CN113771696A

CN113771696A - Battery thermal management control method, device and system for vehicle

Info

Publication number: CN113771696A
Application number: CN202111027123.0A
Authority: CN
Inventors: 刘伟; 文增友
Original assignee: Evergrande New Energy Automobile Investment Holding Group Co Ltd
Current assignee: Evergrande New Energy Automobile Investment Holding Group Co Ltd
Priority date: 2021-09-02
Filing date: 2021-09-02
Publication date: 2021-12-10

Abstract

The embodiment of the application discloses a battery thermal management control method, device and system of a vehicle. And under the condition that the first target information meets the second condition, switching from the first circulation loop to the second circulation loop, controlling the compressor to be closed, and cooling the battery through the second circulation loop. Therefore, under the condition that the battery core temperature of the battery meets the corresponding conditions, the battery is cooled through the first circulation loop and the second circulation loop, the phenomenon that the battery core temperature of the battery is too high to influence the discharge power and capacity of the battery is avoided, and the cruising mileage of the vehicle is prolonged.

Description

Battery thermal management control method, device and system for vehicle

Technical Field

The application relates to the technical field of automobiles, in particular to a battery thermal management control method, device and system for a vehicle.

Background

With the continuous development of new energy automobile technology, electric automobiles gradually move to thousands of households. The battery is one of the key parts of the electric automobile, and the performance of the battery directly determines the performance of the whole automobile.

In some scenarios, the high temperature environment has a significant impact on battery discharge power and capacity, which is one of the conditions that affect vehicle range. The battery enters a low-temperature heat dissipation mode when the temperature of the battery is too high, and the water pump and the fan are possibly closed in a low-temperature heat dissipation loop of the low-temperature heat dissipation mode, so that the temperature inside the battery is increased, the battery can only be gradually increased or even out of control in the low-temperature heat dissipation loop, and the risk of spontaneous combustion of the battery/vehicle is easily caused, therefore, the service temperature of the battery is guaranteed to be particularly important for safe driving of a driver in a proper interval.

Disclosure of Invention

The embodiment of the application aims to provide a battery thermal management control method, device and system of a vehicle, which can ensure that the service temperature of a battery is in a proper interval and avoid influencing the discharge power and capacity of the battery, thereby prolonging the endurance mileage of the vehicle.

In a first aspect, an embodiment of the present application provides a battery thermal management control method for a vehicle, where the method includes:

acquiring first target information related to a battery, wherein the first target information at least indicates the cell temperature of the battery; under the condition that the first target information meets a first condition, controlling a compressor to be started, and cooling the battery through a first circulation loop; the first circulation loop is a loop where the compressor is located; under the condition that the first target information meets a second condition, switching from the first circulation loop to a second circulation loop; and controlling the compressor to be closed, and cooling the battery through the second circulation loop, wherein the second circulation loop is a loop in which a radiator and a cooling fan are arranged.

In a second aspect, an embodiment of the present application provides a battery thermal management control apparatus for a vehicle, the apparatus including:

the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring first target information related to a battery, and the first target information at least indicates the cell temperature of the battery; the first control module is used for controlling a compressor to be started under the condition that the first target information meets a first condition, and cooling the battery through a first circulation loop, wherein the first circulation loop is a loop where the compressor is located; the switching module is used for switching the first circulation loop to a second circulation loop under the condition that the first target information meets a second condition; and the second control module is used for controlling the compressor to be closed and cooling the battery through the second circulation loop, and the second circulation loop is a loop in which the radiator and the cooling fan are positioned.

In a third aspect, an embodiment of the present application provides a battery thermal management control system for a vehicle, where the system includes: the system comprises a four-way valve, a compressor, a radiator, a cooling fan and a server; the server is used for adjusting a valve port of the four-way valve to be in a first state, starting the compressor, the compressor and the battery form a first circulation loop, adjusting the valve port of the four-way valve to be in a second state, and the cooling fan, the radiator and the battery form a second circulation loop; the server is further used for acquiring first target information of the battery;

under the condition that the first target information meets a first condition, controlling the compressor to be started, and cooling the battery through a first circulation loop, wherein the first circulation loop is a loop where the compressor is located; under the condition that the first target information meets a second condition, switching from the first circulation loop to a second circulation loop; and controlling the compressor to be closed, and cooling the battery through the second circulation loop, wherein the second circulation loop is a loop in which a radiator and a cooling fan are arranged.

According to the technical scheme, the first target information related to the battery is acquired, the first target information at least indicates the electric core temperature of the battery, the compressor is controlled to be started under the condition that the first target information meets the first condition, the battery is cooled through the first circulation loop, and the first circulation loop is a loop where the compressor is located. And under the condition that the first target information meets a second condition, switching from the first circulation loop to a second circulation loop, controlling the compressor to be closed, and cooling the battery through the second circulation loop, wherein the second circulation loop is a loop in which the radiator and the cooling fan are located. Therefore, under the condition that the battery core temperature of the battery meets the corresponding conditions, the battery is cooled through switching between the first circulation loop and the second circulation loop, the rise of the internal temperature of the battery is not aggravated, the phenomenon that the battery core temperature of the battery is too high to influence the discharging power and capacity of the battery is avoided, and the cruising mileage of a vehicle is prolonged. Meanwhile, the risk of spontaneous combustion of the battery and the vehicle is avoided, and the safety and the reliability are high.

