Cooling system and control method therefor, and new energy vehicle

Abstract

A cooling system and a control method therefor, and a new energy vehicle. The cooling system comprises: a cooling loop (120), a driving electric motor (110), a first transmission apparatus (130) and a first power disengagement apparatus (140), wherein the cooling loop (120) comprises a cooling electric motor (121) and a compressor (122), the cooling electric motor (121) is connected to the compressor (122), and the cooling electric motor (121) may drive the operation of the compressor (122); the driving electric motor (110) is a power mechanism of a new energy vehicle, and may be used for driving the rotation of vehicle axles (210) and vehicle wheels (220), so as to drive the travel of the new energy vehicle, and the output power of the driving electric motor (110) is greater than the output power of the cooling electric motor (121); and the driving electric motor (110) is in transmission connection with the compressor (122) of the cooling loop (120) by means of the first transmission apparatus (130), and may configure a connection state between the driving electric motor (110) and the compressor (122) by means of the first power disengagement apparatus (140), for example, the first power disengagement apparatus (140) may enable or disengage the transmission connection between the driving electric motor (110) and the compressor (122).

Description

Refrigeration systems and their control methods, new energy vehicles

[0001] This application claims priority to Chinese patent application filed on November 27, 2023, with application number 202311613652.8, entitled "Refrigeration System and Control Method Thereof, New Energy Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of new energy vehicle technology, and in particular to a refrigeration system and its control method, and a new energy vehicle. Background Technology

[0003] With the continuous development of battery and charging technologies for new energy vehicles, battery capacity and charging power are increasing. During charging, especially fast charging, batteries generate a significant amount of heat, placing demands on the heat dissipation capacity of the battery cooling circuit. Current battery cooling circuits utilize a refrigeration motor to drive a compressor for cooling. However, due to the limited power of the refrigeration motor, it cannot solve the heat generation problem caused by the high charging power.

[0004] Summary of the Invention

[0005] This application provides a refrigeration system and its control method, as well as a new energy vehicle, to improve the problem that the heat dissipation capacity of the battery cooling circuit cannot meet the requirements in charging scenarios.

[0006] In a first aspect, embodiments of this application provide a refrigeration system, including: a refrigeration circuit, a drive motor, a first transmission device, and a first power disconnection device. The refrigeration circuit includes a refrigeration motor and a compressor, the refrigeration motor being connected to the compressor and capable of driving the compressor to operate. The drive motor is the power mechanism of a new energy vehicle, capable of driving the axle and wheels to rotate, thus propelling the new energy vehicle forward. The output power of the drive motor is greater than the output power of the refrigeration motor. The drive motor is connected to the compressor of the refrigeration circuit via the first transmission device, and the connection state between the drive motor and the compressor can be configured via the first power disconnection device. For example, the first power disconnection device can enable the drive motor and the compressor to be connected or disconnected.

[0007] The refrigeration system provided in this application embodiment allows the drive motor for driving the vehicle to be connected to the compressor of the refrigeration circuit via a first transmission device. The drive motor can be configured to be connected to or disconnected from the compressor via a first power disconnect device. When the battery generates a large amount of heat during charging or other processes and the heat dissipation capacity of the refrigeration circuit cannot meet the requirements, a more powerful drive motor can be used to drive the compressor of the refrigeration circuit to cool, thereby increasing the refrigeration power and enhancing the heat dissipation capacity.

[0008] In one possible implementation, the refrigeration system further includes a second transmission device, through which the drive motor is connected to the axle. Wheels can be mounted on the axle, and the drive motor, connected to the axle via the second transmission device, can drive the axle and wheels to rotate, thus propelling the vehicle forward.

[0009] In one possible implementation, the refrigeration system further includes a second power disconnect device configured to switch the drive motor and the axle between a transmission connection state and a non-transmission connection state. For example, in a charging scenario, the drive motor is connected to the compressor of the refrigeration circuit through a first transmission device, and the drive motor rotates to drive the compressor. If the drive motor is transmission connected to the axle in this case, it will also drive the axle to rotate, causing the vehicle to move. Therefore, in this case, to ensure safety, the second power disconnect device can disconnect the transmission connection between the drive motor and the axle to prevent the drive motor from driving the compressor and causing the axle to rotate.

[0010] In one possible implementation, the second power disconnection device is located between the drive motor and the second transmission device, which can disconnect the drive motor from the second transmission device and prevent the axle from rotating when the drive motor drives the compressor.

[0011] In one possible implementation, the second power disconnection device is located between the second transmission device and the axle, which disconnects the drive motor from the axle and prevents the axle from rotating when the drive motor drives the compressor.

