed in the middle and surrounding areas of the battery collect the corresponding temperature data in real time and transmit the data to the vehicle controller. Assuming that at a certain moment, the temperature in the middle area is 29°C and the temperature in the surrounding area is 18°C, the vehicle controller calculates a temperature difference of 11°C, which is greater than the first temperature difference threshold of 10°C. At this time, the vehicle controller issues a control command to increase the flow rate of the refrigerant in the first flow channel to 18 L / min while reducing the refrigerant temperature to 8°C; on the other hand, it increases the temperature of the coolant in the second flow channel to 18°C ​​and reduces the flow rate to 16 L / min. After a period of adjustment, temperature data was collected again. The temperature in the middle area dropped to 24℃, while the temperature in the surrounding area rose to 20℃, with a temperature difference of 4℃. This difference is less than the second temperature difference threshold of 7℃. At this time, the vehicle controller restored the initial temperature of the refrigerant in the first flow channel to 10℃ and the initial flow rate to 15L / min, while simultaneously restoring the initial temperature of the coolant in the second flow channel to 16℃ and the initial flow rate to 20L / min.

[0069] Based on the above solution, by acquiring the temperatures of the central and peripheral areas of the vehicle battery in real time and calculating the temperature difference, the temperature and flow rate of the heat dissipation medium are adjusted according to the relationship between the temperature difference and the first and second temperature difference thresholds. This effectively improves the problem of uneven battery temperature distribution and ensures that the temperature of each area of ​​the battery remains uniform. Uneven battery temperature distribution leads to different temperature stresses on battery cells in different areas. Excessively high temperatures accelerate the lifespan of battery cells, and in severe cases, may cause battery cell failure, thus affecting the overall battery performance and safety. This technical solution enhances heat dissipation in the central area by increasing the flow rate of refrigerant in the first flow channel and / or decreasing the refrigerant temperature when the temperature difference is greater than or equal to the first temperature difference threshold, while simultaneously increasing the temperature of the coolant in the second flow channel and / or decreasing the coolant flow rate to weaken heat dissipation in the peripheral area. This quickly reduces the temperature difference between the central and peripheral areas. When the temperature difference is less than or equal to the second temperature difference threshold, the initial parameters of the heat dissipation medium are restored to ensure that the overall heat dissipation effect of the battery is not affected. This dynamic adjustment method enables the battery to operate under a uniform temperature, avoiding the impact of local overheating or overcooling on battery performance and significantly improving battery reliability, stability and lifespan.

[0070] In this application, after controlling the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate, the following steps 161 to 162 can also be performed: Step 161: If the real-time temperature is greater than the cooling stop threshold and the current charge of the vehicle battery is greater than or equal to the set charge threshold, then control the vehicle to close the heat dissipation medium flow channel between the vehicle and the charging pile cooling system, so as to control the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate separately, and the cooling stop threshold is less than the cooling start threshold.

[0071] Step 162: If the real-time temperature is less than or equal to the cooling stop threshold, then control both the vehicle cooling system and the charging pile cooling system to stop supplying heat dissipation medium to the vehicle battery cold plate.

[0072] In this application, the cooling stop threshold refers to a pre-set temperature threshold at which the cooling system stops operating. This threshold is lower than the cooling start threshold. When the real-time battery temperature drops to or below this threshold, it indicates that the battery temperature is within a safe range and further cooling is unnecessary. The current battery charge refers to the real-time remaining charge of the vehicle battery during charging, reflecting the charging progress. This value is calculated in real-time by the battery management system. The set charge threshold refers to a pre-set critical charge value used to determine whether the charging pile cooling system can be turned off. When the current battery charge reaches or exceeds this threshold, the charging rate gradually decreases, and the heat generation intensity also weakens. At this point, the vehicle cooling system alone can meet the cooling requirements.

[0073] For example, in one specific embodiment, a cooling stop threshold of 25°C and a battery charge threshold of 90% are preset. During the coordinated cooling process between the vehicle and the charging station, the vehicle controller monitors the real-time temperature and current battery charge of the vehicle battery. Suppose that at a certain moment, the real-time battery temperature is detected to be 26°C, which is higher than the cooling stop threshold of 25°C, and the battery charge is currently at 90%, reaching the preset charge threshold. At this time, the vehicle controller issues a control command to close the first and second shut-off valves, disconnecting the heat dissipation medium flow channel between the vehicle and the charging station cooling system, stopping the operation of the charging station cooling system, and only allowing the vehicle cooling system to continue supplying heat dissipation medium to the vehicle battery cold plate to provide subsequent cooling support for the battery. If the real-time battery temperature is subsequently detected to drop to 25°C, which is equal to the cooling stop threshold, the vehicle controller further issues a control command to stop the vehicle cooling system from operating, ceasing the supply of heat dissipation medium to the vehicle battery cold plate, thus ending the entire cooling process.

