Vehicle charging method and device based on cooling liquid, vehicle and storage medium

Abstract

This invention discloses a vehicle charging method, apparatus, vehicle, and storage medium based on coolant. The coolant-based vehicle charging method includes: in response to a vehicle charging demand signal, acquiring the vehicle's battery cell temperature, battery coolant temperature, and a preset battery cell temperature; determining a demand signal based on the battery cell temperature, battery coolant temperature, and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal, and a stationary signal; in response to the demand signal being either a heating signal or a cooling signal, adding a target coolant to the vehicle based on the demand signal, and continuously monitoring the battery cell temperature, wherein the target coolant is stored in a charging pile filling device; and in response to the battery cell temperature equaling the preset battery cell temperature, stopping the addition of target coolant to the vehicle and controlling the vehicle to perform a charging operation. This invention solves the technical problem of slow charging speed of new energy vehicles in extreme temperature environments in the prior art.

Description

Technical Field

[0001] This invention relates to the field of automation control technology, and more specifically, to a vehicle charging method, apparatus, vehicle, and storage medium based on coolant. Background Technology

[0002] In practical applications of new energy vehicles, users' demand for fast charging is increasingly strong. However, the electrochemical characteristics of power batteries make them highly sensitive to operating temperature, and they can only accept high-rate current input within a specific suitable temperature range. Therefore, quickly adjusting the battery temperature to the optimal range before charging is key to meeting users' needs for efficient charging.

[0003] Current industry technology primarily relies on onboard thermal management systems for temperature regulation. In low-temperature environments, vehicles typically use PTC heaters or heat pump systems to heat the coolant, which then circulates internally to warm the battery. In high-temperature environments, the air conditioning compressor is activated for cooling. However, this approach, which relies on onboard energy (the battery's own charge) for thermal management, has significant drawbacks: the power of onboard heating or cooling equipment is usually limited, resulting in a low heat exchange rate and a long time required to adjust the battery from extreme temperatures to a suitable charging temperature. This not only leads to additional energy consumption, but more seriously, the charging power is strictly limited by the battery management system (BMS) until the battery temperature returns to its normal range, significantly extending the overall charging time and severely impacting the user experience.

[0004] There is currently no effective solution to the above-mentioned technical problems. Summary of the Invention

[0005] This invention provides a vehicle charging method, apparatus, vehicle, and storage medium based on coolant, to at least solve the technical problem of slow charging speed of new energy vehicles in extreme temperature environments in the prior art.

[0006] According to one embodiment of the present invention, a vehicle charging method based on coolant is provided, comprising: in response to a vehicle charging demand signal, acquiring the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature; determining a demand signal based on the battery cell temperature, battery coolant temperature, and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal, and a stationary signal; in response to the demand signal being a heating signal or a cooling signal, adding a target coolant to the vehicle based on the demand signal, and continuously monitoring the battery cell temperature, wherein the target coolant is stored in a charging pile filling device; and in response to the battery cell temperature being equal to the preset battery cell temperature, stopping the addition of the target coolant to the vehicle and controlling the vehicle to perform a charging operation.

[0007] Optionally, the vehicle charging method based on coolant further includes: obtaining the current battery level and a preset battery level of the vehicle; comparing the current battery level and the preset battery level to obtain a first comparison result; and determining that the vehicle has a charging need in response to the first comparison result indicating that the current battery level is less than the preset battery level.

[0008] Optionally, the vehicle charging method based on coolant further includes: comparing the battery cell temperature with a preset battery cell temperature to obtain a second comparison result; in response to the second comparison result indicating that the battery cell temperature is lower than the preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining that the demand signal is a stationary signal; and in response to the third comparison result indicating that the battery coolant temperature is lower than the preset battery cell temperature, determining that the demand signal is a heating signal.

[0009] Optionally, the vehicle charging method based on coolant further includes: in response to a second comparison result indicating that the battery cell temperature is greater than a preset battery cell temperature, comparing the battery coolant temperature and the preset battery cell temperature to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining the demand signal as a cooling signal; and in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining the demand signal as a stationary signal.

[0010] Optionally, the vehicle charging method based on coolant further includes: obtaining the vehicle model; determining the battery coolant model of the vehicle based on the vehicle model; and determining the target coolant based on the battery coolant model.

[0011] Optionally, the coolant-based vehicle charging method further includes: controlling the flow of battery coolant from the vehicle into the charging pile injection device in response to adding target coolant to the vehicle.

[0012] According to one embodiment of the present invention, a vehicle charging device based on coolant is also provided, comprising: a first acquisition module, configured to acquire the battery cell temperature, battery coolant temperature, and preset battery cell temperature of the vehicle in response to a charging demand signal of the vehicle; a first determination module, configured to determine a demand signal based on the battery cell temperature, battery coolant temperature, and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal, and a stationary signal; a monitoring module, configured to add a target coolant to the vehicle based on the demand signal in response to the demand signal being a heating signal or a cooling signal, and to continuously monitor the battery cell temperature, wherein the target coolant is stored in a charging pile filling device; and a first control module, configured to stop adding the target coolant to the vehicle in response to the battery cell temperature being equal to the preset battery cell temperature, and to control the vehicle to perform a charging operation.

[0013] Optionally, the coolant-based vehicle charging device further includes: a second acquisition module for acquiring the current battery level and a preset battery level of the vehicle; a comparison module for comparing the current battery level and the preset battery level to obtain a first comparison result; and a second determination module for determining that the vehicle has a charging need in response to the first comparison result indicating that the current battery level is less than the preset battery level.

[0014] Optionally, the first determining module includes: a first comparison unit, configured to compare the battery cell temperature with a preset battery cell temperature to obtain a second comparison result; a second comparison unit, configured to compare the battery coolant temperature with the preset battery cell temperature in response to the second comparison result indicating that the battery cell temperature is less than the preset battery cell temperature to obtain a third comparison result; a first determining unit, configured to determine that the demand signal is a stationary signal in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature; and a second determining unit, configured to determine that the demand signal is a heating signal in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature.

[0015] Optionally, the first determining module further includes: a third comparison unit, configured to compare the battery coolant temperature and the preset battery cell temperature in response to the second comparison result indicating that the battery cell temperature is greater than the preset battery cell temperature, and obtain a third comparison result; a third determining unit, configured to determine the demand signal as a cooling signal in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature; and a fourth determining unit, configured to determine the demand signal as a stationary signal in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature.

