CN108860136B - Control system and control method for vehicle - Google Patents

Control system and control method for vehicle Download PDF

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Publication number
CN108860136B
CN108860136B CN201810542155.6A CN201810542155A CN108860136B CN 108860136 B CN108860136 B CN 108860136B CN 201810542155 A CN201810542155 A CN 201810542155A CN 108860136 B CN108860136 B CN 108860136B
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China
Prior art keywords
engine
temperature
motor
coolant
vehicle
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CN201810542155.6A
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CN108860136A (en
Inventor
徐鹏
康国旺
张登贤
高磊
孔传宝
姚宁
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Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
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Priority to CN201810542155.6A priority Critical patent/CN108860136B/en
Publication of CN108860136A publication Critical patent/CN108860136A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state

Abstract

The invention provides a control system and a control method for a vehicle, and relates to the field of vehicle thermal management systems, wherein the control system comprises a fan; a motor; an engine; the temperature collector is used for collecting the temperature of engine coolant of the vehicle; the comparator is connected with the temperature collector and used for comparing the temperature of the engine coolant with the lowest temperature of the coolant when the engine is started; and the controller is connected with the comparator and used for controlling whether the motor preheats or cools the engine and controlling whether the fan works or not according to the comparison result of the temperature of the engine coolant and the lowest temperature of the coolant when the engine is started. The invention solves the problem that the heat management system in the prior art cannot rapidly increase the temperature of the engine, so that the cooling efficiency of the heat management system of the hybrid vehicle is low.

Description

Control system and control method for vehicle
Technical Field
The present invention relates to the field of vehicle control systems, and in particular, to a control system and a control method for a vehicle.
Background
The hybrid power is different from the traditional gasoline power and electric drive hybrid power automobile, the hybrid power driving principle and the driving unit are the same as those of an electric vehicle, so the hybrid power automobile is called as a hybrid power automobile because the battery capacity is relatively large, the battery can be charged by an external power grid, and the hybrid power automobile can run in a pure electric mode. During the running process of the vehicle, the components such as the engine, the motor, the battery and the like generate a large amount of heat in the working process, so that the temperature of the power components is continuously increased, and the working efficiency, the working life and the working of the engine, the motor and the battery require that the hybrid electric vehicle is provided with a set of cooling system different from the traditional vehicle, so that the set of cooling system can ensure that the temperature of the engine, the motor and the battery during the working process is controlled within a reasonable range.
The conventional hybrid power heat management system is simple, and generally layered cooling is not performed on hybrid power parts, so that an engine which does not reach a specified temperature cannot be preheated, the cooling efficiency of the whole hybrid system is low, and the energy consumption of a vehicle is high.
Disclosure of Invention
An object of the present invention is to provide a control method and a control system for a vehicle, so as to solve the problem that the cooling efficiency of a thermal management system of a hybrid vehicle is low due to the fact that the temperature of an engine cannot be rapidly raised by the control method of the thermal management system in the prior art.
It is another object of the present invention to reduce energy consumption of a vehicle hybrid system.
In particular, the present invention provides a control system for a vehicle, comprising:
a motor;
an engine;
a fan;
the temperature collector is used for collecting the temperature of engine coolant of the vehicle;
the comparator is connected with the temperature collector and used for comparing the temperature of the engine coolant with the lowest temperature of the coolant when the engine is started; and
and the controller is connected with the comparator and used for controlling whether the motor preheats or cools the engine and controlling whether the fan works or not according to the comparison result of the temperature of the cooling liquid of the engine and the lowest temperature of the cooling liquid when the engine is started.
The motor electromagnetic valve is configured to be communicated with the engine electromagnetic valve when the motor preheats the engine, so that the cooling liquid in the motor flows through the engine electromagnetic valve to enter the engine through the interior of the motor electromagnetic valve to preheat the engine.
The motor electromagnetic valve comprises a first electromagnetic valve and a second electromagnetic valve;
the first electromagnetic valve is configured to be disconnected from the engine electromagnetic valve when the engine and the motor respectively start to be independently cooled, so that the cooling liquid in the motor passes through the condenser and the second electromagnetic valve and returns to the motor; and
the thermostat is configured to remain closed when the engine and the motor start to be independently cooled respectively and the temperature of the engine coolant is lower than a first preset temperature, so that the coolant in the engine is pumped back into the engine through the thermostat and the engine water, or to be opened when the engine and the motor start to be independently cooled respectively and the temperature of the engine coolant is higher than or equal to the first preset temperature, so that the coolant in the engine is pumped back into the engine through the thermostat, the engine solenoid valve, the radiator and the engine water.
Further, the first solenoid valve is configured to be disconnected from the engine solenoid valve when the engine and the motor are cooled in series, so that the cooling liquid in the motor passes through the condenser and the second solenoid valve and returns to the motor; and
the thermostat is configured to open when the engine and the electric machine are cooled in series, causing a portion of coolant within the engine to pass through the thermostat, the engine water pump, and back into the engine, and another portion of coolant within the engine to pass through the engine solenoid valve, the radiator, the engine water pump, and back into the engine; and mixing part of the cooling liquid passing through the engine water pump with the cooling liquid passing through the condenser in the motor and flowing to the second electromagnetic valve, and then returning the mixture to the motor.