[0012] In one possible implementation, the refrigeration system further includes a third transmission device and a third power disconnection device. The refrigeration motor is connected to the compressor via the third transmission device. The third power disconnection device is configured to switch between a transmission connection state and a non-transmission connection state between the refrigeration motor and the compressor. With the third power disconnection device, the connection between the refrigeration motor and the compressor can be disconnected in some cases to prevent the refrigeration motor from rotating when the drive motor drives the compressor.

[0013] In one possible implementation, the transmission methods of the first and second transmission devices include gear transmission, chain transmission, or belt transmission, and a suitable transmission method can be selected according to actual needs.

[0014] Secondly, embodiments of this application also provide a control method for a refrigeration system. The control method includes: when the battery temperature is higher than a first temperature threshold and the drive motor temperature is lower than a second temperature threshold, a first power disconnect device switches the drive motor and compressor to a transmission connection state; when the drive motor and compressor are in transmission connection, the drive motor drives the compressor to run at a set speed. The solution provided by embodiments of this application can improve cooling power and enhance heat dissipation capacity when the battery generates significant heat, such as during charging, and the heat dissipation capacity is insufficient. It utilizes a drive motor connected to the compressor in the refrigeration circuit, allowing the drive motor to drive the compressor for cooling.

[0015] In one possible implementation, before the drive motor drives the compressor, the method further includes: when the drive motor is connected to the axle, a second power disconnect device disconnects the drive motor from the axle. If the drive motor is connected to the axle, driving the compressor will also cause the axle and wheels to rotate. In scenarios such as charging, this could pose a safety hazard if the vehicle is in motion. Therefore, before the drive motor drives the compressor, it is necessary to check whether the drive motor is connected to the axle. If the drive motor is connected to the axle, the second power disconnect device controls the drive motor to disconnect from the axle, ensuring that the drive motor does not cause the axle and wheels to rotate when driving the compressor.

[0016] In one possible implementation, after the drive motor drives the compressor to operate, the method further includes: if the battery temperature is lower than or equal to a first temperature threshold or the drive motor temperature is higher than or equal to a second temperature threshold, the drive motor stops operating; and a first power disconnection device disconnects the drive motor from the compressor.

[0017] In one possible implementation, after the first power disconnection device disengages the drive motor from the compressor, the method further includes: a second power disconnection device resetting the connection between the drive motor and the axle to its initial state, the state before the drive motor started driving the compressor. After the drive motor stops running, the connection between the drive motor and the axle is restored to its initial state. For example, the drive motor and axle are connected before the drive motor drives the compressor; the drive motor disconnects from the axle to ensure safety when driving the compressor; therefore, the drive motor needs to be reconnected after the compressor operation ends.

[0018] Thirdly, embodiments of this application also provide a new energy vehicle, which includes a vehicle controller and a refrigeration system provided in any possible implementation of the first aspect, wherein the vehicle controller is used to control the operation of the refrigeration system. Attached Figure Description

[0019] Figure 1 is a schematic diagram of a new energy vehicle provided in an embodiment of this application;

[0020] Figure 2 is a schematic diagram of a direct cooling heat dissipation system provided in an embodiment of this application;

[0021] Figure 3 is a schematic diagram of a refrigeration system provided in an embodiment of this application;

[0022] Figure 4 is a schematic diagram of another refrigeration system provided in an embodiment of this application;

[0023] Figure 5 is a schematic diagram of another refrigeration system provided in an embodiment of this application;

[0024] Figure 6 is a schematic diagram of another refrigeration system provided in an embodiment of this application;

[0025] Figure 7 is a control block diagram of the refrigeration system provided in an embodiment of this application;

[0026] Figure 8 is a flowchart illustrating the control method provided in an embodiment of this application. Detailed Implementation

[0027] The technical solutions in the embodiments of this application will be described below with reference to the accompanying drawings. In this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, or B exists alone, where A and B can be singular or plural. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can mean: a, b, c, a and b, a and c, b and c, or a, b, and c, where a, b, and c can be single or multiple.

[0028] The embodiments of this application use terms such as "first" and "second" to distinguish objects with similar names, functions, or effects. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or order of execution. The term "coupling" is used to indicate an electrical connection, including direct connection via wires or terminals or indirect connection via other devices. Therefore, "coupling" should be considered as a broad type of electronic communication connection.

[0029] It should be noted that, in this application, the terms "exemplary" or "for example" are used to indicate that something is being described as an example, illustration, or illustration. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design solutions. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0030] The solution provided in this application is applied to new energy vehicles. New energy vehicles generally refer to vehicles driven by electric motors, which can be pure electric vehicles, range-extended electric vehicles, or hybrid electric vehicles. Figure 1 shows a schematic diagram of a new energy vehicle provided in this application. The new energy vehicle can include a motor, a controller, and a battery. The controller can control the battery to supply power to the motor. The battery can serve as the driving power source for the new energy vehicle. During charging, it converts electrical energy into chemical energy for storage, and during discharging, it converts chemical energy back into electrical energy to provide driving power for the new energy vehicle. The motor is connected to the running gear (e.g., wheels) through a transmission device. The motor can convert the electrical energy provided by the battery into mechanical energy to drive the vehicle.

