CN113323902B - Control information determination method, operation control method and device for vehicle cooling fan - Google Patents

Control information determination method, operation control method and device for vehicle cooling fan Download PDF

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Publication number
CN113323902B
CN113323902B CN202110676431.XA CN202110676431A CN113323902B CN 113323902 B CN113323902 B CN 113323902B CN 202110676431 A CN202110676431 A CN 202110676431A CN 113323902 B CN113323902 B CN 113323902B
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temperature
vehicle
heat source
target
cooling fan
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CN113323902A (en
Inventor
陈正东
于翔
赵文天
王文葵
秦越嵩
易勇
李保权
李洪波
张广军
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Changchun Automotive Test Center Co ltd
FAW Group Corp
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FAW Group Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D25/00—Pumping installations or systems
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/08—Units comprising pumps and their driving means the working fluid being air, e.g. for ventilation
    • 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
    • B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • 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
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/026—Thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/001—Testing thereof; Determination or simulation of flow characteristics; Stall or surge detection, e.g. condition monitoring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/004—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids by varying driving speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/008—Stop safety or alarm devices, e.g. stop-and-go control; Disposition of check-valves

Abstract

The embodiment of the application discloses a control information determining method, an operation control method and a device of a vehicle cooling fan. The method comprises the following steps: acquiring a test data result set matched with the vehicle type information of a target vehicle, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage; through analyzing the test data result and the data result, constructing a cooling trend relational expression of the heat source device and a heating trend relational expression of the over-temperature part; and determining a cooling fan control strategy diagram of the target vehicle according to the temperature reduction trend relational expression and the temperature rise trend relational expression. According to the heat damage test of the whole vehicle, the method and the device can make a more optimal operation strategy of the cooling fan after flameout by analyzing the test result obtained by the test based on the states of the heat source device and the over-temperature part, and effectively solve the problem of heat damage of the vehicle part.

Description

Control information determination method, operation control method and device for vehicle cooling fan
Technical Field
The embodiment of the application relates to the technical field of vehicle control, in particular to a control information determining method, an operation control method and an operation control device for a vehicle cooling fan.
Background
In recent years, as the performance requirements of users on various aspects of automobiles are continuously improved, more and more new automobile technologies are applied. The innovative new technology of the heat management module can realize the adjustment of the water temperature of the fully-variable engine and carry out target control on the water temperature of the engine, thereby reducing the fuel consumption and emission and improving the comfort of a user air conditioner.
At present, most vehicle models in the market control the running state of a cooling fan after flameout based on the water temperature parameter of an engine, but when the strategy is applied to the vehicle model provided with an innovative thermal management module engine, the following problems exist: after flameout under a small load working condition, the cooling fan runs at a high speed through the strategy, at the moment, the risk of heat damage of the whole vehicle does not exist, and fan noise is formed under the working condition; after the large-load working condition is flamed out, the cooling fan does not operate through the strategy, but the whole vehicle has the heat damage risk, so that the hidden danger of the heat damage risk of the whole vehicle under the working condition is aggravated.
Disclosure of Invention
In view of this, the embodiments of the present application provide a method for determining control information of a vehicle cooling fan, a method for controlling operation of the vehicle cooling fan, and an apparatus for controlling operation of the vehicle cooling fan, so as to effectively control thermal damage of components around an exhaust system after shutdown.
In a first aspect, an embodiment of the present application provides a method for determining control information of a cooling fan of a vehicle, including:
acquiring a test data result set matched with the model information of the target vehicle, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage;
through analyzing the test data result set data result, constructing a cooling trend relational expression of a heat source device and a heating trend relational expression of an overtemperature part;
and determining a cooling fan control strategy diagram of the target vehicle according to the temperature reduction trend relational expression and the temperature rise trend relational expression.
In a second aspect, an embodiment of the present application provides a method for controlling operation of a cooling fan of a vehicle, including:
searching a given vehicle type heat source association table, and determining a standard heat source device and standard core control parameters which are matched with the vehicle type information of the vehicle;
when the engine of the vehicle is detected to be flamed out, determining the current device temperature value of the standard pyrogen device and the current environment temperature of the environment where the vehicle is located, and acquiring the current parameter value of the standard core control parameter;
searching a cooling fan control strategy diagram corresponding to the vehicle, and determining the working duration and the target operation duty ratio of the cooling fan under the current environment temperature and the current parameter value;
controlling the cooling fan to operate for the working duration with the target operating duty cycle;
the vehicle type heat source association table and the cooling fan control strategy map are obtained by the method for determining control information of the vehicle cooling fan according to the first aspect.
In a third aspect, an embodiment of the present application further provides a control information determination apparatus for a vehicle cooling fan, including:
the result acquisition module is used for acquiring a test data result set matched with the model information of the target vehicle, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage;
the relation building module is used for building a cooling trend relation of a heat source device and a heating trend relation of the over-temperature part through analyzing the centralized data result of the test data result;
and the curve determining module is used for determining a cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression.
In a fourth aspect, an embodiment of the present application further provides an operation control device for a vehicle cooling fan, including:
the first searching module is used for searching a given vehicle type heat source association table and determining a standard heat source device and a standard core control parameter which are matched with the vehicle type information of the vehicle;
the information determination module is used for determining the current device temperature value of the standard pyrogen device and the current environment temperature of the environment where the vehicle is located when the engine of the vehicle is detected to be flamed out, and acquiring the current parameter value of the standard core control parameter;
the second searching module is used for searching a cooling fan control strategy diagram corresponding to the vehicle and determining the working duration and the target operation duty ratio of the cooling fan under the current environment temperature and the current parameter value;
the cooling control module is used for controlling the cooling fan to operate for the working duration time by adopting the target operation duty ratio;
the vehicle type heat source association table and the cooling fan control strategy map are obtained by the method for determining control information of the vehicle cooling fan according to the first aspect.
In a fifth aspect, an embodiment of the present application further provides a computer device, including:
one or more processors;
storage means for storing one or more programs;
when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the control information determination method for a vehicle cooling fan as described in the first aspect above.
In a sixth aspect, an embodiment of the present application further provides a vehicle, including:
one or more processors;
a storage device for storing one or more programs,
when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the operation control method of the vehicle cooling fan as described in the second aspect above.
In a seventh aspect, the present application further provides a computer-readable storage medium, on which a computer program is stored, which when executed by a processor implements the control method of the vehicle cooling fan according to the first and second aspects.
The embodiment of the application provides a method for determining control information of a vehicle cooling fan, a method for controlling operation and a device for controlling operation of the vehicle cooling fan, wherein the method comprises the steps of firstly obtaining a test data result set matched with model information of a target vehicle; then, through analyzing the test data result and the data result, constructing a temperature reduction trend relational expression of the heat source device and a temperature increase trend relational expression of the over-temperature part; and finally, determining a cooling fan control strategy diagram of the target vehicle according to the temperature reduction trend relational expression and the temperature increase trend relational expression. By means of the scheme, the pertinence determination of the cooling fan operation strategy after flameout is achieved, and vehicles of different models can have a more matched cooling fan operation control strategy. The method is different from the existing vehicle formed only by depending on the temperature of the engine, and the cooling fan operation control strategy obtained by the scheme realizes the flexible setting of temperature control parameters. Meanwhile, when the cooling fan is controlled through the cooling fan operation control strategy, the hidden danger of heat damage of parts around the exhaust system is effectively reduced, and therefore the heat damage treatment effect of the parts around the exhaust system is improved.
Drawings
Fig. 1 is a schematic flowchart of a method for determining control information of a cooling fan of a vehicle according to an embodiment of the present disclosure;
FIG. 2 is a graph of a vehicle operating duty cycle versus a cooling fan speed provided in accordance with an embodiment of the present application;
fig. 3 is a schematic flowchart of a method for determining control information of a cooling fan of a vehicle according to a second embodiment of the present application;
fig. 4 is a heat source temperature variation trend chart of a target heat source device in a heat damage test in the control information determination method for a vehicle cooling fan according to the second embodiment of the present application;
fig. 5 is a graph showing a relationship between a surface temperature of a supercharger and a temperature decrease rate of the supercharger at a time of turning off in a control information determination method for a vehicle cooling fan according to a second embodiment of the present application;
fig. 6 is a graph showing a relationship between an operation duty ratio and a supercharger temperature-decreasing rate in the control information determining method for a vehicle cooling fan according to the second embodiment of the present application;
fig. 7 is a temperature variation trend graph of a target over-temperature component in a test in a control information determination method for a vehicle cooling fan according to a second embodiment of the present application;
fig. 8 is a graph showing a relationship between the surface temperature of the supercharger and the maximum value of the surface temperature of the water tub cover at the time of turning off in the control information determining method for the cooling fan of the vehicle according to the second embodiment of the present application;
fig. 9 is a graph showing a relationship between an ambient temperature and a maximum value of a surface temperature of a water tub cover in a control information determining method for a cooling fan of a vehicle according to a second embodiment of the present application;
fig. 10 is a schematic diagram of safe values of the surface temperature of the supercharger at various environmental temperatures in a control information determination method for a cooling fan of a vehicle according to a second embodiment of the present application;
FIG. 11 is a MAP schematic diagram illustrating a post-cooling fan operation strategy of an automobile based on a surface temperature of a heat source device in a control information determination method for a cooling fan of the automobile according to a second embodiment of the present application;
FIG. 12 is a MAP schematic diagram of a post-fan operation strategy based on a supercharger temperature as a control parameter in an ECU exhaust temperature model in a control information determination method for a vehicle cooling fan according to a second embodiment of the present application;
fig. 13 is a parameter position diagram of a vehicle exhaust temperature model of a certain vehicle type in a method for determining control information of a vehicle cooling fan according to a second embodiment of the present application;
fig. 14 is a comparison graph of the surface temperature of the supercharger at the flameout time under the steady-state condition and the parameters of the exhaust temperature model in the ECU in the control information determination method for the vehicle cooling fan according to the second embodiment of the present application;
fig. 15 is a comparison graph of the surface temperature of the supercharger at the flameout time under the transient condition in the control information determination method for the vehicle cooling fan according to the second embodiment of the present application and various parameters of the exhaust temperature model in the ECU;
fig. 16 is a flowchart illustrating an operation control method of a cooling fan of a vehicle according to a third embodiment of the present application;
fig. 17 is a schematic structural diagram of a control information determination device for a vehicle cooling fan according to a fourth embodiment of the present application;
fig. 18 is a schematic structural diagram of a control device of a vehicle cooling fan according to a fifth embodiment of the present application;
FIG. 19 is a schematic structural diagram of a computer device according to a sixth embodiment of the present application;
fig. 20 is a schematic structural diagram of a vehicle according to a seventh embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more clear, embodiments of the present application will be described in further detail below with reference to the accompanying drawings. It should be understood that the embodiments described are only a few embodiments of the present application, and 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.
When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the application, as detailed in the claims that follow.
In the description of the present application, it is to be understood that the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not necessarily used to describe a particular order or sequence, nor are they to be construed as indicating or implying relative importance. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate. Further, in the description of the present application, "a plurality" means two or more unless otherwise specified. "and/or" describes the association relationship of the associated object, indicating that there may be three relationships, for example, a and/or B, which may indicate: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship.
Example one
Fig. 1 is a schematic flowchart of a method for determining control information of a vehicle cooling fan according to an embodiment of the present disclosure, where the method is suitable for determining or configuring various required parameter information for vehicles of different vehicle types before the vehicles leave a factory. The method may be performed by a control information determination device of a vehicle cooling fan, which may be implemented in hardware and/or software. The apparatus may be configured in a computer device having data analysis capabilities.