Further, the power supply device also comprises an electric quantity collector and a power battery, wherein the electric quantity collector is used for detecting the residual electric quantity of the power battery;
the comparator is configured to compare the remaining capacity of the current battery with the lowest remaining capacity of the vehicle in an electric-only driving mode;
the controller is configured to determine a driving mode of the hybrid vehicle according to a comparison result of the current battery remaining capacity and a lowest remaining capacity in an electric-only driving mode.
Further, the comparator is configured to compare the temperature of the motor with a lowest temperature at which the engine is in a large-cycle operation and the temperature of the fan, respectively;
the controller is configured to control whether the motor is independently cooled, whether the engine is in a large-cycle operation mode or a small-cycle operation mode or a cooling mode in series with the motor, and whether the fan is operated, according to a comparison result between the temperature of the motor and the lowest temperature of the engine in the large-cycle operation and the temperature of the fan, respectively.
Further, the comparator is also configured to compare the current remaining capacity of the battery with a minimum capacity required for the motor to warm up the engine;
the controller is further configured to control whether the motor is independently cooled or whether the motor is preheated for the engine, and control the fan not to operate, according to a comparison result of the remaining capacity of the current battery and a minimum capacity required for the motor to preheat the engine.
Further, the comparator is further configured to compare the temperature of the electric motor with the temperature of the engine coolant when the vehicle is in a hybrid travel mode;
the controller is further configured to control whether the motor preheats the engine and whether the fan operates, based on a result of comparison between the temperature of the motor and the temperature of the engine coolant.
The present invention also provides a control method for a vehicle, including:
comparing the residual capacity of the current battery of the vehicle with the lowest residual capacity of the vehicle in the pure electric driving mode;
determining that the running mode of the vehicle is a pure electric running mode or a hybrid running mode according to the comparison result;
judging whether the temperature of engine coolant of the vehicle is higher than the lowest temperature of the coolant when the engine is started;
when the temperature of the engine coolant is not higher than the lowest temperature of the coolant when the engine is started, determining whether the motor preheats the engine and determining whether the fan works;
and when the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started and the running mode of the vehicle is the pure electric running mode, determining that the motor is independently cooled and the fan does not work, or when the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started and the running mode of the vehicle is the hybrid running mode, determining whether the motor cools the engine and determining whether the fan works.
Further, the vehicle determining whether the motor cools the engine and the fan is operated in the hybrid driving mode when the temperature of the engine coolant is greater than the minimum temperature of the coolant at the time of engine start includes:
judging whether the temperature of the motor is higher than the lowest temperature of the engine in the large-cycle working;
judging whether the temperature of the motor is higher than that of the fan or not;
and determining whether the motor is independently cooled, whether the engine is in a large-cycle working mode or a small-cycle working mode or a cooling mode connected with the motor in series and determining whether the fan works according to the judgment results of the temperature of the motor, the lowest temperature of the engine in the large-cycle working and the temperature of the fan.
The beneficial effects of the invention can be as follows:
firstly, the control system of the invention collects the temperature of the engine coolant through the temperature collector, then compares the temperature collected by the temperature collector with the lowest temperature of the coolant when the engine is started through the comparator, and finally the controller controls whether the motor preheats or cools the engine or not and controls whether the fan works or not according to the comparison result of the comparator. Therefore, the control system can control the working modes of the motor, the engine and the fan by combining the starting conditions of the motor and the fan, so that the working temperatures of the engine and the motor are controlled within a reasonable range, the cooling efficiency of the thermal management system of the hybrid vehicle can be improved, and the energy consumption of the hybrid power system of the vehicle can be reduced. Therefore, the problem that the cooling efficiency of the thermal management system of the hybrid vehicle is low due to the fact that the temperature of the engine cannot be rapidly increased through thermal management in the prior art is solved.
Secondly, the control system of the invention can enable the motor to preheat the engine through the working modes of the motor electromagnetic valve and the engine electromagnetic valve, or the motor and the engine are respectively cooled separately, or the motor and the engine are connected in series for cooling, so that the working temperatures of the engine and the motor are controlled in a more reasonable range according to the different working modes of the motor and the engine, thereby greatly improving the cooling efficiency of the thermal management system of the hybrid vehicle.
Moreover, the control system or the control method further comprises the step of comparing the temperature of the motor with the lowest temperature and the temperature of the fan when the engine works in a large circulation mode respectively, so that whether the motor is independently cooled, whether the engine works in the large circulation mode or the small circulation mode or a cooling mode connected with the motor in series and whether the fan works are judged according to the comparison result respectively, and therefore the thermal management system of the hybrid vehicle can be cooled in different working modes. That is, the control method or the control system of the invention can simultaneously combine the large and small circulation of the motor and the engine and the starting condition of the fan to set the temperature gradient so as to further refine the temperature control method and achieve the purpose of further improving the cooling efficiency of the thermal management system, thereby further reducing the energy consumption of the vehicle hybrid power system.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
fig. 1 is a schematic block diagram of a control system for a vehicle according to an embodiment of the present invention;
fig. 2 is a schematic block diagram of a control system for a vehicle according to another embodiment of the present invention;
FIG. 3 is a schematic block diagram of a control system for a vehicle in accordance with a specific embodiment of the present invention;
FIG. 4 is a schematic block diagram of a control system for a vehicle in accordance with another exemplary embodiment of the present invention;
fig. 5 is a schematic structural view of a control system for a vehicle according to a third embodiment of the invention;
FIG. 6 is a schematic flow chart diagram of a control method for a vehicle in accordance with a particular embodiment of the present invention;
FIG. 7 is a schematic flow chart diagram of a control method for a vehicle according to one embodiment of the present invention;
FIG. 8 is a schematic flow chart of a control method for a vehicle according to another embodiment of the invention;
fig. 9 is a schematic flowchart of a control method for a vehicle according to a third embodiment of the invention;
fig. 10 is a schematic flowchart of a control method for a vehicle according to a fourth embodiment of the invention.