[0074] Based on the above scheme, by dynamically adjusting the operating status of the cooling system according to the real-time temperature and current charge level of the vehicle battery, precise control of the cooling system can be achieved, avoiding energy waste caused by excessive cooling. When the battery's current charge level reaches a set threshold, the charging rate will significantly decrease, and the corresponding heat generation will also be greatly reduced. At this point, the cooling capacity of the vehicle's cooling system alone can meet the battery's cooling needs. Turning off the charging station's cooling system can effectively save energy consumption and reduce the charging station's operating costs. When the battery's real-time temperature drops to the cooling stop threshold, it indicates that the battery temperature is completely within a safe range. At this point, stopping the operation of all cooling systems can further reduce unnecessary energy consumption, meeting the requirements of energy conservation and environmental protection. At the same time, this phased shutdown control method of the cooling system can ensure that the battery temperature remains stable within a reasonable range throughout the entire charging process, avoiding a rebound in battery temperature due to premature shutdown of the cooling system, and preventing the battery performance from being affected by excessive cooling. This ensures the safety and stability of the battery charging process and improves the user experience.

[0075] Overall, the technical solution proposed in this application first activates the vehicle's cooling system for independent heat dissipation. When the parameters of its heat dissipation medium do not meet the set conditions (i.e., insufficient heat dissipation capacity), a heat dissipation medium flow channel is established with the charging pile's cooling system for coordinated heat dissipation. This eliminates the need for a high-power cooling system on the vehicle side to meet the heat dissipation requirements of high-rate fast charging, effectively avoiding the problem of performance overkill in the vehicle's cooling system. Since the number of charging piles is far less than the number of new energy vehicles, the overall cost required to increase cooling capacity at the charging pile end is far lower than the total cost of equipping each vehicle with a high-power cooling system, significantly reducing vehicle manufacturing costs and consequently reducing the investment costs of the entire new energy vehicle industry in the field of fast charging heat dissipation. At the same time, the elimination of the need for a high-power cooling system on the vehicle side reduces the vehicle's weight, saves installation space in the front compartment, facilitates lightweight design and overall space optimization, and improves the vehicle's range and driving performance. In addition, the coordinated heat dissipation mode of the vehicle cooling system and the charging pile cooling system can provide sufficient heat dissipation for the vehicle battery during high-rate charging, ensuring that the battery temperature is always controlled within a safe range. This avoids problems such as reduced charging efficiency, battery life degradation, or even thermal runaway caused by overheating, thereby ensuring the safety and stability of the battery charging process and improving the user's fast charging experience.

[0076] The following describes an embodiment of the apparatus described in this application, which can be used to execute the vehicle battery heat dissipation control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the vehicle battery heat dissipation control method described above in this application.

[0077] See Figure 4 The diagram shows a block diagram of a vehicle battery cooling control device according to an embodiment of this application.

[0078] like Figure 4 As shown, the vehicle battery cooling control device 400 according to an embodiment of this application includes: an acquisition unit 401, a first control unit 402, a judgment unit 403, and a second control unit 404.

[0079] The system includes: an acquisition unit 401 for acquiring the real-time temperature of the vehicle battery during charging; a first control unit 402 for controlling the vehicle cooling system to deliver a heat dissipation medium to the vehicle battery cold plate in response to the real-time temperature being greater than or equal to a cooling start threshold; a judgment unit 403 for judging whether the heat dissipation medium parameters of the vehicle cooling system meet set conditions; and a second control unit 404 for controlling the vehicle to establish a heat dissipation medium flow channel with the charging pile cooling system if the heat dissipation medium parameters do not meet the set conditions, thereby controlling the vehicle cooling system and the charging pile cooling system to deliver heat dissipation medium to the vehicle battery cold plate respectively.

[0080] In some embodiments of this application, based on the foregoing scheme, the acquisition unit 401 is configured to: acquire the temperature collected by sensors at multiple locations in the vehicle battery in real time when the vehicle battery is in a charging state; and determine the maximum value among the multiple temperatures as the real-time temperature of the vehicle battery in a charging state.