It should be noted that the application environment of the present embodiment implementing the control information determination method for the vehicle cooling fan may be described as follows: before the vehicle leaves a factory, the required various parameter information of the vehicles of various different vehicle types is determined or configured. In the existing implementation scheme, the control strategy of the cooling fan after flameout is set without considering the vehicle type of the vehicle, but the strategy for controlling the cooling fan to operate after flameout is formed directly on the basis of the water temperature parameter of the engine. In the current fan operation strategy based on engine water temperature parameter Control, the operation speed and duration of a cooling fan after a vehicle is shut down are determined by an Electronic Control Unit (ECU) according to the engine water temperature at the shut down time and an ambient temperature MAP through interpolation. For example, control strategy information MAP of the cooling fan operation duty ratio, the water temperature and the ambient temperature of a certain vehicle type is shown in table 1, and the relationship between the vehicle operation duty ratio and the cooling fan rotation speed is shown in fig. 2; the control strategy information MAP of the fan operation time length, the water temperature and the ambient temperature is shown in table 2. For an engine vehicle model provided with a thermostat, water temperature can represent heat load, and a fan post-operation strategy based on a water temperature model can effectively reduce the temperature of engine parts so as to solve the problem of heat damage.
TABLE 1 Fan rear run Duty ratio MAP Chart
Figure BDA0003121310420000081
TABLE 2 MAP Chart for post-Fan run-time
Figure BDA0003121310420000082
Figure BDA0003121310420000091
For a vehicle with an innovative heat management module engine, the trend of controlling the water temperature of the engine is as follows: the coolant temperature instead decreases as the engine load increases, just as opposed to an engine equipped with a thermostat. The water temperature at the flameout time of a vehicle equipped with the traditional thermostat and the innovative thermal management module engine under different load conditions in the thermal balance test is shown in table 3.
TABLE 3 Water temperature at extinction time under various working conditions of different vehicle types
Figure BDA0003121310420000092
Therefore, for the vehicle model provided with the engine with the innovative thermal management module, the water temperature cannot represent the magnitude of the thermal load, and the rear operation strategy of the cooling fan made according to the water temperature is unreasonable. When this strategy is applied to an engine model equipped with an innovative thermal management module, the following problems arise:
after the vehicle is flamed out for a period of time under the working condition of large load, the heat load of the whole vehicle is large, the temperature of parts in an engine compartment is increased rapidly, and at the moment, a cooling fan needs to run at a high speed to take away redundant heat. At the moment, the water temperature of the engine is lower under the control of the innovative thermal management module, and the fan of the ECU after MAP interpolation does not run or runs at a low speed, so that a large amount of heat in the engine compartment is accumulated, the surface temperature of the parts of the whole automobile is rapidly increased, the heat damage problem of the parts is generated, the service life of the parts is shortened, and the ignition of the parts is further serious because the local overhigh temperature cannot be relieved.
After the vehicle is flamed out after running for a period of time under a small-load working condition, the heat load of the whole vehicle is small, the temperature of parts of an engine cabin is low, the rising amplitude is small, and a cooling fan is not needed to run. At the moment, the water temperature of the engine is higher under the control of the innovative thermal management module, and the fan can run at a high speed after the ECU performs MAP interpolation. Not only the whole vehicle energy is lost, but also the majority of working conditions of users in actual use are in a low-load state, the high-speed operation of the fan generates larger Noise to form the problems of whole vehicle Noise, Vibration and Harshness (NVH), and the user experience is not good.
Therefore, for engine models equipped with innovative thermal management modules, post-shutdown cooling fan operating strategies based on water temperature parameter control are not reasonable. The cooling fan control information determining method based on the cooling trend relational expression and the heating trend relational expression achieves the optimal operation strategy of the automobile cooling fan after flameout, and is used for solving the technical defects of the existing strategy.
As shown in fig. 1, a method for determining control information of a vehicle cooling fan according to a first embodiment includes the following steps:
s101, a test data result set matched with the model information of the target vehicle is obtained, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage.
In the present embodiment, the vehicle type information may be specifically understood as engine information of a target vehicle equipped with different engine types, corresponding engine performances, such as engine types, component materials, fuel types, the number of cylinders, displacement, static braking power, and the like. For example, the engine equipped with the innovative thermal management module has the control trend that the temperature of the cooling liquid is reduced instead as the load of the engine is increased, the fully variable adjustment of the temperature of the engine water can be realized, and the temperature of the engine water is subjected to target control, so that the fuel consumption and the emission are reduced.
In the present embodiment, the determination of the information on the control of the cooling fan after the engine of the vehicle is turned off needs to be based on the result of the test obtained by performing the test on the vehicle. In the present embodiment, in order to determine the relationship between the operation control of the cooling fan and the heat source and the over-temperature components of the engine, various test tests of the vehicle in the cooling fan research stage are performed in consideration of the formation of different test environments. The test data result set can be specifically regarded as a set of corresponding obtained test data results after various test tests are carried out on the vehicle.
For example, when a researcher needs to know the correlation between the heat source temperature reduction and the cooling fan control in the vehicle, a test environment for performing heat source temperature reduction change may be designed, and by testing the vehicle in the test environment, a corresponding heat source temperature reduction change data result may be obtained. For another example, when a researcher needs to know the temperature rise influence of the heat source temperature in the vehicle on the component and wants to know the maximum temperature change of the component, a test environment for performing temperature rise change of the component may be designed, and the vehicle is tested in the test environment to obtain a corresponding temperature rise change data result of the component. Wherein, the data result of the temperature reduction change of the heat source and the data result of the temperature rise change of the parts can be contained in the test data result set.
Specifically, different test environments can be formed by setting different environment change parameters, vehicles of different vehicle types can keep running in the environment, parameter values and parameter change conditions of vehicle parts of the vehicle after the vehicle is flamed out are tested, data results such as vehicle type information and corresponding parameter values of the parts are recorded, and test data results of various test tests matched with the vehicle type information are searched from the recorded data results according to the vehicle type information of the target vehicle. It can be known that, in the test related to the control of the cooling fan, the test object is mainly the engine component of the target vehicle, the selection of the component can be selected according to the engine information assembled by different vehicle types, different environment change parameters can be set according to the requirements to form different test environments, and the parameter values corresponding to different parameters are recorded without limitation.
And S102, analyzing the data result of the test data result set, constructing a cooling trend relational expression of the heat source device, and constructing a heating trend relational expression of the over-temperature part.
In the present embodiment, the heat source device may be understood as a vehicle component that stores heat after the engine is turned off. After extinguishing, the component will transfer the stored heat to surrounding components, causing the surrounding components to increase in temperature as a result of the absorbed heat. The problem of thermal damage of parts after flameout is mainly caused by heat dissipation of heat source devices in an exhaust system with high temperature in an engine room.
The temperature reduction trend relational expression can be particularly understood as a temperature change rule of the heat source device after flameout, and is obtained by analyzing a test result obtained by carrying out test on the vehicle. The temperature of the heat source device varies depending on factors such as the surface temperature of the heat source device at the time of shutdown, the duty ratio of the fan, etc., and how the temperature of the heat source device varies depending on these factors.
The over-temperature component is specifically understood to be a component which absorbs heat emitted by a heat source in an exhaust system after an engine is shut down and has a temperature which is increased, such as an engine compartment water tank cover plate and the like.
The temperature-rise trend relational expression can be specifically understood as a temperature change rule of the overtemperature component after flameout, and is obtained by analyzing a test result obtained by carrying out test on the vehicle. For example, the temperature of the over-temperature component varies depending on factors such as the surface temperature of the over-temperature component during shutdown, the ambient temperature, etc., and how the over-temperature component varies with these factors.
Specifically, the step may analyze the test result obtained by performing the test on the vehicle, for example, the formula may be extracted by a unitary linear fitting method, or the formula may be extracted by a polynomial fitting method, so as to find the change rule between the parameters, and construct a cooling model reflecting the change rule of the heat source temperature and a heating model reflecting the change rule of the overtemperature component temperature after the vehicle is flamed out, that is, a cooling trend relation and a heating trend relation, where variables included in the models may be determined according to the construction requirement of the relations.
And S103, determining a cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression.
In the present embodiment, the cooling fan control strategy diagram may be specifically understood as control information required for controlling the operation of the cooling fan after the vehicle is turned off, such as the operation duration and the operation duty ratio of the cooling fan.
Specifically, it can be known in this step that the performance and the service life of the over-temperature component are not affected when the maximum value of the surface temperature of the over-temperature component does not exceed the temperature limit of the over-temperature component. The surface temperature of the over-temperature part can be increased along with the heat dissipation of the heat source device, the corresponding safety limit value of the heat source device can be determined according to the temperature limit value of the over-temperature part and the temperature rising relational expression of the over-temperature part, and the control information required for controlling the cooling fan to run after the vehicle is shut down, namely the cooling fan control strategy diagram of the vehicle, is determined according to the safety limit value of the heat source device and the temperature falling trend relational expression of the heat source device.
The embodiment of the application provides a method for determining control information of a vehicle cooling fan, which comprises the steps of firstly, carrying out various test tests on a target vehicle in a cooling fan control research stage to generate a matched test data result set; secondly, through analyzing the test data result in a centralized manner, a temperature reduction trend relational expression of the heat source device and a temperature rise trend relational expression of the over-temperature part are constructed; and finally, determining a cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression. By the method, the pertinence determination of the cooling fan operation strategy after flameout is realized, and vehicles of different models can have a more matched cooling fan operation control strategy. Different from the existing vehicle formed only by depending on the temperature of the engine, the cooling fan operation control strategy obtained by the scheme realizes flexible setting of temperature control parameters. Meanwhile, when the cooling fan is controlled through the cooling fan operation control strategy, the hidden danger of heat damage of parts around the exhaust system is effectively reduced, and therefore the heat damage treatment effect of the parts around the exhaust system is improved.
Example two
Fig. 3 is a method for determining control information of a vehicle cooling fan according to a second embodiment of the present application, where the second embodiment is based on the first embodiment, in the second embodiment, a temperature reduction trend relational expression of a heat source device is constructed through analysis of data in the test data result set, and a temperature increase trend relational expression of the over-temperature component is specifically expressed as: extracting a heat source surface temperature value of the target heat source device after the engine is shut down and the cooling fan continuously operates for a set time according to each given operation duty ratio from the heat source temperature reduction change data result contained in the test data result set; determining a cooling trend relational expression of the target heat source device according to the surface temperature value of each heat source; extracting the maximum temperature values of the parts corresponding to the target overtemperature parts corresponding to the target vehicle at each given environmental temperature under the working condition that the engine is shut down and the cooling fan is not operated from the heat source cooling change data results contained in the test data result set; determining a temperature rising trend relational expression of the target overtemperature part according to the maximum temperature value of each part; and the engine is shut down under the condition that the surface temperature value of the target heat source device reaches each set shut-down time temperature value.
Meanwhile, in this embodiment, the determining of the cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression may be specifically expressed as: acquiring a part temperature limit value set by a target overtemperature part corresponding to a target vehicle relative to each given environmental temperature; acquiring each flameout time temperature value preset for a target heat source device corresponding to a target vehicle; obtaining a corresponding cooling rate of the predetermined target heat source device under each environment temperature and operation duty ratio; determining a corresponding heat source safety temperature value when the target heat source device has each flameout time temperature value under each environment temperature based on a temperature rising trend relation of the target overtemperature part; determining the cooling fan operation time length required by the cooling fan under different operation duty ratios when the target heat source device is cooled to a heat source safety temperature value at each flameout moment under each environment temperature based on a given operation time length calculation formula; and constructing a cooling fan control strategy diagram of the target vehicle based on the relation data by taking the obtained environment temperatures, the obtained flameout time temperatures, the obtained operation duty ratios and the obtained operation time lengths of the cooling fans as the relation data.
As shown in fig. 3, a method for determining control information of a vehicle cooling fan according to a second embodiment of the present application specifically includes the following steps:
s201, obtaining a test data result set matched with the model information of the target vehicle, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage.