Detailed Description
Fig. 1 is a schematic block diagram of a control system for a vehicle according to an embodiment of the present invention, so as to solve the problem that the cooling efficiency of a thermal management system of a hybrid vehicle is low due to the fact that the thermal management cannot rapidly raise the engine temperature in the prior art. The control system of the present embodiment may include a motor 1, an engine 2, a fan 8, a temperature collector 4 for collecting a temperature of engine coolant of a vehicle, and a comparator 5 connected to the temperature collector 4 for comparing the temperature of the engine coolant with a minimum temperature of the coolant at the time of engine start. And the controller 6 is connected with the comparator 5 and used for controlling whether the motor preheats or cools the engine and controlling whether the fan 8 works or not according to the comparison result of the temperature of the engine cooling liquid and the lowest temperature of the cooling liquid when the engine is started. Because the control system of this embodiment collects the temperature of the engine coolant through the temperature collector 4, and then compares the temperature collected by the temperature collector 4 with the lowest temperature of the coolant when the engine is started through the comparator 5, finally the controller 6 controls whether the motor 2 preheats or cools the engine 1 according to the comparison result of the comparator 5, and controls whether the fan 8 works. Therefore, the control system can control the working modes of the motor, the engine and the fan by combining the starting conditions of the motor and the fan, so that the working temperatures of the engine and the motor are controlled within a reasonable range, the cooling efficiency of the thermal management system of the hybrid vehicle can be improved, and the energy consumption of the hybrid power system of the vehicle can be reduced. Therefore, the problem that the cooling efficiency of the thermal management system of the hybrid vehicle is low due to the fact that the temperature of the engine cannot be rapidly increased through thermal management in the prior art can be solved.
In the above embodiment, as shown in fig. 2, the control system may further include a power collector 3 for detecting the remaining amount of power of the vehicle and a power battery 7. The comparator 5 may be configured to compare the current remaining capacity of the battery with the lowest remaining capacity of the vehicle in the electric-only driving mode. The controller 6 may be configured to determine the driving mode of the hybrid vehicle according to a comparison result of the current battery remaining capacity and the lowest remaining capacity in the electric-only driving mode. Therefore, the control system of the embodiment can set the temperature gradient by combining the starting conditions of the motor and the fan under the condition that the vehicle is in different running modes so as to refine the temperature control, thereby improving the cooling efficiency of the hybrid vehicle thermal management system and reducing the energy consumption of the vehicle hybrid power system.
To further refine the temperature control, the comparator 5 may also be configured to compare the temperature of the electric machine 2 with the lowest temperature of the engine 1 when in a large cycle operation, the temperature of the fan, respectively. The controller 6 may be configured to control whether the motor 2 is independently cooled, whether the engine is in a large-cycle operation mode or a small-cycle operation mode or a cooling mode in series with the motor, and whether the fan is operated, according to a result of comparing the temperature of the motor 2 with a lowest temperature of the engine 1 in a large-cycle operation and a temperature of the fan, respectively.
To further set the temperature gradient, the comparator 5 may also be configured to compare the current remaining charge of the battery with the minimum charge required by the electric machine 2 to warm up the engine 1. The controller 6 may be configured to control whether the motor is independently cooled or whether the motor is preheated for the engine according to a comparison result of the remaining power of the current battery and the minimum power required for the motor 2 to preheat the engine 1, and control the fan not to operate. Furthermore, the comparator 5 may also be configured to compare the motor temperature with the temperature of the engine coolant when the vehicle is in the hybrid travel mode. The controller 6 may be further configured to control whether the motor warms up the engine and control whether the fan operates according to a comparison of the motor temperature and the engine coolant temperature.
The control system of the above embodiment includes comparing the temperature of the motor 2 with the lowest temperature and the fan temperature when the engine 1 is in the large-cycle operation, respectively, to determine whether the motor 2 is independently cooled, whether the engine 1 is in the large-cycle operation mode or the small-cycle operation mode or the cooling mode connected in series with the motor 2, and whether the fan is operated, respectively, according to the comparison result, so that the thermal management system of the hybrid vehicle can be cooled in different operation modes. That is to say, the control system of the above embodiment can set the temperature gradient by combining the starting conditions of the motor, the engine large and small cycles and the fan at the same time to further refine the temperature control method, so as to achieve the purpose of further improving the cooling efficiency of the thermal management system, thereby further reducing the energy consumption of the vehicle hybrid power system.