[0081] In some embodiments of this application, based on the foregoing scheme, the vehicle battery cooling plate includes a first flow channel and a second flow channel, the first flow channel being located in the central region of the vehicle battery cooling plate, and the second flow channel surrounding the first flow channel; the first control unit 402 is configured to: control the vehicle cooling system to deliver refrigerant to the first flow channel, and control the vehicle cooling system to deliver a first coolant to the second flow channel, the cooling capacity of the first coolant being provided by the refrigerant; the second control unit 404 is configured to: control the vehicle cooling system to deliver refrigerant to the first flow channel, and control the charging pile cooling system to deliver a second coolant to the second flow channel.

[0082] In some embodiments of this application, based on the aforementioned scheme, the heat dissipation medium parameters include the refrigerant temperature at the inlet of the first flow channel and the first coolant temperature at the inlet of the second flow channel. The setting conditions include: after a set time for controlling the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate, the refrigerant temperature is less than or equal to a refrigerant temperature threshold, and the first coolant temperature is less than or equal to a coolant temperature threshold.

[0083] In some embodiments of this application, based on the aforementioned scheme, the vehicle's charging gun is equipped with a first input pipe and a first output pipe for coolant; the charging socket of the charging pile is equipped with a second output pipe and a second input pipe for coolant; the first input pipe and / or the second output pipe are provided with a first shut-off valve, and the second input pipe and / or the first output pipe are provided with a second shut-off valve; the second control unit 404 is configured to control both the first shut-off valve and the second shut-off valve to remain open, so that the first input pipe, the second flow channel, the first output pipe, the second input pipe, the coolant flow channel in the charging pile cooling system, and the second output pipe form a loop, establishing a heat dissipation medium flow channel between the vehicle and the charging pile cooling system.

[0084] In some embodiments of this application, based on the foregoing scheme, the device further includes: a third control unit, configured to acquire the temperature of the middle region and the temperature of the peripheral region of the vehicle battery; calculate the temperature difference between the temperature of the middle region and the temperature of the peripheral region of the vehicle battery; if the temperature difference is greater than or equal to a first temperature difference threshold, increase the flow rate of the refrigerant in the first flow channel and / or decrease the temperature of the refrigerant, while increasing the temperature of the coolant in the second flow channel and / or decreasing the flow rate of the coolant; if the temperature difference is less than or equal to a second temperature difference threshold, restore the initial temperature and initial flow rate of the refrigerant in the first flow channel, and the initial temperature and initial flow rate of the coolant in the second flow channel, wherein the second temperature difference threshold is less than the first temperature difference threshold.

[0085] In some embodiments of this application, based on the foregoing scheme, the device further includes: a fourth control unit, configured to, after controlling the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate, if the real-time temperature is greater than a cooling stop threshold and the current charge of the vehicle battery is greater than or equal to a set charge threshold, control the vehicle to close the heat dissipation medium flow channel between the vehicle and the charging pile cooling system, so as to control the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate alone, wherein the cooling stop threshold is less than the cooling start threshold; if the real-time temperature is less than or equal to the cooling stop threshold, control both the vehicle cooling system and the charging pile cooling system to stop delivering heat dissipation medium to the vehicle battery cold plate.

[0086] Based on the same inventive concept, embodiments of this application provide a computer program product, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform operations to implement the vehicle battery cooling control method described above.

[0087] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing at least one computer program instruction, which is loaded and executed by a processor to implement the operations performed by the vehicle battery heat dissipation control method described above.

[0088] Based on the same inventive concept, this application also provides a vehicle, see reference. Figure 5 The diagram shows a structural schematic of a vehicle according to an embodiment of this application. The vehicle includes one or more memories 504, one or more processors 502, and at least one computer program (computer program instruction) stored in the memory 504 and executable on the processor 502. When the processor 502 executes the computer program, it implements the vehicle battery heat dissipation control method as described above.

[0089] Among them, Figure 5 In this document, a bus architecture (represented by bus 500) is used. Bus 500 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 502 and memory represented by memory 504. Bus 500 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 505 provides an interface between bus 500 and receiver 501 and transmitter 503. Receiver 501 and transmitter 503 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 502 is responsible for managing bus 500 and general processing, while memory 504 can be used to store data used by processor 502 during operation.

[0090] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. When implemented in software executed by a processor, the functions can be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit.

[0091] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0092] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0093] When the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0094] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for controlling heat dissipation of a vehicle battery, characterized in that, The method includes: Obtain the real-time temperature of the vehicle battery while it is charging; In response to the real-time temperature being greater than or equal to the cooling start threshold, the vehicle cooling system is controlled to deliver a heat dissipation medium to the vehicle battery cold plate to dissipate heat from the vehicle battery. Determine whether the heat dissipation medium parameters of the vehicle cooling system meet the set conditions; If the parameters of the heat dissipation medium do not meet the set conditions, the vehicle is controlled to establish a heat dissipation medium flow channel with the charging pile cooling system, so as to control the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate.