In addition, the cooling of the battery by the compressor can be reduced, the power consumption of the whole automobile is reduced, and the endurance mileage of the automobile is increased.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1A to fig. 1E are schematic structural diagrams of a vehicle battery thermal management control system according to an embodiment of the present application;

fig. 2 is a first flowchart illustrating a method for controlling thermal management of a battery of a vehicle according to an embodiment of the present disclosure;

fig. 3 is a second flowchart illustrating a method for controlling thermal management of a battery of a vehicle according to an embodiment of the present disclosure;

fig. 4A is a third schematic flowchart of a method for controlling thermal management of a battery of a vehicle according to an embodiment of the present disclosure;

fig. 4B is a fourth flowchart illustrating a method for controlling thermal management of a battery of a vehicle according to an embodiment of the present disclosure;

fig. 5 is a schematic block diagram of a battery thermal management control apparatus of a vehicle according to an embodiment of the present disclosure.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be described in detail and completely with reference to the following specific embodiments of the present application and the accompanying drawings. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Example 1

In some scenarios, as shown in fig. 1A, a schematic structural diagram of a battery thermal management control system of a vehicle disclosed in an embodiment of the present application is shown.

The control system 1 includes: the system comprises a four-way Valve 10, a first liquid storage kettle 11, a first water Pump 12(Pump1), a charging and power Distribution module 13 (including an On-Board Charger (OBC) and a high-voltage control box pdu (power Distribution unit)), a motor 14(motor), a first proportional three-way Valve 15(Valve1), a Radiator 16(Radiator), a heat exchanger 17 (spider), a third water Pump 18(Pump3) and a third liquid storage kettle 180.

An electric Compressor 19(Compressor), a Condenser 20(Condenser), a cooling Fan 21(Fan), an electronic expansion valve 22(EXV), and a Positive Temperature Coefficient thermistor (PTC) heating part 23.

A thermostatic expansion Valve 24(TXV), an evaporator 25 (evaparator), a blower 26(blower), a second proportional three-way Valve 27(Valve2), and a second water Pump 28(Pump 2).

A first three-way valve 121, a second three-way valve 122, a third three-way valve 123, a fourth three-way valve 124, a fifth three-way valve 125, a sixth three-way valve 126, and a seventh three-way valve 127.

In some situations, such as hot summer weather, the temperature of the battery 29(battery) is too high, and heat dissipation of the battery 29 is needed.

In one embodiment, as shown in FIG. 1B, the valve port 101 and the valve port 102 of the four-way valve 10 are connected, and the valve port 103 and the valve port 104 of the four-way valve 10 are connected (the valve port of the four-way valve 10 is in the second state). The battery 29 discharges water to a Valve port 104, a Valve port 103 discharges water to a first liquid storage kettle 11, a first three-way Valve 121, a first water pump 12, a charging and power distribution module 13 and a motor 14, the water returns to the Valve port 102 of the four-way Valve 10 again from a port 2 of a first proportional three-way Valve 15(Valve1) through a radiator 16 and a second three-way Valve 122, then flows to a Valve port 101 of the four-way Valve 10 through a heat exchanger 17 to a third liquid storage kettle 180, and the water flows into the battery 29 through a third water pump 18 to form a battery low-temperature heat dissipation loop.

With the above low-temperature heat dissipation circuit, heat generated by the battery 29 is dissipated in the large circulation circuit through the radiator 16 via the two water pumps.

In a possible implementation, the battery 29 may be cooled by the cooling fan 21 while cooling the battery, wherein the battery low-temperature cooling loop and the cooling fan 21 may further form a second circulation loop to cool the battery 29. In the second circulation loop, the electric compressor 19 is in a closed state, and the battery 29 is cooled through the cooling effect of the cooling fan 21 and the radiator, so that the time for starting the electric compressor 19 is reduced to a certain extent, the energy consumption value of the whole vehicle is reduced, and the cruising mileage of the vehicle is improved.

In another possible implementation, when the passenger compartment also needs to be cooled, it is necessary to switch to the first circulation circuit to cool the passenger compartment.

In another embodiment, heat dissipation from the battery 29 is required when the temperature of the battery 29 is too high. When the second circulation circuit cannot meet the temperature reduction requirement of the battery 29, the first circulation circuit needs to be switched to. Switching to the first circulation loop specifically includes: as shown in fig. 1C, the port 101 and the port 104 of the four-way valve 10 are connected (the port of the four-way valve 10 is in the first state). The battery 29 discharges water to valve port 104, through valve port 101 to heat exchanger 17, starts the electric compressor 19, through the condenser 20, the third three-way valve 123, the thermostatic expansion valve 24(TXV), the evaporator 25 (evator), the blower 26(blower), the fourth three-way valve 124, the electronic expansion valve 22 (EXV). The water (coolant) in the battery, which is delivered to the heat exchanger 17 through the valve port 101, exchanges heat with the refrigerant delivered to the heat exchanger 17 by the electric compressor 19, and forms a first circulation loop through the third water pump 18, the fifth three-way valve 125 and the third liquid storage kettle 180, so as to cool the battery 29.

Through the first circulation loop, the heat generated by the battery 29 is cooled by the low-temperature refrigerant in the heat exchanger 17 by turning on the electric compressor.

In another embodiment, when the passenger compartment also needs to be cooled, the passenger compartment can be cooled by opening the thermostatic expansion valve 24 in the passenger compartment, specifically, the blower 26 sends cool air passing through the evaporator 25 into the passenger compartment, and the motor loop returns to the four-way valve 10 through the first water pump 12, the first liquid storage kettle 11, the charging and power distribution module 13, and the motor 14 from the 2-port of the first proportional three-way valve 15 through the radiator 16, so as to cool the passenger compartment.

In a possible implementation manner, the first circulation loop and the second circulation loop may be switched, specifically, in a predetermined time, the maximum value of the cell temperature of the battery 29 does not exceed a fifth threshold (e.g., 35 degrees celsius), the minimum value is greater than or equal to a sixth threshold (e.g., 10 degrees celsius), and the average value does not exceed a seventh threshold (e.g., 25 degrees celsius) (a third condition), and the second circulation loop is used to cool the battery 29. If the maximum value of the cell temperature of the battery 29 exceeds a fifth threshold (e.g., 35 degrees celsius) within the predetermined time, the temperature of the battery 29 is reduced by using the first circulation loop.