[0031] Both batteries and motors generate heat during use and operation. If this heat is not dissipated in time, it will accumulate and cause the temperature to rise. Excessive temperature may affect the operation of the battery and motor, posing a safety hazard. New energy vehicles typically have motor cooling circuits and battery cooling circuits. The motor cooling circuit is used to dissipate heat from the motor, and the battery cooling circuit is used to dissipate heat from the battery.

[0032] With the rapid development of battery technology, the demand for battery charging speed is also increasing rapidly. Fast charging technology can charge the battery to a full charge or a higher state of charge (SOC) in a short time, which can reduce the charging time cost of using new energy vehicles and is one of the technologies commonly used in new energy vehicles.

[0033] Taking the battery charging process as an example, if the heat generated by the battery is not dissipated to the outside in time during the charging process, and the temperature exceeds a certain level, the battery management system will reduce the charging power of the battery for battery safety reasons. In order to ensure that the charging process proceeds normally, a heat dissipation system or a cooling system is needed to cool the battery. Natural cooling, air cooling, liquid cooling and direct cooling are usually used to cool the battery.

[0034] Figure 2 shows a schematic diagram of a direct cooling heat dissipation system provided in an embodiment of this application. Direct cooling refers to the use of refrigerant or coolant, which is introduced into the evaporator inside the battery to achieve the purpose of cooling the battery. The direct cooling heat dissipation system includes a refrigeration motor, a compressor, a condenser, an expansion valve, a battery cold plate, and an evaporator. The compressor compresses the gaseous refrigerant into a high-temperature, high-pressure gaseous state and sends it to the condenser to release heat for cooling. After cooling, it becomes a medium-temperature, high-pressure liquid refrigerant. The liquid refrigerant is throttled and depressurized by the expansion valve to a low-temperature, low-pressure liquid state. It then absorbs heat from the battery through the battery cold plate and the evaporator and vaporizes, before returning to the compressor to continue compression and the cycle of cooling continues.

[0035] Because fast charging uses a large charging power to charge the battery in a short period of time, the battery generates more heat in fast charging scenarios. The cooling or heat dissipation capacity of the original heat dissipation system may not be able to meet the heat dissipation requirements, which requires a more efficient cooling or heat dissipation system with greater cooling power.

[0036] One possible approach is to utilize the cooling circuit on the charging station to dissipate heat from the new energy vehicle's battery during charging. This involves adding refrigerant and a cooling circuit to the charging station, allowing the vehicle to utilize this circuit for cooling while charging. However, this method requires modifying both the charging station and the vehicle's cooling circuit to enable the vehicle to use the charging station's cooling circuit for heat dissipation during charging. While the involvement of an external cooling circuit increases the cooling capacity of the vehicle's thermal management system, this cooling system not only requires the charging station to provide the necessary interface but also involves connecting the thermal management circuit, posing risks such as leakage and air intake. Furthermore, different types of refrigerants cannot be mixed, making it difficult to directly connect the vehicle's cooling circuit to the charging station's cooling circuit.

[0037] Another possible approach is to utilize the electric motor cooling circuit of new energy vehicles to dissipate heat from the battery. This method involves connecting the fan radiator in the electric motor cooling circuit and the fan radiator in the battery cooling circuit in series during charging. The fan radiator in the electric motor cooling circuit accelerates the cooling rate during charging, allowing the thermal management system to be fully utilized. However, in fast-charging scenarios, this method is limited by the fan's cooling capacity and the heat transfer efficiency loss due to multiple heat exchanges, resulting in very low cooling efficiency for the fan radiator in fast-charging scenarios, and may also lead to excessive noise.

[0038] Some new energy vehicles can be swapped out, meaning the power battery can be replaced at a battery swapping station. In this case, the depleted battery can be removed from the new energy vehicle and charged. During charging, an additional water-cooling unit can be used to cool the charging battery. This method can monitor the battery temperature and turn on the additional water-cooling unit to cool the battery when the battery temperature is detected to be too high. However, this method is only applicable to battery swapping station charging scenarios.

[0039] While the aforementioned methods can enhance battery heat dissipation, they may still fall short of the heat dissipation requirements of fast charging scenarios. Furthermore, these methods have limited application scenarios and are costly, ultimately failing to meet the demands. To address the issue of insufficient heat dissipation in cooling systems, this application provides a novel cooling system. Since the battery primarily generates a large amount of heat during charging or fast charging, and the vehicle is stationary with the drive motor not operating, it can replace the cooling motor in the cooling circuit to drive the compressor during fast charging. This increases refrigerant flow, enhances cooling power, and accelerates battery heat dissipation.