[0016] Optionally, the coolant-based vehicle charging device further includes: a third acquisition module for acquiring the vehicle model; a third determination module for determining the battery coolant model of the vehicle based on the vehicle model; and a fourth determination module for determining the target coolant based on the battery coolant model.

[0017] Optionally, the coolant-based vehicle charging device further includes a second control module for controlling the flow of the vehicle's battery coolant into the charging pile injection device in response to adding target coolant to the vehicle.

[0018] According to one embodiment of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the coolant-based vehicle charging method described in any of the preceding claims.

[0019] According to one embodiment of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the coolant-based vehicle charging method described in any of the preceding claims.

[0020] According to one embodiment of the present invention, a non-volatile storage medium is also provided, wherein a computer program is stored in the non-volatile storage medium, wherein the computer program is configured to execute the vehicle charging method based on coolant as described above when running.

[0021] According to one embodiment of the present invention, a computer program product is also provided, which stores a computer program, wherein the computer program, when executed by a processor, implements the steps of the coolant-based vehicle charging method described above.

[0022] In this embodiment of the invention, in response to the vehicle's charging demand signal, the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature are acquired. A demand signal is then determined based on these three temperatures, including heating, cooling, and static signals. This achieves the goal of adding target coolant to the vehicle based on the demand signal (either heating or cooling) and continuously monitoring the battery cell temperature. The target coolant is stored in the charging pile's liquid injection device. This achieves the technical effect of stopping the addition of target coolant to the vehicle and controlling the vehicle to perform charging operations when the battery cell temperature equals the preset battery cell temperature. This solves the technical problem of slow charging speeds for new energy vehicles in extreme temperature environments in the prior art. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0024] Figure 1 This is a flowchart of a vehicle charging method based on coolant according to one embodiment of the present invention;

[0025] Figure 2 This is a flowchart of a method for determining vehicle charging demand according to one embodiment of the present invention;

[0026] Figure 3 This is a flowchart of a method for determining a target coolant according to one embodiment of the present invention;

[0027] Figure 4 This is a structural block diagram of a vehicle charging device based on coolant according to one embodiment of the present invention;

[0028] Figure 5 This is a structural block diagram of an electronic device according to one embodiment of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] According to an embodiment of the present invention, an embodiment of a vehicle charging method based on coolant is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system containing at least one set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0032] This method embodiment can also be executed in an electronic device, similar control device, or vehicle-mounted terminal that includes a memory and a processor. Taking a vehicle-mounted terminal as an example, the vehicle-mounted terminal may include one or more processors and a memory for storing data. Optionally, the vehicle-mounted terminal may also include a communication device for communication functions and a display device. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the vehicle-mounted terminal. For example, the vehicle-mounted terminal may include more or fewer components than those described above, or have a different configuration than those described above.

[0033] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microprocessor, a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), or an artificial intelligence (AI) type processor. Different processing units may be independent components or integrated into one or more processors. In some instances, electronic devices may also include one or more processors.

[0034] The memory can be used to store computer programs, such as the computer program corresponding to the coolant-based vehicle charging method in this embodiment of the invention. The processor implements the coolant-based vehicle charging method by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to electronic devices via a grid. Examples of such grids include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0035] The communication device is used to receive or transmit data via a grid. Specific examples of the aforementioned grid may include a wireless grid provided by the mobile terminal's communication provider. In one example, the communication device includes a network interface controller (NIC), which can connect to other grid devices via a base station to communicate with the Internet. In another example, the communication device may be a radio frequency (RF) module used for wireless communication with the Internet. In some embodiments of this solution, the communication device is used to connect to mobile devices such as mobile phones and tablets, enabling the mobile device to send commands to the vehicle-mounted terminal.

[0036] The display device can be a touchscreen liquid crystal display (LCD) or a touch display (also referred to as a "touchscreen" or "touch display screen"). This LCD allows the user to interact with the user interface of the in-vehicle terminal. In some embodiments, the in-vehicle terminal has a graphical user interface (GUI), allowing the user to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. The human-machine interaction function may include a vehicle gear shifting function, and executable instructions for performing these functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0037] Figure 1 This is a flowchart of a vehicle charging method based on coolant according to one embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0038] Step S101: In response to the vehicle's charging demand signal, acquire the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature.

[0039] Optionally, the execution subject in this embodiment is the vehicle control system. It should be noted that other electronic devices and processors can also be used as the execution subject, and no further limitations are made here.

[0040] In the technical solution provided by step S101 of the present invention, when the user parks the vehicle next to a charging pile with external medium import function and inserts the charging gun and liquid injection gun into the vehicle interface, the vehicle end and the charging pile end will establish a physical connection and communication handshake. After the vehicle's internal control system (such as BMS or VCU) receives the communication message "External thermal management allowed" or "Charging ready" sent by the charging pile, it triggers and activates the battery temperature control logic and begins to execute subsequent temperature acquisition actions.

[0041] Furthermore, the vehicle control system sends read commands to temperature sensors (such as NTC thermistors) located inside the power battery module via an internal communication bus (such as the CAN bus). The sensors convert the actual physical temperature of the battery cells inside the battery into electrical signals and transmit them back to the control system, thereby obtaining the current real-time thermal state of the battery. The control system also reads data from the coolant temperature sensors installed in the vehicle battery thermal management circulation pipeline via the communication bus to obtain the actual temperature of the coolant circulating in the battery cold plate and pipeline.

[0042] In addition, the vehicle control system retrieves the pre-calibrated optimal target temperature value (i.e., the preset battery cell temperature) from the internal non-volatile memory, which allows for high-current fast charging.

[0043] The aforementioned charging demand signal refers to the instruction information exchanged between the vehicle and the external charging equipment through a communication protocol after the vehicle establishes a connection. It is used to indicate that the vehicle is ready and requests the charging pile to provide charging power and external thermal management medium.

[0044] The battery cell temperature mentioned above refers to the actual physical temperature of the energy storage unit (cell) inside the power battery, which is the core parameter that determines whether the battery can safely and efficiently accept charging current.

[0045] The aforementioned battery coolant temperature refers to the real-time temperature of the heat transfer medium (such as an aqueous ethylene glycol solution) circulating in the vehicle battery thermal management system pipeline, reflecting the current state of the heat exchange interface.

[0046] The aforementioned preset battery cell temperature refers to the ideal charging temperature threshold (e.g., 25°C) that is preset and stored in the vehicle controller by battery R&D engineers based on the electrochemical characteristics of the cell. At this temperature, the battery internal resistance is the lowest and the charging efficiency is the highest.