When the second circulation loop is used to cool the battery 29, if the temperature of the water in the second circulation loop is higher than the cell temperature or the ambient temperature of the battery 29 or the cell temperature of the battery 29 exceeds a fifth threshold (e.g., 35 degrees celsius) (the first condition), the second circulation loop needs to be switched to the first circulation loop to cool the battery by the electric compressor 19.

When the first circulation loop is used for cooling the battery 29, if the core temperature is lower than a first threshold (for example, 30 ℃), the opening degree of the electronic expansion valve is lower than a second threshold (for example, 20%), the motor loop temperature is lower than a third threshold (for example, 35 ℃), and the difference between the motor loop temperature and the ambient temperature of the battery exceeds a fourth threshold (for example, 3 ℃), the first circulation loop is switched to the second circulation loop, and the battery is cooled through the second circulation loop.

In some situations, such as winter or when the vehicle speed is too low, the temperature of the battery 29 is too low, and the motor circuit temperature is lower than the minimum inlet water temperature of the battery 29, it is necessary to heat the battery 29.

In one embodiment, as shown in fig. 1D, when the inlet water temperature of the inlet of the motor 14 is lower than the lowest inlet water temperature of the battery 29 (e.g., 20 degrees celsius), the

valve ports

101 and 104 of the four-way valve 10 are adjusted to be connected (the valve ports of the four-way valve 10 are in the third state). When the heating component 23 (such as PTC) is turned on, the hot water exchanges heat with the battery loop coolant through the heat exchanger 17 to heat the battery 29, the outlet water of the battery 29 flows through the valve port 104 and the valve port 101 to the heat exchanger 17, and the water entering the heat exchanger flows through the sixth three-way valve 126 and the seventh three-way valve 127. Then the water passes through the second water pump 28, the heating part 23, the second proportional three-way valve 27 and then returns to the heat exchanger 17, and then the water passes through the heat exchanger 17, the third water pump 18, the fifth three-way valve 125 and the third liquid storage kettle 180 and then returns to the battery 29 to form a fourth circulation loop. Bypassing the radiator 16 reduces heat loss and increases vehicle range when the battery 29 is heated by the heating member 23.

In another embodiment, as shown in FIG. 1D, when the temperature of the motor circuit exceeds the maximum inlet temperature of the battery (e.g., 45 degrees Celsius), the valve port 101 and the valve port 104 of the four-way valve 10 are still adjusted to be connected, and the valve port 102 and the valve port 103 of the four-way valve 10 are connected (the valve port of the four-way valve 10 is in the third state). At this time, the heating means is turned off, the opening ratio of the second proportional three-way valve 27 is adjusted (the opening of the second proportional three-way valve 27 is decreased), and the rotation speed of the second water pump 28 is decreased, thereby decreasing the flow rate of water flowing through the heat exchanger 17. And monitoring the maximum value of the cell temperature of the battery within a preset time, and when the maximum value of the cell temperature exceeds a threshold value (for example, 32 degrees), closing the third water pump 18, regulating the water flow of the second proportional three-way valve 27 to flow out from the 1 port to the 3 ports, and normally operating the second water pump 28, wherein the heat generated by the motor 14 is completely used for heating the battery through the fourth circulation loop.

In one possible implementation, when the motor circuit temperature is between the minimum inlet water temperature of the battery and the maximum inlet water temperature of the battery, as shown in fig. 1E, the valve port 101 and the valve port 102 of the four-way valve 10 are turned on, and the valve port 103 and the valve port 104 are turned on (the valve port of the four-way valve 10 is in the fourth state). When the heating component is turned off, the cooling water of the battery 29 passes through a Valve port 104 of the four-way Valve 10, and then flows out water through a Valve port 103, and then is connected with the first water storage tank 11, the first three-way Valve 121, the first water pump 12, the charging and power distribution module 13 and the motor 14, and then flows from the 3 port of the first proportional three-way Valve 15(Valve1) to the second three-way Valve 122, bypasses the radiator 16 and returns to the Valve port 102 of the four-way Valve 10 again, and then flows to the Valve port 101 of the four-way Valve 10 to pass through the heat exchanger 17, the fifth three-way Valve, the third water storage tank 180 and the third water pump 18 to the battery 29, so as to form a third circulation loop. At this time, the battery 29 is heated by heat generated by the motor, the water temperature of the battery is monitored by the water temperature sensor, and when the cell temperature is too high, the third circulation loop is switched to control the second proportional three-way valve 27 and the second water pump 28, so that the cell temperature of the battery is kept in a proper interval, and the cruising mileage of the vehicle is improved.

In another possible implementation, a third or fourth circulation loop may be employed to heat the battery and passenger compartment. Specifically, according to heating requests of a passenger compartment and a battery, a heat value required by heating from an actual temperature in the passenger compartment to a set temperature of a passenger is estimated, so that a heating loop water temperature value requirement is obtained, and the heat value is heat brought by the heating loop water temperature. If the water temperature in the motor circuit (the residual heat of the motor is sufficient) can reach the water temperature requirement of the passenger compartment and the battery, the third circulation loop is adopted to heat the passenger compartment and the battery. And if the residual heat of the motor is insufficient, adjusting the valve port state of the four-way valve, and switching to a fourth circulation loop to heat the passenger compartment and the battery. Thereby meeting the heating requirements of the passenger compartment and the battery.

In a possible implementation manner, the cell temperature, the water temperature, the motor loop temperature, and the like of the battery may be collected by the temperature sensor 30, and the pressure of the refrigerant may be measured by the pressure sensor 31. It should be noted that the temperature sensor 30 and the pressure sensor 31 may be disposed at other positions according to practical situations, and the embodiment of the present application is not limited to the position shown in fig. 1A.