[0040] The refrigeration system provided in the embodiments of this application will be described below with reference to the accompanying drawings. Referring to Figure 3, Figure 3 shows a schematic diagram of the refrigeration system provided in the embodiments of this application, including a drive motor 110 and a refrigeration circuit 120. The drive motor 110 is the power mechanism of the new energy vehicle. The drive motor 110 is connected to the walking mechanism (e.g., wheels 220) of the new energy vehicle. The drive motor 110 can convert the electrical energy provided by the power battery into mechanical energy to drive the wheels 220 to move.

[0041] The refrigeration circuit 120 here can be a battery cooling circuit. The refrigeration circuit 120 includes a refrigeration motor 121 and a compressor 122. The refrigeration motor 121 is connected to the compressor 122. The refrigeration motor 121 can drive the compressor 122 to run, compress the refrigerant to exchange heat and dissipate heat for the battery.

[0042] The refrigeration system provided in this application embodiment further includes a first transmission device 130 and a first power disconnection device 140. The drive motor 110 is also connected to the compressor 122 via the first transmission device 130, so that the compressor 122 can be driven by the drive motor 110. The first power disconnection device 140 is configured to switch between a transmission connection state and a non-transmission connection state between the drive motor 110 and the compressor 122. When the drive motor 110 and the compressor 122 are in the transmission connection state, the drive motor 110 can drive the compressor 122 to run. When the drive motor 110 and the compressor 122 are in the non-transmission connection state, the drive motor 110 cannot drive the compressor 122 to run, and the compressor 122 can be driven by the refrigeration motor 121.

[0043] The drive motor 110 is the power unit of the new energy vehicle, which can drive the entire new energy vehicle to move. The cooling motor 121 is only used to drive the compressor 122 to dissipate heat from the battery. Under normal circumstances, the output power of the cooling motor 121 is often less than the output power of the drive motor 110.

[0044] When charging the battery, such as in a fast charging scenario, the battery generates a lot of heat. Even if the cooling motor 121 of the cooling circuit runs at full power, it may not be able to meet the heat dissipation requirements. However, in a charging scenario, the new energy vehicle is stationary and the drive motor 110 does not need to drive the wheels 220. Therefore, it is possible to consider using a higher-power drive motor 110 to drive the compressor 122 of the cooling circuit 120, thereby increasing the cooling power and quickly cooling the battery.

[0045] The solution provided in this application embodiment further includes a first power disconnection device 140 between the drive motor 110 and the compressor 122 of the cooling circuit 120. The first power disconnection device 140 can switch the drive motor 110 and the compressor 122 to a transmission connection state, or switch the drive motor 110 and the compressor 122 to a non-transmission connection state, disconnecting them. For example, in non-charging scenarios or non-fast charging scenarios where the battery generates less heat, the cooling motor 121 driving the compressor 122 is sufficient to meet the heat dissipation requirements. In this case, the first power disconnection device 140 can disconnect the transmission connection between the drive motor 110 and the compressor 122. In fast charging scenarios where the heat generation is large, the cooling motor 121 driving the compressor 122 is insufficient to meet the heat dissipation requirements. In this case, the first power disconnection device 140 can switch the drive motor 110 and the compressor 122 to a transmission connection state, with the drive motor 110 driving the compressor 122 to cool, thereby increasing the cooling power and enhancing the heat dissipation capacity.

[0046] In new energy vehicles, the main function of the drive motor 110 is still to drive the wheels 220, thereby driving the vehicle. To avoid the drive motor 110 driving the compressor 122 and causing the wheels 220 to move when charging or other situations, the solution provided in this application embodiment is to provide a power disengagement device between the drive motor 110 and the axle 210. When the drive motor 110 and the compressor 122 are connected in transmission, the transmission connection between the drive motor 110 and the axle 210 can be disengaged, ensuring that the drive motor 110 does not drive the axle 210 or the wheels 220 to rotate when driving the compressor 122 to rotate.

[0047] For example, the refrigeration system provided in this application embodiment also includes a second transmission device 150 and a second power disconnection device 160. The drive motor 110 is connected to the axle 210 through the second transmission device 150, and the wheel 220 is connected to the axle 210, so that the drive motor 110 can drive the axle 210 and the wheel 220 to rotate and drive the vehicle to move.

[0048] The second power disengagement device 160 can be configured to maintain the connection between the drive motor 110 and the axle 210. For example, the second power disengagement device 160 can be configured to maintain a transmission connection between the drive motor 110 and the axle 210, or to disengage the transmission connection between the drive motor 110 and the axle 210.