[0047] As an optional implementation, the vehicle's central controller (VCU) acts as the master control node. After receiving a charging demand signal, it actively polls the battery management system (BMS) and thermal management controller via the CAN bus. The BMS and thermal management controller package the collected cell temperature and coolant temperature and send them to the VCU. The VCU then reads the preset temperature from its own storage module to complete the centralized acquisition of all data.

[0048] As an alternative implementation, upon receiving a charging demand signal, the vehicle's BMS and thermal management controller independently and in parallel read local cell temperature and coolant temperature sensor data. Subsequently, the BMS and thermal management controller directly send the acquired temperature data to the vehicle's charging control module. The charging control module, combined with locally stored preset battery cell temperatures, completes the aggregation and acquisition of the three temperature parameters locally.

[0049] It's worth noting that by responding to charging demand signals and simultaneously acquiring the aforementioned three temperature parameters, a complete and multi-dimensional real-time data foundation can be provided for vehicle thermal management decisions. Acquiring the battery cell temperature and the preset battery cell temperature allows for accurate assessment of the difference between the current battery thermal state and the ideal charging state, while acquiring the battery coolant temperature provides insight into the actual state of the heat exchange medium. The simultaneous acquisition of these three parameters provides data support for subsequent precise calculations of temperature differences, determining whether external medium introduction is necessary, and preventing misoperations (such as injecting cryogenic coolant into a low-temperature battery), ensuring the accuracy and safety of the thermal management control logic.

[0050] Step S102: Determine the demand signal based on the battery cell temperature, battery coolant temperature and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal and a static signal.

[0051] In the technical solution provided in step S102 of the present invention, the control system compares the real-time acquired battery cell temperature with the preset battery cell temperature to calculate the current temperature deviation. This determines whether the battery is currently in an "overly cold," "overly hot," or "suitable" state.

[0052] Furthermore, after determining the target state, the system performs a secondary verification based on the battery coolant temperature. For example, when it is determined that heating is required, the system checks whether the coolant temperature is indeed higher than the battery cell temperature; when it is determined that cooling is required, it checks whether the coolant temperature is indeed lower than the battery cell temperature.

[0053] The aforementioned demand signal is a clear instruction issued by the vehicle control system to the charging pile or vehicle thermal management actuator after logical calculation, indicating the specific action to be taken next.

[0054] The heating signal mentioned above is a specific control command, indicating that the battery currently needs to absorb heat and requires external equipment to provide high-temperature coolant.

[0055] The aforementioned cooling signal is a specific control command indicating that the battery currently needs to dissipate heat and requests an external device to provide low-temperature coolant.

[0056] The aforementioned static signal is a specific control command that indicates that the battery does not currently require external thermal management intervention and requests external equipment to stop delivering the medium or maintain the current state.

[0057] It's worth noting that by comprehensively considering data from three dimensions—battery cell temperature, coolant temperature, and preset battery cell temperature—to determine the demand signal, accurate and safe thermal management decisions can be made. This process not only accurately identifies the battery's actual thermal needs (heating, cooling, or no intervention) but also effectively prevents malfunctions under extreme conditions (such as extremely cold batteries and external coolants) by introducing coolant temperature as a verification condition. This avoids the risk of battery damage or thermal runaway due to incorrect injection of incompatible media, ensuring the safety of demand signal generation.

[0058] In step S103, in response to the demand signal being either a heating signal or a cooling signal, the target coolant is added to the vehicle based on the demand signal, and the battery cell temperature is continuously monitored, wherein the target coolant is stored in the charging pile injection device.

[0059] In the technical solution provided by step S103 of the present invention, after the vehicle control system (such as BMS or VCU) receives the heating signal or cooling signal generated in the above steps, it sends an opening command to the transition module (such as water pump or valve) of the vehicle thermal management system to open the external coolant circulation pipeline between the vehicle and the charging pile.

[0060] Furthermore, depending on the type of signal received, the charging pile's fluid injection device activates a high-power heater or chiller to adjust the internally stored coolant to the target temperature (such as high-temperature hot water or low-temperature ice water). Subsequently, the high-power water pump at the charging pile end starts, forcibly injecting the target coolant into the vehicle's battery cooling plate circulation loop through external pipelines.

[0061] Furthermore, during the process of external coolant being injected and flowing through the battery cold plate for heat exchange, the vehicle control system reads the temperature sensor data arranged inside the battery module in real time at an extremely high frequency (such as several times per second) through the internal communication bus, continuously tracking the temperature change trend of the battery cells.

[0062] The aforementioned target coolant refers to a heat transfer medium that has been heated or cooled to a specific temperature by the charging pile according to the specific needs of the vehicle.

[0063] The aforementioned charging pile fluid injection device refers to the hardware equipment integrated into the external charging pile, which includes a coolant reservoir, a high-power temperature control module (heater / compressor), and a high-pressure circulating water pump, specifically designed to deliver the target coolant to the vehicle.

[0064] As an optional implementation, the vehicle control system sets a suitable upper limit for charging temperature and a suitable lower limit for charging temperature. During continuous monitoring of the battery cell temperature, the system continuously receives the target coolant as long as the cell temperature does not reach the suitable range. Once the battery cell temperature is detected to enter the suitable range, the vehicle immediately sends a stop coolant injection command to the charging station and shuts off the external circulation pipeline.

[0065] As an alternative implementation, the vehicle control system continuously monitors the battery cell temperature and calculates the rate of temperature increase / decrease in real time. When the rate of temperature change approaches zero (indicating a decrease in heat exchange efficiency or nearing thermal equilibrium), or when the difference between the battery cell temperature and the preset target temperature narrows to within a safe threshold, the vehicle control system automatically adjusts the flow rate or power of the charging pile's coolant injection device until the addition of coolant is finally stopped.

[0066] It's worth noting that by responding to demand signals and directly adding the target coolant from the charging pile's filling device, the bottleneck of traditional vehicle thermal management systems' power limitations is broken. This allows the use of external high-power equipment to provide high-intensity heat exchange for the battery, significantly shortening the battery temperature regulation time. Simultaneously, continuous monitoring of the battery cell temperature during the filling process forms a complete closed-loop feedback mechanism, ensuring the battery can be accurately and safely adjusted to its optimal charging state, effectively avoiding the risks of overheating or overcooling.

[0067] In step S104, in response to the battery cell temperature being equal to the preset battery cell temperature, the addition of the target coolant to the vehicle is stopped, and the vehicle is controlled to perform a charging operation.

