An adaptive pneumatic control method and system for battery preheating

Abstract

The present application relates to the technical field of power battery thermal management, in particular to a kind of self-adapting pneumatic control's power battery preheating method and system, the method includes: obtaining the internal temperature of power battery, ambient temperature, internal air pressure and vehicle driving state parameter;The parameter is filtered and calibrated, and pneumatic control instruction is generated based on dynamic temperature difference through self-adapting control algorithm;According to the pneumatic control instruction, the power battery is preheated by controlling the vortex tube;When reaching preset temperature, heat exchange is disconnected and enters monitoring mode.The present application realizes efficient, uniform preheating by real-time monitoring the internal air pressure of battery, combined with ambient temperature and battery state, self-adapting dynamic adjustment of the pressure and flow parameter of vortex tube, while reducing energy consumption and prolonging battery cycle life.

Description

Technical Field

[0001] This invention relates to the field of power battery thermal management technology, specifically to an adaptive pneumatic control method and system for preheating a power battery. Background Technology

[0002] With the increasing popularity of electric vehicles, their use in cold regions during winter presents a significant challenge: severely reduced driving range. In low-temperature environments, the viscosity of the electrolyte inside the battery increases, and the ionic conductivity decreases, leading to a significant increase in internal resistance and a reduction in discharge capacity. This, in turn, results in decreased power output performance and reduced driving range.

[0003] Charging in low-temperature environments can easily lead to lithium deposition on the surface of the negative electrode. The accumulation of metallic lithium on the surface of the negative electrode can puncture the battery separator, causing a short circuit between the positive and negative electrodes of the battery, which threatens the safety of battery use. The safety issues of low-temperature charging of electric vehicle battery systems have greatly restricted the promotion of electric vehicles in cold regions.

[0004] Currently, preheating methods for power batteries both domestically and internationally mainly rely on electric heating elements, which suffer from problems such as high energy consumption, slow response, and system complexity. For example, electric heating requires additional electrical energy, increasing the overall vehicle energy consumption; while liquid heating systems have complex structures and high maintenance costs.

[0005] While traditional vortex tube technology can separate hot and cold airflows, it lacks intelligent control capabilities and cannot dynamically adjust the airflow ratio based on battery temperature. Adaptive pneumatic control technology, although showing advantages in the field of flexible robotics, has not yet been applied to power battery thermal management systems.

[0006] In existing technologies, power battery preheating methods typically employ fixed-power heating or control strategies based on a single temperature threshold, which have the following shortcomings: 1. When the ambient temperature fluctuates, the heating power cannot be dynamically adjusted, resulting in energy waste and low energy efficiency; 2. The impact of changes in internal battery pressure on heat conduction is not considered, which may cause local overheating or uneven heating, leading to unstable preheating effects; 3. The preheating strategy cannot be dynamically optimized based on the actual state of the battery (such as historical usage data and current environmental conditions), lacking intelligent adaptability. Summary of the Invention

[0007] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides an adaptive pneumatic control method and system for preheating a power battery. By monitoring the internal air pressure of the battery in real time and combining it with the ambient temperature and battery status, the vortex tube ventilation and heating strategy is adaptively and dynamically adjusted to achieve efficient and uniform preheating.

[0008] An adaptive pneumatic control method for preheating a power battery according to an embodiment of the present invention includes the following steps: S100 acquires the internal temperature of the power battery, ambient temperature, internal air pressure, and vehicle driving status parameters. S200, the internal temperature, the ambient temperature, the internal air pressure and the vehicle driving status parameters are filtered and calibrated. Based on the dynamic temperature difference between the ambient temperature and the internal temperature, a pneumatic control command is generated through an adaptive control algorithm. The pneumatic control command is used to adjust the hot airflow output characteristics of the vortex tube. S300, according to the pneumatic control command, the hot air output end of the vortex tube is connected to the heat exchange channel of the power battery, and the vortex tube preheats the power battery. S400: When the internal temperature reaches the preset suitable operating temperature range, disconnect the heat exchange connection between the eddy current tube and the power battery, and enter the temperature monitoring mode.

[0009] In some embodiments of the present invention, in S200, the generation of pneumatic control commands through an adaptive control algorithm includes: S210, calculate the real-time temperature difference between the ambient temperature and the internal temperature. If the real-time temperature difference exceeds a first threshold, generate a control command for a continuous high-power pneumatic preheating mode. If the real-time temperature difference is lower than the first threshold but higher than a second threshold, generate a control command for an intermittent low-power pneumatic preheating mode. S220, Establish a pressure-temperature coupling model, calculate the relationship between the pressure change rate of the internal air pressure and the heat transfer efficiency, and evaluate the heat distribution inside the power battery; S230, based on the ambient temperature, the internal temperature and the internal air pressure, the preheating requirement is corrected: if the internal temperature is lower than the minimum working temperature threshold and the air pressure change rate exceeds the air pressure change threshold, an emergency preheating mode control command is generated; if the temperature difference between the ambient temperature and the internal temperature exceeds the preset temperature difference range, a continuous heating mode or an intermittent heating mode control command is selected based on the air pressure stability of the internal air pressure. S240, dynamically adjust the heating power and heating sequence according to the pressure-temperature coupling model: if the internal pressure is higher than the maximum pressure threshold, generate a control command for pulsed ventilation heating; if the internal pressure is lower than the minimum pressure threshold, generate a control command for constant temperature mode. S250 controls the heating circuit through the battery management system and monitors the internal temperature in real time. When the internal temperature reaches the target preheating temperature and the internal air pressure is stable, a control command to terminate heating is generated. If the scheduled time is reached or the internal temperature exceeds the safe temperature threshold, a control command to forcibly stop heating and enter the heat preservation mode is generated.

[0010] In some embodiments of the present invention, in S200, the adaptive control algorithm further includes: S260, historical driving data is introduced to optimize preheating parameters, including frequent high-speed driving records or low-temperature start-up records.

[0011] In some embodiments of the present invention, in step S100, acquiring the internal temperature of the power battery, the ambient temperature, the internal air pressure, and the vehicle driving status parameters includes: S110: The internal temperature of the power battery is obtained through a temperature sensor array, the ambient temperature is obtained through an ambient temperature sensor, the internal air pressure is obtained through a pressure sensor, and the vehicle driving status parameters are obtained through the on-board automatic diagnostic system interface. S120 employs a Kalman filter algorithm to dynamically compensate for the internal temperature and a second-order Butterworth low-pass filter to smooth the internal air pressure.

[0012] In some embodiments of the present invention, in S300, controlling the hot airflow output end of the vortex tube to connect with the heat exchange channel of the power battery according to the pneumatic control command includes: S310, according to the pneumatic control command, the solenoid valve group is controlled to switch the airflow path, so that after the compressed air is separated by the vortex tube, the hot end airflow of the vortex tube directly contacts the surface of the battery module of the power battery through the heat exchange channel. S320, the internal temperature is updated once every preset time interval. If the actual heating rate is lower than the expected heating rate, the airflow ratio is automatically increased to the next level.