S202, extracting heat source surface temperature values of the target heat source device after the engine is shut down and the cooling fan continuously operates for a set time according to given operation duty ratios from heat source temperature reduction change data results contained in the test data result set.
The operation duty ratio of the cooling fan refers to the proportion of the operation energization time of the cooling fan relative to the total time in one pulse cycle.
The target heat source device can be particularly understood as the most important part for transferring heat to the over-temperature part, and after the vehicle is shut down, the over-temperature part can be heated due to the fact that the over-temperature part absorbs the heat emitted by the target heat source device. The determination of the target heat source device can determine the device closest to the over-temperature part as the target heat source device according to the layout structure, and can also determine the device with the highest temperature around the over-temperature part as the target heat source device according to the layout structure and the temperature. The heat source surface temperature value of the target heat source device can be obtained by measuring through an external temperature sensor.
Specifically, for each operation duty ratio, the heat source surface temperature value corresponding to the target heat source device after the operation duty ratio is continuously operated for a set time can be extracted from the test data result set. It can be known that, as the target vehicle test is continuously performed in the cooling fan control research stage, after the cooling fan is controlled to continuously operate for a set time period according to the operation duty ratio, the target heat source device gradually dissipates heat, and the corresponding heat source temperature sensor can acquire the heat source surface temperature value when the cooling fan finishes rotating. Wherein, the operation duty ratio can be set according to experience, for example, after the vehicle is shut off, the cooling fan is set to operate at 30%, 60%, 80% and the like of the operation duty ratio respectively. The operation duration setting can be determined according to the longest operation duration after the support flameout in the heat damage test stage of the vehicle, for example, the longest operation duration of the cooling fan after the support flameout of a certain vehicle type is 300 s. And the engine is shut down under the condition that the surface temperature value of the target heat source device reaches each set shut-down time temperature value.
S203, determining a cooling trend relational expression of the target heat source device according to the surface temperature values of the heat sources.
Specifically, the measured heat source temperature at the flameout time of the target heat source device is collected at the test stage of the target vehicle, so that the temperature value at the flameout time is obtained. The cooling fan sets up the operating condition according to the requirement of relation construction, and along with the continuation of experiment, the target heat source device will dispel the heat gradually, and corresponding heat source temperature sensor can gather the heat source surface temperature value when cooling fan finishes the rotation to explore the temperature change law of heat source after the flame-out to establish the cooling trend relational expression of heat source. The operation condition parameter setting can be set according to the requirement of constructing a cooling trend relational expression.
Further, the embodiment may specifically implement the step S203 as the following steps:
it should be noted that the determination process of the temperature reduction trend relational expression of the target heat source device needs to be based on the data results of the test tests performed on the target vehicle in the cooling fan control research stage.
a1) And determining the corresponding cooling rate of the target heat source device under each flameout time temperature value according to each operation duty ratio.
Further, in this embodiment, the step a1) may be implemented as the following steps:
first, the specific implementation of a11) -a12) described below is a determination implementation of the corresponding cool-down rate at each different operating duty cycle that is set.
a11) And acquiring a corresponding flameout time temperature value and a heat source surface temperature value under the operation duty ratio.
For each operation duty ratio, a flameout time temperature value corresponding to the target heat source device under the operation duty ratio and a heat source surface temperature value can be extracted from the test data result set.
In the step, the surface temperature change of the heat source in the flameout stage is unknown, and the heat source temperature of the target heat source device at the flameout moment can be acquired in the test stage of the target vehicle test through an external heat source temperature sensor so as to obtain the temperature value at the flameout moment. And then, the test data result set also comprises a heat source surface temperature value of the target heat source device. It can be known that, as the test continues, after the cooling fan is controlled to continuously operate for a set time according to the operation duty ratio, the target heat source device gradually dissipates heat, and the corresponding heat source temperature sensor can also acquire the surface temperature value of the heat source when the cooling fan finishes rotating.
The test data results of the target vehicle are centralized in the cooling fan control research stage, and the heat source temperature variation trend of the target heat source device under the condition of different operation duty ratios and heat source surface temperature combination working conditions at the flameout time can be obtained. For a test vehicle with a certain vehicle type, in a cooling fan control research stage, a test environment for performing heat source temperature reduction change can be designed, for example, a process of performing a test at an ambient temperature of 35 degrees can be described as follows: the engine was turned off at the surface temperatures of the supercharger (i.e., the target heat source device) at 450 deg.c, 550 deg.c, and 600 deg.c, respectively, and the cooling fan was continuously operated for 300 seconds at the operation duty ratios of 30%, 60%, and 80%, respectively.
In the light of the above description, fig. 4 is a diagram showing a heat source temperature variation tendency in a heat damage test of the target heat source device in the control information determination method for a cooling fan of a vehicle according to the second embodiment. As shown in fig. 4, the target heat-source device is a supercharger in an engine of a vehicle, the test environment may be set to be at an ambient temperature of 35 degrees, the engine may be turned off at surface temperatures of the target heat-source device of 450 c, 550 c, and 600 c, respectively, and the cooling fan may be continuously operated for 300 seconds at operation duty ratios of 30%, 60%, and 80%, respectively. At present, the longest operation time after flameout is supported by a cooling fan operation strategy of a certain vehicle type to be 300 s. Test results show that the cooling effect of the cooling fan on the surface temperature of the supercharger after being shut off is improved along with the increase of the operation duty ratio.
a12) And determining a difference value between the heat source surface temperature value and the flameout time temperature value, and taking a quotient of the difference value and the set time length as the cooling rate of the target heat source device.
For example, the temperature reduction rate can be converted into a mathematical problem, and the temperature reduction rate under different combinations of duty ratios and the surface temperature of the heat source at the flameout moment can be calculated through a temperature reduction rate calculation formula. The cooling rate calculation formula can be expressed as follows:
Y＝(T 2 -T 1 )/t 1 wherein Y is the heat source cooling rate in degrees Celsius per second (DEG C/s); t is 2 The unit of the surface temperature of the heat source at the end of the test is centigrade; t is 1 The heat source temperature is measured at the beginning (flameout) of the test and is measured in degrees centigrade; t is t 1 The test procedure duration is in seconds.
In this test, for a test vehicle of a certain vehicle type, the engine was turned off when the surface temperature of the supercharger (i.e., the target heat source device) was 450 ℃, 550 ℃ and 600 ℃, and the cooling fan was continuously operated for 300 seconds at the operation duty ratios of 30%, 60% and 80%, respectively. The supercharger surface cooling rates after the supercharger had shut down the engine at different surface temperatures and the cooling fan was operated at each operating duty cycle were calculated, respectively, and the calculation results are shown in table 4.
TABLE 4 calculated temperature ramp rate of supercharger surface (. degree. C/s)
Figure BDA0003121310420000181
b1) And fitting to form a corresponding unary linear first relational expression under the operation duty ratio by taking each cooling rate as a variable and each flameout time temperature value as an independent variable.
As described above, according to the result of the temperature reduction rate of the surface temperature of the supercharger (i.e., the target heat source device), the change rule of the temperature reduction rate along with the temperature change of the surface temperature of the supercharger at the flameout time under the condition of a certain duty ratio can be calculated, the calculation method can be to determine the relation by a unitary linear fitting method, or can be to determine the relation by a polynomial fitting method, and the fitting tool can be an excel tool, which is not particularly limited.
Illustratively, in this step, according to the temperature reduction rate result of the supercharger, an excel tool is used to fit a unitary linear equation of the temperature reduction rate of the target heat source device and the surface temperature of the target heat source device at the flameout time under the condition of a certain operation duty ratio, and the equation can be expressed as follows: y ═ AX i + B, wherein Y is the heat source cooling rate in degrees Celsius per second (DEG C/s); x i The surface temperature of a heat source at the flameout moment is shown in a unit of centigrade (DEG C); a is the slope of the fitting formula; b is the intercept of the fit.
Illustratively, a regression equation of the relationship between the surface temperature of the supercharger and the temperature reduction rate of the supercharger at the flameout time is fitted by unary linear regression analysis of the calculated values in the table 4 under the condition of different operation duty ratios, and the regression coefficient R 2 Are all larger than 0.97, and the specific regression equation is as follows:
when the duty cycle is 30%: y is 1 ＝-0.00085287X 1 +0.13490203 wherein, Y 1 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); x 1 The surface temperature of the supercharger at the moment of flameout is given in centigrade;
when the duty cycle is 60%: y is 2 ＝-0.00093797X 2 +0.16159566 wherein Y is 2 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); wherein X 2 The surface temperature of the supercharger at the moment of flameout is given in centigrade;
when the duty cycle is 80%: y is 3 ＝-0.00095241X 3 +0.15312726 wherein, Y 3 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); x 3 The supercharger surface temperature at the moment of flameout is given in degrees celsius.
The cooling rate of the surface of the supercharger in a reasonable temperature range of the target heat source device and different operation duty ratios can be calculated through the formula. The results of calculating the temperature drop rate at the surface temperature of each supercharger according to the supercharger operating temperature ranges of 450 ℃, 500 ℃, 550 ℃, 600 ℃, and 650 ℃ are shown in Table 5.
TABLE 5 supercharger surface Cooling Rate calculation results
Figure BDA0003121310420000201
c1) And for each flameout time temperature value of the target heat source device when the engine is flameout, fitting to form a corresponding element line second relational expression under the flameout time temperature value by taking each cooling rate as a variable and each operating duty ratio as an independent variable.
In the above description, according to the result of the temperature reduction rate of the surface temperature of the supercharger (i.e., the target heat source device), the change rule of the temperature reduction rate of the supercharger along with the operation duty ratio under the condition of a certain surface temperature of the supercharger can be calculated, the calculation method can be to determine the relational expression by a unitary linear fitting method, or can be to determine the relational expression by a polynomial fitting method, and the fitting tool can be an excel tool.
For example, in this step, an excel tool may be used to fit a unitary linear equation of the target heat source device cooling rate and the fan duty ratio under the condition of a certain surface temperature of the supercharger according to the cooling rate result, and the formula may be expressed as: y ═ aX j + b, wherein Y is the heat source cooling rate in degrees Celsius per second (° C/s); x j Is the fan duty cycle in percent (%); a is the slope of the fitting formula; b is the intercept of the fit.
Illustratively, according to the calculation results in Table 5, still by a unaryFitting a linear regression equation of the cooling rate and the operation duty ratio of the surface of the supercharger under different flameout time temperatures in a linear regression analysis mode, wherein the regression coefficient R 2 Are all larger than 0.97, and the specific regression equation is as follows:
when the supercharger surface temperature at the moment of flame-out is 450 ℃: y is 4 ＝-0.04746894X 4 -0.23143024, wherein Y 4 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); x 4 Is the duty cycle of the radiator fan, in%;
when the surface temperature of the supercharger at the moment of flameout is 500 ℃: y is 5 ＝-0.06228152X 5 -0.27204049, wherein Y 5 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); x 5 Is the duty cycle of the radiator fan, in%;
when the supercharger surface temperature at the time of flame-out is 550 ℃: y is 6 ＝-0.08615230X 6 -0.31407788, wherein Y 6 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); x 6 Is the duty cycle of the radiator fan, in%;
when the surface temperature of the supercharger is 600 ℃ at the moment of flameout: y is 7 ＝-0.07380655X 7 -0.35038588, wherein Y 7 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); x 7 Is the duty cycle of the radiator fan, in%;
when the supercharger surface temperature at the moment of flame-out is 650 ℃: y is 8 ＝-0.09306842X 8 -0.39176789, wherein Y 8 The heat source cooling rate is given in degrees centigrade per second (DEG C/s); x 8 Is the duty cycle of the radiator fan, and the unit is%;
d1) and determining a unitary linear first relational expression corresponding to each operation duty ratio and a unitary linear second relational expression corresponding to each flameout time temperature value as a cooling trend relational expression corresponding to the target heat source device.