In a specific embodiment, which can be described with reference to fig. 6, when the vehicle is running in the hybrid HEV mode, and the remaining battery SOC (State of Charge, which can be detected by the Charge collector 3) of the power battery is greater than or equal to the Charge SOC required by the electric machine to warm up the enginePreheating minIn time, the VCU of the vehicle control unit reads the temperature T of the engine coolantEngine(the temperature of the engine coolant can also be collected by the temperature collector 4) when TEngineGreater than the minimum temperature T at the start of the engineEngine Start minIn the meantime, the VCU of the entire vehicle continuously reads the temperature of the motor (or the temperature collector 4 collects the temperature of the motor). When T isElectric machineLess than or equal to the temperature T of the engine during the large cycleMajor circulation(the engine is at the lowest temperature during large-cycle operation), the motor and the engine are both cooled independently, and the fan is not operated. When T isElectric machineGreater than the maximum temperature T at which the cooling fan is startedFan MAXWhen the cooling fan works, the motor and the engine are cooled independently, the engine can be cooled in a large circulation mode, and the fan works. When T isElectric machineGreater than the temperature T of the engine during the large cycleMajor circulationWhen the fan is started, the motor and the engine are cooled in series, and the fan does not work. When T isEngineLess than or equal to the minimum temperature T at the time of engine startEngine Start minWhen the temperature of the motor is continuously read by the VCU of the whole vehicle, and the temperature is TElectric machineGreater than or equal to engine temperature TEngineIn time, the motor preheats the engine and the fan does not work. When T isElectric machineLess than engine temperature TEngineWhen the fan is used, the motor and the engine are connected in series for cooling, and the fan does not work. That is, the operation modes in the present embodiment can be mainly divided into three types.
The first, the motor preheating mode, namely the motor preheats the engine, at this moment, the motor temperature is in the low temperature state, preheats the engine simultaneously, can heat up with the engine together fast to reach suitable operating temperature range fast. The second, independent cooling mode, engine and motor are independently cooled respectively, at this moment, the engine can be through the radiator cooling of major cycle, and the motor then can be through condenser cooling, and the temperature of motor is in the state of moderate temperature at this moment. And in the third serial cooling mode, the engine and the motor are connected in series for cooling, at the moment, the motor is in a high-temperature state, and after the temperature is replaced by the radiator and the condenser, the air is accelerated to flow by the fan, so that the heat is taken away to cool the engine and the motor.
As will be described in detail with reference to the cooling pipeline structure, and with reference to fig. 3, 4, or 5, the control system of this embodiment may further include an engine solenoid valve 13 and a motor solenoid valve 22, and the motor solenoid valve 22 is configured to be in controlled communication with the engine solenoid valve 13 when the motor 2 preheats the engine 1, so that the coolant in the motor 2 flows through the engine solenoid valve 13 to enter the engine 1 through the inside thereof, thereby preheating the engine 1. The working states of the motor electromagnetic valve 22 and the engine electromagnetic valve 13 can be controlled by the controller 6, and can also be controlled by the vehicle VCU.
That is, when the motor preheating mode is started, the water circuit working cycle is as shown in fig. 3, that is, the water circuit circulation schematic diagram of the motor preheating mode. When the engine 1 is just started, the temperature of the engine 1 is low, and the temperature of the engine coolant is generally lower than the opening temperature of the thermostat (which may be about 95 ℃), and at this time, the engine 1 performs a small-cycle operation. Meanwhile, after the complete vehicle VCU can judge that the motor gives the engine preheating mode (here, the electric quantity of the power battery 7 and the minimum electric quantity required by the motor 2 for preheating the engine 1 can also be compared by the comparator 5, the temperature of the coolant of the engine 1 and the minimum temperature of the coolant when the engine 1 is started are compared, and finally the motor 2 is controlled by the controller 6 according to the comparison result of the comparator 5 to preheat the engine 1, and the specific control method and process can be shown in the working principle of the control system according to any one of the above embodiments), the complete vehicle VCU sends an instruction to control the on-off of the engine electromagnetic valve 13 and the two motor electromagnetic valves 22. The cooling liquid in the motor enters the cylinder body of the engine 1 through the motor electromagnetic valve 22 and the engine electromagnetic valve 13, preheats the engine 1 to enable the engine 1 to be heated rapidly, and then flows back to the motor cooling system through the motor electromagnetic valve 22. The entire engine cycle does not pass through the radiator 11 and the motor cycle does not pass through the condenser 23, so that the temperature of the engine 1 can be rapidly raised.
In the above embodiment, the control system may further include the condenser 23, the thermostat 10, the radiator 11, and the engine water pump 12, and the motor solenoid valve 22 may include a first solenoid valve (e.g., a motor solenoid valve located above and connected to the motor in fig. 3) and a second solenoid valve (e.g., a motor solenoid valve located below and connected to the motor in fig. 3). The first solenoid valve is configured to be controllably disconnected from the engine solenoid valve 13 when the engine 1 and the motor 2 respectively start to be independently cooled, so that the coolant in the motor 2 is returned to the motor 2 through the condenser 23 and the second solenoid valve. The thermostat 10 may be configured to remain closed when the engine 1 and the motor 2 start to be independently cooled respectively and the engine coolant temperature is lower than a first preset temperature, so that the coolant in the engine 1 is returned to the engine 1 through the thermostat 10 and the engine water pump 12, or to be opened when the engine 1 and the motor 2 start to be independently cooled respectively and the engine coolant temperature is higher than or equal to the first preset temperature, so that the coolant in the engine 1 is returned to the engine through the thermostat 10, the engine solenoid valve 13, the radiator 11, and then the thermostat 10. The first preset temperature may be 85-100 ℃, or may be about 95 ℃.