[0013] In some embodiments of the present invention, in step S400, when the internal temperature reaches a preset suitable operating temperature range, disconnecting the heat exchange connection between the eddy current tube and the power battery, and entering a temperature monitoring mode, includes: S410, when the internal temperature reaches the preset temperature range and remains stable for a preset stabilization time, it is determined that the preheating is completed, and the hot airflow channel is cut off by a dual redundant temperature control switch. S420, enter continuous monitoring mode, check the internal temperature once every monitoring and detection time, and reactivate preheating if the internal temperature drops below the reactivation threshold. S430 records the total energy consumption of this preheating and optimizes the control parameters for the next startup using a machine learning model.

[0014] In some embodiments of the present invention, the method further includes: S500 receives a preheating reservation instruction sent by the user through the vehicle terminal, calculates the preheating duration based on the reserved vehicle time in the preheating reservation instruction, starts heating at the preheating start time, and uses higher power preheating based on historical high-speed driving data to preheat the power battery to a suitable operating temperature before the reserved vehicle time.

[0015] An adaptive pneumatic control power battery preheating system according to an embodiment of the present invention includes: The data acquisition and processing module is used to acquire the internal temperature, ambient temperature, internal air pressure and vehicle driving status parameters of the power battery, filter and calibrate the internal temperature, ambient temperature, internal air pressure and vehicle driving status parameters, and generate temperature difference data based on the dynamic temperature difference between the ambient temperature and the internal temperature. The adaptive control module is used to generate pneumatic control commands based on the temperature difference data, the internal air pressure, and the vehicle driving status parameters through an adaptive control algorithm. The vortex tube assembly includes a hot air outlet and a cold air outlet. The hot air outlet is connected to the heat exchange channel of the power battery through a solenoid valve group. The vortex tube assembly performs preheating in response to the pneumatic control command. A heat exchange channel, integrated with the battery pack of the power battery, is used to transfer the hot airflow of the vortex tube; A temperature monitoring unit is used to feed back the internal temperature to the adaptive control module in real time, triggering preheating start / stop. The communication interface is used to connect to the vehicle's CAN bus and enable data interaction with other vehicle systems.

[0016] In some embodiments of the present invention, the vortex tube assembly further includes: An air compressor, the start and stop of which are controlled by a controller according to the vehicle's operating conditions and temperature thresholds, is connected to the vehicle's braking system recovery device and uses the compressed air during the vehicle's braking process as a preheating energy source; An air storage tank is used to store compressed air generated by the air compressor, serving as a power source for the preheating pneumatic circuit. A pneumatic triplet is used to filter, reduce pressure, and treat oil mist in the compressed air; An electrically controlled pressure reducing valve is used to reduce and regulate the pressure of the compressed air and maintain a stable outlet pressure. Electrically controlled relief valves are used to stabilize system circuit pressure and provide safety protection. Directional control valves are used to change the flow direction of hot air or to turn it on or off. A flow control valve is used to control the flow rate of hot gas.

[0017] In some embodiments of the present invention, the adaptive control module is further configured to: An integrated travel data model is used, which performs cluster analysis based on historical GPS data, mileage data, and energy consumption data to predict user travel habits and initiate pre-heating in advance. An integrated temperature-pressure mapping model is established based on experimental data of battery thermal characteristics to create a multidimensional temperature-pressure mapping relationship. When the dynamic temperature difference is greater than zero, a gradual pressurization strategy is adopted, and when the dynamic temperature difference is less than zero, a slow-release depressurization mode is adopted. An integrated pressure compensation mechanism adjusts the pressure setpoint according to changes in ambient temperature and detects pipeline leaks using a pressure decay method. When the pressure drop rate exceeds the leakage threshold, a compensation procedure is triggered.

[0018] The beneficial effects of this invention are: This invention achieves efficient and uniform preheating of the power battery by adaptively and dynamically adjusting the pressure and flow parameters of the vortex tube through real-time monitoring of the battery's internal air pressure, combined with ambient temperature and battery status. By using vortex tube technology to replace traditional resistance heating and utilizing compressed air recovered from vehicle braking energy as an energy source, it effectively reduces overall vehicle energy consumption, achieves energy recovery and reuse, and improves the overall energy efficiency and economy of electric vehicles.

[0019] Through the coordinated operation of three mechanisms—dynamic temperature difference calculation, temperature-pressure mapping, and pressure compensation—intelligent and precise control of battery temperature is achieved. A gradual pressurization strategy is employed during the heating phase, while a slow-release depressurization mode is used during the cooling phase. This effectively avoids thermal stress damage caused by sudden temperature changes, protects the battery structure, and extends battery cycle life.

[0020] By incorporating historical driving data to optimize preheating parameters and combining it with the scheduled preheating function, the system can start preheating in advance based on users' travel habits, ensuring that the battery is at a suitable temperature when users use the vehicle, significantly improving user experience and convenience.

[0021] By employing a multi-dimensional flow regulation mechanism, intelligent flow optimization strategy, and fault self-diagnosis and fault tolerance mechanism, the system energy consumption is reduced by 18.7% compared to the traditional constant flow control scheme while ensuring temperature control accuracy, thus achieving energy-minimal control.

[0022] The use of dual redundant temperature control switches and multiple safety protection mechanisms ensures the safety and reliability of the preheating process, effectively preventing overheating caused by software malfunctions or abnormal conditions, and ensuring the safety of battery use. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic flowchart of an adaptive pneumatic control method for preheating a power battery according to an embodiment of the present invention. Figure 2 This is a schematic diagram illustrating the structural principle of an adaptive pneumatic control power battery preheating system according to an embodiment of the present invention; Figure 2 The reference numerals in the attached drawings are as follows: air compressor 1, air tank 3, pneumatic triplet 5, first directional control valve 4, second directional control valve 6, third directional control valve 7, fourth directional control valve 9, fifth directional control valve 10, sixth directional control valve 11, seventh directional control valve 12, eighth directional control valve 13, ninth directional control valve 14, first electrically controlled relief valve 8, second electrically controlled relief valve 15, electrically controlled pressure reducing valve 16, first flow control valve 17, second flow control valve 18, third flow control valve 19, fourth flow control valve 20; Figure 3 This is a flowchart of the adaptive control algorithm according to an embodiment of the present invention. Detailed Implementation

[0025] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0026] refer to Figure 1 The present invention provides an adaptive pneumatic control method for preheating a power battery, the method comprising the following steps: S100 acquires the internal temperature of the power battery, ambient temperature, internal air pressure, and vehicle driving status parameters. In this step, multi-dimensional data collection comprehensively assesses the operating status and environmental conditions of the power battery, providing an accurate data foundation for subsequent adaptive control. Real-time monitoring of internal temperature, ambient temperature, internal air pressure, and vehicle driving status parameters ensures the preheating system activates at the most appropriate time and dynamically adjusts the preheating strategy based on actual conditions.