In the step, a relational expression between the surface temperature of the supercharger and the cooling rate of the supercharger at the flameout moment under a certain condition of the operation duty ratio can be obtained within a reasonable range of the operation duty ratio of the cooling fan and the surface temperature of the supercharger according to the finally fit calculated cooling rate result of the target heat source device; and a relational expression between the operating duty ratio of the cooling fan and the temperature reduction rate of the supercharger under the condition that the surface temperature of the supercharger is constant at the moment of flameout. Therefore, a temperature reduction model of the supercharger is established, and the heat source temperature reduction rate model can fit the supercharger temperature reduction rate of the arbitrary combination of the surface temperature and the operation duty ratio of the target heat source device at the flameout time.
Next, fig. 5 is a graph showing the relationship between the surface temperature of the supercharger and the temperature decrease rate of the supercharger at the time of turning off in the control information determining method for the vehicle cooling fan according to the second embodiment. Fig. 6 is a graph showing the relationship between the operation duty ratio and the supercharger temperature-decreasing rate in the control information determining method for the vehicle cooling fan according to the second embodiment.
And 204, extracting the maximum temperature value of the part corresponding to the target overtemperature part corresponding to the target vehicle at each given environmental temperature under the working condition that the engine is shut down and the cooling fan is not operated from the part temperature-rise change data result contained in the test data result set.
In this embodiment, the overtemperature of the automobile parts is generated after the stop of the stop fan, and the surface temperature of the parts is increased and then reduced. The target overtemperature component can be specifically understood as the most representative overtemperature component, that is, when the overtemperature component can meet the requirement of heat damage limitation under the intervention of the operation of the cooling fan, and other surrounding overtemperature components can meet the requirement, the overtemperature component is the target overtemperature component. The temperature of the target overtemperature component can be acquired by an external temperature sensor. And the engine is shut down under the condition that the surface temperature value of the target heat source device reaches each set shut-down time temperature value.
For example, for a test vehicle with a certain vehicle type, the target over-temperature part is an engine compartment water tank cover plate. The overtemperature of the automobile parts is generated after the stop operation of the stop-fire fan, the surface temperature of the parts is increased and then reduced, and the maximum value of the surface temperature of the parts is generated about 3-10 min after the stop operation of the fan. And when the surface temperature of the supercharger is 600 ℃ on the flameout schedule, the surface temperature of the water tank cover plate changes after flameout under different environmental temperature conditions.
Next, fig. 7 shows a temperature change trend chart of the target overtemperature component in the control information determining method for a vehicle cooling fan according to the second embodiment in the test. As shown in fig. 7, the target over-temperature component is an engine compartment water trough cover plate, and the surface temperature of the water trough cover plate after flameout is changed under different environmental temperature conditions when the supercharger surface temperature is 600 ℃ at flameout time.
For example, under the condition of a certain ambient temperature, the maximum temperature value of the target over-temperature component after flameout at different target heat source temperatures is measured. Aiming at a test vehicle with a certain vehicle type, the ECU adjusts the fan strategy MAP to ensure that the fan does not run after the engine is flamed out under any condition. Then, the maximum temperature values of the water tank cover plate after flameout at the ambient temperatures of 20 ℃, 30 ℃, 40 ℃ and 50 ℃ and the surface temperatures of the supercharger of 450 ℃, 550 ℃ and 600 ℃ were obtained through experiments, and the results are shown in table 6.
Table 6 maximum temperature value of sink cover plate
Figure BDA0003121310420000231
And step 205, determining a temperature rising trend relational expression of the target overtemperature component according to the maximum temperature value of each component.
Specifically, the temperature of the target over-temperature part rises due to the absorption of heat emitted by the target heat source device, and the temperature of the target over-temperature part is acquired at the flameout time in the test stage so as to obtain the temperature value at the flameout time. The temperature rising trend relational expression of the target overtemperature component can be established by setting different parameters required for construction, such as different environmental temperatures and different temperatures of heat source devices, and exploring the change rule of the maximum temperature value of the parameter and the target overtemperature component. The condition of the parameters required for building can be determined according to the parameters required for building the temperature rising trend relational expression.
Further, this embodiment may specifically implement the step 205 as the following steps:
firstly, the specific implementation of a2) -c2) is realized by determining a temperature rising trend relation of a target overtemperature part.
a2) And for each given environment temperature, fitting to form a corresponding unary linear third relational expression at the environment temperature by taking the maximum temperature value of the part corresponding to the target overtemperature part at the environment temperature as a variable and taking each flameout time temperature value as an independent variable.
In the step, the change rule of the maximum temperature value of the target over-temperature part at the flameout time along with the temperature value of the heat source device at the flameout time can be calculated under the condition of certain environmental temperature, the calculation method can be to determine the relational expression by a unitary linear fitting method, or can be to determine the relational expression by a polynomial fitting method, and the fitting tool can be an excel tool.
For example, a linear regression equation corresponding to different environmental temperatures can be fitted by using the temperature value of the heat source device at the flameout time as an independent variable and the maximum temperature value of the component as a variable through unitary linear regression analysis. According to the maximum temperature value result of the over-temperature part, fitting a unitary linear equation of the maximum value of the over-temperature part and the surface temperature of the heat source at the flameout moment under the condition of certain ambient temperature by using an excel tool, wherein the equation can be expressed as follows: y ═ CX m + D, wherein y is the maximum temperature of the surface of the overtemperature component in degrees Celsius (DEG C); x m The surface temperature of a heat source device at the flameout moment is measured in centigrade (DEG C); c is the slope of the fitting formula; d is the intercept of the fit. And analyzing the relationship between the maximum value of the over-temperature part and the surface temperature of the supercharger at the flameout moment through data.
Illustratively, from the test results in table 6, a regression equation of the relationship between the surface temperature of the supercharger (i.e., the target heat source device) and the maximum temperature of the water tank cover plate (i.e., the target over-temperature component) at the moment of flameout under different environmental temperature conditions is fitted through a unitary linear regression analysis, and the regression coefficient R 2 Are all larger than 0.95, and the specific regression equation is as follows:
when the ambient temperature is 20 ℃: y is 9 ＝0.2399X 9 -27.657, wherein Y 9 The surface temperature of the water tank cover plate is measured in centigrade (DEG C); x 9 The surface temperature of the supercharger at the moment of flameout is given in centigrade (DEG C);
when the ambient temperature is 30 ℃: y is 10 ＝0.1884X 10 +13.371 wherein Y is 10 The temperature of the surface of the water tank cover plate is measured in centigrade degree (DEG C); x 10 The surface temperature of the supercharger at the moment of flameout is given in centigrade (DEG C);
when the ambient temperature is 40 ℃: y is 11 ＝0.2106X 11 +9.7286 wherein Y 11 The temperature of the surface of the water tank cover plate is measured in centigrade degree (DEG C); x 11 The surface temperature of the supercharger at the moment of flameout is given in centigrade (DEG C);
when the ambient temperature is 50 ℃: y is 12 ＝0.2584X 12 -10.429, wherein Y 12 The surface temperature of the water tank cover plate is measured in centigrade (DEG C); x 12 The supercharger surface temperature at the time of shutdown is given in degrees Celsius (C.).
The maximum value of the temperature of the water tank cover plate corresponding to the surface temperature of the supercharger at any reasonable flameout time under certain environmental temperature can be calculated according to the formula, wherein the maximum value is 450 ℃, 500 ℃, 550 ℃, 600 ℃ and 650 ℃ according to the working temperature range of the supercharger. The maximum values of the temperatures of the water bath cover plates at the respective temperatures were calculated and the results are shown in Table 7.
TABLE 7 maximum results for surface temperature of sink deck
Figure BDA0003121310420000251
b2) And aiming at each flameout time temperature value of the target heat source device when the engine is flameout, fitting to form a unitary linear fourth relational expression corresponding to the flameout time temperature value by taking the maximum temperature value of the target overtemperature component corresponding to the flameout time temperature value as a variable and taking the ambient temperatures as independent variables.
In the step, the change rule of the maximum temperature value of the target overtemperature component at the flameout time along with the ambient temperature under the condition that the temperature value of the surface temperature of the heat source device (such as a supercharger) at the flameout time is constant can be calculated, the calculation method can be to determine the relational expression by a unitary linear fitting method, also can be to determine the relational expression by a polynomial fitting method, and the fitting tool can be an excel tool.
For example, the linear regression equation corresponding to different ambient temperatures can be fitted by using the ambient temperature as an independent variable and the maximum temperature value of the component as a variable through a unitary linear regression analysis. According to the maximum temperature value result of the over-temperature part, fitting a unitary linear equation of the maximum temperature of the surface of the over-temperature part and the ambient temperature under a certain duty ratio by using an excel tool, wherein the equation can be expressed as follows: y ═ cX n + d, wherein y is the maximum temperature of the surface of the overtemperature component in degrees centigrade (° c); x n Is ambient temperature in degrees Celsius (. degree. C.); c is the slope of the fitting formula; d is the intercept of the fit. And analyzing the relationship between the maximum value of the over-temperature part and the ambient temperature through data.
Illustratively, from the calculation results in table 7, a regression equation of the relationship between the ambient temperature and the maximum value of the temperature of the sink cover plate (i.e., the target over-temperature component) at different flameout times of the supercharger (i.e., the target heat source device) is fitted through a unitary linear regression analysis, and the specific regression equation is as follows:
when the surface temperature at the time of flame-out was 450 ℃: y is 13 ＝0.2399X 13 -27.657, wherein Y 13 The temperature of the surface of the water tank cover plate is measured in centigrade degree (DEG C); x 13 Is ambient temperature in degrees Celsius (. degree. C.);
when the surface temperature at the moment of flame-out was 500 ℃: y is 14 ＝0.2399X 14 -27.657, wherein Y 14 The temperature of the surface of the water tank cover plate is measured in centigrade degree (DEG C); x 14 Is ambient temperature in degrees Celsius (. degree. C.);
when the surface temperature at the time of flame-out was 550 ℃: y is 15 ＝0.2399X 15 -27.657, wherein Y 15 For water tank coverThe temperature of the surface of the plate is given in degrees centigrade (DEG C); x 15 Is ambient temperature in degrees Celsius (. degree. C.);
when the surface temperature at the moment of flame-out is 600 ℃: y is 16 ＝0.2399X 16 -27.657, wherein Y 16 The surface temperature of the water tank cover plate is measured in centigrade (DEG C); x 16 Is ambient temperature in degrees Celsius (. degree. C.);
when the surface temperature at the moment of flame-out was 650 ℃: y is 17 ＝0.2399X 17 -27.657, wherein Y 17 The temperature of the surface of the water tank cover plate is measured in centigrade degree (DEG C); x 17 Is the ambient temperature in degrees Celsius (. degree. C.).
The maximum value of the surface temperature of the water tank cover plate corresponding to the surface temperature of the water tank cover plate in any reasonable range of environment temperature under a certain condition of the surface temperature of the supercharger at the flameout time can be calculated through the formula. As shown in Table 8, the maximum values of the surface temperature of the water bath cover plate at the time of shutdown were 450 ℃, 500 ℃, 550 ℃, 600 ℃ and 650 ℃ of the supercharger surface temperature at the time of shutdown under the conditions of the ambient temperature of 0 ℃, 20 ℃, 30 ℃, 40 ℃ and 50 ℃.
TABLE 8 maximum results of surface temperature of sink deck
Figure BDA0003121310420000271
c2) And determining a corresponding unitary linear third relational expression under each environment temperature and a corresponding unitary linear fourth relational expression of each flameout time temperature value at the flameout time as a temperature rising trend relational expression of the target overtemperature component.
