CN112031917A - Engine water temperature control method and engine water temperature controller - Google Patents
Engine water temperature control method and engine water temperature controller Download PDFInfo
- Publication number
- CN112031917A CN112031917A CN202010803024.6A CN202010803024A CN112031917A CN 112031917 A CN112031917 A CN 112031917A CN 202010803024 A CN202010803024 A CN 202010803024A CN 112031917 A CN112031917 A CN 112031917A
- Authority
- CN
- China
- Prior art keywords
- water temperature
- engine
- gradient
- temperature
- engine water
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
- F01P2007/168—By varying the cooling capacity of a liquid-to-air heat-exchanger
Abstract
The invention discloses an engine water temperature control method and an engine water temperature controller, and relates to the field of engine heat management, wherein the method comprises the following steps: and judging whether the road gradient after the first distance ahead reaches a preset first uphill gradient. And when the first uphill gradient is reached, judging whether the front uphill road reaches a preset length. When the preset length is reached, the closed-loop control target of the engine water temperature is reduced from the second temperature to the first temperature. The engine water temperature control method can reduce the engine power consumed by the electric control fan, and can avoid triggering the engine to limit torque and reduce oil, thereby improving the driving experience of a driver and reducing the oil consumption of a vehicle for one hundred kilometers.
Description
Technical Field
The invention relates to the field of engine heat management, in particular to an engine water temperature control method and an engine water temperature controller.
Background
The current general thermal management strategy of an engine is to control the actions of a fan and the engine according to the current water temperature of the engine: when the water temperature of the engine is lower than a set threshold value, for example, when the water temperature of the engine is lower than 95 ℃, the engine works normally, and the electric control fan does not run; when the water temperature is just higher than 95 ℃, the engine still works normally, but the electric control fan starts to operate to cool the cooling water of the engine, and the higher the water temperature is, the faster the rotating speed of the electric control fan is; when the water temperature of the engine is higher than another set threshold value, such as 105 ℃, besides the high-speed operation of the electric control fan is kept, the electric control system also starts to reduce the fuel injection quantity of the engine, 10% of the fuel injection quantity is reduced when the temperature is 108 ℃, 50% of the fuel injection quantity is reduced when the temperature is 109 ℃, and the load of the engine is reduced, so that the overhigh cooling water temperature is prevented, and the safety of the engine is protected.
The existing engine heat management strategy controls the actions of an engine and an electric control fan according to the current water temperature of the engine, and when the cooling water temperature of the engine is higher than 95 ℃, the electric control fan starts to operate, so that the power of the engine is consumed, and the oil consumption of a vehicle is increased. When the water temperature of the engine is higher than 105 ℃, the torque of the engine is limited and the oil is reduced, so that the power output of the engine is reduced sharply: on one hand, a driver feels that the vehicle is weak, the vehicle speed is reduced, and the driving experience is poor; on the other hand, when the engine is operated in a low-load region, the reduction of the thermal efficiency can lead to the increase of the fuel consumption of the vehicle per hundred kilometers.
Disclosure of Invention
In view of the defects in the prior art, the first aspect of the invention is to provide an engine water temperature control method which can reduce the engine power consumed by an electric control fan and can avoid triggering the torque limitation and oil reduction of an engine.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
an engine water temperature control method, comprising the steps of:
judging whether the road gradient behind a first distance ahead reaches a preset first uphill gradient or not;
when the first uphill gradient is reached, judging whether the front uphill road reaches a preset length;
when the preset length is reached, the closed-loop control target of the engine water temperature is reduced from the second temperature to the first temperature.
In some embodiments, the determining whether the road gradient after the first distance ahead reaches a preset first uphill gradient includes:
acquiring the current position of the vehicle;
acquiring the road gradient after a first distance ahead of the current position of the vehicle from the navigation map information;
and judging whether the road gradient behind the first distance in front of the current position of the vehicle reaches a preset first uphill gradient or not.
In some embodiments, the reducing the closed-loop control target of the engine water temperature from the second temperature to the first temperature when the preset length is reached further comprises:
when the preset length is reached, acquiring the road gradient of the current road section of the vehicle;
if the current road section is between the first uphill gradient and the second downhill gradient, the energy for driving the electric control fan is provided by utilizing the active output of the engine, and the closed-loop control target of the water temperature of the engine is reduced from the second temperature to the first temperature;
and if the current road section is between the second downhill gradient and the third downhill gradient, driving the engine to rotate by utilizing the potential energy of the downhill to provide energy for driving the electric control fan, and reducing the closed-loop control target of the water temperature of the engine from the second temperature to the first temperature.