Through the technical scheme disclosed by the embodiment of the application, when the temperature of the battery core of the battery is too high, the battery is cooled through the first circulation loop and the second circulation loop, the phenomenon that the discharge power and the discharge capacity of the battery are influenced due to the too high temperature of the battery core of the battery is avoided, and therefore the cruising mileage of a vehicle is prolonged. When the electric core temperature of battery was crossed lowly, through switching over between first circulation return circuit and the second circulation return circuit to the battery cooling, can not aggravate the rise of the inside temperature of battery, avoid the electric core temperature of battery too high and influence battery discharge power and capacity to the continuation of the journey mileage of vehicle has been prolonged. Meanwhile, the risk of spontaneous combustion of the battery and the vehicle is avoided, and the safety and the reliability are high.

In addition, the battery is cooled or heated by the waste heat of the cooling fan and the motor, so that the starting time of the compressor and the heating part is shortened, the energy consumption is avoided, and the endurance mileage of the vehicle is further prolonged.

Further, the passenger compartment and the battery can share the motor waste heat and the cooling fan to cool or heat, so that the starting time of the compressor and the heating part is further shortened, the energy consumption is avoided, and the endurance mileage of the vehicle is prolonged.

Example 2

As shown in fig. 2, an embodiment of the present application provides a battery thermal management control method for a vehicle, and an execution subject of the method may be an in-vehicle terminal. The method may specifically comprise the steps of:

s201: first target information related to the battery is acquired, and the first target information at least indicates the cell temperature of the battery.

Specifically, the first target information includes, but is not limited to, a cell temperature of the battery, an opening degree of the electronic expansion valve, a motor circuit temperature in which the battery is located, an ambient temperature in which the battery is located, and the like. Specifically, the core temperature of the battery, the motor loop temperature and the ambient temperature of the battery can be obtained through the temperature sensor. The opening degree of the electronic expansion valve can be measured by using a valve opening degree sensor.

In one possible implementation manner, the first circulation loop includes an electronic expansion valve, and the first target information includes a cell temperature of the battery and an opening degree of the electronic expansion valve.

In another possible implementation manner, the first target information includes a cell temperature of the battery, an opening degree of the electronic expansion valve, a motor circuit temperature where the battery is located, and an ambient temperature where the battery is located.

S203: and under the condition that the first target information meets a first condition, controlling the compressor to be started, and cooling the battery through the first circulation loop. And switching from the first circulation loop to the second circulation loop when the first target information meets the second condition.

Specifically, the first circulation loop is a loop in which the compressor is located, and the first target information may include a cell temperature of the battery, and when the cell temperature exceeds a fifth threshold (e.g., 35 degrees celsius), the first target information indicates that the first condition is satisfied. At the moment, the compressor is started, the refrigerant of the compressor is forcibly used for exchanging heat with the battery loop, and the temperature of the battery is rapidly reduced.

In the case where the first target information includes a cell temperature of the battery and an opening degree of the electronic expansion valve, in the case where the cell temperature is lower than a first threshold value (e.g., 30 degrees celsius) and the opening degree of the electronic expansion valve is lower than a second threshold value (e.g., 20%), switching is performed from the first circulation loop to the second circulation loop.

Specifically, the opening degree of the valve of the electronic expansion valve is positively correlated with the cooling demand inside the battery. The opening degree of the valve is larger, the refrigerating requirement of the battery is larger, when the opening degree is lower than a second threshold value, the refrigerating requirement of the battery is smaller, and the battery can be cooled by switching to a second circulation loop through a cooling fan and a radiator. The starting time of the compressor is reduced, and energy is saved, so that the endurance mileage of the vehicle is prolonged.

In another possible implementation manner, in a case that the first target information includes a cell temperature of the battery, an opening degree of the electronic expansion valve, a motor circuit temperature where the battery is located, and an ambient temperature where the battery is located, in a case that the cell temperature is lower than a first threshold, the opening degree of the electronic expansion valve is lower than a second threshold, the motor circuit temperature is lower than a third threshold (e.g., 35 degrees celsius), and a difference between the motor circuit temperature and the ambient temperature where the battery is located exceeds a fourth threshold (e.g., 3 degrees celsius), the first circulation circuit is switched to the second circulation circuit.

S204: and controlling the compressor to be closed, and cooling the battery through the second circulation loop.

Specifically, the second circulation circuit is a circuit in which a radiator and a cooling fan are located.

In one possible implementation, S204 includes: and controlling a cooling fan in the second circulation loop to cool the battery.

Specifically, according to the cooling demand of the battery, the battery can be cooled by regulating the opening of the cooling fan.

In one possible implementation, controlling the cooling fan in the second circulation loop to cool down the battery includes:

and determining a first opening degree (0-100% duty ratio, wherein different duty ratios indicate different rotating speeds of the fan) of the cooling fan according to the temperature of the motor circuit, the pressure of the whole vehicle of the vehicle and the speed of the vehicle. And determining the compensation opening degree of the cooling fan according to the difference value of the motor loop temperature and the ambient temperature of the battery. And superposing the first opening degree and the compensation opening degree to obtain a second opening degree. And controlling the cooling fan to work at a second opening degree so as to cool the battery.

Specifically, the first opening degree may be R1 from the vehicle speed/motor circuit temperature, and R2 from the vehicle pressure/vehicle speed. The method comprises the following steps: the first opening R1, which is usually a calibration value, is found from a two-dimensional table of vehicle speed/motor circuit temperature for a certain vehicle speed and motor circuit temperature. And finding out a first opening R2 corresponding to a certain vehicle pressure and vehicle speed from a two-dimensional table of the vehicle pressure/vehicle speed.