[0049] For example, during vehicle operation, the second power disconnect device 160 is configured to connect the drive motor 110 to the axle 210, allowing the drive motor 110 to drive the axle 210 and rotate the wheels 220, thus propelling the vehicle. When the vehicle is stopped and charging (e.g., fast charging), if the battery's heat dissipation requirements are high and the cooling circuit 120 cannot meet them, necessitating the drive motor 110 to drive the compressor 122, the second power disconnect device 160 can be configured to disconnect the drive motor 110 from the axle 210, preventing the drive motor 110 from rotating the axle 210 and wheels 220. In this case, the first power disconnect device 140 connects the drive motor 110 to the compressor 122, while the second power disconnect device 160 disconnects the drive motor 110 from the axle 210.

[0050] In some possible implementations, referring to Figure 4, the refrigeration motor 121 is connected to the compressor 122 via a third transmission device 127. For example, the third transmission device 127 can be a transmission device using gear transmission, belt transmission, or chain transmission.

[0051] To prevent the refrigeration motor 121 from rotating when the drive motor 110 drives the compressor 122, a third power disconnection device 128 can be provided between the refrigeration motor 121 and the compressor 122. The third power disconnection device 128 can be configured to be either in a transmission connection state or a non-transmission connection state between the refrigeration motor 121 and the compressor 122. For example, when it is necessary for the refrigeration motor 121 to drive the compressor 122, the refrigeration motor 121 and the compressor 122 are configured to be in a transmission connection state. When it is not necessary for the refrigeration motor 121 to drive the compressor 122, the third power disconnection device 128 disconnects the transmission connection between the refrigeration motor 121 and the compressor 122.

[0052] In addition, in some cases, the refrigeration motor 121 can be an asynchronous motor. When the drive motor 110 drives the compressor 122, it is not necessary to disconnect the transmission connection between the refrigeration motor 121 and the compressor 122. It is only necessary to disconnect the power supply of the refrigeration motor 121. In this case, it is not necessary to set up a third power disconnection device. Alternatively, it is not necessary to set up a third power disconnection device and a third transmission device. The refrigeration motor 121 can be coaxially connected with the compressor 122.

[0053] The transmission methods of the first transmission device 130, the second transmission device 150, and the third transmission device 127 described above may include gear transmission, belt transmission, chain transmission, or other transmission methods. For example, this embodiment uses gear transmission as an example.

[0054] For example, referring to Figure 6, the drive motor 110 is connected to the compressor 122 via a first gear set 310. The first gear set 310 includes a first gear 311 and a second gear 312, which mesh. The first gear 311 is the driving gear and the second gear 312 is the driven gear. The first gear 311 is coaxially connected to the drive motor 110, and the second gear 312 is coaxially connected to the compressor 122. The first power disconnection device 140 can be coaxially connected to the drive motor 110, so that the connection state between the drive motor 110 and the compressor 122 can be controlled by the first power disconnection device 140.

[0055] The drive motor 110 can also be connected to the axle 210 via a second gear set 320 and a third gear set 330. The second gear set 320 includes a third gear 321 and a fourth gear 322, which mesh. The third gear set 330 includes a fifth gear 331 and a sixth gear 332, which mesh. In the second gear set 320, the third gear 321 is the driving gear and the fourth gear 322 is the driven gear. The third gear 321 is coaxially connected to the drive motor 110, and the fourth gear 322 is coaxially connected to the fifth gear 331. In the third gear set 330, the fifth gear 331 is the driving gear, and the sixth gear 332 is the driven gear. The fifth gear 331 is coaxially connected to the fourth gear 322, and the sixth gear 332 is coaxially connected to the axle 210.

[0056] The third power disengagement device can configure or switch the connection state between the drive motor 110 and the axle 210. For example, the second power disengagement device 160 can be coaxially connected to the axle 210, or the second power disengagement device 160 can be coaxially connected to the drive motor 110.

[0057] In cases where a vehicle has only one drive motor, such as a vehicle that only includes a front drive motor, the drive motor provided in this application embodiment can be a front drive motor; or, if the vehicle only includes a rear drive motor, the drive motor provided in this application embodiment can be a rear drive motor. In some other cases, the vehicle may include both a front drive motor and a rear drive motor. In such cases, the drive motor provided in this application embodiment can be either a front drive motor or a rear drive motor.

[0058] Alternatively, in some other possible scenarios, the vehicle may include a greater number of drive motors. In this case, any one of the multiple drive motors can be selected to drive the compressor of the refrigeration circuit. For example, the selection can be based on the relative position of the drive motor and the compressor of the refrigeration circuit, or it can be based on the temperature. For example, the drive motor with the lowest temperature among the multiple drive motors can be selected to drive the compressor. As shown in Figure 5, drive motor 110A and drive motor 110B are illustrated, wherein drive motor 110A is connected to compressor 122 via a first transmission device 130.

[0059] Alternatively, in some cases, a drive motor can be used to drive one half-shaft of an axle. In this case, a power disengagement device can be provided between the drive motor and the half-shaft. Or in some cases, a drive motor can be used to drive both half-shafts of an axle. In this case, a power disengagement device can be provided between the drive motor and each half-shaft.