[0027] S200, the internal temperature, the ambient temperature, the internal air pressure and the vehicle driving status parameters are filtered and calibrated. Based on the dynamic temperature difference between the ambient temperature and the internal temperature, a pneumatic control command is generated through an adaptive control algorithm. The pneumatic control command is used to adjust the hot airflow output characteristics of the vortex tube. In this step, filtering and calibration processes eliminate sensor noise and errors, improving data accuracy and reliability. Based on dynamic temperature difference and adaptive control algorithms, pneumatic control commands are generated, enabling precise adjustment of the hot airflow output characteristics of the vortex tube, ensuring the efficiency and stability of the preheating process. The adaptive control algorithm dynamically adjusts the control strategy according to real-time data, avoiding energy waste and improving energy efficiency.

[0028] S300, according to the pneumatic control command, the hot air output end of the vortex tube is connected to the heat exchange channel of the power battery, and the vortex tube preheats the power battery. In this step, pneumatic control commands precisely control the connection between the eddy tube and the heat exchange channel of the power battery, achieving rapid response and precise temperature regulation. Eddy tube technology replaces traditional resistance heating, utilizing compressed air recovered from vehicle braking energy as an energy source, reducing overall vehicle energy consumption and realizing energy recovery and reuse.

[0029] S400: When the internal temperature reaches the preset suitable operating temperature range, disconnect the heat exchange connection between the eddy current tube and the power battery, and enter the temperature monitoring mode.

[0030] In this step, the heat exchange connection is disconnected promptly when the battery temperature reaches the suitable operating range to avoid energy waste and battery damage caused by overheating. After entering temperature monitoring mode, the system continuously monitors the battery temperature to ensure it remains stable within the suitable range. If the temperature drops below the threshold, preheating is reactivated to ensure the battery is always in optimal operating condition.

[0031] In some embodiments of the present invention, in S200, the generation of pneumatic control commands through an adaptive control algorithm includes: S210, calculate the real-time temperature difference between the ambient temperature and the internal temperature. If the real-time temperature difference exceeds a first threshold, generate a control command for a continuous high-power pneumatic preheating mode. If the real-time temperature difference is lower than the first threshold but higher than a second threshold, generate a control command for an intermittent low-power pneumatic preheating mode. In this embodiment, different preheating modes are selected according to the size of the real-time temperature difference. When the temperature difference is large, a continuous high-power preheating mode is used to quickly raise the temperature, while when the temperature difference is small, an intermittent low-power preheating mode is used to optimize energy consumption, thereby achieving a balance between heating speed and energy consumption.

[0032] The continuous high-power pneumatic preheating mode refers to the vortex tube outputting hot airflow at maximum flow rate, the solenoid valve assembly being fully open, the airflow ratio being adjusted to the highest level, and the heating power reaching the rated upper limit, raising the internal temperature of the battery to the target range in the shortest possible time. In this mode, the system prioritizes the heating rate and is suitable for extremely cold environments or emergency vehicle use scenarios.

[0033] The intermittent low-power pneumatic preheating mode refers to the vortex tube outputting hot airflow in a periodic pulse manner, with the solenoid valve assembly opening and closing according to a preset duty cycle. The airflow ratio is adjusted to a medium-low level, and the heating power is maintained in the range of 30% to 60% of the rated power. In this mode, the system achieves gentle temperature rise by balancing intermittent heating and heat dissipation. It is suitable for scenarios with moderate temperature differences or limited power, and can effectively reduce energy consumption and thermal stress shock.

[0034] S220, Establish a pressure-temperature coupling model, calculate the relationship between the pressure change rate of the internal air pressure and the heat transfer efficiency, and evaluate the heat distribution inside the power battery; In this embodiment, by establishing a pressure-temperature coupling model, the influence of pressure changes on heat transfer efficiency is fully considered, which can identify possible hot spots inside the battery, avoid local overheating or uneven heating, and improve the stability and safety of the preheating effect.

[0035] S230, based on the ambient temperature, the internal temperature and the internal air pressure, the preheating requirement is corrected: if the internal temperature is lower than the minimum working temperature threshold and the air pressure change rate exceeds the air pressure change threshold, an emergency preheating mode control command is generated; if the temperature difference between the ambient temperature and the internal temperature exceeds the preset temperature difference range, a continuous heating mode or an intermittent heating mode control command is selected based on the air pressure stability of the internal air pressure. In this embodiment, multiple parameters such as ambient temperature, internal temperature, and internal air pressure are comprehensively considered to intelligently determine the preheating requirement. In cases of extreme low temperature or abnormal air pressure, an emergency preheating mode is activated to ensure battery safety. The heating mode is selected based on air pressure stability to improve the system's adaptability and reliability.

[0036] Emergency preheating mode means the system immediately activates the vortex tube at maximum safe pressure, the solenoid valve assembly is fully open, and hot air is continuously output at the rated maximum flow rate. At the same time, the pressure compensation mechanism is activated to deal with the risk of possible pipeline leakage. In this mode, the adaptive control module prioritizes the heating rate, allowing it to exceed the normal energy consumption limit for a short period of time until the internal temperature is out of the dangerous low temperature range.

[0037] The continuous heating mode is suitable for situations where the air pressure fluctuation is less than the preset stable threshold. The vortex tube maintains a constant flow output, and the hot airflow in the heat exchange channel circulates continuously to achieve a uniform and stable temperature rise. Intermittent heating mode is activated when there are large air pressure fluctuations. By periodically adjusting the opening of the flow control valve, the heating power is increased during the peak air pressure period and reduced or interrupted during the trough period to maintain a relatively stable heat transfer efficiency.

[0038] S240, dynamically adjust the heating power and heating sequence according to the pressure-temperature coupling model: if the internal pressure is higher than the maximum pressure threshold, generate a control command for pulsed ventilation heating; if the internal pressure is lower than the minimum pressure threshold, generate a control command for constant temperature mode. In this embodiment, the heating strategy is dynamically adjusted according to the pressure-temperature coupling model. When the pressure difference is high, pulsed ventilation heating is used to avoid local overheating, and when the pressure difference is low, constant temperature mode is used to maintain uniform heating, ensuring the safety and uniformity of the preheating process.

[0039] Pulse-type ventilation heating refers to controlling the output of hot airflow in a high-frequency intermittent manner. By rapidly alternating the opening and closing of the directional control valve, the hot airflow enters the heat exchange channel in a pulse form. The airflow pulsation effect enhances the disturbance of the thermal boundary layer, promotes the uniform diffusion of heat between battery modules, and releases local accumulated pressure through short ventilation gaps to prevent thermal stress concentration caused by continuous pressure accumulation.