2. The method according to claim 1, characterized in that, The method of obtaining the real-time temperature of the vehicle battery during charging includes: When the vehicle battery is charging, the temperature collected by sensors at multiple locations within the vehicle battery is acquired in real time. The maximum value among multiple temperatures is determined as the real-time temperature of the vehicle battery during charging.

3. The method according to claim 1, characterized in that, The vehicle battery cooling plate includes a first flow channel and a second flow channel. The first flow channel is located in the central region of the vehicle battery cooling plate, and the second flow channel surrounds the first flow channel. The method of controlling the vehicle cooling system to deliver a heat dissipation medium to the vehicle battery cold plate includes: controlling the vehicle cooling system to deliver a refrigerant to the first flow channel, and controlling the vehicle cooling system to deliver a first coolant to the second flow channel, wherein the cooling capacity of the first coolant is provided by the refrigerant; The method of controlling the vehicle cooling system and the charging pile cooling system to deliver heat dissipation medium to the vehicle battery cold plate includes: controlling the vehicle cooling system to deliver refrigerant to the first flow channel, and controlling the charging pile cooling system to deliver a second coolant to the second flow channel.

4. The method according to claim 3, characterized in that, The heat dissipation medium parameters include the refrigerant temperature at the inlet of the first flow channel and the first coolant temperature at the inlet of the second flow channel. The setting conditions include: after a set time for the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate, the refrigerant temperature is less than or equal to a refrigerant temperature threshold, and the first coolant temperature is less than or equal to a coolant temperature threshold.

5. The method according to claim 3, characterized in that, The vehicle's charging gun is equipped with a first input pipe and a first output pipe for coolant; the charging socket of the charging pile is equipped with a second output pipe and a second input pipe for coolant; the first input pipe and / or the second output pipe are provided with a first shut-off valve, and the second input pipe and / or the first output pipe are provided with a second shut-off valve. The control of establishing a heat dissipation medium flow channel between the vehicle and the charging pile cooling system includes: The first and second shut-off valves are kept open so that the first input pipe, the second flow channel, the first output pipe, the second input pipe, the coolant flow channel in the charging pile cooling system, and the second output pipe form a loop, thus establishing a heat dissipation medium flow channel between the vehicle and the charging pile cooling system.

6. The method according to claim 3, characterized in that, The method further includes: The temperature of the middle area and the temperature of the surrounding area of ​​the vehicle battery are obtained. Calculate the temperature difference between the central area and the surrounding area of ​​the vehicle battery; If the temperature difference is greater than or equal to the first temperature difference threshold, the flow rate of the refrigerant in the first flow channel is increased and / or the temperature of the refrigerant is decreased, while the temperature of the coolant in the second flow channel is increased and / or the flow rate of the coolant is decreased. If the temperature difference is less than or equal to the second temperature difference threshold, the initial temperature and initial flow rate of the refrigerant in the first flow channel, and the initial temperature and initial flow rate of the coolant in the second flow channel are restored, wherein the second temperature difference threshold is less than the first temperature difference threshold.

7. The method according to claim 1, characterized in that, After controlling the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate, the method further includes: If the real-time temperature is greater than the cooling stop threshold and the current charge of the vehicle battery is greater than or equal to the set charge threshold, then the vehicle is controlled to close the heat dissipation medium flow channel between itself and the charging pile cooling system, so as to control the vehicle cooling system to deliver heat dissipation medium to the vehicle battery cold plate separately. The cooling stop threshold is less than the cooling start threshold. If the real-time temperature is less than or equal to the cooling stop threshold, then both the vehicle cooling system and the charging pile cooling system will stop supplying heat dissipation medium to the vehicle battery cold plate.

8. A control device for cooling a vehicle battery, characterized in that, The device includes: The acquisition unit is used to acquire the real-time temperature of the vehicle battery while it is charging. The first control unit is configured to control the vehicle cooling system to deliver a heat dissipation medium to the vehicle battery cold plate in response to the real-time temperature being greater than or equal to the cooling start threshold, so as to dissipate heat from the vehicle battery. The judgment unit is used to determine whether the heat dissipation medium parameters of the vehicle cooling system meet the set conditions. The second control unit is configured to control the vehicle to establish a heat dissipation medium flow channel with the charging pile cooling system if the heat dissipation medium parameters do not meet the set conditions, so as to control the vehicle cooling system and the charging pile cooling system to respectively deliver heat dissipation medium to the vehicle battery cold plate.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to perform the operations performed by the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to implement the method as described in any one of claims 1 to 7.

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