[0060] In addition, since the output power of the drive motor is relatively large, it may exceed the compressor's load capacity. Therefore, the output speed of the drive motor can be adjusted by reducing the speed of the drive motor and adjusting the size relationship between the first gear and the second gear to avoid exceeding the compressor's load and causing compressor damage.

[0061] In the example above, the distance is transmitted via gear transmission. However, the transmission between the drive motor and the compressor, and between the drive motor and the axle, can also be transmitted via chain transmission, belt transmission, or other transmission methods.

[0062] As mentioned in the previous example, the operation of a new energy vehicle is controlled by a controller, referred to here as a Vehicle Control Unit (VCU). The main functions of the VCU include coordinating and managing the overall vehicle operating status, including collecting motor and battery status data, collecting accelerator pedal signals, brake pedal signals, actuator and sensor signals, making corresponding judgments based on the driver's intentions, and monitoring the actions of lower-level component controllers. In addition, new energy vehicles also include various other controllers or processors. Referring to Figure 7, Figure 7 shows the control architecture of the refrigeration system provided in this application embodiment, including a vehicle controller 410, a Human Machine Interface (HMI) module 420, a battery management system (BMS) 430, a Motor Control Unit (MCU) 440, a control unit 450, a drive motor 110, a refrigeration motor 121, and multiple power disconnection devices.

[0063] The human-machine interface module 420, battery management system 430, motor controller 440, and control unit 450 are all connected to the vehicle controller 410. The motor controller 440 is connected to the drive motor 110, and the control unit 450 is connected to the aforementioned multiple power disconnect devices and the cooling motor 121. The vehicle controller 410 can control the overall operation of the cooling system and can control the disconnection and connection of the drive motor 110 from the axle 210 and the disconnection and connection of the drive motor 110 from the compressor 122 by sending commands. The human-machine interface module 420 can provide a user interface to display system-related information to the user and can receive user commands. The battery management system 430 is used to detect the charging gun status, charging power, and battery temperature, and can send this information to the vehicle controller 410. The motor controller 440 is connected to the drive motor 110. The motor controller 440 can control the operation of the drive motor 110 according to instructions from the vehicle controller 410, such as controlling the drive motor 110 to run at a target speed and detecting information such as the temperature of the drive motor 110. The motor controller 440 can also send the speed and temperature information of the drive motor 110 to the vehicle controller 410. The control unit 450 is connected to the first power disconnect device 140, the second power disconnect device 160, and the cooling motor 121. The control unit 450 can control the operation of the first power disconnect device 140, the second power disconnect device 160, and the cooling motor 121, and send their operating status information to the vehicle controller 410. For example, taking the first power disconnect device 140 as an example... The first power disconnect device 140 is an actuator that performs the disconnection and connection between the drive motor 110 and the compressor 122. It can provide feedback to the control unit 450 on the disconnection or connection status between the drive motor 110 and the compressor 122. Corresponding to the disconnection or connection status between the drive motor 110 and the compressor 122, the control unit 450 can respond to the instructions of the vehicle controller 410 to control the first power disconnect device 140 to disconnect or connect, and feed back the disconnection or connection status of the first power disconnect device 140 to the vehicle controller 410. The control unit 450 can also respond to the instructions of the vehicle controller 410 to control the operation of the refrigeration motor 121, and can provide feedback to the vehicle controller 410 on the operating status and other information of the refrigeration motor 121.

[0064] Referring to Figure 8, which shows a flowchart of the control method of the refrigeration system provided in the embodiment of this application, the working principle of the refrigeration system provided in the embodiment of this application will be described below with reference to Figure 7.

[0065] S510: Detects whether the battery temperature is higher than the first temperature threshold and the drive motor temperature is lower than the second temperature threshold.

[0066] The solution provided in this application is applied to fast charging scenarios where the cooling motor-driven compressor in the cooling circuit cannot meet the heat dissipation requirements, and the compressor is driven by the drive motor for heat dissipation. Therefore, on the one hand, it is necessary to determine whether the battery temperature is higher than a first temperature threshold. If the battery temperature is low, it indicates that the cooling motor-driven compressor is sufficient to meet the heat dissipation requirements, and there is no need to use the drive motor for heat dissipation. On the other hand, it is necessary to determine whether the temperature of the drive motor is lower than a second temperature threshold. If the drive motor has been operating at a high temperature for a long time, it is not advisable to continue to increase the load on the drive motor, as this may cause the drive motor to overheat and be damaged.