In this step, according to the maximum value result of the surface temperature of the supercharger finally calculated by fitting, in a reasonable range of the ambient temperature and the surface temperature of the supercharger surface meter at the flameout time, a relational expression between the surface temperature of the supercharger (i.e., the target heat source device) and the maximum value of the surface temperature of the water tank cover plate (i.e., the target overtemperature component) at the flameout time under a certain ambient temperature condition and a relational expression between the ambient temperature and the maximum value of the water tank cover plate under a certain surface temperature condition of the supercharger at the flameout time can be obtained. Therefore, a temperature rising model of the surface temperature of the water tank cover plate of the over-temperature component is established, and the temperature rising model can fit the maximum value of the surface temperature of the target over-temperature component with the arbitrary combination of the environmental temperature and the temperature of the target heat source device at the flameout time.
Next, fig. 8 is a graph showing the relationship between the supercharger surface temperature at the time of turning off and the maximum value of the water tub cover surface temperature in the control information determining method for the vehicle cooling fan according to the second embodiment. Fig. 9 is a graph showing a relationship between the ambient temperature and the maximum value of the surface temperature of the water tub cover in the control information determining method for the cooling fan of the vehicle according to the second embodiment.
The following S206 to S211 give concrete implementations of the cooling fan control strategy diagram determined from the temperature decrease tendency relational expression and the temperature increase tendency relational expression.
And S206, acquiring the temperature limit values of the target over-temperature parts corresponding to the target vehicle relative to the parts set under the given environmental temperatures.
In this embodiment, the component temperature limit may be specifically understood as that the maximum value of the surface temperature of the automobile component does not exceed the temperature limit of the automobile component, and the performance and the service life of the automobile component are not affected. The temperature limit of the parts is affected by the ambient temperature, and different ambient temperatures correspond to different temperature limits of the parts.
Specifically, under the given environmental temperature, the temperature limit value of the corresponding target over-temperature component is determined by the material of the over-temperature component, and can be obtained from a manufacturer.
And S207, acquiring various flameout time temperature values preset for target heat source devices corresponding to the target vehicles.
Specifically, each flameout time temperature value set by a target heat source device corresponding to the target vehicle is acquired by a temperature sensor.
And S208, obtaining the corresponding cooling rate of the target heat source device under each ambient temperature and operation duty ratio which are determined in advance.
Specifically, according to the heat source device cooling relation, the corresponding cooling rate of the target heat source device under each of the ambient temperature and the operation duty ratio is obtained.
And S209, determining a heat source safety temperature value corresponding to each flameout time temperature value of the target heat source device at each environmental temperature based on the temperature rising trend relational expression of the target overtemperature component.
In this embodiment, the safe temperature value of the heat source may be specifically understood as that after the vehicle is turned off, the target heat source device and the target over-temperature component are cooled down under the operation of the cooling fan, so that the temperature of the target heat source device is reduced below a safe value, and the over-temperature phenomenon of the component does not occur.
In this embodiment, the corresponding safety values of the heat source at different environmental temperatures are determined according to the temperature limit value of the over-temperature component and the maximum temperature rise model of the component. According to the part temperature-increasing model y ═ CX m + D. When y is the temperature limit of heat damage of the part, X is calculated n Namely the safety value T under the environmental temperature condition A 。
Illustratively, the maximum values of the surface temperature of the water tank cover plate at the time of shutdown at the ambient temperatures of 0 ℃, 20 ℃, 30 ℃, 40 ℃ and 50 ℃ and the respective temperatures of 450 ℃, 500 ℃, 550 ℃, 600 ℃ and 650 ℃ of the surface temperature of the supercharger are calculated by the temperature rise model of the surface temperature of the water tank cover plate, as shown in table 9. The limit of the surface temperature of the water tank cover plate is 120 ℃.
TABLE 9 maximum results of surface temperature of sink deck
Figure BDA0003121310420000291
The font thickening area in the table can be obtained as the overtemperature area of the surface of the water tank cover plate, the non-thickening part of the font is a safe area, and the safe value of the surface temperature of the supercharger at each environmental temperature is between the two areas in the table. The temperature of the surface of the water tank cover plate can be calculated by a temperature rise model of the surface temperature of the water tank cover plate, the surface temperature value of the supercharger at the flameout time corresponding to the maximum value of the temperature of the water tank cover plate at 120 ℃ under different environmental temperatures is the calculated value, and the calculated value is the safety value of the surface temperature of the supercharger. Fig. 10 is a schematic diagram showing safe values of the surface temperature of the supercharger at respective ambient temperatures in the control information determining method for the vehicle cooling fan according to the second embodiment.
S210, based on a given operation time calculation formula, determining the operation time of the cooling fan required by the cooling fan under different operation duty ratios when the temperature of the target heat source device is reduced to a heat source safety temperature value at each flameout time under each environment temperature.
Specifically, the time for the cooling fan of the automobile to operate at different duty ratios after being turned off under the condition of different environmental temperatures is calculated, so that the heat source is reduced to a safety value, and the formula can be expressed as follows: t ═ T (T) E -T A ) Y, where t is the desired time in seconds(s); t is a unit of E The surface temperature of a heat source at the moment of flameout is expressed in the unit of centigrade (DEG C); t is a unit of A The safety value of the heat source temperature under a certain environmental temperature condition is given in the unit of centigrade (DEG C); and Y is the cooling rate of the heat source under the conditions of certain ambient temperature and duty ratio, and the unit is centigrade (DEG C).
Illustratively, taking the condition that the ambient temperature is 30 ℃ and the surface temperature of the supercharger (i.e., the target heat source device) at the time of shutdown is 600 ℃, the safety value of the target heat source device in the environment is 566.0 ℃, and the surface temperature of the supercharger needs to be reduced by 34 ℃. According to the model of the temperature reduction rate of the surface temperature of the supercharger, in order to reduce the heat source by 34 ℃, the automobile cooling fan needs to operate according to the following strategy after being shut down: 30% duty cycle for 92 seconds, 45% duty cycle for 89 seconds, 60% duty cycle for 87 seconds, 70% duty cycle for 84 seconds, and 80% duty cycle for 83 seconds.
And (3) according to the calculated fan rear operation time, considering the actual vehicle type overtemperature part thermal damage situation and the entire vehicle NVH noise requirement, making a fan rear operation strategy MAP based on the surface temperature of the heat source device.
The vehicle with a certain vehicle type meets NVH requirements, and noise is acceptable when the rear operation duty ratio of the fan is 30%. In order to reduce noise and improve user comfort, the duty ratio can be used as much as possible under the working condition of small heat load of daily requirements of users. The high duty cycle is used to ensure the safety of thermal hazards under the conditions of large thermal loads that some users rarely encounter. Fig. 11 is a MAP diagram showing a post-cooling fan operation strategy of an automobile based on the surface temperature of a heat-source device in the control information determination method for a cooling fan of a vehicle according to the second embodiment.
And S211, taking the obtained environment temperatures, flameout time temperatures, operation duty ratios and operation time lengths of the cooling fans as relational data, and constructing a cooling fan control strategy diagram of the target vehicle based on the relational data.
Specifically, according to core control parameters selected by a temperature exhaust model in the ECU, the difference value between the surface temperature of the heat source and the core control parameters in the ECU is calculated, the heat source temperature parameters in the post-fan operation strategy MAP are replaced by the core control parameters selected in the ECU, and an automobile cooling fan post-operation strategy MAP based on parameter control of the temperature exhaust model is made. The formula can be expressed as: t is H ＝T R + Δ T, where T H The temperature of a core control parameter in the ECU at the flameout moment is given as the unit of centigrade (DEG C); t is R The surface temperature of the heat source device measured at the flameout moment is measured in centigrade degree (DEG C); Δ T is the temperature difference between the core control parameter and the measured value of the heat source in degrees Celsius (C.).
Illustratively, the temperature of an ECU core control parameter supercharger in a vehicle with a certain vehicle type is higher than the actually measured surface temperature of the supercharger by about 100 ℃ under various working conditions, and in order to better ensure the heat damage performance of the whole vehicle, a cooling fan needs to be inserted in advance after the vehicle is shut down, so that the surface temperatures of a heat source device and an over-temperature part are rapidly reduced. And adjusting the result of 50 ℃ increase of the surface temperature of the supercharger in the MAP graph to replace the core control parameter value, and making a fan post-operation strategy MAP based on the supercharger temperature in the ECU exhaust temperature model as the control parameter. Fig. 12 is a MAP diagram illustrating a post-fan operation strategy based on the supercharger temperature in the ECU exhaust temperature model as a control parameter in the control information determination method for the vehicle cooling fan according to the second embodiment.
In the embodiment, a target heat source device and a target overtemperature part corresponding to a target vehicle are searched and determined from a given vehicle type heat source association table; and the vehicle type heat source association table is created in advance through a set relation creation strategy.
The second embodiment provides a method for determining control information of a vehicle cooling fan, which embodies the processes of constructing a cooling trend relational expression and a heating trend relational expression and determining a cooling fan control strategy diagram. The method provided by the embodiment mainly determines a unitary linear first relational expression corresponding to each operation duty ratio and a unitary linear second relational expression corresponding to each flameout time temperature value as a cooling trend relational expression corresponding to a target heat source device; and determining a first linear relational expression corresponding to each environment temperature and a second linear relational expression corresponding to each flameout time temperature value at each flameout time as a heating trend relational expression of the target overtemperature part, taking the obtained environment temperature, each flameout time temperature, each operation duty ratio and each cooling fan operation time length as relational data, and constructing a cooling fan control strategy diagram of the target vehicle based on the relational data to achieve a state of a heat source and determine a more optimal cooling fan operation strategy after flameout of the vehicle.
It should be noted that another premise of determining the target heat source device and the target over-temperature component corresponding to the target vehicle in this embodiment is as follows: searching and determining a target heat source device and a target over-temperature part corresponding to a target vehicle from a given vehicle type heat source association table; the vehicle type heat source association table is created in advance through a set relation creation strategy. The embodiment also provides another optional embodiment for realizing the creation of the vehicle type heat source association table through the set relationship creation strategy in advance.
As an optional embodiment of the present application, on the basis of the above embodiment, the embodiment may specifically express the creating step of the vehicle type heat source association table through a set relationship in advance as follows:
a3) and regarding each test vehicle subjected to the heat damage test, and taking the vehicle type of the test vehicle as one piece of test vehicle type information.
The heat damage test may be specifically understood as a test in which an environment capable of causing heat damage to vehicle components is provided, and the vehicle is kept running in the environment so that the vehicle components can be caused to generate heat damage after the vehicle is shut down. The higher exhaust temperature of the automobile engine can affect the automobile parts, such as the temperature rise, the reduction of the working performance, the failure or the invalidation of the automobile parts and the like.
The heat damage test result can be understood as a data record related to the heat damage test, and specifically may be that the temperature of the automobile parts is increased, for example, what the temperature of the automobile parts is increased, what the maximum temperature value of the automobile parts is reached under different set heat damage environments (for example, the current environment temperature of different environments where the vehicles are located, the operation duty ratio, the operation duration of the cooling fan, and the like), the temperature variation data of the automobile parts, and the like.
b3) And determining the overtemperature parts of the test vehicle according to the part surface temperature values of the parts, which are obtained by the test vehicle in the heat damage test.
Further, in this embodiment, the step b3) may be implemented as the following steps:
when the test vehicle is subjected to a heat damage test, acquiring component surface temperature values acquired by the temperature sensors relative to the components, wherein the temperature sensors are arranged in one-to-one correspondence with the components;
for each part, determining a temperature difference between the part surface temperature value and a corresponding temperature limit value;
and determining the part corresponding to the maximum temperature difference value as the overtemperature part of the test vehicle.
Specifically, a whole vehicle heat damage test is performed to confirm the most representative over-temperature parts around the exhaust system. And calculating the temperature difference delta Ti between the maximum value result of the surface temperature of each part and the corresponding limit value, wherein the part corresponding to the maximum delta Ti is the overtemperature part most represented.