[0068] In the technical solution provided in step S104 of the present invention, the vehicle control system (such as BMS) compares the real-time battery cell temperature with the preset battery cell temperature during continuous monitoring of the battery cell temperature. When it is determined that the two are equal (or within the very small error range allowed by engineering), it is confirmed that the battery has reached the optimal charging state.

[0069] Furthermore, the control system immediately sends a stop command to the vehicle's thermal management transition module (such as water pumps and valves) and the charging pile. The vehicle closes the external coolant injection valve, the charging pile stops the high-power water pump and temperature control equipment, cuts off the external coolant circulation pipeline between the vehicle and the charging pile, and terminates the injection of external medium.

[0070] Furthermore, after confirming that external thermal management has stopped and the battery temperature has reached the target, the vehicle control system sends a charging command to the on-board charger (OBC) or battery management system (BMS), closes the high-voltage charging relay, and officially allows the charging pile to input a large current into the vehicle's power battery to begin fast charging.

[0071] As an optional implementation, the vehicle control system sets a precise preset battery cell temperature (e.g., 25.0°C). During monitoring, when the battery cell temperature is detected to have precisely reached this value, the system immediately triggers the shutdown of electrolyte injection and the initiation of charging. This method is suitable for battery systems with extremely high temperature control precision requirements.

[0072] As an alternative implementation, considering sensor accuracy and thermal inertia, the control system sets a suitable charging temperature range (e.g., 24.5°C to 25.5°C) that includes a preset battery cell temperature. When the detected battery cell temperature falls within this range, it is considered equal to the preset battery cell temperature, thereby triggering a stop in electrolyte injection and initiating the charging operation. This method effectively avoids frequent valve opening and stopping caused by frequent temperature fluctuations at critical points.

[0073] It's worth noting that by triggering the charging process when the battery cell temperature reaches a preset value, seamless integration of thermal management and charging operations is achieved. Stopping the addition of the target coolant promptly cuts off external heat exchange, preventing the battery from overheating or undercooling due to continuous heating or cooling, thus ensuring battery safety. Simultaneously, immediately controlling the vehicle to initiate charging upon reaching the target temperature ensures the battery receives a large current input in its optimal state of minimum internal resistance and highest activity, thereby maximizing charging efficiency and shortening the user's charging wait time.

[0074] Steps S101 to S104 above show that, in this invention, by responding to the vehicle's charging demand signal, the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature are obtained. A demand signal is then determined based on these three temperatures, including heating, cooling, and static signals. This achieves the goal of adding target coolant to the vehicle based on the demand signal (either heating or cooling) and continuously monitoring the battery cell temperature. The target coolant is stored in the charging pile's liquid injection device. This achieves the technical effect of stopping the addition of target coolant to the vehicle and controlling the vehicle to perform charging operations when the battery cell temperature equals the preset battery cell temperature. This solves the technical problem of slow charging speeds for new energy vehicles in extreme temperature environments in the prior art.

[0075] The method described in this embodiment will now be described in further detail.

[0076] Step S201: Obtain the vehicle's current battery level and preset battery level;

[0077] Step S202: Compare the current battery level with the preset battery level to obtain the first comparison result;

[0078] Step S203: In response to the first comparison result indicating that the current battery level is less than the preset battery level, it is determined that the vehicle has a charging requirement.

[0079] In this embodiment, such as Figure 2 As shown, the vehicle control system (such as BMS) first reads the current state of charge (SOC) of the power battery as the current charge value through the internal communication bus. At the same time, it reads the user-set target charging level (or the system's default full charge threshold) from the vehicle's non-volatile memory or user interface as the preset charge value.

[0080] Furthermore, the logic operation module inside the vehicle control system compares the two obtained battery values ​​and generates a logical judgment result (i.e., the first comparison result) to determine whether the current battery level meets the user's travel needs.

[0081] Specifically, when the logical judgment result is that the current battery level is less than the preset battery level, the control system officially confirms that the vehicle is in a low-battery state, thereby generating a confirmation flag indicating that there is a charging need, providing a prerequisite for subsequent technical actions such as temperature acquisition, thermal management, and external fluid injection.

[0082] The above current battery level refers to the proportion of electrical energy currently stored in the vehicle's power battery, reflecting the vehicle's current true remaining range.

[0083] The aforementioned preset battery level refers to the target charging limit set by the user based on subsequent travel plans (e.g., setting to charge to 90%), or the standard full charge threshold set by the vehicle system by default (e.g., 100%), used to determine whether further charging is necessary.

[0084] As an optional implementation, the vehicle allows the user to manually input a preset battery level (e.g., 80%) via the central control screen or mobile app. When the vehicle detects that the current battery level is 70%, it compares the current battery level with the preset level and determines that there is a charging requirement, thus preparing to initiate the subsequent temperature control process.

[0085] As an alternative implementation, the vehicle does not rely on manual user settings; instead, a preset battery level (e.g., 95%) is internally stored in the BMS. When the vehicle plugs in the charging port, the system automatically reads the current battery level (e.g., 50%) and compares it with the default 95%. The system then determines that the current battery level is less than the preset level, thus automatically confirming that there is a charging need.

[0086] It's worth noting that by comparing the current battery level with a preset level to determine charging needs, accurate charging triggering conditions can be provided for the vehicle's thermal management and charging control. This technology ensures that the vehicle only performs subsequent complex, energy-intensive, and high-load actions such as temperature acquisition, demand signal generation, and external coolant injection when charging is truly needed. This not only avoids the thermal management system from erringly activating when the battery is fully charged or does not require charging, but also effectively prevents unnecessary energy waste and equipment wear, thus improving the overall intelligence level of vehicle energy management.

[0087] Step S301: Compare the battery cell temperature with the preset battery cell temperature to obtain a second comparison result;

[0088] Step S302: In response to the second comparison result indicating that the battery cell temperature is lower than the preset battery cell temperature, the battery coolant temperature and the preset battery cell temperature are compared to obtain a third comparison result;

[0089] Step S303: In response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, the demand signal is determined to be a stationary signal.

[0090] Step S304: In response to the third comparison result indicating that the battery coolant temperature is lower than the preset battery cell temperature, the demand signal is determined to be a heating signal.

[0091] In this embodiment, the vehicle control system first assesses the actual thermal state of the battery, that is, compares the real-time collected battery cell temperature with a preset battery cell temperature. The purpose of this technical action is to confirm whether the battery is indeed in an overcooled state (i.e., needs to be heated).