[0067] For example, the first temperature threshold can be 30°C, and the second temperature threshold can be 100°C. When the battery temperature is higher than 30°C and the drive motor temperature is lower than 100°C, the drive motor can be activated to drive the compressor to enhance heat dissipation, and S520 can be executed. Otherwise, it is not necessary to activate the drive motor for heat dissipation, and the state of heat dissipation by the cooling motor driving the compressor is maintained, and the battery temperature and the drive motor temperature are continuously monitored.

[0068] S520: The first power disconnect device is configured to switch the drive motor and compressor to the transmission connection state.

[0069] When the battery temperature is higher than the first temperature threshold and the drive motor temperature is lower than the second temperature threshold, the drive motor can be started to drive the compressor for heat dissipation. Here, the first power disconnection device needs to be configured to switch the drive motor and the compressor to a transmission connection state. In this way, when the drive motor and the compressor are transmission connected, the drive motor can drive the compressor to run.

[0070] However, before the drive motor drives the compressor, it is necessary to ensure that the drive motor has been disconnected from the axle to avoid causing the axle and wheels to rotate when the drive motor drives the compressor.

[0071] S530: Detects the connection status between the drive motor and the axle, and records the current connection status as the initial state.

[0072] Before starting the drive motor for cooling, it is necessary to detect and record the connection status between the drive motor and the axle as the initial state so that the state can be restored after cooling is completed. The initial state can include either the state where the drive motor is connected to the axle or the state where the drive motor is disconnected from the axle.

[0073] If the drive motor and the axle are in a transmission connection state, in order to prevent the drive motor from causing the axle and wheels to rotate when driving the compressor, it is necessary to disconnect the drive motor from the axle and execute S540.

[0074] If the drive motor is disconnected from the axle, the drive motor will not drive the axle to rotate, and S550 will be executed.

[0075] S540: When the drive motor is connected to the axle, the second power disconnect device disconnects the drive motor from the axle.

[0076] S550: The drive motor drives the compressor to run at the set speed.

[0077] For example, the vehicle controller can send instructions to the control unit. The control unit, based on these instructions, controls the first power disconnect device to configure the drive motor and compressor into a transmission connection state. It can also control the second power disconnect device to disengage the drive motor from the axle, based on the vehicle controller's instructions. Then, the control unit can control the drive motor to operate at a set speed, based on the vehicle controller's instructions. The drive motor's operating speed can be set according to the battery temperature and the compressor's operating speed, ensuring effective battery cooling while preventing excessive speed from damaging the compressor.

[0078] After the drive motor is connected to the compressor, the control unit can control the refrigeration motor to stop running. Alternatively, in another case, a third power disconnection device is provided between the refrigeration motor and the compressor. The control unit can control the third power disconnection device to disconnect the drive connection between the refrigeration motor and the compressor and control the refrigeration motor to stop running.

[0079] S560: Detects whether the battery temperature is lower than or equal to a first temperature threshold or the drive motor temperature is higher than a second temperature threshold.

[0080] The output power of the drive motor is greater than that of the refrigeration motor. Using the drive motor instead of the refrigeration motor to drive the compressor can increase the refrigeration efficiency and enhance the heat dissipation capacity. Therefore, after the drive motor starts driving the compressor, the battery temperature will drop, while the drive motor will generate heat and its temperature will rise due to operation. When the battery temperature is below the first temperature threshold, it indicates that the battery temperature has dropped to a level where the refrigeration motor can meet the heat dissipation requirements. Conversely, if the battery temperature is above the first temperature threshold, it indicates that the current heat dissipation requirements are not met, and the drive motor needs to continue driving the compressor to dissipate heat. If the battery temperature is below or equal to the first temperature threshold, it indicates that the battery heat dissipation requirements are met, and the heat dissipation power can be reduced, without the need for the drive motor to continue driving the compressor. In addition, if the temperature of the drive motor is above the second temperature threshold, it indicates that the drive motor is under heavy load, and continued operation may lead to failure due to overheating.

[0081] If the battery temperature is lower than or equal to the first temperature threshold or the drive motor temperature is higher than the second temperature threshold, execute S570; otherwise, continue executing S560, and the drive motor continues to drive the compressor to dissipate heat from the battery.

[0082] S570: When the drive motor stops running.

[0083] When the battery temperature is below a first temperature threshold or the drive motor temperature is above a second temperature threshold, the drive motor is controlled to stop running. For example, the vehicle controller can send a command to the motor controller, and the motor controller controls the drive motor to stop running according to the command of the vehicle controller.

[0084] S580: The first power disconnection device disconnects the drive motor from the compressor's transmission connection.

[0085] After the drive motor stops running, the vehicle controller can also send a command to the control unit to disconnect the drive motor from the compressor. For example, in response to the command from the vehicle controller, the control unit controls the first power disconnect device to disconnect the drive motor from the compressor.

[0086] S590: The second power disengagement device restores the connection between the drive motor and the axle to the initial state.