For example, in the heat damage test result of a certain vehicle type, the surface temperature of the engine compartment water tank cover plate seriously exceeds the temperature limit value, if the part can meet the requirement of the heat damage limit value under the condition of the operation intervention after the fan, the over-temperature parts around other exhaust systems can meet the requirement, and the engine compartment water tank cover plate is the most representative over-temperature part.
c3) And determining the heat source device corresponding to the overtemperature component according to the vehicle arrangement structure information of the test vehicle.
Further, in this embodiment, the step c3) may be implemented as the following steps:
searching vehicle arrangement structure information of the test vehicle, and determining vehicle candidate devices related to the over-temperature parts;
obtaining vehicle candidate devices with the surface temperature values of the devices within a set temperature range, and recording the vehicle candidate devices as vehicle screening devices;
and selecting the heat source device with the minimum distance value with the over-temperature part from the vehicle screening devices as the over-temperature part.
Illustratively, the heat source most representative of the over-temperature component is found. Judging that the heat source corresponding to the water tank cover plate of the vehicle type is a turbocharger from the arrangement structure, measuring a heat source temperature value by an external sensor on the surface of the turbocharger, and defining the measured value as the surface temperature of the turbocharger.
d3) And determining the corresponding core control parameters of the test vehicle according to the surface temperature of the heat source device corresponding to the heat source device under each test working condition.
Further, in this embodiment, the step d3) may be implemented as the following steps:
obtaining the surface temperature of the heat source device corresponding to each test working condition of the heat damage test;
acquiring a temperature parameter table of a temperature exhaust model of an engine control unit of a target vehicle under each test working condition, wherein the temperature parameter table of the temperature exhaust model comprises device temperature values of selected vehicle devices;
extracting the surface temperature of the corresponding heat source device according to each test working condition, and selecting a candidate device which meets the set relation condition with the surface temperature of the heat source device from the temperature parameter table of the exhaust temperature model;
and taking the candidate device meeting the core device condition as the corresponding core control parameter of the test vehicle.
In this embodiment, the core control parameters may be selected according to different vehicle types and heat sources, for example, the temperature in the exhaust manifold, the temperature of the front oxygen sensor, the temperature in the middle of the catalyst, the temperature at the end of the catalyst, the temperature of the rear oxygen sensor, and the like may be selected, and if there are parameters in other exhaust systems in the ECU that are consistent with the trend of change in the temperature of the heat source, the core control parameters may also be the core control parameters. And the heat source device may be selected based on the exhaust system component that is closest to the over-temperature component or has the highest temperature.
For example, for a vehicle with a certain model, the exhaust system component closest to the overtemperature component is the heat source. The available simulated temperature parameters in the vehicle ECU are as follows: exhaust manifold temperature, supercharger temperature, front oxygen sensor temperature, catalyst middle temperature, rear oxygen sensor temperature, catalyst end temperature. Fig. 13 is a diagram showing the position of the vehicle exhaust temperature model parameter in the method for determining the control information of the cooling fan of the vehicle according to the second embodiment.
And comparing the temperature of the heat source under the steady-state working condition with the temperature parameter results of the exhaust temperature model in the ECU. And (3) externally connecting a temperature sensor on the surface of the supercharger, collecting the surface temperature of the supercharger, testing according to steady-state working conditions (low-speed climbing working conditions, high-speed climbing working conditions and high-speed working conditions) in a heat damage test, extinguishing after running for 30min, and comparing the surface temperature of the supercharger with each temperature parameter of a heat exhaust model in the ECU at the moment of extinguishing. Fig. 14 is a graph comparing the surface temperature of the supercharger at the time of turning off the engine under the steady-state condition with the parameters of the exhaust temperature model in the ECU in the control information determination method for the vehicle cooling fan according to the second embodiment. It can be seen that the supercharger temperature in the ECU is closest to the measured supercharger surface temperature under each steady state condition. The temperature difference is within 30-100 ℃, and the smaller the surface temperature of the supercharger is, the closer the temperature difference of the supercharger and the supercharger is in a steady state.
Fig. 15 is a graph showing comparison between the surface temperature of the supercharger at the time of key-off and the parameters of the exhaust temperature model in the ECU in the method for determining control information for a cooling fan of a vehicle according to the second embodiment.
And comparing the temperature of the heat source with the change trend of each temperature parameter of the exhaust temperature model in the ECU under the transient working condition. The test is carried out according to the transient working condition in the thermal hazard test, namely the urban working condition (43 ℃ environmental temperature), the temperature of the supercharger and the surface temperature change trend of the supercharger are basically similar, and the average temperature difference between the supercharger and the surface temperature change trend of the supercharger is basically kept at about 100 ℃. And selecting the core control parameters of the rear operation of the cooling fan of the automobile according to the results of the steps. The core control parameters have smaller difference with the heat source temperature result under the steady state working condition and also have more similar change trend with the heat source temperature under the transient working condition. It can be clear that the surface temperature of the supercharger can not be obtained through the vehicle parts, the surface temperature of the supercharger needs to be collected by an external temperature sensor, and each vehicle is additionally provided with the external temperature sensor, so that the vehicle cost is increased undoubtedly. The supercharger temperature and the supercharger surface temperature change trend are basically similar through tests under the steady-state and transient working conditions of the vehicle, the average temperature difference between the supercharger temperature and the supercharger surface temperature change trend is basically kept about a temperature difference value delta Ti, wherein the supercharger temperature can be directly provided by the ECU, and therefore the supercharger surface temperature change rule can be determined according to the supercharger temperature and the temperature difference value delta Ti. The temperature of a supercharger in an ECU is selected as a core control parameter.
e3) And recording the test vehicle type information, the overtemperature parts, the heat source parts and the core control parameters as vehicle type heat source associated information in the vehicle type heat source associated table.
The optional embodiment of this embodiment specifically provides that the vehicle type heat source association table is created and implemented in advance through a set relationship creation policy. The method comprises the steps of carrying out a heat damage test according to each test vehicle, determining an overtemperature part, a heat source part and a core control parameter, and recording test vehicle type information, the overtemperature part, the heat source part and the core control parameter as vehicle type heat source related information in a vehicle type heat source related table, wherein the form of the heat source related table can be set into different forms according to requirements, so that the core control parameter and the like can be determined according to the vehicle type information, and a search basis is provided for a vehicle cooling fan control method.
EXAMPLE III
Fig. 16 is a method for controlling the operation of a cooling fan of a vehicle according to a third embodiment of the present application, where the method is applied to a case where the operation of the cooling fan is controlled after the vehicle is turned off, and the method is provided with a heat source relation table of the vehicle type and a control strategy map of the cooling fan. The method may be performed by an operation control device of a vehicle cooling fan, which may be implemented in hardware and/or software. The device may be disposed in a vehicle capable of controlling a cooling fan. The method specifically comprises the following steps:
s301, searching a given vehicle type heat source association table, and determining a standard heat source device and standard core control parameters matched with the vehicle type information of the vehicle.
In the present embodiment, the vehicle type heat source association table is obtained by the control information determination method for the vehicle cooling fan described in the above embodiment, and stores information such as vehicle type information, standard heat source devices, and standard core control parameters. Each vehicle type is associated with information such as a corresponding standard heat source device, a standard core control parameter and the like.
The standard heat source device may be specifically understood as a target heat source device obtained by the method for determining control information of a vehicle cooling fan according to the above embodiment, which is the most important device for dissipating heat to an over-temperature component.
The standard core control parameter may be specifically understood as a candidate device satisfying the core device condition obtained by the control information determination method for a vehicle cooling fan described in the above embodiment.
Specifically, vehicle type information of the vehicle is obtained firstly, the vehicle type information can be engine model information, then according to the vehicle type information, the vehicle searches a given vehicle type heat source association table by itself, and a standard heat source component and a standard core control parameter corresponding to the vehicle type information are determined. It is to be noted that the vehicle type heat source association table is obtained by the control information determination method of the vehicle cooling fan described in the above embodiment, and stored in the vehicle.
S302, when the engine of the vehicle is detected to be flamed out, determining the current device temperature value of the standard heat source device and the current environment temperature of the environment where the vehicle is located, and obtaining the current parameter value of the standard core control parameter.
The current device temperature value of the standard heat source device can be specifically acquired by arranging a corresponding temperature sensor on the standard heat source device. The current ambient temperature may be determined by a thermometer, weather software, and the like, and the current parameter value of the standard core control parameter may be acquired by setting a corresponding temperature sensor, which is not limited herein.
Specifically, when the vehicle controller detects an engine stall signal of the vehicle, the vehicle automatically acquires a current device temperature value of the standard heat source device through the arranged temperature sensor and acquires a current environment temperature, wherein the current environment temperature can be acquired by a current environment temperature acquisition unit of the vehicle, and can also be input in real time through weather software. And acquiring the current parameter value of the standard core control parameter through a built-in temperature sensor.
S303, searching a control strategy diagram of the cooling fan corresponding to the vehicle, and determining the working duration and the target operation duty ratio of the cooling fan under the current environment temperature and the current parameter value.
The control strategy diagram of the cooling fan is obtained by the method for determining the control information of the cooling fan of the vehicle according to the above embodiment, and the control strategy diagram records the operation duration and the target operation duty ratio of the cooling fan corresponding to different current ambient temperatures and different current parameter values, respectively.
The target operation duty ratio can be specifically understood as being obtained by the control information determination method of the vehicle cooling fan described in the above embodiment, and the cooling fan is operated at the operation duty ratio, so that the over-temperature component can meet the requirement of the thermal damage limit.
Specifically, the cooling fan control strategy map stores relational data of each current ambient temperature, each flameout time temperature, each operation duty ratio and each cooling fan operation time length, and by searching the cooling fan control strategy map corresponding to the vehicle, the operation duration and the target operation duty ratio of the corresponding cooling fan corresponding to the current ambient temperature and the current parameter value can be determined. The cooling fan control strategy map may be written in the engine ECU program, may be written in the engine ECU by a CANape brush, or may be written in the engine ECU by an INCA brush.
And S304, controlling the cooling fan to operate for the working duration by adopting the target operation duty ratio.
Specifically, the vehicle determines the working duration and the target operation duty ratio of the cooling fan under the current ambient temperature and the current parameter value, and the engine ECU controls the cooling fan to operate according to the determined working duration and the target operation duty ratio.
For example, a control strategy diagram of a cooling fan based on a supercharger temperature as a control parameter in an ECU exhaust temperature model made by a vehicle of a certain vehicle type is shown in fig. 12 in the above embodiment, and when the current ambient temperature is 40 degrees and the supercharger temperature of an exhaust system is 550 degrees, the cooling fan should be controlled to operate at a duty ratio of 30% and operate for 150 seconds.
According to the operation control method of the vehicle cooling fan, the given vehicle type heat source association table and the cooling fan control strategy map are searched, the working duration and the target operation duty ratio of the cooling fan under the current environment temperature and the current parameter value are determined, and the operation of the cooling fan is controlled according to the determined working duration and the target operation duty ratio, so that the operation control method adopting the optimal cooling fan is realized, the heat damage hidden danger of parts around an exhaust system is effectively reduced, the service life of the parts is prolonged, and the product quality of the whole vehicle is further improved.
Example four
Fig. 17 is a schematic structural diagram of a control information determining apparatus for a cooling fan of a vehicle according to a fourth embodiment of the present application, where the apparatus includes: a result obtaining module 401, a relation building module 402 and a curve determining module 403. Wherein:
a result obtaining module 401, configured to obtain a test data result set matched with model information of a target vehicle, where the test data result set includes data results of each test performed on the target vehicle in a cooling fan control research stage;
a relation building module 402, configured to build a temperature reduction trend relation of a heat source device and a temperature increase trend relation of the over-temperature component through analysis of the test data result set data result;
a curve determining module 403, configured to determine a cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression.