[0092] Specifically, once it is confirmed that the battery is indeed too cold, the system enters the safety verification phase. At this time, the system compares the battery coolant temperature with the preset battery cell temperature. The purpose of this technical action is to assess whether the coolant currently flowing through the battery cold plate has the ability to provide heat.

[0093] Furthermore, if the system determines that the coolant temperature has reached the target (greater than or equal to the preset temperature), it means that the coolant in the battery is warm enough, or that the vehicle's internal heating system has already heated the coolant to a suitable temperature. Therefore, the system generates a stop signal, indicating that no further heat transfer medium needs to be introduced from the external charging station.

[0094] Furthermore, if the coolant temperature is still determined to be too low (below the preset temperature), it indicates that the medium in the current pipeline is too cold. Not only is it unable to heat the battery, but direct circulation may also carry away the battery's remaining heat. Therefore, the system generates a heating signal, explicitly requesting the charging station to provide high-temperature coolant.

[0095] As an optional implementation, the control system internally stores a preset battery cell temperature (e.g., 25°C). When the cell temperature is detected to be -5°C, a second comparison result is obtained (battery is too cold). Then, when the coolant temperature is detected to be 10°C, a third comparison result is obtained (coolant is too cold), and a heating signal is finally output. If the coolant temperature is 30°C, a third comparison result is obtained (coolant temperature is sufficient), and a static signal is output.

[0096] As an alternative implementation, the preset battery cell temperature is not an absolute fixed value, but rather a "safe heating baseline" dynamically calculated based on the current extremely cold ambient temperature. For example, in an environment of -30℃, the preset baseline is automatically adjusted to 35℃. When the cell temperature is 0℃ (less than 35℃) and the coolant temperature is 20℃ (less than 35℃), the system determines that the temperature difference is insufficient to support safe and rapid heating and outputs a heating signal; if the coolant temperature has reached 40℃ (greater than 35℃), a static signal is output.

[0097] It is worth noting that the dual comparison logic can accurately identify the true state of the heat exchange medium under extreme low-temperature conditions. This effectively avoids the serious safety hazard of blindly injecting a low-temperature medium into the battery when both the battery and the coolant are too cold, which could lead to a further drop in battery temperature. Simultaneously, a quiescent signal is promptly output when the coolant temperature has reached the target level, preventing the ineffective injection of external high-temperature media and ensuring the absolute safety and accuracy of thermal management decisions.

[0098] Step S401: In response to the second comparison result indicating that the battery cell temperature is greater than the preset battery cell temperature, the battery coolant temperature and the preset battery cell temperature are compared to obtain a third comparison result;

[0099] Step S402: In response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, the demand signal is determined to be a cooling signal.

[0100] Step S403: In response to the third comparison result indicating that the battery coolant temperature is lower than the preset battery cell temperature, the demand signal is determined to be a stationary signal.

[0101] In this embodiment, once the control system confirms that the battery cell temperature is higher than the preset temperature (i.e., the battery is indeed overheating), the system enters the cooling capacity verification stage. At this time, the system compares the battery coolant temperature with the preset battery cell temperature. The purpose of this technical action is to assess whether the coolant currently flowing through the battery cold plate has the ability to cool the battery.

[0102] Furthermore, if the coolant temperature is determined to be too high (greater than or equal to the preset temperature), it indicates that the medium in the current pipeline is too hot and cannot provide effective cooling for the overheated battery. Therefore, the system generates a cooling signal, requesting the charging station to provide low-temperature coolant for heat exchange.

[0103] Furthermore, if the coolant temperature is determined to be sufficiently low (below the preset temperature), it indicates that the medium in the current external battery piping has sufficient cooling capacity. Therefore, the system generates a stop signal, indicating that the vehicle can directly utilize the low-temperature medium in the current piping for heat dissipation without needing to introduce additional cooling medium from an external charging station.

[0104] As an optional implementation, the control system internally stores a preset battery cell temperature (e.g., 35°C). When the cell temperature is detected to be 45°C, a second comparison result (battery overheating) is obtained. Then, when the coolant temperature is detected to be 40°C, a third comparison result (coolant overheating) is obtained, and finally a cooling signal is output. If the coolant temperature is 25°C, a third comparison result (coolant temperature is low) is obtained, and a static signal is output.

[0105] As an alternative implementation, the preset battery cell temperature is not an absolute fixed value, but a safe cooling baseline dynamically calculated based on the current high-temperature ambient temperature. For example, in a summer environment of 40°C, the preset baseline is automatically adjusted to 30°C. When the cell temperature is 45°C (greater than 30°C) and the coolant temperature is 32°C (greater than 30°C), the system determines that the coolant cannot effectively dissipate heat and outputs a cooling signal; if the coolant temperature has dropped to 20°C (less than 30°C), a static signal is output.

[0106] It is worth noting that the aforementioned dual comparison logic can accurately identify the true state of the heat exchange medium under extreme high-temperature conditions. This action effectively avoids the serious safety hazard of blindly injecting high-temperature media into the battery when both the battery and the coolant are overheated, leading to a further increase in battery temperature. Simultaneously, when the coolant temperature has reached the target level, a quiescent signal is promptly output, preventing the ineffective injection of external low-temperature media and ensuring the absolute safety and accuracy of thermal management decisions.

[0107] Step S501: Obtain the vehicle model number;

[0108] Step S502: Determine the battery coolant type for the vehicle based on the vehicle model;

[0109] Step S503: Determine the target coolant based on the battery coolant type.

[0110] In this embodiment, such as Figure 3As shown, when a vehicle establishes a physical or communication connection with a charging station, the vehicle control system (such as BMS or VCU) reads the vehicle's identification information (such as VIN code or model code) and sends it to the charging station via a communication protocol, or allows the charging station to read it.

[0111] Furthermore, after receiving the vehicle model, the control system at the charging pile or vehicle end can parse out the battery coolant model that was matched during the design and development of that specific vehicle model by querying the internal preset database or mapping table.

[0112] Furthermore, based on the analyzed coolant type, the control system issues instructions to the charging pile's injection device, specifying that the external medium to be injected into the vehicle's pipeline must strictly conform to the chemical composition, conductivity, and corrosion resistance of that type of coolant, thereby locking in the physical and chemical properties of the target coolant.

[0113] The aforementioned vehicle model refers to a unique identifier (such as vehicle model code, VIN code, etc.) that represents the specific identity and configuration of a vehicle. It is the data basis for the system to identify the vehicle's identity and retrieve the corresponding technical parameters (such as thermal management system specifications).