For the compensation opening degree, a judgment may be made in conjunction with the motor circuit temperature and the ambient temperature, and in the second loop, a corresponding compensation opening degree R3 is determined for the difference between the motor circuit temperature and the ambient temperature. For example, the compensation opening degree of the cooling fan may be 8% when the difference between the motor circuit temperature and the ambient temperature is 3 degrees, 6% when the difference between the motor circuit temperature and the ambient temperature is 6 degrees, and 4% when the difference between the motor circuit temperature and the ambient temperature is 9 degrees.

The final opening degree R of the fan (i.e., the second opening degree described above) can be calculated by using the formula of R ═ Max (R1, R2) + R3, that is, taking the maximum value from the above-described R1 and R2 and superimposing the maximum value with the compensation opening degree.

In one possible implementation, the compensating opening degree of the cooling fan may be performed only for the second circulation circuit, and the compensating opening degree of the cooling fan in the other circulation circuit is zero. The cooling fan of the second circulation loop is used as a main cooling means, so that the compensation opening degree is increased, the rotating speed of the fan is increased, and the cooling capacity is improved. The third circulation loop and the fourth loop are heating loops, and the compensation opening degree of the cooling fan is set to be zero, so that the heat loss is reduced by avoiding passing through the cooling fan.

Through the technical scheme disclosed in the application, when the electric core temperature of battery was too high, through switching between first circulation return circuit and the second circulation return circuit to the battery cooling, can not aggravate the rise of the inside temperature of battery, avoid the electric core temperature of battery too high and influence battery discharge power and capacity to the continuation of the journey mileage of vehicle has been prolonged. Meanwhile, the risk of spontaneous combustion of the battery and the vehicle is avoided, and the safety and the reliability are high.

The compressor can be closed or opened by switching the first circulation loop and the second circulation loop, and the battery is cooled by the second circulation loop, so that the opening time of the compressor is shortened, the energy consumption is avoided, and the endurance mileage of the vehicle is prolonged.

In addition, the battery is cooled through the cooling fan, the starting time of the compressor is shortened, energy consumption is avoided, and the endurance mileage of the vehicle is further prolonged.

Example 3

As shown in fig. 3, an embodiment of the present application provides a battery thermal management control method for a vehicle, and an execution subject of the method may be an in-vehicle terminal. The method may specifically comprise the steps of:

s301: first target information related to the battery is acquired, and the first target information at least indicates the cell temperature of the battery.

S302: and under the condition that the first target information meets a third condition, controlling the compressor to be closed, and cooling the battery through the second circulation loop. And switching from the second circulation loop to the first circulation loop when the first target information meets the first condition. And controlling the compressor to be started, and cooling the battery through the first circulation loop.

Specifically, the first target information includes a cell temperature, a minimum value of the cell temperature, and an average value of the cell temperature. In a preset time, the maximum value of the cell temperature of the battery does not exceed a fifth threshold (for example, 35 ℃), the minimum value is greater than or equal to a sixth threshold (for example, 10 ℃), and the average value does not exceed a seventh threshold (for example, 25 ℃) (a third condition), and the battery is cooled by using a second circulation loop. And when the maximum value of the cell temperature of the battery exceeds a fifth threshold (for example, 35 ℃ (first condition)) in a preset time, switching to a first circulation loop, and cooling the battery through the first circulation loop.

S303: and under the condition that the first target information meets a first condition, controlling the compressor to be started, and cooling the battery through the first circulation loop. In the case that the first target information satisfies the second condition, switching from the first circulation loop to the second circulation loop

S304: and controlling the compressor to be closed, and cooling the battery through the second circulation loop.

It is to be noted that S301, S303, and S304 have the same or similar embodiments as S201, S203, and S204, and the same points can be referred to each other, and the embodiments of the present application are not described herein again.

Example 4

As shown in fig. 4A, an embodiment of the present application provides a battery thermal management control method for a vehicle, where an execution subject of the method may be an in-vehicle terminal. The method may specifically comprise the steps of:

s401: first target information related to the battery is acquired, and the first target information at least indicates the cell temperature of the battery.

S403: and under the condition that the first target information meets a first condition, controlling the compressor to be started, and cooling the battery through the first circulation loop. In the case that the first target information satisfies the second condition, switching from the first circulation loop to the second circulation loop

S404: and controlling the compressor to be closed, and cooling the battery through the second circulation loop.

It is to be noted that S401, S403, and S404 have the same or similar embodiments as S201, S203, and S204, and the same points can be referred to each other, and the embodiments of the present application are not described herein again.

S405: second target information related to the battery is acquired, and the second target information at least indicates the temperature of a motor loop where the battery is located. And under the condition that the second target information meets a fourth condition, controlling the heating part to be closed, and heating the battery through a third circulation loop, wherein the third circulation loop is a loop where the motor is located, and the heat in the third circulation loop is derived from the waste heat of the motor. And under the condition that the second target information meets a fifth condition, controlling the heating part to be started, and heating the battery through a fourth circulation loop, wherein the fourth circulation loop is a loop where the heating part is located.

Specifically, the second objective information includes, but is not limited to, a motor circuit temperature, a battery minimum inlet water temperature, a battery maximum inlet water temperature, an ambient temperature, an inlet water temperature of the motor, and the like.

In a possible implementation manner, when the temperature of the motor loop is between the lowest water inlet temperature of the battery and the highest water inlet temperature of the battery (fourth condition), the heating part is controlled to be closed, and the battery is heated by using waste heat generated by the motor.

In one possible implementation, when the inlet water temperature of the motor inlet is lower than the lowest inlet water temperature of the battery (e.g., 20 degrees celsius), the heating element (e.g., PTC) is turned on, and the hot water heats the battery via the heat exchanger to the battery circuit coolant, and the battery is heated via the fourth circulation loop as mentioned in fig. 1D.