Further, the relationship building module 402 may include:
a heat source surface temperature value extraction unit, configured to extract a heat source surface temperature value that the target heat source device has after the engine is shut down and the cooling fan continues to operate for a set duration according to each given operation duty cycle from heat source cooling change data results included in the test data result set;
the cooling trend relational expression determining unit is used for determining a cooling trend relational expression of the target heat source device according to the surface temperature value of each heat source;
the part maximum temperature value extraction unit is used for extracting part maximum temperature values corresponding to target overtemperature parts corresponding to the target vehicle at each given environmental temperature under the working condition that the engine is shut down and the cooling fan is not operated from the part temperature rise change data results contained in the test data result set;
the temperature-rising trend relational expression confirming unit is used for determining a temperature-rising trend relational expression of the target overtemperature component according to the maximum temperature value of each component;
and the engine is shut down under the condition that the surface temperature value of the target heat source device reaches each set shut-down time temperature value.
Further, the cooling trend relation determination unit includes:
the temperature reduction rate determining unit is used for determining the corresponding temperature reduction rate of the target heat source device under each flameout time temperature value according to each operation duty ratio;
the first relational expression fitting unit is used for fitting each cooling rate as a variable and each flameout time temperature value as an independent variable to form a corresponding unary linear first relational expression under the operation duty ratio;
the second relational expression fitting unit is used for fitting and forming a unary linear second relational expression corresponding to the flameout time temperature value by taking the cooling rate as a variable and the operation duty ratio as an independent variable aiming at each flameout time temperature value of the target heat source original device when the engine is flamed out;
and the cooling trend relation determining subunit is used for determining a unitary linear first relation corresponding to each operating duty ratio and a unitary linear second relation corresponding to each flameout time temperature value as a cooling trend relation corresponding to the target heat source device.
Further, the cooling rate determination unit may be specifically configured to:
acquiring a corresponding flameout time temperature value and a heat source surface temperature value under the operation duty ratio;
and determining a difference value between the heat source surface temperature value and the flameout time temperature value, and taking a quotient of the difference value and the set time length as the cooling rate of the target heat source device.
Further, the temperature increase tendency relational expression determination unit includes:
a third relational expression fitting unit, configured to, for each given ambient temperature, fit and form a unary linear third relational expression corresponding to the ambient temperature, with a maximum component temperature value corresponding to the target overtemperature component at the ambient temperature as a variable and each of the flameout time temperature values as an independent variable;
a fourth relational expression fitting unit, configured to, for each flameout time temperature value that the target pyrogen source device has when the engine is flamed out, fit and form a corresponding unitary linear fourth relational expression at the flameout time temperature value by using a maximum component temperature value of the target over-temperature component at the flameout time temperature value as a variable and each of the environmental temperatures as an independent variable;
and the temperature-rise trend relational expression determining subunit is used for determining a corresponding unitary linear third relational expression under each environment temperature and a corresponding unitary linear fourth relational expression of each flameout time temperature value as the temperature-rise trend relational expression of the target overtemperature part.
Further, the curve determination module 403 is specifically operable to:
acquiring a part temperature limit value set by a target overtemperature part corresponding to a target vehicle relative to each given environmental temperature;
acquiring each flameout time temperature value preset for a target heat source device corresponding to a target vehicle;
obtaining a corresponding cooling rate of the predetermined target heat source device under each environment temperature and operation duty ratio;
determining a heat source safety temperature value corresponding to each flameout time temperature value of the target heat source device at each environmental temperature based on the temperature rising trend relational expression of the target overtemperature component;
determining the cooling fan operation time length required by the cooling fan under different operation duty ratios when the target heat source device is cooled to a heat source safety temperature value at each flameout moment under each environment temperature based on a given operation time length calculation formula;
and constructing a cooling fan control strategy diagram of the target vehicle based on the relation data by taking the obtained environment temperatures, the obtained flameout time temperatures, the obtained operation duty ratios and the obtained operation time lengths of the cooling fans as the relation data.
The target heat source device and the target overtemperature part corresponding to the target vehicle are searched and determined from a given vehicle type heat source association table; and the vehicle type heat source association table is created in advance through a set relation creation strategy.
Further, the device also comprises an association table creating module,
the association table creating module may specifically include:
the vehicle type information determining module is used for taking the vehicle type of each test vehicle subjected to the heat damage test as test vehicle type information;
the over-temperature part determining unit is used for determining the over-temperature parts of the test vehicle according to the part surface temperature values of the parts, acquired by the test vehicle in the heat damage test;
the heat source device determining unit is used for determining a heat source device corresponding to the overtemperature component according to the vehicle arrangement structure information of the test vehicle;
the core control parameter determining unit is used for determining the core control parameters corresponding to the test vehicle according to the surface temperature of the heat source device corresponding to the heat source device under each test working condition;
and the recording unit is used for recording the test vehicle type information, the over-temperature parts, the heat source parts and the core control parameters as vehicle type heat source related information in the vehicle type heat source related table.
The over-temperature component determining unit may be specifically configured to:
when the test vehicle is subjected to a heat damage test, acquiring component surface temperature values acquired by the temperature sensors relative to the components, wherein the temperature sensors are arranged in one-to-one correspondence with the components;
for each part, determining a temperature difference between the part surface temperature value and a corresponding temperature limit value;
and determining the part corresponding to the maximum temperature difference value as the overtemperature part of the test vehicle.
The heat source device determination unit may specifically be configured to:
searching vehicle arrangement structure information of the test vehicle, and determining vehicle candidate devices related to the over-temperature parts;
obtaining vehicle candidate devices with the surface temperature values of the devices within a set temperature range, and recording the vehicle candidate devices as vehicle screening devices;
and selecting the heat source device with the minimum distance value with the overtemperature component from each vehicle screening device as the overtemperature component.
The core control parameter determining unit may specifically be configured to:
obtaining the surface temperature of the heat source device corresponding to each test working condition of the heat damage test;
acquiring a temperature parameter table of a temperature exhaust model of an engine control unit of a target vehicle under each test working condition, wherein the temperature parameter table of the temperature exhaust model comprises device temperature values of selected vehicle devices;
extracting the surface temperature of the corresponding heat source device according to each test working condition, and selecting a candidate device which meets the set relation condition with the surface temperature of the heat source device from the temperature parameter table of the exhaust temperature model;
and taking the candidate devices meeting the conditions of the core devices as the corresponding core control parameters of the test vehicle.
The device can execute the control information determining method of the vehicle cooling fan provided by any embodiment of the application, and has the corresponding functional modules and beneficial effects of executing the control information determining method of the vehicle cooling fan.
EXAMPLE five
Fig. 18 is a schematic structural diagram of a control device of a vehicle cooling fan according to a fifth embodiment of the present application, where the device includes: a first lookup module 501, an information determination module 502, a second lookup module 503, and a cooling control module 504. Wherein:
the first searching module 501 is configured to search a heat source association table of a given vehicle type, and determine a standard heat source device and a standard core control parameter that are matched with vehicle type information of a vehicle;
the information determining module 502 is configured to determine a current device temperature value of the standard pyrogen device and a current environment temperature of an environment where the vehicle is located when it is detected that an engine of the vehicle is turned off, and obtain a current parameter value of the standard core control parameter;
a second searching module 503, configured to search a cooling fan control strategy map corresponding to the vehicle, and determine the working duration and the target operating duty ratio of the cooling fan at the current ambient temperature and the current parameter value;
a cooling control module 504 configured to control the cooling fan to operate for the operating duration with the target operating duty cycle;
wherein the vehicle type heat source association table and the cooling fan control strategy map are obtained by the control information determination method according to any one of embodiments.
The device can execute the operation control method of the vehicle cooling fan provided by any embodiment of the application, and has corresponding functional modules and beneficial effects for executing the operation control method of the vehicle cooling fan.
EXAMPLE six
Fig. 19 is a schematic structural diagram of a computer apparatus according to a sixth embodiment of the present application, as shown in fig. 19, the apparatus includes a processor 60, a memory 61, an input device 62, and an output device 63; the number of the processors 60 in the device/system may be one or more, and one processor 60 is taken as an example in fig. 19; the processor 60, the memory 61, the input device 62 and the output device 63 in the apparatus may be connected by a bus or other means, and the bus connection is exemplified in fig. 19.
The memory 61 is a computer-readable storage medium that can be used to store software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the control information determination method for a vehicle cooling fan in the embodiment of the present application (for example, the result acquisition module 401, the relationship construction module 402, and the curve determination module 403 in the control information determination device for a vehicle cooling fan). The processor 60 executes various functional applications of the device and data processing, i.e., implements the above-described control information determination method of the vehicle cooling fan, by executing software programs, instructions, and modules stored in the memory 61.
The memory 61 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory 61 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, the memory 61 may further include memory located remotely from the processor 60, which may be connected to the device over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 62 may be used to receive entered numeric or character information and to generate key signal inputs relating to user settings and function controls of the apparatus. The output device 63 may include a display device such as a display screen.
EXAMPLE seven
Fig. 20 is a schematic structural diagram of a vehicle according to a seventh embodiment of the present application, and as shown in fig. 20, the apparatus includes a processor 70, a memory 71, an input device 72, and an output device 73; the number of processors 70 in the device may be one or more, and one processor 70 is taken as an example in fig. 20; the processor 70, the memory 71, the input device 72 and the output device 73 of the apparatus may be connected by a bus or other means, and the bus connection is exemplified in fig. 20.
The memory 71 is used as a computer-readable storage medium for storing software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the operation control method of the vehicle cooling fan in the embodiment of the present application (for example, the first lookup module 501, the information determination module 502, the second lookup module 503, and the cooling control module 504 in the control information determination device of the vehicle cooling fan). The processor 70 executes various functional applications of the device and data processing by executing software programs, instructions and modules stored in the memory 71, that is, implements the above-described operation control method of the vehicle cooling fan.
The memory 71 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory 71 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, the memory 71 may further include memory located remotely from the processor 70, which may be connected to the device over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 72 may be used to receive input numeric or character information and generate key signal inputs related to user settings and function control of the apparatus/terminal/server. The output device 73 may include a display device such as a display screen.
Example eight
An eighth embodiment of the present application also provides a storage medium containing computer-executable instructions for performing a control information determination method and an operation control method of a cooling fan of a vehicle when the computer-executable instructions are executed by a computer processor, the method including:
acquiring a test data result set matched with the vehicle type information of a target vehicle, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage;
through analyzing the test data result, a cooling trend relational expression of the heat source device is constructed, and a heating trend relational expression of the over-temperature part is constructed;
determining a cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression;
searching a given vehicle type heat source association table, and determining a standard heat source device and standard core control parameters which are matched with the vehicle type information of the vehicle;
when the engine of the vehicle is detected to be flamed out, determining the current device temperature value of the standard pyrogen device and the current environment temperature of the environment where the vehicle is located, and acquiring the current parameter value of the standard core control parameter;
searching a cooling fan control strategy diagram corresponding to the vehicle, and determining the working duration and the target operation duty ratio of the cooling fan under the current environment temperature and the current parameter value;
and controlling the cooling fan to operate for the working duration by adopting the target operation duty ratio.
Of course, the storage medium provided in the embodiments of the present application contains computer-executable instructions, and the computer-executable instructions are not limited to the operations of the method described above, and may also execute the relevant operations in a control information determination method and an operation control method for a vehicle cooling fan provided in any embodiments of the present application.
From the above description of the embodiments, it is obvious for those skilled in the art that the present application can be implemented by software and necessary general hardware, and certainly can be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present application or portions thereof contributing to the prior art may be embodied in the form of a software product, which may be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods described in the embodiments of the present application.
It should be noted that, in the above embodiment of the control device for a vehicle cooling fan, the units and modules included in the control device are merely divided according to the functional logic, but are not limited to the above division, as long as the corresponding functions can be realized; in addition, specific names of the functional units are only used for distinguishing one functional unit from another, and are not used for limiting the protection scope of the application.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present application and the technical principles employed. It will be understood by those skilled in the art that the present application is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the application. Therefore, although the present application has been described in more detail with reference to the above embodiments, the present application is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present application, and the scope of the present application is determined by the scope of the appended claims.

Claims (16)

1. A control information determination method for a vehicle cooling fan, characterized by comprising:
acquiring a test data result set matched with the vehicle type information of a target vehicle, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage;
through analysis of the test data result set data results, a cooling trend relational expression of a target heat source device is constructed, and a heating trend relational expression of the target overtemperature component is constructed, wherein the cooling trend relational expression is a univariate linear first relational expression corresponding to each operating duty ratio and a univariate linear second relational expression corresponding to each flameout time temperature value, and the heating trend relational expression is a univariate linear third relational expression corresponding to each environment temperature and a univariate linear fourth relational expression corresponding to each flameout time temperature value;
determining a cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression;
wherein the determining a cooling fan control strategy diagram of the target vehicle according to the cooling trend relational expression and the heating trend relational expression comprises:
acquiring a temperature limit value of a target overtemperature component corresponding to a target vehicle relative to the components set under given environmental temperatures;
acquiring each flameout time temperature value preset for a target heat source device corresponding to a target vehicle;
obtaining a corresponding cooling rate of the predetermined target heat source device under each environment temperature and operation duty ratio;
determining a heat source safety temperature value corresponding to each flameout time temperature value of the target heat source device at each environmental temperature based on the temperature rising trend relational expression of the target overtemperature component;
determining the cooling fan operation time length required by the cooling fan under different operation duty ratios when the target heat source device is cooled to a heat source safety temperature value at each flameout moment under each environment temperature based on a given operation time length calculation formula;
and constructing a cooling fan control strategy diagram of the target vehicle based on the relation data by taking the obtained environment temperatures, flameout time temperatures, operation duty ratios and cooling fan operation time lengths as relation data.
2. The method of claim 1, wherein the step of constructing a temperature reduction trend relational expression of the target heat source device and a temperature increase trend relational expression of the target overtemperature component part through analysis of the data in the test data result set comprises the following steps:
extracting a heat source surface temperature value of the target heat source device after the engine is shut down and the cooling fan continuously operates for a set time according to each given operation duty ratio from the heat source temperature reduction change data result contained in the test data result set;
determining a cooling trend relational expression of the target heat source device according to the surface temperature values of the heat sources;
extracting the maximum temperature value of the part corresponding to the target overtemperature part corresponding to the target vehicle at each given environmental temperature under the working condition that the engine is shut down and the cooling fan is not operated from the part temperature rise change data result contained in the test data result set;
determining a temperature rising trend relational expression of the target overtemperature parts according to the maximum temperature value of each part;
and the engine is shut down under the condition that the surface temperature value of the target heat source device reaches each set shut-down time temperature value.
3. The method of claim 2, wherein said determining a temperature reduction trend relationship for said target heat source device based on each of said heat source surface temperature values comprises:
determining a corresponding cooling rate of the target heat source device at each flameout time temperature value according to each operation duty ratio;
fitting to form a unary linear first relational expression corresponding to the operation duty ratio by taking each cooling rate as a variable and each flameout time temperature value as an independent variable;
for each flameout time temperature value of the target heat source device when the engine is flameout, fitting to form a unary linear second relational expression corresponding to the flameout time temperature value by taking each cooling rate as a variable and each operating duty ratio as an independent variable;
and determining a unitary linear first relational expression corresponding to each operation duty ratio and a unitary linear second relational expression corresponding to each flameout time temperature value as a cooling trend relational expression corresponding to the target heat source device.
4. The method of claim 3, wherein the determining a corresponding cool-down rate of the target heat-source device at each of the flameout time temperature values comprises:
acquiring a corresponding flameout time temperature value and a heat source surface temperature value under the operation duty ratio;
and determining a difference value between the heat source surface temperature value and the flameout time temperature value, and taking a quotient of the difference value and the set time length as the cooling rate of the target heat source device.
5. The method as claimed in claim 2, wherein the determining the temperature trend relation of the target over-temperature component according to the maximum temperature value of each component comprises:
for each given environment temperature, fitting to form a corresponding unary linear third relational expression at the environment temperature by taking the maximum temperature value of the target overtemperature component corresponding to the environment temperature as a variable and taking each flameout time temperature value as an independent variable;
aiming at each flameout time temperature value of the target heat source device when the engine is flameout, fitting to form a unitary linear fourth relational expression corresponding to the flameout time temperature value by taking the maximum temperature value of the target overtemperature component corresponding to the flameout time temperature value as a variable and taking the ambient temperatures as independent variables;
and determining a corresponding unary linear third relational expression under each environment temperature and a corresponding unary linear fourth relational expression of each flameout time temperature value as a temperature rising trend relational expression of the target overtemperature part.
6. The method according to any one of claims 2-5, wherein the target heat source device and the target over-temperature part corresponding to the target vehicle are determined by looking up from a heat source association table of a given vehicle type;
the vehicle type heat source association table is created through a preset relation creation strategy in advance.
7. The method as claimed in claim 6, wherein the step of creating the heat source association table of the vehicle type through the set relationship creation policy specifically includes:
regarding each test vehicle subjected to the heat damage test, taking the vehicle type of the test vehicle as test vehicle type information;
determining the overtemperature parts of the test vehicle according to the part surface temperature values of the parts, which are obtained by the test vehicle in the heat damage test;
determining a heat source device corresponding to the overtemperature component according to the vehicle arrangement structure information of the test vehicle;
determining core control parameters corresponding to the test vehicle according to the surface temperature of the heat source device corresponding to the heat source device under each test working condition;
and recording the test vehicle type information, the overtemperature parts, the heat source parts and the core control parameters as vehicle type heat source associated information in the vehicle type heat source associated table.
8. The method of claim 7, wherein determining the over-temperature component of the test vehicle based on the component surface temperature values of the components acquired by the test vehicle in the thermal damage test comprises:
when the test vehicle is subjected to a heat damage test, acquiring component surface temperature values acquired by the temperature sensors relative to the components, wherein the temperature sensors are arranged in one-to-one correspondence with the components;
for each part, determining a temperature difference between the part surface temperature value and a corresponding temperature limit value;
and determining the part corresponding to the maximum temperature difference value as the overtemperature part of the test vehicle.
9. The method according to claim 7, wherein the determining the heat source device corresponding to the over-temperature part according to the vehicle arrangement structure information of the test vehicle comprises:
searching vehicle arrangement structure information of the test vehicle, and determining vehicle candidate devices related to the over-temperature parts;
obtaining vehicle candidate devices with the surface temperature values of the devices within a set temperature range, and recording the vehicle candidate devices as vehicle screening devices;
and selecting the heat source device with the minimum distance value with the over-temperature part from the vehicle screening devices as the over-temperature part.
10. The method of claim 7, wherein determining the core control parameters corresponding to the test vehicle according to the surface temperature of the heat source device corresponding to the heat source device under each test condition comprises:
obtaining the surface temperature of the heat source device corresponding to each test working condition of the heat damage test;
acquiring a temperature parameter table of a temperature exhaust model of an engine control unit of a target vehicle under each test working condition, wherein the temperature parameter table of the temperature exhaust model comprises device temperature values of selected vehicle devices;
extracting the surface temperature of the corresponding heat source device according to each test working condition, and selecting a candidate device which meets the set relation condition with the surface temperature of the heat source device from the temperature parameter table of the exhaust temperature model;
and taking the candidate device meeting the core device condition as the corresponding core control parameter of the test vehicle.
11. An operation control method of a cooling fan for a vehicle, characterized by comprising:
searching a given vehicle type heat source association table, and determining standard heat source devices and standard core control parameters matched with vehicle type information of the vehicle;
when the engine of the vehicle is detected to be flameout, determining the current device temperature value of the standard heat source device and the current environment temperature of the environment where the vehicle is located, and acquiring the current parameter value of the standard core control parameter;
searching a cooling fan control strategy diagram corresponding to the vehicle, and determining the working duration and the target operation duty ratio of the cooling fan under the current environment temperature and the current parameter value;
controlling the cooling fan to operate for the working duration with the target operating duty cycle;
wherein the vehicle type heat source association table and the cooling fan control strategy diagram are obtained by the control information determination method of any one of claims 1 through 10.
12. A control information determination device for a cooling fan of a vehicle, characterized by comprising:
the result acquisition module is used for acquiring a test data result set matched with the model information of the target vehicle, wherein the test data result set comprises data results of various test tests performed on the target vehicle in a cooling fan control research stage;
the relation building module is used for building a cooling trend relation of a target heat source device and a heating trend relation of the target overtemperature part through analysis of the test data result centralized data result, wherein the cooling trend relation is a unitary linear first relation corresponding to each operating duty ratio and a unitary linear second relation corresponding to each flameout time temperature value, and the heating trend relation is a unitary linear third relation corresponding to each environment temperature and a unitary linear fourth relation corresponding to each flameout time temperature value;
a curve determining module, configured to determine a cooling fan control strategy map of the target vehicle according to the cooling trend relational expression and the heating trend relational expression;
wherein the curve determination module is specifically configured to:
acquiring a part temperature limit value set by a target overtemperature part corresponding to a target vehicle relative to each given environmental temperature;
acquiring each flameout time temperature value preset for a target heat source device corresponding to a target vehicle;
obtaining a corresponding cooling rate of the predetermined target heat source device under each environment temperature and operation duty ratio;
determining a heat source safety temperature value corresponding to each flameout time temperature value of the target heat source device at each environmental temperature based on the temperature rising trend relational expression of the target overtemperature component;
determining the cooling fan operation time length required by the cooling fan under different operation duty ratios when the target heat source device is cooled to a heat source safety temperature value at each flameout moment under each environment temperature based on a given operation time length calculation formula;
and constructing a cooling fan control strategy diagram of the target vehicle based on the relation data by taking the obtained environment temperatures, the obtained flameout time temperatures, the obtained operation duty ratios and the obtained operation time lengths of the cooling fans as the relation data.
13. An operation control device of a cooling fan for a vehicle, characterized by comprising:
the first searching module is used for searching a given vehicle type heat source association table and determining a standard heat source device and a standard core control parameter which are matched with the vehicle type information of the vehicle;
the information determining module is used for determining the current device temperature value of the standard heat source device and the current environment temperature of the environment where the vehicle is located when the engine of the vehicle is detected to be flameout, and acquiring the current parameter value of the standard core control parameter;
the second searching module is used for searching a cooling fan control strategy diagram corresponding to the vehicle and determining the working duration and the target operation duty ratio of the cooling fan under the current environment temperature and the current parameter value;
the cooling control module is used for controlling the cooling fan to operate for the working duration time by adopting the target operation duty ratio;
wherein the vehicle type heat source association table and the cooling fan control strategy map are obtained by the control information determination method according to any one of claims 1 to 10.
14. A computer device, characterized in that the computer device comprises:
one or more processors;
storage means for storing one or more programs;
when executed by the one or more processors, cause the one or more processors to implement the control information determination method for a vehicle cooling fan as recited in claims 1-10.
15. A vehicle, characterized in that the vehicle comprises:
one or more controllers;
storage means for storing one or more programs;
when the one or more programs are executed by the one or more controllers, the one or more controllers are caused to implement the operation control method of the vehicle cooling fan as recited in claim 11.
16. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1-11.
CN202110676431.XA 2021-06-18 2021-06-18 Control information determination method, operation control method and device for vehicle cooling fan Active CN113323902B (en)

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