That is, when the independent cooling mode is started, the working cycle of the water circuit is as shown in fig. 4, that is, the water circuit circulation schematic diagram of the independent cooling mode. When the motor 2 preheats the engine 1 for a period of time or the engine 1 reaches a proper working temperature (for example, about 85 ℃) through other measures, the VCU of the whole vehicle can judge that the engine and the motor are independently cooled respectively (the specific control method and process or principle can be shown in the working principle of the control system described in any one of the above embodiments), and send out an instruction to control the on-off of the engine electromagnetic valve 13 and the two motor electromagnetic valves 22, so that the engine 1 and the motor 2 start to be independently cooled respectively.
In the motor independent cooling circulation pipeline, the cooling liquid flows back to the motor 2 again through the first motor electromagnetic valve 22, the condenser 23 and the second motor electromagnetic valve 22. In the independent cooling circulation pipeline of the engine, the cooling of the engine can be divided into two cycles: firstly, when the temperature T of the cooling liquid is more than or equal to 85 ℃ and less than 95 ℃, the thermostat 10 is not opened, and the engine 1 still performs small circulation, namely the cooling liquid in the engine flows back to the engine 1 through the thermostat 10 (thermostat base) and the engine water pump 12; secondly, when the temperature T of the cooling liquid is more than or equal to 95 ℃, the thermostat 10 is opened, the engine 1 performs large circulation, the cooling liquid in the engine flows back into the engine 1 through the thermostat 10, the engine electromagnetic valve 13, the radiator 11 and the thermostat 10, so that the cooling liquid of the engine at a higher temperature can be rapidly cooled, the engine is always kept in a proper working temperature range, and the cooling efficiency of the whole vehicle is improved.
In the above further embodiment, the first solenoid valve may also be configured to be controllably disconnected from the engine solenoid valve 13 during series cooling of the engine 1 and the electric machine 2, so that the coolant in the electric machine 2 is returned to the electric machine 2 through the condenser 23 and the second solenoid valve. The thermostat 10 may be configured to be controlled to open when the engine 1 and the electric machine 2 are cooled in series, so that a part of the coolant in the engine is returned to the engine 1 through the thermostat 10 and the engine water pump 12, and another part of the coolant in the engine 1 is returned to the engine 1 through the engine solenoid valve 13, the radiator 11 and the engine water pump 12; and part of the coolant flowing through the engine water pump 12 is mixed back into the electric machine 2 with the coolant in the electric machine 2 through the condenser 23 and to the second solenoid valve.
That is, when the series cooling mode is started, the water circuit working cycle is as shown in fig. 5, and the water circuit cycle of the series cooling mode is schematic. When the whole vehicle runs at high power, the temperature of the engine 1 and the temperature of the motor 2 are both continuously increased, when the temperature of the cooling liquid is higher than the starting temperature (such as 95 ℃) of the thermostat, the thermostat 10 is opened, and the engine water path circulates greatly; when the motor temperature TElectric machineWhen the temperature is greater than or equal to the large circulation temperature (about 95 ℃) of the engine coolant, the VCU of the whole vehicle can judge that the motor 2 and the engine 1 are in a series working mode (the specific control method process or principle can be seen in any one of the above itemsThe working principle of the control system in the embodiment shows), and sends out commands to control the on-off of the engine electromagnetic valve 13 and the two motor electromagnetic valves 22. Since the thermostat 10 is opened at this time, the engine circulates a large circle, when the coolant in the engine 1 passes through the throttle base, a part of the coolant flows back to the engine 1 through the engine water pump 12, and another part of the coolant flows into the radiator 11 through the engine solenoid valve 13, passes through the thermostat 10, and then flows back to the engine 1. When flowing back to the engine 1 through the throttle base, a part of the coolant flows into the motor 2 through the motor solenoid valve 22; the coolant in the motor 2 enters the condenser 23 through the first motor solenoid valve 22, and is mixed with the engine coolant to flow back to the motor 2 when passing through the second motor three-way valve 22. Therefore, the purpose of mixing the cooling liquid of the engine and the cooling liquid in the motor together can be achieved, series cooling is achieved, and the temperature of the cooling liquid is rapidly reduced.
Thus, the control system according to some embodiments of the present invention can preheat the engine 1 by the motor 2, or the motor 2 and the engine 1 are separately cooled, or the motor 2 and the engine 1 are serially connected to be cooled, so as to control the operating temperatures of the engine 1 and the motor 2 within a reasonable range according to different operating modes of the motor 2 and the engine 1, that is, the control system can set a temperature gradient in combination with the opening conditions of the motor and the fan, so as to refine the temperature control. For example, the control system may include low, medium, and high temperature controls, i.e., at low temperatures, the engine may be preheated by the motor; at the middle temperature, the motor and the engine are respectively and independently cooled; and at high temperature, the motor and the engine can be cooled in series. So, the cooling efficiency of motor is promoted to the cooling efficiency of whole car is promoted to the cooling method of three kinds of differences of accessible to can further reduce vehicle power system's energy consumption.