In another possible implementation, when the motor circuit temperature exceeds the maximum water inlet temperature of the battery (e.g., 45 degrees celsius), the heating element is turned off, and the battery is still heated by the fourth circulation loop as mentioned in fig. 1D.

In another possible implementation, the battery and the passenger compartment can also be heated simultaneously by the third circulation loop or the fourth circulation loop. The method comprises the following steps:

and after receiving a heating request of the passenger compartment, controlling the heating part to be closed under the condition that the second target information meets a sixth condition, and heating the battery and the passenger compartment through a third circulation loop, wherein the heat in the third circulation loop is derived from the residual heat of the motor. And in the case that the second target information does not satisfy the fourth condition, switching to a fourth circulation loop to heat the battery and the passenger compartment, wherein a heating component in the fourth circulation loop is in an opening state.

Specifically, a heating circuit water temperature request is estimated based on the request for heating of the passenger compartment and the battery. If the water temperature in the motor circuit (the residual heat of the motor is sufficient) can reach the water temperature requirement of the passenger compartment and the battery, the third circulation loop is adopted to heat the passenger compartment and the battery. And if the residual heat of the motor is insufficient, adjusting the valve port state of the four-way valve, and switching to a fourth circulation loop to heat the passenger compartment and the battery. Thereby meeting the heating requirements of the passenger compartment and the battery.

Through the technical scheme that this application embodiment provided, when the electric core temperature of battery was too high, through first circulation circuit and second circulation circuit to the battery cooling, avoided the electric core temperature of battery too high and influence battery discharge power and capacity to the continuation of the journey mileage of vehicle has been prolonged. When the battery core temperature of the battery is too low, the battery is heated through the third circulation loop and the fourth circulation loop, the phenomenon that the battery core temperature of the battery is too low to influence the discharge power and the capacity of the battery is avoided, and therefore the endurance mileage of the vehicle is prolonged.

Example 5

As shown in fig. 4B, an embodiment of the present application provides a battery thermal management control method for a vehicle, where an execution subject of the method may be an in-vehicle terminal. The method may specifically comprise the steps of:

s501: and receiving a cell temperature of the battery from the BMS, wherein the cell temperature is first target information of the battery.

S502: and judging whether the maximum value Tmax of the battery cell temperature does not exceed a fifth threshold, and if so, entering S503, and if not, entering S504.

Wherein the fifth threshold may be 35 degrees celsius.

S503: and switching to the second circulation loop and starting the electric compressor.

S504: and judging whether the average value Tavg of the cell temperatures does not exceed a seventh threshold value, and if not, entering S505, and if so, entering S506.

Wherein, the seventh threshold may be 25 degrees celsius.

S505: and switching to the first circulation loop to cool the battery.

S506: and judging whether the average value Tavg of the cell temperatures does not exceed the eighth threshold, and if not, entering S507, and if so, entering S503.

Specifically, the eighth threshold may be 32 degrees celsius.

S507: and switching to the first circulation loop to cool the battery.

S508: and judging whether the maximum value Tmax of the cell temperature of the battery does not exceed a ninth threshold, returning to S503 if the maximum value Tmax of the cell temperature of the battery exceeds the ninth threshold, and entering S509 if the maximum value Tmax of the cell temperature of the battery does not exceed the ninth threshold.

Wherein, the ninth threshold may be 30 degrees celsius.

S509: it is determined whether the opening degree of the electronic expansion valve (EXV) is lower than a second threshold value, and if not, the process returns to S503, and if so, the process proceeds to S510.

The second threshold may be 20%.

S510: and judging that the difference value between the motor loop temperature Teds and the ambient temperature Tamb of the battery exceeds a fourth threshold value, if not, returning to S503, and if yes, entering S511.

Wherein the fourth threshold may be 3 degrees celsius. S511: the electric compressor is turned off and switched to the first circulation loop.

Through the technical scheme disclosed by the embodiment of the application, under the condition that the battery core temperature of the battery meets the corresponding conditions, the battery is cooled through switching between the first circulation loop and the second circulation loop, the rise of the internal temperature of the battery can not be aggravated, the phenomenon that the battery core temperature of the battery is too high to influence the discharge power and the capacity of the battery is avoided, and therefore the cruising mileage of a vehicle is prolonged. Meanwhile, the risk of spontaneous combustion of the battery and the vehicle is avoided, and the safety and the reliability are high.

On the basis of the same technical concept, the embodiment of the present application further provides a vehicle battery thermal management control device, fig. 5 is a schematic diagram of a module composition of the vehicle battery thermal management control device provided in the embodiment of the present application, the vehicle battery thermal management control device is configured to execute the vehicle battery thermal management control method described in fig. 2 to 4B, and as shown in fig. 5, the vehicle battery thermal management control device 5 includes: the device comprises an acquisition module 501, a first control module 502, a switching module 503 and a second control module 504.

An obtaining module 501 is configured to obtain first target information related to a battery, where the first target information at least indicates a cell temperature of the battery. The first control module 502 is configured to control the compressor to be started when the first target information meets a first condition, and cool the battery through a first circulation loop, where the first circulation loop is a loop where the compressor is located. A switching module 503, configured to switch from the first circulation loop to the second circulation loop when the first target information satisfies the second condition. And a second control module 504, configured to control the compressor to be turned off, and cool the battery through a second circulation loop, where the second circulation loop includes a radiator and a cooling fan.

Through the technical scheme that this application embodiment provided, under the condition that the electric core temperature of battery satisfies corresponding condition, through first circulation circuit and second circulation circuit to the battery cooling, avoid the electric core temperature of battery too high and influence battery discharge power and capacity to the continuation of the journey mileage of vehicle has been prolonged.