[0114] The aforementioned battery coolant model refers to a cooling medium formula specifically customized for high-voltage electrical components (such as power batteries, motors, and electronic controls) and piping materials (such as aluminum water-cooled plates and specific rubber hoses) of a particular vehicle model. It differs from traditional gasoline vehicle coolants, possessing extremely low conductivity (typically ≤100μS / cm) and specific anti-corrosion additives.

[0115] The aforementioned target coolant refers to an external heat transfer medium that has been confirmed to be fully compatible with the vehicle's current thermal management system and can be directly and safely injected after dual matching of vehicle model and coolant model.

[0116] As an alternative implementation, the vehicle sends its vehicle model (or VIN code) to the automaker's cloud server via a 4G / 5G network. The cloud server then searches a vast vehicle-coolant mapping database based on this model number to determine the corresponding battery coolant model and sends an instruction containing this model parameter to the charging station. The charging station then allocates the target coolant accordingly.

[0117] As an alternative implementation, the charging pile has a pre-installed "vehicle model - coolant model" lookup table for mainstream new energy vehicle models. When the vehicle sends its model to the charging pile via CAN bus or charging communication protocol (such as PLC), the charging pile directly matches the corresponding coolant model in its local storage and controls the injection device to output the matching target coolant.

[0118] It's worth noting that by obtaining the vehicle model and meticulously determining the target coolant, serious safety hazards caused by mixing or incorrectly adding coolants can be eliminated at the source. Because coolants for new energy vehicles have extremely high requirements for conductivity and material compatibility, mistakenly adding traditional fuel vehicle coolant or a liquid with incompatible components could lead to short circuits in the high-voltage system, corrosion of the battery cold plates, or pipe blockage. This technology ensures absolute compatibility of the externally injected medium, guaranteeing the safety of the vehicle's high-voltage electrical system and the long-term stable operation of the thermal management system.

[0119] Step S601, in response to adding target coolant to the vehicle, controls the flow of battery coolant from the vehicle into the charging pile injection device.

[0120] In this embodiment, when the vehicle control system (such as BMS) confirms that it is receiving target coolant from the charging pile injection device (i.e., the external injection valve has been opened and the target coolant is entering the vehicle pipeline), the system synchronously activates the return flow control logic.

[0121] Specifically, the vehicle control system sends opening or speed adjustment commands to the recirculation control components (such as recirculation pumps, two-way valves, or external pipeline valves) in the vehicle's thermal management system via an internal communication bus. Simultaneously, as the target coolant is injected into the vehicle, the existing battery coolant in the vehicle's pipelines is forced or guided to flow in reverse through the external recirculation pipeline into the charging pile's fluid injection device, thereby establishing a two-way coolant circulation loop between the vehicle and the charging pile.

[0122] In this application, the aforementioned charging pile liquid injection device not only serves as the output end of the target coolant, but also as the receiving end and temporary storage / processing end of the original battery coolant, used to accommodate the coolant flowing back from the vehicle.

[0123] As an alternative implementation, when the vehicle control system detects the injection of target coolant, it actively activates the return pump in the vehicle's thermal management system. Using the vehicle's own pumping power, the original battery coolant in the vehicle's pipeline is forced into the charging pile's injection device through the external return pipeline.

[0124] As another alternative implementation, while the charging pile injection device delivers the target coolant, it also starts the internal suction pump or generates negative pressure. The vehicle control system only needs to open the return valve at the vehicle end, and rely on the negative pressure suction at the charging pile end to draw the original battery coolant in the vehicle pipeline into the charging pile injection device.

[0125] It's worth noting that by controlling the flow of the vehicle's original battery coolant into the charging pile's injection device, bidirectional coolant flow between the vehicle and external equipment can be achieved. This technology not only provides a continuous circulating medium for high-power external heat exchange, ensuring the continuity and efficiency of thermal management, but also allows for the timely discharge and recycling of substandard or degraded coolant from the vehicle's piping to the charging pile. This provides a physical basis for subsequent coolant replacement or centralized treatment, ensuring the purity and heat exchange efficiency of the medium within the battery thermal management system.

[0126] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or grid device, etc.) to execute the methods of the various embodiments of the present invention.

[0127] This embodiment also provides a coolant-based vehicle charging device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0128] Figure 4 This is a structural block diagram of a coolant-based vehicle charging device 400 according to one embodiment of the present invention, as shown below. Figure 4 As shown, the device includes: a first acquisition module 41, a first determination module 42, a monitoring module 43, and a first control module 44.

[0129] The first acquisition module 41 is used to acquire the battery cell temperature, battery coolant temperature and preset battery cell temperature in response to the vehicle's charging demand signal.

[0130] The first determining module 42 is used to determine the demand signal based on the battery cell temperature, the battery coolant temperature and the preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal and a static signal;

[0131] The monitoring module 43 is used to add target coolant to the vehicle based on the demand signal, which is either a heating signal or a cooling signal, and to continuously monitor the battery cell temperature. The target coolant is stored in the charging pile's liquid injection device.

[0132] The first control module 44 is used to stop adding target coolant to the vehicle and control the vehicle to perform charging operations in response to the battery cell temperature being equal to the preset battery cell temperature.

[0133] Optionally, the coolant-based vehicle charging device 400 further includes: a second acquisition module for acquiring the current battery level and a preset battery level of the vehicle; a comparison module for comparing the current battery level and the preset battery level to obtain a first comparison result; and a second determination module for determining that the vehicle has a charging requirement in response to the first comparison result indicating that the current battery level is less than the preset battery level.

[0134] Optionally, the first determining module 42 includes: a first comparison unit, configured to compare the battery cell temperature with a preset battery cell temperature to obtain a second comparison result; a second comparison unit, configured to compare the battery coolant temperature with the preset battery cell temperature in response to the second comparison result indicating that the battery cell temperature is less than the preset battery cell temperature to obtain a third comparison result; a first determining unit, configured to determine that the demand signal is a stationary signal in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature; and a second determining unit, configured to determine that the demand signal is a heating signal in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature.

[0135] Optionally, the first determining module 42 further includes: a third comparison unit, configured to compare the battery coolant temperature and the preset battery cell temperature in response to the second comparison result indicating that the battery cell temperature is greater than the preset battery cell temperature, and obtain a third comparison result; a third determining unit, configured to determine the demand signal as a cooling signal in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature; and a fourth determining unit, configured to determine the demand signal as a stationary signal in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature.