In any of the above embodiments, the lowest remaining capacity of the hybrid vehicle in the electric-only driving mode may be 10-20% of the remaining capacity. The minimum temperature of the cooling liquid when the engine is started can be 70-80 ℃, or can be 75-80 ℃. The minimum electric quantity required by the motor 2 to warm up the engine 1 can be calculated according to the equivalent of the power of the motor 2 and the estimated power consumption of the engine 1, and has no determined value). The lowest temperature of the engine 1 during the large-cycle operation may be 85 to 100 ℃, or 92 to 95 ℃.
Based on the control system according to any one of the embodiments, the present embodiment may further provide a control method for a vehicle, as shown in fig. 7, the control method may include:
s100, comparing the residual electric quantity of the current battery of the vehicle with the lowest residual electric quantity of the vehicle in a pure electric driving mode;
s200, determining that the running mode of the vehicle is a pure electric running mode or a hybrid running mode according to a comparison result;
s300, judging whether the temperature of the engine cooling liquid of the vehicle is higher than the lowest temperature of the cooling liquid when the engine is started;
s400, when the temperature of the cooling liquid of the engine is not higher than the lowest temperature of the cooling liquid when the engine is started, determining whether the motor preheats the engine and determining whether a fan works;
when the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started and the running mode of the vehicle is the pure electric running mode, the motor is determined to be independently cooled and the fan is not operated (mode 2), or when the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started and the running mode of the vehicle is the hybrid running mode, whether the motor cools the engine and whether the fan is operated are determined.
Since the control method of the embodiment may first determine the driving mode of the hybrid vehicle according to the comparison result by comparing the remaining capacity of the current battery of the vehicle with the lowest remaining capacity of the hybrid vehicle in the electric-only driving mode, then judging whether the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started, and finally determining whether the motor preheats the engine and the fan works when the temperature of the engine coolant is lower than or equal to the lowest temperature of the coolant when the engine is started, or when the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started, the hybrid vehicle is in the pure electric driving mode, the motor is determined to be independently cooled, and the fan does not work, or determining whether the motor cools the engine and determining whether the fan is operated when the engine coolant temperature is greater than the minimum coolant temperature at the time of engine start and the hybrid vehicle is in the hybrid drive mode. Therefore, the control method of the embodiment can set the temperature gradient by combining the starting conditions of the motor and the fan under the condition that the hybrid vehicle is in different driving modes so as to refine the temperature control, thereby improving the cooling efficiency of the thermal management system of the hybrid vehicle and reducing the energy consumption of the hybrid power system of the vehicle. Therefore, the problem that the cooling efficiency of the thermal management system of the hybrid vehicle is low due to the fact that the temperature of the engine cannot be rapidly increased by the control method of the thermal management system in the prior art can be solved.
In the above embodiment, the determining of the travel mode of the hybrid vehicle as the electric-only travel mode or the hybrid travel mode according to the result of the comparison in step S200 may include:
when the residual electric quantity of the current battery is larger than or equal to the lowest residual electric quantity of the hybrid vehicle in the pure electric driving mode, determining that the hybrid vehicle is in the pure electric driving mode;
and when the current residual capacity of the battery is less than the lowest residual capacity of the hybrid vehicle in the pure electric driving mode, determining that the hybrid vehicle is in the hybrid driving mode.
As shown in fig. 8, the determining whether the motor cools the engine and the determining whether the fan is operated in the hybrid driving mode in the step S400 when the temperature of the engine coolant is higher than the minimum temperature of the coolant when the engine is started and the driving mode of the vehicle may specifically include:
s401, judging whether the temperature of the motor is higher than the lowest temperature of the engine in large-cycle work or not;
s402, judging whether the temperature of the motor is higher than that of the fan or not;
s403, determining whether the motor is independently cooled, whether the engine is in a large-cycle working mode or a small-cycle working mode or a cooling mode connected with the motor in series and determining whether the fan works according to the judgment results of the temperature of the motor, the lowest temperature of the engine in the large-cycle working and the temperature of the fan.
In the above further embodiment, as shown in fig. 9, the determining in step S403 whether the motor is independently cooled, the engine is in the large-cycle operation mode or the small-cycle operation mode or the cooling mode connected in series with the motor, and the fan is operated according to the determination results of the temperature of the motor and the minimum temperature of the engine in the large-cycle operation and the temperature of the fan respectively, may specifically include:
if the temperature of the motor is less than or equal to the lowest temperature of the engine in the large-cycle working state and the temperature of the motor is less than or equal to the temperature of the fan, the motor is independently cooled, the engine is in a small-cycle working mode, and the fan does not work (mode 4). If the temperature of the motor is less than or equal to the lowest temperature of the engine in the large-cycle working state and the temperature of the motor is greater than the temperature of the fan, the motor is independently cooled, the engine is in a small-cycle working mode, and the fan does not work (mode 3). If the temperature of the motor is higher than the lowest temperature of the engine in the large-cycle working process and the temperature of the motor is lower than or equal to the temperature of the fan, the motor and the engine are connected in series for cooling, and the fan does not work (mode 5). If the temperature of the motor is higher than the lowest temperature of the engine in the large-cycle working and the temperature of the motor is higher than the temperature of the fan, the motor is independently cooled, and the engine is in the large-cycle working mode and the fan works (mode 6).