In some embodiments, when the first uphill grade is reached, it is determined whether the horizontal path of the forward uphill grade reaches a second distance.
In some embodiments, the method further comprises:
and in the vehicle uphill process, monitoring the temperature of the engine water, and if the temperature of the engine water begins to drop and is lower than a second temperature, restoring the closed-loop control target of the temperature of the engine water to the second temperature.
In some embodiments, the first distance is in a range of 1000 to 1500 m.
In some embodiments, the first uphill gradient is in a range of 40-60%.
In some embodiments, the second downhill gradient ranges from 30 to 40% and the third downhill gradient ranges from 80 to 100%.
In some embodiments, the second distance is in a range of 5000-6000 m.
The second aspect of the invention is to provide an engine water temperature controller which can reduce the engine power consumed by an electric control fan and can avoid triggering the torque limitation and oil reduction of an engine.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
an engine water temperature controller comprising a memory, a processor and a computer program stored on said memory and run on said processor, characterized in that: the processor, when executing the computer program, realizes the steps of the method of any of the preceding claims 1 to 8.
Compared with the prior art, the invention has the advantages that:
the engine water temperature control method adopts a mode of cooling the water temperature of the engine in advance, and has two triggering conditions: one is whether the road gradient after the first distance ahead reaches a preset first uphill gradient, and the other is whether the uphill road reaches a preset length. If both conditions are satisfied, the water temperature of the engine can be cooled in advance. Therefore, on one hand, the time for the electric control fan to start running on an uphill slope is delayed, and the engine power consumed by the electric control fan is reduced. On the other hand, because the initial water temperature of the engine is low, the water temperature may not reach the set threshold temperature (105 ℃) all the time in the uphill process, the torque limitation and oil reduction of the engine are avoided as far as possible, the driving experience of a driver is improved, and the oil consumption of the vehicle is reduced by one hundred kilometers.
Drawings
FIG. 1 is a flow chart of a method for controlling engine water temperature according to an embodiment of the present invention;
FIG. 2 is a flowchart of step S1 according to an embodiment of the present invention;
FIG. 3 is a schematic view of a road condition under one condition in the embodiment of the present invention;
FIG. 4 is a schematic view of a road condition under another condition in the embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating control of engine water temperature according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all 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.
Referring to fig. 1, an embodiment of the present invention provides an engine water temperature control method, including the steps of:
s1, judging whether the road gradient after the first distance ahead reaches a preset first uphill gradient or not.
As a preferable implementation manner, the first distance in this embodiment is in a range of 1000 to 1500m, and the predetermined first upward gradient is in a range of 40 to 60 ‰. Wherein, 60 per mill means that the elevation rises by 60m every 1000m of running, and other gradient range values are also understood, so the detailed description is omitted. It will be appreciated that the first distance and the first uphill gradient are flexibly selectable depending on the performance of the vehicle.
And S2, when the first ascending slope is reached, judging whether the front ascending road reaches a preset length.
In this embodiment, the forward uphill road may be measured by a horizontal distance, for example, by determining whether the horizontal distance of the forward uphill road reaches the second distance. Preferably, the second distance in the present embodiment is in the range of 5000 to 6000 m.
And S3, when the preset length is reached, reducing the closed-loop control target of the water temperature of the engine from the second temperature to the first temperature.
In a preferred embodiment, the second temperature ranges from 95 to 105 ℃ and the first temperature ranges from 80 to 90 ℃. It is understood that the values of the second temperature and the first temperature can be flexibly set, for example, can be selected based on the ambient temperature.
In this embodiment, in order to determine whether the road gradient after the first distance ahead reaches the preset first uphill gradient, the change of the road gradient ahead of the vehicle is mainly analyzed according to the high-precision map information.
Specifically, step S1 includes the steps of:
s11, obtaining the current position of the vehicle.
And S12, acquiring the road gradient after a first distance ahead of the current position of the vehicle from the navigation map information.
S13, judging whether the road gradient behind the first distance in front of the current position of the vehicle reaches a preset first uphill gradient or not.