[0040] The constant temperature mode refers to the system maintaining the output of the vortex tube at a constant pressure. Through the coordinated adjustment of the electronically controlled pressure reducing valve and the electronically controlled overflow valve, the pressure of the hot air flow is stabilized within the set range, and the flow control valve maintains a fixed opening, so as to achieve continuous and stable heat energy input. It is suitable for scenarios where the internal temperature of the battery is close to the target range and only needs to maintain thermal balance. In this mode, the change of thermal stress is gradual, which is conducive to protecting the structural integrity of the battery.

[0041] S250 controls the heating circuit through the battery management system and monitors the internal temperature in real time. When the internal temperature reaches the target preheating temperature and the internal air pressure is stable, a control command to terminate heating is generated. If the scheduled time is reached or the internal temperature exceeds the safe temperature threshold, a control command to forcibly stop heating and enter the heat preservation mode is generated.

[0042] In this embodiment, the heating circuit is precisely controlled by the Battery Management System (BMS), supporting power supply from charging piles or the battery itself, thus improving system flexibility. Real-time monitoring of temperature and air pressure ensures heating is terminated under safe conditions, avoiding the risks of overcharging or overheating. The scheduled preheating function enhances the user experience, ensuring the battery reaches a suitable temperature before the user uses the vehicle.

[0043] In some embodiments of the present invention, in S200, the adaptive control algorithm further includes: S260, historical driving data is introduced to optimize preheating parameters, including frequent high-speed driving records or low-temperature start-up records.

[0044] In this embodiment, by introducing historical driving data, the system can learn users' travel habits and battery usage patterns, predict future preheating needs, optimize preheating parameters in advance, and further improve preheating efficiency and user satisfaction.

[0045] In some embodiments of the present invention, in step S100, acquiring the internal temperature of the power battery, the ambient temperature, the internal air pressure, and the vehicle driving status parameters includes: S110: The internal temperature of the power battery is obtained through a temperature sensor array, the ambient temperature is obtained through an ambient temperature sensor, the internal air pressure is obtained through a pressure sensor, and the vehicle driving status parameters are obtained through the on-board automatic diagnostic system interface. In this embodiment, a distributed temperature sensor array and a high-precision pressure sensor are used to ensure the accuracy and comprehensiveness of the data. Vehicle driving status parameters are obtained through the On-Board Diagnostics (OBD) system interface, eliminating the need for additional sensor installations and reducing system cost and complexity.

[0046] S120 employs a Kalman filter algorithm to dynamically compensate for the internal temperature and a second-order Butterworth low-pass filter to smooth the internal air pressure.

[0047] In this embodiment, the Kalman filter algorithm can effectively eliminate sensor noise, dynamically compensate for temperature data, and improve the accuracy of temperature measurement. The second-order Butterworth low-pass filter can smooth fluctuations in air pressure data, avoid interference from sudden air pressure changes on the control system, and improve system stability.

[0048] In some embodiments of the present invention, in S300, controlling the hot airflow output end of the vortex tube to connect with the heat exchange channel of the power battery according to the pneumatic control command includes: S310, according to the pneumatic control command, the solenoid valve group is controlled to switch the airflow path, so that after the compressed air is separated by the vortex tube, the hot end airflow of the vortex tube directly contacts the surface of the battery module of the power battery through the heat exchange channel. In this embodiment, the solenoid valve assembly has a response time of less than 50ms, enabling rapid response and precise control. The vortex tube separates compressed air into two streams, one hot and one cold. The hot stream directly contacts the surface of the battery module, achieving efficient heat exchange and improving preheating efficiency.

[0049] S320, the internal temperature is updated once every preset time interval. If the actual heating rate is lower than the expected heating rate, the airflow ratio is automatically increased to the next level.

[0050] In this embodiment, through a real-time feedback adjustment mechanism, the system can dynamically adjust the airflow ratio according to the actual heating rate, ensuring that the preheating process proceeds as expected and avoiding preheating delays caused by insufficient airflow.

[0051] In some embodiments of the present invention, in step S400, when the internal temperature reaches a preset suitable operating temperature range, disconnecting the heat exchange connection between the eddy current tube and the power battery, and entering a temperature monitoring mode, includes: S410, when the internal temperature reaches the preset temperature range and remains stable for a preset stabilization time, it is determined that the preheating is completed, and the hot airflow channel is cut off by a dual redundant temperature control switch. In this embodiment, the dual redundant temperature control switch serves as a hardware safety barrier, ensuring that the hot airflow channel is reliably cut off after the temperature reaches the target and stabilizes, preventing overheating caused by software failure, and improving the safety and reliability of the system.

[0052] S420, enter continuous monitoring mode, check the internal temperature once every monitoring and detection time, and reactivate preheating if the internal temperature drops below the reactivation threshold. In this embodiment, the continuous monitoring mode ensures that the battery temperature is always maintained within a suitable range. If the temperature drops below the threshold, the preheating is automatically reactivated to ensure that the battery is always in the best working state and to avoid performance degradation caused by low temperature.

[0053] S430 records the total energy consumption of this preheating and optimizes the control parameters for the next startup using a machine learning model.

[0054] In this embodiment, by recording energy consumption data and using machine learning models for analysis and optimization, the system can continuously learn and improve, gradually reducing energy consumption, improving preheating efficiency, and achieving intelligence and adaptability.

[0055] In some embodiments of the present invention, the method further includes: S500 receives a preheating reservation instruction sent by the user through the vehicle terminal, calculates the preheating duration based on the reserved vehicle time in the preheating reservation instruction, starts heating at the preheating start time, and uses higher power preheating based on historical high-speed driving data to preheat the power battery to a suitable operating temperature before the reserved vehicle time.

[0056] In this embodiment, the scheduled preheating function allows users to set their vehicle usage time in advance. The system intelligently calculates the preheating duration and start time based on historical data and current status, ensuring that the battery has been preheated to a suitable temperature when the user uses the vehicle, thus improving user experience and convenience. Higher power preheating is employed by incorporating historical high-speed driving data to ensure sufficient preheating of the battery before high-load use.

[0057] An adaptive pneumatic control power battery preheating system provided in this embodiment of the invention includes: The data acquisition and processing module is used to acquire the internal temperature, ambient temperature, internal air pressure and vehicle driving status parameters of the power battery, filter and calibrate the internal temperature, ambient temperature, internal air pressure and vehicle driving status parameters, and generate temperature difference data based on the dynamic temperature difference between the ambient temperature and the internal temperature. In this embodiment, the data acquisition and processing module integrates multiple sensors and data processing algorithms to ensure the accuracy and real-time nature of the data, providing a reliable data foundation for adaptive control.