[0136] Optionally, the coolant-based vehicle charging device 400 further includes: a third acquisition module for acquiring the vehicle model; a third determination module for determining the battery coolant model of the vehicle based on the vehicle model; and a fourth determination module for determining the target coolant based on the battery coolant model.

[0137] Optionally, the coolant-based vehicle charging device 400 further includes a second control module for controlling the flow of battery coolant from the vehicle into the charging pile injection device in response to adding target coolant to the vehicle.

[0138] Embodiments of the present invention also provide a vehicle including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the above-described coolant-based vehicle charging method.

[0139] Optionally, in this embodiment, the vehicle may be configured to store a computer program for performing the following steps:

[0140] Step S101: In response to the vehicle's charging demand signal, acquire the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature.

[0141] Step S102: Determine the demand signal based on the battery cell temperature, battery coolant temperature and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal and a static signal;

[0142] Step S103: In response to the demand signal being either a heating signal or a cooling signal, the target coolant is added to the vehicle based on the demand signal, and the battery cell temperature is continuously monitored, wherein the target coolant is stored in the charging pile injection device.

[0143] In step S104, in response to the battery cell temperature being equal to the preset battery cell temperature, the addition of the target coolant to the vehicle is stopped, and the vehicle is controlled to perform a charging operation.

[0144] Optionally, when the processor executes the program, it also performs the following steps: obtaining the current battery level and a preset battery level of the vehicle; comparing the current battery level and the preset battery level to obtain a first comparison result; and determining that the vehicle has a charging need in response to the first comparison result indicating that the current battery level is less than the preset battery level.

[0145] Optionally, the processor, when executing the program, further implements the following steps: comparing the battery cell temperature with a preset battery cell temperature to obtain a second comparison result; in response to the second comparison result indicating that the battery cell temperature is less than the preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining that the demand signal is a stationary signal; and in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining that the demand signal is a heating signal.

[0146] Optionally, the processor further implements the following steps when executing the program: in response to a second comparison result indicating that the battery cell temperature is greater than a preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to a third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining that the demand signal is a cooling signal; in response to a third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining that the demand signal is a stationary signal.

[0147] Optionally, the processor may also perform the following steps when executing the program: obtaining the vehicle model; determining the vehicle's battery coolant model based on the vehicle model; and determining the target coolant based on the battery coolant model.

[0148] Optionally, the processor also performs the following steps when executing the program: in response to adding target coolant to the vehicle, controlling the flow of battery coolant from the vehicle into the charging pile injection device.

[0149] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0150] Embodiments of the present invention also provide an electronic device, such as... Figure 5 As shown, it includes a memory 51 and a processor 52, wherein the memory stores a computer program and the processor is configured to run the computer program to execute the above-described coolant-based vehicle charging method.

[0151] Optionally, in this embodiment, the electronic device may be configured to store a computer program for performing the following steps:

[0152] Step S101: In response to the vehicle's charging demand signal, acquire the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature.

[0153] Step S102: Determine the demand signal based on the battery cell temperature, battery coolant temperature and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal and a static signal;

[0154] Step S103: In response to the demand signal being either a heating signal or a cooling signal, the target coolant is added to the vehicle based on the demand signal, and the battery cell temperature is continuously monitored, wherein the target coolant is stored in the charging pile injection device.

[0155] In step S104, in response to the battery cell temperature being equal to the preset battery cell temperature, the addition of the target coolant to the vehicle is stopped, and the vehicle is controlled to perform a charging operation.

[0156] Optionally, when the processor executes the program, it also performs the following steps: obtaining the current battery level and a preset battery level of the vehicle; comparing the current battery level and the preset battery level to obtain a first comparison result; and determining that the vehicle has a charging need in response to the first comparison result indicating that the current battery level is less than the preset battery level.

[0157] Optionally, the processor, when executing the program, further implements the following steps: comparing the battery cell temperature with a preset battery cell temperature to obtain a second comparison result; in response to the second comparison result indicating that the battery cell temperature is less than the preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining that the demand signal is a stationary signal; and in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining that the demand signal is a heating signal.

[0158] Optionally, the processor further implements the following steps when executing the program: in response to a second comparison result indicating that the battery cell temperature is greater than a preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to a third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining that the demand signal is a cooling signal; in response to a third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining that the demand signal is a stationary signal.

[0159] Optionally, the processor may also perform the following steps when executing the program: obtaining the vehicle model; determining the vehicle's battery coolant model based on the vehicle model; and determining the target coolant based on the battery coolant model.

[0160] Optionally, the processor also performs the following steps when executing the program: in response to adding target coolant to the vehicle, controlling the flow of battery coolant from the vehicle into the charging pile injection device.

[0161] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0162] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program configured to execute the above-described coolant-based vehicle charging method when run on a computer or processor.

[0163] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0164] Step S101: In response to the vehicle's charging demand signal, acquire the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature.

[0165] Step S102: Determine the demand signal based on the battery cell temperature, battery coolant temperature and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal and a static signal;

[0166] Step S103: In response to the demand signal being either a heating signal or a cooling signal, the target coolant is added to the vehicle based on the demand signal, and the battery cell temperature is continuously monitored, wherein the target coolant is stored in the charging pile injection device.

[0167] In step S104, in response to the battery cell temperature being equal to the preset battery cell temperature, the addition of the target coolant to the vehicle is stopped, and the vehicle is controlled to perform a charging operation.

[0168] Optionally, the storage medium is configured to store program code for performing the following steps: obtaining the current battery level and a preset battery level of the vehicle; comparing the current battery level and the preset battery level to obtain a first comparison result; and determining that the vehicle has a charging requirement in response to the first comparison result indicating that the current battery level is less than the preset battery level.

[0169] Optionally, the storage medium is configured to store program code for performing the following steps: comparing the battery cell temperature with a preset battery cell temperature to obtain a second comparison result; in response to the second comparison result indicating that the battery cell temperature is less than the preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining that the demand signal is a stationary signal; and in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining that the demand signal is a heating signal.

[0170] Optionally, the storage medium is configured to store program code for performing the following steps: in response to a second comparison result indicating that the battery cell temperature is greater than a preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining the demand signal as a cooling signal; in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining the demand signal as a quiescent signal.

[0171] Optionally, the storage medium is configured to store program code for performing the following steps: obtaining the vehicle model; determining the vehicle's battery coolant model based on the vehicle model; and determining the target coolant based on the battery coolant model.