It can be understood that if the road ahead goes up a slope, the load of the engine will increase, and the water temperature of the engine will also increase greatly, in this embodiment, the water temperature of the engine is cooled in advance, and there are two triggering conditions: one is whether the road gradient after the first distance ahead reaches a preset first uphill gradient, and the other is whether the uphill road reaches a preset length. If both conditions are satisfied, the water temperature of the engine can be cooled in advance. The benefits of this are mainly two-fold: on one hand, the time for the electric control fan to start running is delayed when the electric control fan goes uphill, and the engine power consumed by the electric control fan is reduced; on the other hand, because the initial water temperature of the engine is low, the water temperature in the uphill process can not reach 105 ℃, and the torque limitation and oil reduction of the engine can not be triggered, so that the driving experience of a driver is improved, and the oil consumption of the vehicle for one hundred kilometers is reduced.
As a preferred embodiment, the step S3, when the preset length is reached, decreasing the closed-loop control target of the engine water temperature from the second temperature to the first temperature, further comprises the steps of:
and when the preset length is reached, acquiring the road gradient of the current road section of the vehicle.
And if the current road section is between the first uphill gradient and the second downhill gradient, the energy for driving the electric control fan is provided by utilizing the active output of the engine, and the closed-loop control target of the water temperature of the engine is reduced from the second temperature to the first temperature. Preferably, the second uphill gradient in this embodiment is in a range of 30 to 40 ‰.
And if the current road section is between the second downhill gradient and the third downhill gradient, driving the engine to rotate by utilizing the potential energy of the downhill to provide energy for driving the electric control fan, and reducing the closed-loop control target of the water temperature of the engine from the second temperature to the first temperature. Preferably, the third downhill gradient in this embodiment is in a range of 80 to 100 ‰.
It should be noted that the electrically controlled fan in this embodiment is connected to the crankshaft of the engine through an electrically controlled clutch, and is driven by the engine, but the rotation speed of the fan is controlled by an electric signal. Therefore, the electric control fan can not rotate when the water temperature of the engine is lower, the power consumption is reduced, and the water temperature of the engine can be accurately controlled. Further, both the second downhill gradient and the third downhill gradient may be determined from high-precision map information.
The above two cases are explained in detail below by referring to fig. 3 and 4:
if the front is as shown in FIG. 30The uphill gradient of the road (the first distance) is larger than a (the first uphill gradient) and the uphill distance (the horizontal distance) is larger than l1The uphill slope (second distance) and the current road section between the uphill slope with the slope a and the downhill slope with the slope b (second downhill slope) indicate that two triggering conditions for cooling the engine water temperature have been satisfied. At the moment, the engine drives the vehicle to run, namely, the energy for driving the electric control fan is provided by the active output of the engine to reduce the water temperature of the engine. It can be understood that, in this case, although the electrically controlled fan needs to run to consume the power of the engine, which increases the oil consumption, the risk of the engine overtemperature on the uphill slope can be reduced, the torque limit of the engine can be reduced, and the dynamic property of the engine can be improved.
If the front is as shown in FIG. 40The uphill gradient of the road at the position (the first distance) is larger than a (the first uphill gradient) and the uphill gradient isDistance (horizontal distance) greater than l1(second distance) and the current road section is a downhill with a gradient between b (second downhill gradient) and c (third downhill gradient), it is known that two triggering conditions for cooling the engine water temperature have been met at this time. At the moment, the vehicle can reversely drag the engine to rotate, namely the engine can be driven to rotate by utilizing the potential energy of the downhill, so that the energy for driving the electric control fan is provided, and the water temperature of the engine is reduced. Under the condition, the vehicle reversely drags the engine to rotate in the process of going downhill, so that fuel oil consumption is avoided, and after the water temperature of the engine is cooled, when the vehicle goes uphill, the operation time of the electric control fan is delayed due to the fact that the water temperature is lower, so that the power consumption of the electric control fan is reduced, and the purpose of saving oil is achieved. In addition, the water temperature of the engine is cooled in advance, the overtemperature risk of the engine during uphill is reduced, the torque limit of the engine is reduced, and the dynamic property of the engine is improved.