In a further embodiment, as shown in fig. 10, the determining whether the motor warms up the engine and the fan operates when the temperature of the engine coolant is not greater than the minimum temperature of the coolant at the time of engine start in step S400 may include:
s410, judging whether the temperature of a motor is higher than the temperature of cooling liquid of an engine when the hybrid vehicle is in a hybrid running mode, or judging whether the residual electric quantity of a current battery is higher than the minimum electric quantity required by the motor for preheating the engine when the hybrid vehicle is in a pure electric running mode;
s420, when the temperature of the motor is larger than or equal to the temperature of the engine coolant, the motor preheats the engine, and the fan does not work (mode 1); or when the temperature of the motor is lower than the temperature of the engine coolant, the motor is independently cooled, the engine is in a small-cycle working mode, and the fan does not work (mode 3);
and S430, when the residual electric quantity of the current battery is larger than or equal to the minimum electric quantity required by the motor to preheat the engine, the motor preheats the engine and the fan does not work (mode 1), or when the residual electric quantity of the current battery is smaller than the minimum electric quantity required by the motor to preheat the engine, the motor is independently cooled and the fan does not work (mode 2).
The control method of the embodiment can be divided into six working modes according to the large circulation of the engine, the small circulation of the engine, and whether the motor and the fan work or not. That is, mode 1 is where the motor warms up the engine and the fan is not operating. Mode 2 is that the motor cools independently, and the fan is not worked. And in the mode 3, the motor is independently cooled, the engine is in small circulation, and the fan does not work. Mode 4 is that the motor cools down independently, and the engine is the microcirculation, and the fan is out of operation. And in the mode 5, the engine and the motor are cooled in series, and the fan does not work. And in the mode 6, the motor is independently cooled, the engine is in large circulation, and the fan works.
That is, the operation modes of the control system based on the above control method can be mainly classified into three main categories, namely, a mode in which the motor performs warm-up on the engine (e.g., mode 1), a mode in which the motor performs cooling alone on the engine (e.g., mode 2, mode 3, and mode 4), and a mode in which the motor performs cooling in series with the engine (e.g., mode 5 and mode 6).
Specifically, when the vehicle starts to operate in mode 1, the engine that does not reach the optimum operating temperature can be rapidly warmed up by warming up the motor, so that the engine can be operated more quickly into the optimum temperature range to improve the operating efficiency of the engine after being operated. When the hybrid vehicle is operating in mode 3, the engine is operating with a small circulation flow. When the hybrid vehicle is operating in mode 6, the engine is operated in a flow through large cycle mode so that the engine can be rapidly warmed up and rapidly brought into operation within the optimum temperature range. When the hybrid vehicle works in the mode 1, the mode 2, the mode 4 and the mode 5 respectively, the fan does not work, the circulation of cooling liquid and the flowing of air in the hybrid vehicle are slow, the whole vehicle can work in a proper temperature range, and therefore the starting energy consumption of the fan can be saved. When the hybrid vehicle works in the mode 3 and the mode 6 respectively, the fan starts to work, the flow of air is accelerated, and therefore the temperature of parts such as an engine, a motor and the like can be rapidly reduced, and the temperature of the whole vehicle can be rapidly reduced to be in a proper working temperature range. That is, the control method of this embodiment further includes comparing the temperature of the motor with the lowest temperature when the engine is in the large-cycle operation and the temperature of the fan, so as to determine whether the motor is independently cooled, whether the engine is in the large-cycle operation mode or the small-cycle operation mode or the cooling mode connected in series with the motor, and whether the fan is operated according to the comparison result, so that the thermal management system of the hybrid vehicle can be cooled in different operation modes. That is to say, the control method of the embodiment may set the temperature gradient by combining the large and small cycles of the motor and the engine and the starting condition of the fan at the same time, so as to further refine the temperature control method, so as to achieve the purpose of further improving the cooling efficiency of the thermal management system, thereby further reducing the energy consumption of the vehicle hybrid system.
It should be noted that the control of the fan logic may specifically be: after the fan is started, the air flow can be accelerated, so that the high-temperature air flow replaced by the radiator and the condenser can quickly flow out of the vehicle, and the purpose of quickly cooling is achieved. However, when the whole vehicle is at a proper temperature, the fan is turned on, and the proper temperature is difficult to maintain, so that a fan control logic is designed. The VCU of the whole vehicle can control the opening and closing of the fan by judging the temperature of the cooling liquid of the engine. When the whole vehicle works in the mode 1, the mode 2, the mode 3, the mode 4 and the mode 5 respectively, the fan does not work, the whole vehicle can work at a proper temperature due to the circulation of the cooling liquid and the slow flow of air, and therefore the starting energy consumption of the fan can be saved. When the mode 6 works, the fan starts to work, and the air flow starts to accelerate, so that the temperature of parts such as an engine, a motor and the like can be quickly reduced, and the whole vehicle can be quickly reduced to a proper working temperature.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (8)

1. A control system for a vehicle, comprising:
a motor;
an engine;
a fan;
the temperature collector is used for collecting the temperature of engine coolant of the vehicle;
the comparator is connected with the temperature collector and used for comparing the temperature of the engine coolant with the lowest temperature of the coolant when the engine is started; and
the controller is connected with the comparator and used for controlling whether the motor preheats or cools the engine or not and controlling whether the fan works or not according to the comparison result of the temperature of the cooling liquid of the engine and the lowest temperature of the cooling liquid when the engine is started;
wherein the comparator is configured to compare the temperature of the motor with a lowest temperature at which the engine is in a large-cycle operation and a temperature of the fan, respectively;
the controller is configured to control whether the motor is independently cooled, whether the engine is in a large-cycle operation mode or a small-cycle operation mode or a cooling mode in series with the motor, and whether the fan is operated, according to a result of comparing the temperature of the motor with a lowest temperature of the engine when the engine is in a large-cycle operation, and the temperature of the fan, respectively.