[0058] The adaptive control module is used to generate pneumatic control commands based on the temperature difference data, the internal air pressure, and the vehicle driving status parameters through an adaptive control algorithm. In this embodiment, the adaptive control module uses an advanced adaptive control algorithm to comprehensively consider multiple parameters such as temperature, air pressure, and vehicle driving status to generate optimal pneumatic control commands, thereby achieving intelligent and efficient preheating process.

[0059] The vortex tube assembly includes a hot air outlet and a cold air outlet. The hot air outlet is connected to the heat exchange channel of the power battery through a solenoid valve group. The vortex tube assembly performs preheating in response to the pneumatic control command. In this embodiment, the vortex tube assembly utilizes vortex tube technology to separate compressed air into two streams, one hot and one cold. The hot stream is used for preheating, while the cold stream can be used for other cooling needs, achieving efficient energy utilization. It features fast response speed and high control precision.

[0060] A heat exchange channel, integrated with the battery pack of the power battery, is used to transfer the hot airflow of the vortex tube; In this embodiment, the heat exchange channel adopts a high-efficiency heat exchange design and is embedded inside the battery pack. The heat insulation layer is made of lightweight composite material to reduce heat loss and ensure that the hot airflow can be efficiently and evenly transferred to the surface of the battery module.

[0061] A temperature monitoring unit is used to feed back the internal temperature to the adaptive control module in real time, triggering preheating start / stop. In this embodiment, the temperature monitoring unit monitors the battery temperature in real time and provides timely feedback to the control module to ensure that the preheating system starts and stops at the appropriate time, thus avoiding energy waste and battery damage.

[0062] The communication interface is used to connect to the vehicle's CAN bus and enable data interaction with other vehicle systems.

[0063] In this embodiment, the communication interface interacts with other systems such as the battery management system (BMS) and vehicle terminal through the vehicle CAN bus, realizing system integration and collaborative work, and improving the intelligence level of the whole vehicle.

[0064] refer to Figure 2 In some embodiments of the present invention, the vortex tube assembly further includes: Air compressor 1, the start and stop of which are controlled by a controller according to vehicle operating conditions and temperature thresholds, the air compressor 1 is connected to the vehicle braking system recovery device, and uses the compressed air during vehicle braking as a preheating energy source; In this embodiment, the air compressor 1 uses compressed air recovered from the vehicle's braking energy as preheating energy, which effectively reduces the dependence on the main energy source under the traditional method, realizes energy recovery and reuse, and improves the overall energy utilization efficiency and economy of electric vehicles.

[0065] Air tank 3 is used to store compressed air generated by the air compressor 1 as a power source for the preheating pneumatic circuit; In this embodiment, the air storage tank 3 adopts a high sealing performance design, which can stably store compressed air, ensure that the preheating pneumatic circuit has a sufficient power source, and guarantee the stability and reliability of the preheating system.

[0066] The pneumatic triplet 5 is used to filter, reduce pressure, and treat oil mist in the compressed air; In this embodiment, the pneumatic triplet 5 filters, depressurizes, and treats oil mist in the compressed air to ensure the quality of the air entering the vortex tube, extend the service life of the system, and improve the stability of system operation.

[0067] The electrically controlled pressure reducing valve 16 is used to reduce and regulate the pressure of the compressed air and maintain a stable outlet pressure; In this embodiment, the electronically controlled pressure reducing valve 16 can precisely adjust the pressure of compressed air according to the control command and maintain a stable outlet pressure, thereby achieving precise control of the preheating process.

[0068] The first electrically controlled relief valve 8 and the second electrically controlled relief valve 15 are used to stabilize the system circuit pressure and provide safety protection. In this embodiment, the first electrically controlled relief valve 8 and the second electrically controlled relief valve 15 stabilize the system circuit pressure, prevent excessive pressure from damaging the system, provide safety protection functions, and improve the safety and reliability of the system.

[0069] The first directional control valve 4, the second directional control valve 6, the third directional control valve 7, the fourth directional control valve 9, the fifth directional control valve 10, the sixth directional control valve 11, the seventh directional control valve 12, the eighth directional control valve 13, and the ninth directional control valve 14 are used to change the flow direction of the hot gas flow or to turn it on or off. In this embodiment, the first directional control valve 4, the second directional control valve 6, the third directional control valve 7, the fourth directional control valve 9, the fifth directional control valve 10, the sixth directional control valve 11, the seventh directional control valve 12, the eighth directional control valve 13, and the ninth directional control valve 14 control the flow direction and on / off state of the hot airflow to achieve selective preheating of different battery modules, ensuring temperature uniformity of each module and improving the uniformity of the preheating effect.

[0070] The first flow control valve 17, the second flow control valve 18, the third flow control valve 19, and the fourth flow control valve 20 are used to control the flow rate of the hot gas.

[0071] In this embodiment, the first flow control valve 17, the second flow control valve 18, the third flow control valve 19 and the fourth flow control valve 20 precisely control the flow rate of the hot air, thereby achieving fine adjustment of the preheating intensity, meeting the preheating requirements under different working conditions and optimizing energy consumption.

[0072] In some embodiments of the present invention, the adaptive control module is further configured to: An integrated travel data model is used, which performs cluster analysis based on historical GPS data, mileage data, and energy consumption data to predict user travel habits and initiate pre-heating in advance. In this embodiment, the travel data model analyzes historical GPS data, mileage data, and energy consumption data to predict users' travel habits and initiate preheating in advance to ensure that the battery is at a suitable temperature when the user uses the vehicle, thereby improving the user experience.

[0073] An integrated temperature-pressure mapping model is established based on experimental data of battery thermal characteristics to create a multidimensional temperature-pressure mapping relationship. When the dynamic temperature difference is greater than zero, a gradual pressurization strategy is adopted, and when the dynamic temperature difference is less than zero, a slow-release depressurization mode is adopted. In this embodiment, the temperature-pressure mapping model establishes an accurate temperature-pressure mapping relationship based on experimental data of battery thermal characteristics. During the heating stage, a gradual pressurization strategy is adopted to avoid thermal stress damage, and during the cooling stage, a slow-release depressurization mode is adopted to slow down the heat conduction rate, protect the battery structure, and extend the battery life.

[0074] An integrated pressure compensation mechanism adjusts the pressure setpoint according to changes in ambient temperature and detects pipeline leaks using a pressure decay method. When the pressure drop rate exceeds the leakage threshold, a compensation procedure is triggered.

[0075] In this embodiment, the pressure compensation mechanism automatically adjusts the pressure setpoint according to changes in ambient temperature, ensuring high heat transfer efficiency under different environmental conditions. By detecting and promptly compensating for pipeline leaks using a pressure decay method, the system can maintain basic temperature regulation functions even in fault conditions, improving system reliability and fault tolerance.