Referring to FIG. 5, a case of engine water temperature during the whole driving is described, wherein T1And represents the second temperature that is the target of the closed-loop control, that is, the temperature at which the engine water temperature needs to be controlled when the trigger condition is not satisfied. T represents a first temperature that is a target of closed-loop control, that is, a temperature at which the engine water temperature needs to be controlled when the trigger condition is satisfied. T is2The lower limit of T is represented. Referring to fig. 5, when the trigger condition is not satisfied, the actual water temperature and the target water temperature are overlapped at the initial level, and the engine water temperature is controlled as much as possible to be T1And after the triggering condition is met, the closed-loop control target needs to be adjusted from the second temperature to the first temperature, the process corresponds to a first inclined line segment of the actual water temperature, and the water temperature needs a certain time to drop, so that an inclined line segment is presented in the graph. And then, gradually stabilizing the climbing process, reducing the load, and reducing the water temperature of the engine, wherein if the water temperature of the engine is reduced to be lower than a second temperature (see the intersection point of the actual water temperature and the target water temperature at the upper right corner of fig. 5), the closed-loop control target of the water temperature of the engine can be restored to the second temperature, and then the next round of judgment process is carried out.
In addition, based on the engine water temperature control method, the invention also provides an engine water temperature controller, which comprises a memory, a processor and a computer program stored in the memory and running on the processor, wherein the processor realizes the steps of the engine water temperature control method when executing the computer program.
In summary, the engine water temperature control method of the present invention adopts a manner of cooling the engine water temperature in advance, and the triggering conditions include two conditions: one is whether the road gradient after the first distance ahead reaches a preset first uphill gradient, and the other is whether the uphill road reaches a preset length. If both conditions are satisfied, the water temperature of the engine can be cooled in advance. Therefore, on one hand, the time for the electric control fan to start running on an uphill slope is delayed, and the engine power consumed by the electric control fan is reduced. On the other hand, because the initial water temperature of the engine is low, the water temperature may not reach the set threshold temperature (105 ℃) all the time in the uphill process, the torque limitation and oil reduction of the engine are avoided as far as possible, the driving experience of a driver is improved, and the oil consumption of the vehicle is reduced by one hundred kilometers.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, 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 a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. An engine water temperature control method, characterized by comprising the steps of:
judging whether the road gradient behind a first distance ahead reaches a preset first uphill gradient or not;
when the first uphill gradient is reached, judging whether the front uphill road reaches a preset length;
when the preset length is reached, the closed-loop control target of the engine water temperature is reduced from the second temperature to the first temperature.
2. The engine water temperature control method according to claim 1, wherein the determining whether the gradient of the road after the first distance ahead reaches a preset first uphill gradient includes:
acquiring the current position of the vehicle;
acquiring the road gradient after a first distance ahead of the current position of the vehicle from the navigation map information;
and judging whether the road gradient behind the first distance in front of the current position of the vehicle reaches a preset first uphill gradient or not.
3. The engine water temperature control method according to claim 1, wherein said decreasing the closed loop control target of the engine water temperature from the second temperature to the first temperature when the preset length is reached, further comprises:
when the preset length is reached, acquiring the road gradient of the current road section of the vehicle;
if the current road section is between the first uphill gradient and the second downhill gradient, the energy for driving the electric control fan is provided by utilizing the active output of the engine, and the closed-loop control target of the water temperature of the engine is reduced from the second temperature to the first temperature;
and if the current road section is between the second downhill gradient and the third downhill gradient, driving the engine to rotate by utilizing the potential energy of the downhill to provide energy for driving the electric control fan, and reducing the closed-loop control target of the water temperature of the engine from the second temperature to the first temperature.
4. An engine water temperature control method as claimed in claim 1, characterized in that: and when the first ascending slope is reached, judging whether the horizontal distance of the front ascending slope reaches a second distance.
5. An engine water temperature control method as claimed in claim 1, characterized in that the method further comprises:
and in the vehicle uphill process, monitoring the temperature of the engine water, and if the temperature of the engine water begins to drop and is lower than a second temperature, restoring the closed-loop control target of the temperature of the engine water to the second temperature.
6. An engine water temperature control method as claimed in claim 1, characterized in that: the range of the first distance is 1000-1500 m.
7. An engine water temperature control method as claimed in claim 1, characterized in that: the range of the first ascending slope is 40-60 per mill.
8. An engine water temperature control method as claimed in claim 3, characterized in that: the range of the second downhill gradient is 30-40 per thousand, and the range of the third downhill gradient is 80-100 per thousand.
9. An engine water temperature control method as claimed in claim 4, characterized in that: the second distance ranges from 5000 m to 6000 m.