2. The control system of claim 1, further comprising: an engine solenoid valve and a motor solenoid valve;
the motor electromagnetic valve is configured to be communicated with the engine electromagnetic valve in a controlled mode when the motor preheats the engine, so that cooling liquid in the motor passes through the engine electromagnetic valve to enter the engine through the motor electromagnetic valve to preheat the engine.
3. The control system of claim 2, further comprising: the motor electromagnetic valve comprises a first electromagnetic valve and a second electromagnetic valve;
the first solenoid valve is configured to be controllably disconnected from the engine solenoid valve when the engine and the electric machine respectively start to be independently cooled, so that the cooling liquid in the electric machine passes through the condenser and the second solenoid valve and returns to the electric machine; and
the thermostat is configured to remain closed when the engine and the motor start to be independently cooled respectively and the temperature of the engine coolant is lower than a first preset temperature, so that the coolant in the engine is pumped back into the engine through the thermostat and the engine water, or to be opened when the engine and the motor start to be independently cooled respectively and the temperature of the engine coolant is higher than or equal to the first preset temperature, so that the coolant in the engine is pumped back into the engine through the thermostat, the engine solenoid valve, the radiator and the engine water.
4. The control system of claim 3,
the first solenoid valve is configured to be controllably disconnected from the engine solenoid valve when the engine and the electric machine are cooled in series, so that the cooling liquid in the electric machine passes through the condenser and the second solenoid valve and returns to the electric machine; and
the thermostat is configured to be controlled to open when the engine and the electric machine are cooled in series, so that a part of the coolant in the engine is pumped back to the engine through the thermostat and the engine water, and another part of the coolant in the engine is pumped back to the engine through the engine solenoid valve, the radiator and the engine water;
and mixing part of the cooling liquid passing through the engine water pump with the cooling liquid passing through the condenser in the motor and flowing to the second electromagnetic valve, and then returning the mixture to the motor.
5. The control system of claim 1, further comprising: the electric quantity collector is used for detecting the residual electric quantity of the power battery;
the comparator is configured to compare the residual capacity of the current battery with the lowest residual capacity of the vehicle in the pure electric driving mode;
the controller is configured to determine a driving mode of the hybrid vehicle according to a comparison result of the remaining capacity of the current battery and the lowest remaining capacity of the vehicle in the electric-only driving mode.
6. The control system of claim 1,
the comparator is further configured to compare a current remaining capacity of the battery with a minimum capacity required for the motor to warm up the engine;
the controller is further configured to control whether the motor is independently cooled or whether the motor is preheated for the engine, and control the fan not to operate, according to a comparison result of the remaining capacity of the current battery and a minimum capacity required for the motor to preheat the engine.
7. The control system according to any one of claims 1 to 6,
the comparator is further configured to compare a temperature of the electric machine with a temperature of the engine coolant when the vehicle is in a hybrid drive mode;
the controller is further configured to control whether the motor preheats the engine and whether the fan operates, according to a result of comparison between the temperature of the motor and the temperature of the engine coolant.
8. A control method for a vehicle for use in the control system of any one of claims 1 to 7, comprising:
comparing the residual capacity of the current battery of the vehicle with the lowest residual capacity of the vehicle in the pure electric driving mode;
determining that the running mode of the vehicle is a pure electric running mode or a hybrid running mode according to the comparison result;
judging whether the temperature of engine coolant of the vehicle is higher than the lowest temperature of the coolant when the engine is started;
when the temperature of the engine coolant is not higher than the lowest temperature of the coolant when the engine is started, determining whether the motor preheats the engine and determining whether the fan works;
when the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started and the running mode of the vehicle is the pure electric running mode, determining that the motor is independently cooled and the fan does not work, or when the temperature of the engine coolant is higher than the lowest temperature of the coolant when the engine is started and the running mode of the vehicle is the hybrid running mode, determining whether the motor cools the engine and determining whether the fan works;
wherein the determining whether the motor cools the engine and the determining whether the fan is operated when the temperature of the engine coolant is greater than the lowest temperature of the coolant at the time of engine start and the running mode of the vehicle is the hybrid running mode includes:
judging whether the temperature of the motor is higher than the lowest temperature of the engine in the large-cycle work;
judging whether the temperature of the motor is higher than that of the fan or not;
and determining whether the motor is independently cooled, whether the engine is in a large-cycle working mode or a small-cycle working mode or a cooling mode connected with the motor in series and determining whether the fan works according to the judgment results of the temperature of the motor, the lowest temperature of the engine in the large-cycle working and the temperature of the fan.
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