[0076] The following are specific embodiments provided by the present invention: This invention provides an adaptive pneumatic control method and system for preheating a power battery. By monitoring the internal air pressure of the battery in real time and combining the ambient temperature and battery status, the vortex tube ventilation and heating strategy is adaptively and dynamically adjusted to achieve efficient and uniform preheating, while reducing energy consumption and extending battery cycle life.

[0077] This method achieves efficient and energy-saving preheating of the power battery through real-time temperature monitoring and adaptive control algorithms. Its core feature lies in using eddy tube technology to replace traditional resistance heating, utilizing pneumatic control for rapid response and precise temperature regulation, and simultaneously optimizing operating parameters through intelligent algorithms to improve overall system efficiency. Figure 3 As shown, the specific implementation steps are as follows: Step 1: Multi-dimensional data collection and data preprocessing; 1. Sensor Network Deployment: The system integrates a distributed temperature sensor array (NTC thermistor, accuracy ±0.5℃) and a pressure sensor (piezoresistive, range 0-1.2MPa), embedded inside the power battery module and at environmental monitoring points in the vehicle's front compartment, respectively. The battery's internal temperature (Ti) is transmitted to the control module every 15 seconds via the CAN bus, with a sampling frequency of 10Hz, eliminating the influence of temperature differences between individual battery cells. The ambient temperature (Tenv) uses a PT100 platinum resistance sensor with an accuracy of ±0.1℃, deployed near the vehicle's air intake to avoid interference from heat radiation from the engine compartment. The internal air pressure (Pi) monitors the compressed air inlet pressure of the vortex tube, ranging from 0.4-0.8MPa; exceeding the threshold triggers a safety valve to release pressure. Vehicle driving status parameters such as vehicle speed, SOC (remaining battery charge), and braking status are obtained through the OBD (On-Board Diagnostics) interface and used as input for the trip prediction model.

[0078] 2. Signal Filtering and Calibration: Kalman filtering algorithm is used to eliminate sensor noise and dynamically compensate for temperature data (such as local temperature rise caused by battery self-heating). Barometric pressure data is smoothed by a second-order Butterworth low-pass filter (cutoff frequency 5Hz).

[0079] 3. System start-up conditions: When the battery temperature (Ti) is lower than the first set threshold (-10℃) and the vehicle is stationary (vehicle speed = 0km / h for 5 minutes), the preheating system is automatically activated and the solenoid valve group is initialized to the safe position (hot airflow is closed).

[0080] Step 2: Adaptive aerodynamic control decision; The core objective of preheating adaptive control is to rapidly raise the battery temperature to a suitable operating range using a pneumatic system, while avoiding thermal stress damage caused by sudden temperature changes. This algorithm achieves precise temperature regulation and system energy consumption optimization through the coordinated operation of three modules: dynamic temperature difference calculation, adaptive pressure control, and adaptive flow control.

[0081] 1. Dynamic Temperature Difference Calculation Module: This module monitors the real-time difference between the current battery temperature Ti and the target temperature (Ttarget), ΔT = Ttarget - Ti. Temperature data is collected using high-precision sensors, and intelligent filtering algorithms are employed to eliminate noise interference. Based on dynamic temperature difference calculation, the system can accurately determine temperature change trends, providing a reliable basis for subsequent control decisions. For example, when the battery temperature is detected to be below the target range, the system immediately initiates a heating program; conversely, if the temperature approaches or exceeds the target upper limit, it automatically switches to cooling mode, ensuring timely and accurate temperature regulation. Simultaneously, a temperature change rate (dT / dt) prediction model is established using historical data to identify sudden temperature changes in advance.

[0082] 2. Adaptive Pressure Control Module: This module is the core component of the intelligent preheating system. Through dynamic temperature difference calculation and pressure-temperature coupled control, it achieves precise regulation of battery temperature and suppression of thermal stress. Its core functions include: ① Temperature-Pressure Mapping Model Construction: Based on experimental data of battery thermal characteristics, a multidimensional temperature-pressure mapping relationship was established. During the heating phase, when ΔT>0, the system adopts a "gradual pressurization" strategy. Initially, the pneumatic system is started at a low pressure (e.g., 20% of rated pressure). After the temperature stabilizes, the pressure is gradually increased (each step ≤5%) until the target temperature is reached. This process uses a PID control algorithm to achieve synchronous tracking of pressure and temperature, avoiding damage to the battery structure due to sudden pressure increases. During the cooling phase, when ΔT<0, the system switches to a "slow-release decompression" mode. By reducing the pneumatic pressure (each step ≥3%), the heat conduction rate is slowed down, making the temperature drop curve more gradual. Experiments show that this strategy can reduce the peak thermal stress during the cooling phase by 42%.

[0083] ② Pressure Compensation Mechanism: The module integrates an ambient temperature sensor and a pressure leakage detection device to achieve dual compensation. When the ambient temperature (Tenv) changes, the system automatically adjusts the pressure setpoint to compensate for the ambient temperature. For example, in winter (e.g., Tenv < -5℃), the pressure needs to be increased by 5% to maintain heat transfer efficiency; in summer (e.g., Tenv > 20℃), the pressure is reduced by 3% to prevent overheating. When the system compensates for leakage, it detects pipeline leaks using a pressure decay method. When the pressure drop rate exceeds a set threshold, the system automatically triggers a compensation program to continuously supply gas at a constant pressure (e.g., 50% of the rated pressure) to ensure that temperature control is not affected.

[0084] ③ Control Strategy Optimization: The module adopts a fuzzy logic control algorithm to dynamically adjust pressure parameters based on the battery's SOC (State of Charge). For example, when the battery is at a high SOC, the system prioritizes a "temperature priority" strategy to quickly increase the temperature; when the SOC is below 20%, it switches to a "pressure priority" mode to ensure charging efficiency by stabilizing the pressure.

[0085] Through a triple mechanism of dynamic temperature difference calculation, temperature-pressure mapping, and pressure compensation, intelligent and precise control of battery temperature is achieved, providing core support for a high-safety and high-reliability preheating system.

[0086] 3. Adaptive flow control module; This module, as the core regulation unit of the system, is responsible for precisely controlling the gas flow rate to achieve fine-grained regulation of the battery temperature. By integrating dynamic temperature difference calculation and pressure control information, the system constructs a multi-parameter collaborative control model, which can sense the temperature field distribution characteristics of the battery surface in real time and dynamically adjust the gas flow rate parameters accordingly to ensure uniform temperature control across the entire range during heating / cooling processes.

[0087] ① Multi-dimensional flow regulation mechanism; Dynamic temperature difference response: Based on a temperature-pressure-flow coupling model, the system calculates the deviation (ΔT) and rate of change (dT / dt) between the current temperature and the target temperature in real time, and generates a basic flow command through a PID control algorithm. For example, when ΔT > 5℃, the system automatically increases the gas flow rate to 80% of the maximum value to accelerate heat conduction; when ΔT < 2℃, the flow rate is gradually reduced to 30% of the maintenance value to prevent temperature overshoot.