[0087] After the compressor stops running, the drive motor disconnects from the compressor and from the axle. At this time, the connection between the drive motor and the axle can be restored to the initial state. For example, if the initial state is that the drive motor and the axle are disconnected from the compressor, no adjustment is needed. In another case, the initial state is that the drive motor and the axle are connected, but the drive motor disconnects from the axle while driving the compressor. Therefore, it is necessary to restore the connection between the drive motor and the axle. For example, the vehicle controller sends a command to the control unit, and the control unit responds to the command by controlling the second power disconnect device to configure the drive motor and the axle to be connected, that is, to restore the initial state.

[0088] After disconnecting the drive motor from the compressor, the refrigeration motor can be started, and the refrigeration motor will drive the compressor to run.

[0089] To ensure safety, in the above example, when the first power disconnect device performs the action of disconnecting or connecting the drive motor from the compressor, or when the second power disconnect device performs the action of disconnecting or connecting the drive motor from the axle, it is necessary to ensure that the drive motor is in a stopped state or at a low speed, such as below 20 rpm.

[0090] Furthermore, the examples above all assume that the vehicle is stationary during the charging scenario. This illustrates how the cooling circuit's heat dissipation capacity can be enhanced by using a drive motor to drive the compressor of the cooling circuit when the cooling circuit's heat dissipation capacity is insufficient during charging. In some other possible implementations, the drive motor can also drive the compressor of the cooling circuit in other scenarios. For example, during vehicle operation, the drive motor is connected to the axle drive, driving the axle and wheels to rotate and propelling the vehicle forward. If the battery temperature is high in this situation, the first power disconnect device can connect the drive motor to the compressor of the cooling circuit, allowing the drive motor to drive the compressor and improve cooling efficiency, thus enhancing heat dissipation capacity.

[0091] This application also provides a new energy vehicle, such as the new energy vehicle shown in Figure 1. The new energy vehicle includes a vehicle controller and a refrigeration system provided in the embodiments shown in Figures 3 to 6. The vehicle controller is used to control the operation of the refrigeration system.

[0092] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A refrigeration system, characterized in that, The refrigeration system includes: A refrigeration circuit includes a refrigeration motor and a compressor, wherein the refrigeration motor is connected to the compressor; A drive motor, wherein the output power of the drive motor is greater than the output power of the refrigeration motor; A first transmission device and a first power disconnection device are provided, wherein the drive motor is connected to the compressor via the first transmission device, and the first power disconnection device is configured to switch the drive motor and the compressor between a transmission connection state and a non-transmission connection state.

2. The refrigeration system according to claim 1, characterized in that, The refrigeration system also includes a second transmission device, through which the drive motor is connected to the axle for mounting wheels.

3. The refrigeration system according to claim 2, characterized in that, The refrigeration system further includes a second power disconnect device configured to switch the drive motor and the axle between a transmission connection state and a non-transmission connection state.

4. The refrigeration system according to claim 3, characterized in that, The second power disengagement device is disposed between the drive motor and the second transmission device.

5. The refrigeration system according to claim 3, characterized in that, The second power disengagement device is disposed between the second transmission device and the axle.

6. The refrigeration system according to any one of claims 1 to 5, characterized in that, The refrigeration system also includes a third transmission device and a third power disconnection device, and the refrigeration motor is connected to the compressor via the third transmission device; The third power disconnect device is configured to switch the refrigeration motor and the compressor between a drive-connected state and a non-drive-connected state.

7. The refrigeration system according to claim 2, characterized in that, The transmission methods of the first transmission device and the second transmission device include gear transmission, chain transmission, or belt transmission.

8. A control method for a refrigeration system, characterized in that, The control method includes; When the battery temperature is higher than the first temperature threshold and the drive motor temperature is lower than the second temperature threshold, the first power disconnect device switches the drive motor and compressor to a transmission connection state. The drive motor drives the compressor to operate at a set speed.

9. The method according to claim 8, characterized in that, Before the drive motor drives the compressor to operate, the method further includes: When the drive motor is connected to the axle, the second power disconnect device disconnects the drive motor from the axle.

10. The method according to claim 8 or 9, characterized in that, After the drive motor drives the compressor to operate, the method further includes: The drive motor stops operating when the battery temperature is below or equal to the first temperature threshold or the drive motor temperature is above or equal to the second temperature threshold. The first power disconnect device disconnects the drive motor from the compressor's transmission connection.

11. The method according to claim 10, characterized in that, After the first power disconnection device disconnects the drive motor from the compressor, the method further includes: The second power disconnect device restores the connection state between the drive motor and the axle to the initial state, which is the connection state between the drive motor and the axle before the drive motor drives the compressor to run.

12. A new energy vehicle, characterized in that, The new energy vehicle includes a vehicle controller and a refrigeration system as described in any one of claims 1 to 7, wherein the vehicle controller is used to control the operation of the refrigeration system.

Images