In one possible implementation manner, the method further includes:

a third control module (not shown in the figure) for controlling the compressor to be closed and cooling the battery through the second circulation loop under the condition that the first target information meets a third condition;

a second switching module (not shown in the figure) for switching from the second circulation loop to the first circulation loop when the first target information satisfies the first condition;

and a fourth control module (not shown in the figure) for controlling the compressor to be started and cooling the battery through the first circulation loop.

In a possible implementation manner, the first circulation loop includes an electronic expansion valve, the first target information includes a cell temperature of the battery and an opening degree of the electronic expansion valve, and the switching module 503 is further configured to switch from the first circulation loop to the second circulation loop when the cell temperature is lower than a first threshold and the opening degree of the electronic expansion valve is lower than a second threshold. The second control module 504 is also used to control the radiator and the cooling fan in the second circulation loop to cool the battery.

In one possible implementation, the first target information further includes a motor circuit temperature at which the battery is located and an ambient temperature at which the battery is located. The switching module 503 is further configured to switch the first circulation loop to the second circulation loop when the cell temperature is lower than a first threshold, the opening degree of the electronic expansion valve is lower than a second threshold, the motor loop temperature is lower than a third threshold, and a difference between the motor loop temperature and the ambient temperature of the battery exceeds a fourth threshold. The second control module 504 is also used to control a cooling fan in the second circulation loop to cool the battery.

In one possible implementation, the second control module 504 is further configured to determine the first opening degree of the cooling fan according to the motor circuit temperature, the overall pressure of the vehicle, and the vehicle speed of the vehicle. And determining the compensation opening degree of the cooling fan according to the difference value of the motor loop temperature and the ambient temperature of the battery. And superposing the first opening degree and the compensation opening degree to obtain a second opening degree. And controlling the cooling fan to work at a second opening degree so as to cool the battery.

In one possible implementation manner, the method further includes:

and a second obtaining module (not shown in the figure) for obtaining second target information related to the battery, wherein the second target information at least indicates the temperature of the motor loop where the battery is located.

And a fifth control module (not shown in the figure) for controlling the heating part to be closed and heating the battery through a third circulation loop under the condition that the second target information meets a fourth condition, wherein the heat in the third circulation loop is derived from the residual heat of the motor.

And a sixth control module (not shown in the figure) for controlling the heating component to be started to heat the battery through the fourth circulation loop under the condition that the second target information meets the fifth condition.

In one possible implementation manner, the method further includes:

and a seventh control module (not shown in the figures) for controlling the heating component to be closed and heating the battery and the passenger compartment through a third circulation loop when the second target information meets a sixth condition after receiving a heating request of the passenger compartment, wherein the third circulation loop is a loop where the motor is located, and heat in the third circulation loop is derived from residual heat of the motor.

And a third switching module (not shown in the figure) for switching to a fourth circulation loop to heat the battery and the passenger compartment when the second target information does not satisfy a fourth condition, wherein the fourth circulation loop is a loop in which the heating component is located, and the heating component in the fourth circulation loop is in an open state.

Finally, an embodiment of the present application provides a battery thermal management control system for a vehicle, including:

the system comprises a four-way valve, a compressor, a radiator, a cooling fan and a server; the server is used for adjusting a valve port of the four-way valve to be in a first state, starting the compressor, the compressor and the battery form a first circulation loop, adjusting the valve port of the four-way valve to be in a second state, and the cooling fan, the radiator and the battery form a second circulation loop; the server is also used for acquiring first target information of the battery;

under the condition that the first target information meets a first condition, controlling a compressor to be started, and cooling a battery through a first circulation loop, wherein the first circulation loop is a loop where the compressor is located; under the condition that the first target information meets a second condition, switching from the first circulation loop to the second circulation loop; and controlling the compressor to be closed, and cooling the battery through a second circulation loop, wherein the second circulation loop is a loop in which a radiator and a cooling fan are arranged.

Through the technical scheme that this application embodiment discloses, when the electric core temperature of battery was too high, through switching between first circulation return circuit and the second circulation return circuit to the battery cooling, can not aggravate the rise of the inside temperature of battery, avoid the electric core temperature of battery too high and influence battery discharge power and capacity to the continuation of the journey mileage of vehicle has been prolonged. Meanwhile, the risk of spontaneous combustion of the battery and the vehicle is avoided, and the safety and the reliability are high.

Further, the battery thermal management control system further comprises:

further comprising: heating member and motor.

The server is also used for adjusting the valve port of the four-way valve to be in a third state, starting the heating part, the heating part and the battery form a fourth circulation loop, adjusting the valve port of the four-way valve to be in a fourth state, and forming a third circulation loop by the motor and the battery; the server is further configured to: acquiring second target information related to the battery, wherein the second target information at least indicates the temperature of a motor loop where the battery is located; under the condition that the second target information meets a fourth condition, the heating part is controlled to be closed, the battery is heated through a third circulation loop, the third circulation loop is a loop where the motor is located, and heat in the third circulation loop is derived from waste heat of the motor; and under the condition that the second target information meets a fifth condition, controlling the heating part to be started, and heating the battery through a fourth circulation loop, wherein the fourth circulation loop is a loop where the heating part is located.

It should be noted that the vehicle battery thermal management control system provided in the embodiment of the present application has the same or similar embodiments as those in the above embodiments, and the same points may be referred to each other, and the details of the embodiment of the present application are not repeated herein.

Through the technical scheme that this application embodiment provided, when the electric core temperature of battery was too high, through switching between first circulation return circuit and the second circulation return circuit to the battery cooling, can not aggravate the rise of the inside temperature of battery, avoid the electric core temperature of battery too high and influence battery discharge power and capacity to the continuation of the journey mileage of vehicle has been prolonged. Meanwhile, the risk of spontaneous combustion of the battery and the vehicle is avoided, and the safety and the reliability are high. When the battery core temperature of the battery is too low, the battery is heated through the third circulation loop and the fourth circulation loop, the phenomenon that the battery core temperature of the battery is too low to influence the discharge power and the capacity of the battery is avoided, and therefore the endurance mileage of the vehicle is prolonged.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.