[0088] Pressure Coordination Compensation: Based on the compensation value output by the pressure control module, the gas flow rate and pressure ratio are dynamically adjusted. During the heating phase, the system adopts a "high pressure, low flow" strategy (pressure increased to 80% Pmax, flow rate maintained at 50% Qmax) to enhance convective heat transfer efficiency; during the cooling phase, it switches to a "low pressure, high flow" mode (pressure reduced to 30% Pmax, flow rate increased to 70% Qmax) to optimize heat dissipation uniformity (Pmax: maximum pressure, Qmax: maximum flow rate).

[0089] Space temperature field optimization: A three-dimensional temperature field model is constructed based on feedback from multiple temperature sensors on the battery surface. When a local temperature difference exceeds a threshold, the system automatically adjusts the angle of the pneumatic nozzle and the flow rate distribution to ensure that the gas flow field covers the high-temperature area, eliminating local overheating / overcooling phenomena.

[0090] ② Intelligent traffic optimization strategy; Minimize energy consumption control: While ensuring temperature control accuracy (±0.5℃), the system optimizes the flow-pressure combination through a genetic algorithm. Actual measurement data shows that, while maintaining battery temperature uniformity, it reduces system energy consumption by 18.7% compared to traditional constant current control schemes.

[0091] Dynamic load matching: Based on the battery's thermal capacity characteristics (Cp=0.85J / g·K) and the current temperature difference, the optimal flow rate is calculated in real time. For example, when the battery temperature approaches the target value, the system automatically switches to "fine-tuning mode" and slowly adjusts the flow rate at a rate of 0.1℃ / min to avoid thermal stress concentration caused by sudden changes in flow rate.

[0092] Fault self-diagnosis and fault tolerance: The module has a built-in flow sensor self-test program. When a blockage or leak is detected in the pneumatic pipeline, the backup flow channel is automatically activated and the control parameters are adjusted to ensure that the system can still maintain basic temperature regulation function in the event of a fault.

[0093] ③ Typical operating condition control examples; Rapid heating scenario: When the battery temperature rises from 0℃ to 20℃, the system first preheats with a flow rate of 60%Qmax (maximum flow rate) and a pressure of 40%Pmax (maximum pressure). After the temperature reaches 15℃, it automatically switches to a fine adjustment mode of 30%Qmax / 20%Pmax, and finally completes the heating within an accuracy range of ±0.3℃.

[0094] Precise cooling scenario: During the process of the battery temperature dropping from 30℃ to 20℃, the system adopts a segmented control strategy: In the initial stage, the flow rate is 50%Qmax / 30%Pmax for rapid heat dissipation. When the temperature drops to 23℃, the flow rate is automatically reduced to 20%Qmax while maintaining the pressure, thus achieving a "fast first, slow later" cooling curve and effectively avoiding temperature overshoot.

[0095] Environmental interference response: When the ambient temperature changes suddenly (e.g., from 25℃ to 15℃), the system automatically adjusts the pneumatic pressure through the pressure compensation module and simultaneously increases the flow rate by 15% to maintain heat exchange efficiency and ensure that the battery temperature fluctuation does not exceed ±1℃.

[0096] Through the coordinated operation of these three modules, the preheating adaptive control algorithm not only achieves precise regulation of battery temperature but also significantly optimizes system energy consumption. Specifically, by dynamically adjusting the pressure and flow rate of the pneumatic system, the algorithm avoids the energy waste caused by fixed parameter settings in traditional control methods, thereby reducing overall system energy consumption. Furthermore, through real-time monitoring and feedback control, the system can promptly detect and handle abnormal temperature changes, further enhancing battery safety and reliability.

[0097] Step S3: Pneumatic actuation and heat exchange control; The solenoid valve assembly (response time <50ms) switches the airflow path according to control commands. After compressed air is separated by the vortex tube, the hot-end airflow directly contacts the surface of the battery module through the aluminum alloy hot channel, thereby activating the hot airflow output end. The battery temperature Ti is updated every 2 seconds. If the actual heating rate is lower than expected (e.g., ΔT < 5℃ within 3 minutes), the airflow ratio is automatically increased to the next level (e.g., 60% → 80%), with real-time feedback adjustment.

[0098] Step S4: Temperature reaches target and system switches; ① Suitable Temperature Determination: When the battery temperature Ti reaches the preset range of (15±2)℃ and remains stable for 2 minutes, the system determines that preheating is complete. Dual redundant temperature control switches (hardware threshold: -10℃ start / 15℃ stop) serve as the final safety barrier.

[0099] ② Heat exchange disconnection and monitoring: The solenoid valve group switches to the standby position, cutting off the hot air flow channel. The system enters continuous monitoring mode, checking Ti every 30 seconds. If the temperature drops below 12℃, preheating is reactivated.

[0100] ③ Energy consumption optimization: Record the total energy consumption of this preheating (e.g., 1.2 kWh), and optimize the control parameters for the next startup using a machine learning model (e.g., reduce the initial airflow ratio to reduce compressed air consumption).

[0101] In addition, the present invention also has a remote reservation and preheating function. For example, if a user reserves the use of the vehicle for the next day (e.g., 8:00) through the vehicle terminal, the system calculates the preheating time (e.g., 30 minutes) and starts heating at 7:30. Combining historical high-speed driving data, it uses higher power preheating. When the reserved time arrives, the battery has been preheated to a suitable temperature and can be directly put into driving mode.

[0102] Although the description of this disclosure has been quite detailed and particularly focused on several of the described embodiments, it is not intended to limit itself to any of these details or embodiments or any particular embodiment, but should be considered as effectively covering the intended scope of this disclosure by referring to the appended claims and taking into account the broad possible interpretations of these claims provided by the prior art. Furthermore, the foregoing description of this disclosure with respect to embodiments foreseeable by the inventors is intended to provide a useful description, and non-substantial modifications to this disclosure that have not yet been foreseen may still represent equivalent modifications.

Claims

1. A preheating method for a power battery with adaptive pneumatic control, characterized in that, The method includes the following steps: S100 acquires the internal temperature of the power battery, ambient temperature, internal air pressure, and vehicle driving status parameters. S200, the internal temperature, the ambient temperature, the internal air pressure and the vehicle driving status parameters are filtered and calibrated. Based on the dynamic temperature difference between the ambient temperature and the internal temperature, a pneumatic control command is generated through an adaptive control algorithm. The pneumatic control command is used to adjust the hot airflow output characteristics of the vortex tube. S300, according to the pneumatic control command, the hot air output end of the vortex tube is connected to the heat exchange channel of the power battery, and the vortex tube preheats the power battery. S400: When the internal temperature reaches the preset suitable operating temperature range, disconnect the heat exchange connection between the eddy current tube and the power battery, and enter the temperature monitoring mode.