10. An engine water temperature controller comprising a memory, a processor and a computer program stored on said memory and run on said processor, characterized in that: the processor, when executing the computer program, realizes the steps of the method of any of the preceding claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010803024.6A CN112031917A (en) | 2020-08-11 | 2020-08-11 | Engine water temperature control method and engine water temperature controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010803024.6A CN112031917A (en) | 2020-08-11 | 2020-08-11 | Engine water temperature control method and engine water temperature controller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112031917A true CN112031917A (en) | 2020-12-04 |
Family
ID=73577038
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010803024.6A Pending CN112031917A (en) | 2020-08-11 | 2020-08-11 | Engine water temperature control method and engine water temperature controller |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112031917A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114876624A (en) * | 2022-05-16 | 2022-08-09 | 浙江吉利控股集团有限公司 | Range extender cooling control method, system, equipment and storage medium |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103758622A (en) * | 2014-01-07 | 2014-04-30 | 潍柴动力股份有限公司 | Control method and control system of engine cooling fan |
| CN106467103A (en) * | 2015-08-13 | 2017-03-01 | 厦门雅迅网络股份有限公司 | A kind of Intelligent oil-saving control method of vehicle and system |
| CN108068806A (en) * | 2016-11-11 | 2018-05-25 | 郑州宇通客车股份有限公司 | A kind of automobile engine cruise energy-saving control method and device |
| CN108394400A (en) * | 2017-02-08 | 2018-08-14 | 现代自动车株式会社 | Vehicle and its control method |
| CN111156076A (en) * | 2020-01-09 | 2020-05-15 | 一汽解放汽车有限公司 | Vehicle fan control method and vehicle |
-
2020
- 2020-08-11 CN CN202010803024.6A patent/CN112031917A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103758622A (en) * | 2014-01-07 | 2014-04-30 | 潍柴动力股份有限公司 | Control method and control system of engine cooling fan |
| CN106467103A (en) * | 2015-08-13 | 2017-03-01 | 厦门雅迅网络股份有限公司 | A kind of Intelligent oil-saving control method of vehicle and system |
| CN108068806A (en) * | 2016-11-11 | 2018-05-25 | 郑州宇通客车股份有限公司 | A kind of automobile engine cruise energy-saving control method and device |
| CN108394400A (en) * | 2017-02-08 | 2018-08-14 | 现代自动车株式会社 | Vehicle and its control method |
| CN111156076A (en) * | 2020-01-09 | 2020-05-15 | 一汽解放汽车有限公司 | Vehicle fan control method and vehicle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114876624A (en) * | 2022-05-16 | 2022-08-09 | 浙江吉利控股集团有限公司 | Range extender cooling control method, system, equipment and storage medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106414962B (en) | The control device of this vehicle | |
| KR101361384B1 (en) | Control method for switching mode between electric vehicle and hybrid electric vehicle | |
| EP2991855B1 (en) | Method for managing the temperature of a battery of an electric or hybrid vehicle | |
| CN109681313A (en) | A kind of control method and device of use for diesel engine cooling fan rotation speed | |
| CN202727917U (en) | Vehicular air-conditioning system applied to vehicle with start-stop technology | |
| CN103867283B (en) | Diesel engine intelligent heat management system | |
| CN111156076B (en) | Vehicle fan control method and vehicle | |
| CN109356707B (en) | Control method of water pump for engine | |
| CN107882625A (en) | A kind of control method and device of Motronic control maps fan | |
| WO2012079608A1 (en) | Method to control a drivetrain of a vehicle | |
| CN112780397A (en) | Vehicle and control method of cooling fan thereof | |
| US11183862B2 (en) | System of controlling output of high voltage battery for eco-friendly vehicle | |
| WO2021098752A1 (en) | Energy-saving method and device for electric vehicle, and electric vehicle | |
| CN112031917A (en) | Engine water temperature control method and engine water temperature controller | |
| CN111267614B (en) | Vehicle active speed limit control method and device | |
| CN203879607U (en) | Electric control thermal management system of diesel engine | |
| CN203809097U (en) | Intelligent thermal management system of diesel engine | |
| CN112217444B (en) | Electric automobile water pump control method, electronic equipment and storage medium | |
| JP5121899B2 (en) | Electric water pump control device | |
| KR20220022506A (en) | Method for controlling electric oil pumb for automobile | |
| JP5912339B2 (en) | Fan control device | |
| CN112874313B (en) | Method for controlling a vehicle, vehicle and medium | |
| CN114678631A (en) | Battery pack driving heating control method and device, battery pack and electric vehicle | |
| KR101371439B1 (en) | Diesel engine equipped with a water pump and a method for controlling the same | |
| CN109723595B (en) | Engine starting protection control method and device and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20201204 |
|
| RJ01 | Rejection of invention patent application after publication |