[0172] Optionally, the storage medium is configured to store program code for performing the following steps: in response to adding target coolant to the vehicle, controlling the flow of battery coolant from the vehicle into the charging pile injection device.

[0173] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0174] Embodiments of the present invention also provide a computer program product, including a computer program, wherein the computer program, when executed by a processor, implements the steps of the above-described coolant-based vehicle charging method.

[0175] Optionally, in this embodiment, the computer program product described above may be configured to store a computer program for performing the following steps:

[0176] Step S101: In response to the vehicle's charging demand signal, acquire the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature.

[0177] Step S102: Determine the demand signal based on the battery cell temperature, battery coolant temperature and preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal and a static signal;

[0178] Step S103: In response to the demand signal being either a heating signal or a cooling signal, the target coolant is added to the vehicle based on the demand signal, and the battery cell temperature is continuously monitored, wherein the target coolant is stored in the charging pile injection device.

[0179] In step S104, in response to the battery cell temperature being equal to the preset battery cell temperature, the addition of the target coolant to the vehicle is stopped, and the vehicle is controlled to perform a charging operation.

[0180] Optionally, when the computer program executes the program, it also performs the following steps: obtaining the current battery level and a preset battery level of the vehicle; comparing the current battery level and the preset battery level to obtain a first comparison result; and determining that the vehicle has a charging need in response to the first comparison result indicating that the current battery level is less than the preset battery level.

[0181] Optionally, when the computer program executes the program, it further implements the following steps: comparing the battery cell temperature with a preset battery cell temperature to obtain a second comparison result; in response to the second comparison result indicating that the battery cell temperature is less than the preset battery cell temperature, comparing the battery coolant temperature with the preset battery cell temperature to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, determining that the demand signal is a stationary signal; in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, determining that the demand signal is a heating signal.

[0182] Optionally, when the computer program executes the program, it further implements the following steps: in response to the second comparison result indicating that the battery cell temperature is greater than the preset battery cell temperature, the battery coolant temperature and the preset battery cell temperature are compared to obtain a third comparison result; in response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, the demand signal is determined to be a cooling signal; in response to the third comparison result indicating that the battery coolant temperature is less than the preset battery cell temperature, the demand signal is determined to be a stationary signal.

[0183] Optionally, when the computer program executes the program, it also performs the following steps: obtaining the vehicle model; determining the vehicle's battery coolant model based on the vehicle model; and determining the target coolant based on the battery coolant model.

[0184] Optionally, the computer program may also perform the following steps when executing the program: in response to adding target coolant to the vehicle, controlling the flow of battery coolant from the vehicle into the charging pile injection device.

[0185] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0186] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0187] In the 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 example, 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 couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0188] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, 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 according to actual needs.

[0189] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0190] If 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 invention, 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 grid device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0191] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle charging method based on coolant, characterized in that, include: In response to the vehicle's charging demand signal, the vehicle's battery cell temperature, battery coolant temperature, and preset battery cell temperature are obtained. The demand signal is determined based on the battery cell temperature, the battery coolant temperature, and the preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal, and a static signal; In response to the demand signal being either the heating signal or the cooling signal, a target coolant is added to the vehicle based on the demand signal, and the battery cell temperature is continuously monitored, wherein the target coolant is stored in the charging pile's liquid injection device; In response to the battery cell temperature being equal to the preset battery cell temperature, the addition of the target coolant to the vehicle is stopped, and the vehicle is controlled to perform a charging operation.

2. The vehicle charging method based on coolant according to claim 1, characterized in that, The method further includes: Obtain the current battery level and preset battery level of the vehicle; The current battery level is compared with the preset battery level to obtain a first comparison result; In response to the first comparison result indicating that the current battery level is less than the preset battery level, it is determined that the vehicle has a charging requirement.

3. The vehicle charging method based on coolant according to claim 1, characterized in that, Determining the demand signal based on the battery cell temperature, the battery coolant temperature, and the preset battery cell temperature includes: The battery cell temperature is compared with the preset battery cell temperature to obtain a second comparison result; In response to the second comparison result indicating that the battery cell temperature is lower than the preset battery cell temperature, the battery coolant temperature and the preset battery cell temperature are compared to obtain a third comparison result; In response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, the demand signal is determined to be the quiescent signal; In response to the third comparison result indicating that the battery coolant temperature is lower than the preset battery cell temperature, the demand signal is determined to be the heating signal.

4. The vehicle charging method based on coolant according to claim 3, characterized in that, The method further includes: In response to the second comparison result indicating that the battery cell temperature is greater than the preset battery cell temperature, the battery coolant temperature and the preset battery cell temperature are compared to obtain the third comparison result; In response to the third comparison result indicating that the battery coolant temperature is greater than or equal to the preset battery cell temperature, the demand signal is determined to be the cooling signal; In response to the third comparison result indicating that the battery coolant temperature is lower than the preset battery cell temperature, the demand signal is determined to be the quiescent signal.

5. The vehicle charging method based on coolant according to claim 1, characterized in that, The method further includes: Obtain the vehicle model number of the vehicle; The battery coolant type of the vehicle is determined based on the vehicle model. The target coolant is determined based on the battery coolant type.

6. The vehicle charging method based on coolant according to claim 1, characterized in that, The method further includes: In response to adding the target coolant to the vehicle, the flow of the vehicle's battery coolant into the charging pile injection device is controlled.

7. A vehicle charging device based on coolant, characterized in that, include: The first acquisition module is used to acquire the vehicle's battery cell temperature, battery coolant temperature and preset battery cell temperature in response to the vehicle's charging demand signal. The first determining module is used to determine a demand signal based on the battery cell temperature, the battery coolant temperature and the preset battery cell temperature, wherein the demand signal includes a heating signal, a cooling signal and a quiescent signal; A monitoring module is used to respond to the demand signal as either a heating signal or a cooling signal, add target coolant to the vehicle based on the demand signal, and continuously monitor the battery cell temperature, wherein the target coolant is stored in the charging pile injection device; The first control module is used to stop adding the target coolant to the vehicle and control the vehicle to perform a charging operation in response to the battery cell temperature being equal to the preset battery cell temperature.

8. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the coolant-based vehicle charging method as described in any one of claims 1 to 6.

9. A vehicle comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the coolant-based vehicle charging method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute, when run on a computer or processor, the vehicle charging method based on coolant as described in any one of claims 1 to 6.

Images