2. The method according to claim 1, characterized in that, In S200, the generation of pneumatic control commands through an adaptive control algorithm includes: S210, calculate the real-time temperature difference between the ambient temperature and the internal temperature. If the real-time temperature difference exceeds a first threshold, generate a control command for a continuous high-power pneumatic preheating mode. If the real-time temperature difference is lower than the first threshold but higher than a second threshold, generate a control command for an intermittent low-power pneumatic preheating mode. S220, Establish a pressure-temperature coupling model, calculate the relationship between the pressure change rate and the heat transfer efficiency of the internal air pressure, and evaluate the heat distribution inside the power battery; S230, based on the ambient temperature, the internal temperature and the internal air pressure, the preheating requirement is corrected: if the internal temperature is lower than the minimum working temperature threshold and the air pressure change rate exceeds the air pressure change threshold, an emergency preheating mode control command is generated; if the temperature difference between the ambient temperature and the internal temperature exceeds the preset temperature difference range, a continuous heating mode or an intermittent heating mode control command is selected based on the air pressure stability of the internal air pressure. S240, dynamically adjust the heating power and heating sequence according to the pressure-temperature coupling model: if the internal pressure is higher than the maximum pressure threshold, generate a control command for pulsed ventilation heating; if the internal pressure is lower than the minimum pressure threshold, generate a control command for constant temperature mode. S250 controls the heating circuit through the battery management system and monitors the internal temperature in real time. When the internal temperature reaches the target preheating temperature and the internal air pressure is stable, a control command to terminate heating is generated. If the scheduled time is reached or the internal temperature exceeds the safe temperature threshold, a control command to forcibly stop heating and enter the heat preservation mode is generated.

3. The method according to claim 2, characterized in that, In S200, the generation of pneumatic control commands through an adaptive control algorithm further includes: S260, historical driving data is introduced to optimize preheating parameters, including frequent high-speed driving records or low-temperature start-up records.

4. The method according to claim 1, characterized in that, In S100, acquiring the internal temperature of the power battery, the ambient temperature, the internal air pressure, and the vehicle driving status parameters includes: S110: The internal temperature of the power battery is obtained through a temperature sensor array, the ambient temperature is obtained through an ambient temperature sensor, the internal air pressure is obtained through a pressure sensor, and the vehicle driving status parameters are obtained through the on-board automatic diagnostic system interface. S120 employs a Kalman filter algorithm to dynamically compensate for the internal temperature and a second-order Butterworth low-pass filter to smooth the internal air pressure.

5. The method according to claim 1, characterized in that, In S300, controlling the hot airflow output end of the vortex tube to connect with the heat exchange channel of the power battery according to the pneumatic control command includes: S310, according to the pneumatic control command, the solenoid valve group is controlled to switch the airflow path, so that after the compressed air is separated by the vortex tube, the hot end airflow of the vortex tube directly contacts the surface of the battery module of the power battery through the heat exchange channel. S320, the internal temperature is updated once every preset time interval. If the actual heating rate is lower than the expected heating rate, the airflow ratio is automatically increased to the next level.

6. The method according to claim 1, characterized in that, In S400, when the internal temperature reaches a preset suitable operating temperature range, disconnecting the heat exchange connection between the eddy current tube and the power battery, and entering a temperature monitoring mode, includes: S410, when the internal temperature reaches the preset temperature range and remains stable for a preset stabilization time, it is determined that the preheating is completed, and the hot airflow channel is cut off by a dual redundant temperature control switch. S420, enter continuous monitoring mode, check the internal temperature once every monitoring and detection time, and reactivate preheating if the internal temperature drops below the reactivation threshold. S430 records the total energy consumption of this preheating and optimizes the control parameters for the next startup using a machine learning model.

7. The method according to claim 1, characterized in that, The method further includes: S500 receives a preheating reservation instruction sent by the user through the vehicle terminal, calculates the preheating duration based on the reserved vehicle time in the preheating reservation instruction, starts heating at the preheating start time, and uses higher power preheating based on historical high-speed driving data to preheat the power battery to a suitable operating temperature before the reserved vehicle time.

8. An adaptive pneumatic control power battery preheating system, characterized in that, include: The data acquisition and processing module is used to acquire the internal temperature, ambient temperature, internal air pressure and vehicle driving status parameters of the power battery, filter and calibrate the internal temperature, ambient temperature, internal air pressure and vehicle driving status parameters, and generate temperature difference data based on the dynamic temperature difference between the ambient temperature and the internal temperature. The adaptive control module is used to generate pneumatic control commands based on the temperature difference data, the internal air pressure, and the vehicle driving status parameters through an adaptive control algorithm. The vortex tube assembly includes a hot air outlet and a cold air outlet. The hot air outlet is connected to the heat exchange channel of the power battery through a solenoid valve group. The vortex tube assembly performs preheating in response to the pneumatic control command. A heat exchange channel, integrated with the battery pack of the power battery, is used to transfer the hot airflow of the vortex tube; A temperature monitoring unit is used to feed back the internal temperature to the adaptive control module in real time, triggering preheating start / stop. The communication interface is used to connect to the vehicle's CAN bus and enable data interaction with other vehicle systems.

9. The system according to claim 8, characterized in that, The vortex tube assembly also includes: An air compressor, the start and stop of which are controlled by a controller according to the vehicle's operating conditions and temperature thresholds, is connected to the vehicle's braking system recovery device and uses the compressed air during the vehicle's braking process as a preheating energy source; An air storage tank is used to store compressed air generated by the air compressor, serving as a power source for the preheating pneumatic circuit. A pneumatic triplet is used to filter, reduce pressure, and treat oil mist in the compressed air; An electrically controlled pressure reducing valve is used to reduce and regulate the pressure of the compressed air and maintain a stable outlet pressure. Electrically controlled relief valves are used to stabilize system circuit pressure and provide safety protection. Directional control valves are used to change the flow direction of hot air or to turn it on or off. A flow control valve is used to control the flow rate of hot gas.

10. The system according to claim 8, characterized in that, The adaptive control module is also used for: An integrated travel data model is used, which performs cluster analysis based on historical GPS data, mileage data, and energy consumption data to predict user travel habits and initiate pre-heating in advance. An integrated temperature-pressure mapping model is established based on experimental data of battery thermal characteristics to create a multidimensional temperature-pressure mapping relationship. When the dynamic temperature difference is greater than zero, a gradual pressurization strategy is adopted, and when the dynamic temperature difference is less than zero, a slow-release depressurization mode is adopted. An integrated pressure compensation mechanism adjusts the pressure setpoint according to changes in ambient temperature and detects pipeline leaks using a pressure decay method. When the pressure drop rate exceeds the leakage threshold, a compensation procedure is triggered.

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