The memory may include forms of volatile memory in a computer readable medium, Random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.

Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A battery thermal management control method for a vehicle, characterized by comprising:

acquiring first target information related to a battery, wherein the first target information at least indicates the cell temperature of the battery;

under the condition that the first target information meets a first condition, controlling a compressor to be started, and cooling the battery through a first circulation loop, wherein the first circulation loop is a loop where the compressor is located;

under the condition that the first target information meets a second condition, switching from the first circulation loop to a second circulation loop;

and controlling the compressor to be closed, and cooling the battery through the second circulation loop, wherein the second circulation loop is a loop in which a radiator and a cooling fan are arranged.

2. The vehicle battery thermal management control method according to claim 1, wherein before the cooling the battery by the first circulation loop, the method further comprises:

under the condition that the first target information meets a third condition, the compressor is controlled to be closed, and the battery is cooled through the second circulation loop;

switching from the second circulation loop to the first circulation loop if the first target information satisfies the first condition;

and controlling the compressor to be started, and cooling the battery through the first circulation loop.

3. The vehicle battery thermal management control method according to claim 1, wherein the first circulation loop includes an electronic expansion valve, and the first target information includes a cell temperature of the battery and an opening degree of the electronic expansion valve;

the switching from the first circulation loop to the second circulation loop in the case where the first target information satisfies a second condition includes:

under the condition that the battery cell temperature is lower than a first threshold value and the opening degree of the electronic expansion valve is lower than a second threshold value, switching from the first circulation loop to the second circulation loop;

said cooling said battery through said second circulation loop comprises:

and controlling a radiator and a cooling fan in the second circulation loop to cool the battery.

4. The vehicle battery thermal management control method according to claim 3, characterized in that the first target information further includes a motor circuit temperature at which the battery is located and an ambient temperature at which the battery is located;

under the conditions that the cell temperature is lower than the first threshold value, the opening degree of the electronic expansion valve is lower than the second threshold value, the motor loop temperature is lower than a third threshold value, and the difference value between the motor loop temperature and the ambient temperature of the battery exceeds a fourth threshold value, switching from the first circulation loop to the second circulation loop;

said cooling said battery through said second circulation loop comprises:

5. The battery thermal management control method of the vehicle according to claim 3 or 4, wherein the controlling of the radiator and the cooling fan in the second circulation loop to cool down the battery includes:

determining a first opening degree of the cooling fan according to the temperature of the motor loop, the pressure of the whole vehicle of the vehicle and the speed of the vehicle;

determining the compensation opening degree of the cooling fan according to the difference value between the temperature of the motor loop and the ambient temperature of the battery;

superposing the first opening degree and the compensation opening degree to obtain a second opening degree;

and controlling the cooling fan to work at the second opening degree and controlling the radiator to cool the battery.

6. The vehicle battery thermal management control method of claim 1, further comprising:

acquiring second target information related to the battery, wherein the second target information at least indicates the temperature of a motor loop where the battery is located;

under the condition that the second target information meets a fourth condition, controlling a heating part to be closed, and heating the battery through a third circulation loop, wherein the third circulation loop is a loop where the motor is located, and heat in the third circulation loop is derived from waste heat of the motor;

and under the condition that the second target information meets a fifth condition, controlling the heating part to be started, and heating the battery through a fourth circulation loop, wherein the fourth circulation loop is a loop where the heating part is located.

7. The battery thermal management control method of a vehicle according to claim 6, wherein after the obtaining of the second target information relating to the battery, the method further comprises:

after receiving a heating request of a passenger compartment, controlling the heating part to be closed under the condition that the second target information meets a sixth condition, and heating the battery and the passenger compartment through a third circulation loop, wherein the heat in the third circulation loop is derived from the residual heat of the motor;

and under the condition that the second target information does not meet the fourth condition, switching to the fourth circulation loop to heat the battery and the passenger compartment, wherein the heating component in the fourth circulation loop is in an opening state.

8. A battery thermal management control apparatus of a vehicle, characterized by comprising:

the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring first target information related to a battery, and the first target information at least indicates the cell temperature of the battery;

the first control module is used for controlling a compressor to be started under the condition that the first target information meets a first condition, and cooling the battery through a first circulation loop, wherein the first circulation loop is a loop where the compressor is located;

the switching module is used for switching the first circulation loop to a second circulation loop under the condition that the first target information meets a second condition;

and the second control module is used for controlling the compressor to be closed and cooling the battery through the second circulation loop, and the second circulation loop is a loop in which a radiator and a cooling fan are arranged.

9. A battery thermal management control system for a vehicle, comprising: the system comprises a four-way valve, a compressor, a radiator, a cooling fan and a server;

the server is used for adjusting a valve port of the four-way valve to be in a first state, starting the compressor, the compressor and the battery form a first circulation loop, adjusting the valve port of the four-way valve to be in a second state, and the cooling fan, the radiator and the battery form a second circulation loop;

the server is further used for acquiring first target information of the battery;

under the condition that the first target information meets a first condition, controlling the compressor to be started, and cooling the battery through a first circulation loop, wherein the first circulation loop is a loop where the compressor is located;

10. The vehicle battery thermal management control system of claim 9, further comprising: a heating member and a motor;

the server is also used for adjusting a valve port of the four-way valve to be in a third state, starting the heating part, forming a fourth circulation loop by the heating part and the battery, adjusting the valve port of the four-way valve to be in a fourth state, and forming a third circulation loop by the motor and the battery;

the server is further configured to: