CN117227457A - Cooling control method of vehicle system, electronic equipment and vehicle - Google Patents
Cooling control method of vehicle system, electronic equipment and vehicle Download PDFInfo
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Abstract
The application provides a cooling control method of a vehicle system, electronic equipment and a vehicle, wherein the cooling control method of the vehicle system comprises the following steps: determining a target cooling strategy according to the first cooling strategy and the second cooling strategy; cooling control is carried out on the vehicle according to target control parameters corresponding to the target cooling strategy; wherein the first cooling strategy is a strategy for determining a target control parameter based on speed information, and the second cooling strategy is a strategy for determining a target control parameter based on an associated temperature of the device to be cooled. The cooling control method of the vehicle system ensures the diversity of the cooling strategies, and the target control parameters are respectively determined from different dimensions by the multiple cooling strategies, so that the target cooling strategies are determined by referring to the multiple cooling strategies, the rationality of the target control parameters corresponding to the target cooling strategies is improved, and the purposes of reasonably optimizing the cooling energy consumption, reasonably saving the energy and improving the vehicle endurance mileage are further realized.
Description
Technical Field
The present application relates to the field of automotive technologies, and in particular, to a cooling control method for a vehicle system, an electronic device, and a vehicle.
Background
In the running process of the vehicle, a power system and a transmission system of the vehicle can generate a large amount of heat, and in order to ensure the safety performance of the power system and the transmission system, the power system and the transmission system of the vehicle need to be timely cooled, or the power system and the transmission system of the vehicle need to be timely cooled.
At present, when a power system and a transmission system of a vehicle are cooled, a cooling strategy is generally used, and the problems of single cooling strategy and insufficient cooling energy consumption exist.
Disclosure of Invention
In view of the above, the application aims to provide a cooling control method of a vehicle system, electronic equipment and a vehicle, which aim to reasonably save cooling energy consumption and improve the endurance mileage of the vehicle.
In view of the above object, the present application provides, in a first aspect, a cooling control method of a vehicle system, including: determining a target cooling strategy according to the first cooling strategy and the second cooling strategy;
cooling control is carried out on the vehicle according to target control parameters corresponding to the target cooling strategy;
wherein the first cooling strategy is a strategy for determining a target control parameter based on speed information, and the second cooling strategy is a strategy for determining a target control parameter based on an associated temperature of the device to be cooled.
In view of the above object, the present application also provides, in a second aspect, a cooling control device of a vehicle system, including:
the determining module is used for determining a target cooling strategy according to the first cooling strategy and the second cooling strategy;
the control module is used for carrying out cooling control on the vehicle according to the target control parameters corresponding to the target cooling strategy;
wherein the first cooling strategy is a strategy for determining a target control parameter based on speed information, and the second cooling strategy is a strategy for determining a target control parameter based on an associated temperature of the device to be cooled.
In view of the above object, the present application also provides, in a third aspect, an electronic device including a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the cooling control method of the vehicle system according to the first aspect described above when executing the program.
In view of the above object, the present application also provides, in a fourth aspect, a vehicle including the electronic apparatus as described in the above third aspect.
In view of the above object, the present application also provides, in a fifth aspect, a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the cooling control method of the vehicle system as any one of the above first aspects.
From the above, it can be seen that the cooling control method of the vehicle system provided by the application determines the final target cooling strategy by referring to two different cooling strategies, and performs cooling control on the vehicle according to the target control parameters corresponding to the target cooling strategy, so as to ensure the diversity of the cooling strategy, and the target control parameters are respectively determined from different dimensions by referring to multiple cooling strategies, so that the target cooling strategy is determined by referring to multiple cooling strategies, thereby being beneficial to improving the rationality of the target control parameters corresponding to the target cooling strategy, and further realizing the purposes of reasonably optimizing the cooling energy consumption, reasonably saving energy and improving the vehicle endurance mileage.
Drawings
In order to more clearly illustrate the technical solutions of the present application or related art, the drawings that are required to be used in the description of the embodiments or related art will be briefly described below, and it is apparent that the drawings in the following description are only embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort to those of ordinary skill in the art.
FIG. 1 is a flow chart of a method for controlling cooling of a vehicle system according to an embodiment of the present application;
FIG. 2 is a schematic diagram of a cooling control apparatus of a vehicle system according to an embodiment of the present application;
fig. 3 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present application.
Detailed Description
The present application will be further described in detail below with reference to specific embodiments and with reference to the accompanying drawings, in order to make the objects, technical solutions and advantages of the present application more apparent.
It should be noted that unless otherwise defined, technical or scientific terms used in the embodiments of the present application should be given the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "first," "second," and the like, as used in embodiments of the present application, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.
Fig. 1 shows a schematic flow diagram of a cooling control method of a vehicle system, which can be executed by a cooling control device of the corresponding vehicle system, which can be implemented in software and/or hardware. The cooling control device of the vehicle system can be deployed on the vehicle and can also be deployed to a cloud or service end in communication with the vehicle.
As shown in fig. 1, the cooling control method of the vehicle system includes the steps of:
s110, determining a target cooling strategy according to the first cooling strategy and the second cooling strategy.
S120, cooling control is carried out on the vehicle according to the target control parameters corresponding to the target cooling strategy.
Wherein the first cooling strategy is a strategy for determining a target control parameter based on speed information, and the second cooling strategy is a strategy for determining a target control parameter based on an associated temperature of the device to be cooled. The device to be cooled may be, for example, a motor, and the corresponding associated temperature may be a temperature of a motor body, a temperature of a motor controller, or a temperature of a cooling liquid. The device to be cooled may also be a transmission, and the associated temperature may be a temperature of a transmission body, a temperature of a transmission controller, or a temperature of a coolant.
The speed information can represent whether the driver has a fierce driving behavior, so the target control parameters can be flexibly adjusted according to whether the driver has the fierce driving behavior by determining the target control parameters based on the speed information, the determination of the target control parameters can be more reasonable, the energy consumption optimization is facilitated, and the safety of each heat generating component of the vehicle can be ensured. The associated temperature of the equipment to be cooled is a direct factor indicating whether the equipment to be cooled needs to be cooled, so that the safety of each heat generating component of the vehicle can be fully ensured by determining the target control parameter based on the associated temperature of the equipment to be cooled. According to the embodiment of the application, the target cooling strategy is determined from the two dimensions of the speed information and the associated temperature of the equipment to be cooled, so that the energy saving purpose can be realized on the premise of ensuring the safety of each heat generating component of the vehicle, and the reasonable energy saving can be realized.
In some embodiments, the determining the target cooling strategy according to the first cooling strategy and the second cooling strategy may specifically be: the first cooling strategy or the second cooling strategy is determined as a target cooling strategy. Alternatively, the first cooling strategy and the second cooling strategy are fused to obtain the target cooling strategy. The final target cooling strategy is determined by referring to two different cooling strategies, so that the diversity of the cooling strategies is ensured, and the target control parameters are respectively determined from different dimensions by referring to the plurality of cooling strategies, so that the target cooling strategy is determined by referring to the plurality of cooling strategies, the rationality of the target control parameters corresponding to the target cooling strategy is improved, and the purposes of reasonably optimizing the cooling energy consumption, reasonably saving energy and improving the vehicle endurance mileage are realized.
For example, when the power of the vehicle is sufficient and the heat generation amount of the vehicle is high, a cooling strategy with high cooling capacity can be selected as the target cooling strategy; when the power of the vehicle is weaker and the heat generation amount of the vehicle is less, a cooling strategy with weaker cooling capacity can be selected as a target cooling strategy, so that the purpose of saving energy is realized on the premise of ensuring the safety performance of each part of the vehicle, and the continuous voyage mileage of the vehicle is improved. Compared with the method that only one cooling strategy is used in any vehicle scene, the method for determining the target cooling strategy through multiple cooling strategies can achieve the effect of saving energy consumption on the premise of guaranteeing the safety performance of each part of the vehicle. For example, if only one cooling strategy with a high cooling capacity is used, there is a problem that energy is wasted due to excessive cooling in a vehicle scene where the vehicle generates less heat. If only one cooling strategy with weak cooling capacity is used, there is a risk of failure of the vehicle components due to insufficient cooling in the vehicle scenario where the vehicle is producing high heat. Therefore, in the embodiment of the application, the final target cooling strategy is determined by referring to two different cooling strategies, so that the diversity of the cooling strategies is ensured, and the target control parameters are respectively determined from different dimensions, so that the target cooling strategy is determined by referring to the multiple cooling strategies, thereby being beneficial to improving the rationality of the target control parameters corresponding to the target cooling strategy, and further realizing the purposes of reasonably optimizing the cooling energy consumption, reasonably saving the energy and improving the vehicle endurance mileage.
Further, for example, when the vehicle is in a driving mode with higher energy consumption such as an off-road driving mode or a sport driving mode, or the vehicle is in a road section with increased power such as an uphill road section or a gravel road section, the power of the vehicle is generally higher, the heat generation is higher, and a cooling strategy with higher cooling capacity can be selected as a target cooling strategy at this time to fully cool the vehicle, so that the temperature of each heat generating component is prevented from rising to a higher temperature to affect the working performance of the corresponding component. When the vehicle is in a driving mode with lower energy consumption such as an economic driving mode or other working conditions without particularly increasing the power of the vehicle such as a flat road section or a speed-limiting road section, a cooling strategy with weaker cooling capacity can be selected as a target cooling strategy, so that the aim of saving energy is fulfilled on the premise of ensuring the safety performance of each part of the vehicle.
In some vehicle scenarios where vehicle dynamics are moderate, the first cooling strategy and the second cooling strategy may be fused to achieve the target cooling strategy. Alternatively, when the power of the vehicle approaches a preset upper limit (i.e., the power level of the vehicle approaches a sufficient level), the first and second cooling strategies may be combined to provide a higher proportion of the cooling strategy with higher cooling capacity and a lower proportion of the cooling strategy with lower cooling capacity; when the power of the vehicle approaches a preset lower limit (i.e., the power level of the vehicle approaches a weaker level), the higher the specific gravity of the cooling strategy with the stronger cooling capacity and the higher the specific gravity of the cooling strategy with the weaker cooling capacity may be when the first cooling strategy and the second cooling strategy are fused. The purpose is to realize reasonable optimization of energy conservation and cooling energy consumption on the premise of ensuring the safety performance of each heat generating component of the vehicle.
Illustratively, in some embodiments, the determining the target cooling strategy according to the first cooling strategy and the second cooling strategy includes:
and if the preset condition is met, determining the second cooling strategy as the target cooling strategy, otherwise, determining the first cooling strategy as the target cooling strategy. In particular, the cooling capacity of the first cooling strategy is lower than the second cooling strategy, in other words the energy consumption of the first cooling strategy is lower than the second cooling strategy. When the vehicle scene of the vehicle belongs to the vehicle scene with higher heat generation, the second cooling strategy with higher cooling capacity is determined to be more suitable as the target cooling strategy, so that the vehicle is more favorably fully cooled, and the safety performance of each heat generation part of the vehicle is ensured. When the vehicle scene belongs to the vehicle scene with lower heat generation, the first cooling strategy with lower cooling capacity is determined to be more suitable as the target cooling strategy, so that the energy consumption is saved, and the safety performance of each heat generation part of the vehicle can be ensured. Based on this, in an alternative of the present application, if a preset condition is satisfied, the second cooling strategy is determined as the target cooling strategy, otherwise, the first cooling strategy is determined as the target cooling strategy.
Illustratively, the preset conditions include one or more of the following:
the vehicle is in a preset driving mode;
receiving a cooling liquid lack fault;
the vehicle is in an ejection starting stage;
the cooling power corresponding to the second cooling strategy reaches an upper threshold;
the duration of the cooling power corresponding to the second cooling strategy reaching the upper limit threshold reaches a set value;
the vehicle has a state that the opening of the accelerator pedal is in an opening threshold value in a first preset time period, and the accumulated time period of the state reaches a second preset time period.
If the vehicle power is divided from the dimension of the vehicle power, the preset driving mode refers to a driving mode that the vehicle power is higher than a preset value; and if the energy consumption dimension is divided, the preset driving mode refers to a driving mode that the energy consumption of the vehicle is higher than a set threshold value. Whether it is a driving mode with energy consumption above a set threshold or a driving mode with vehicle dynamics above a preset value, it has a common feature: the heat generation amount of the vehicle is high. The predetermined driving mode is, for example, a sport driving mode, which typically includes an off-road driving mode. With the development of automobile technology, other more driving modes may appear in the later period, as long as the condition that the power of the vehicle is higher than a preset value, or the energy consumption of the vehicle is higher than a set threshold value, or the heat production of the vehicle is higher than a certain value is met, and the driving modes belong to the category of the preset driving modes.
The cooling mode of the power system and the transmission system of the vehicle comprises water cooling, specifically, the cooling liquid is used as a medium, heat is transferred to the cooling liquid by heat generating components such as an engine, a transmission, a motor and the like, the heat is taken away by the flowing of the cooling liquid and is scattered into the atmosphere by a radiator, and the cooled low-temperature cooling liquid is returned to the components to absorb heat, so that the cooling circulation is realized. In either a fuel-fired vehicle, a hybrid vehicle or a pure electric vehicle, the components of the water-cooled cooling system mainly include a water pump, a fan, a radiator and an AGS (Active Grill Shutter, active intake grid). The reasonable control of the parts of the cooling system is the key for ensuring the safety performance and energy optimization of the power system and the transmission system of the vehicle. Thus, when the cooling mode is water-cooled, the target control parameters include one or more of the water pump rotation speed, the fan rotation speed, and the intake grill opening. As the cooling pattern changes, the specific meaning of the target control parameter, which in general terms includes parameters of the functional components for cooling the vehicle, also changes. Taking the example that the target control parameters include the rotation speed of the water pump, the rotation speed of the fan and the opening degree of the air inlet grid, when the rotation speed of the water pump in the second cooling strategy is greater than or equal to a first threshold (for example, 85%), or when the rotation speed of the fan is greater than or equal to a second threshold (for example, 70%), the cooling power corresponding to the second cooling strategy reaches an upper limit threshold, and at this time, the second cooling strategy is determined to be the target cooling strategy. And when the rotation speed of the water pump in the second cooling strategy is smaller than or equal to a third threshold (for example, 80%) and the rotation speed of the fan is smaller than a fourth threshold (for example, 60%), namely, the cooling power corresponding to the second cooling strategy does not reach an upper limit threshold, determining the first cooling strategy as a target cooling strategy.
In particular, in the water-cooled cooling system, when the cooling liquid is insufficient, there is a problem that the cooling capacity is lowered, and at this time, it is not suitable to further lower the water pump rotation speed, the fan rotation speed or the intake grille opening, so that the second cooling strategy having a relatively high cooling capacity should be used as the target cooling strategy to ensure the safety performance of each heat generating component of the vehicle.
The ejection starting meaning is as follows: the speed changing box is used for adjusting the rotation speed of the engine to the maximum torque, so that the engine starts to output at the maximum torque at the moment of starting, and the speed changing box is an acceleration technology for realizing optimal acceleration. Therefore, when the vehicle is in the ejection starting stage, the heat generation amount of the vehicle is higher, so that the second cooling strategy with stronger cooling capacity is suitable to be selected as the target cooling strategy, the cooling effect of the vehicle is ensured, the temperature of the heat generation part of the vehicle is prevented from rising to a higher value, and the safety of the vehicle is ensured.
The second cooling strategy is a strategy for determining target control parameters based on the associated temperature of the equipment to be cooled, and is a relatively conservative strategy, and the aim is to prevent the temperature of the equipment body to be cooled from rising to a higher value so as to ensure the safety performance of the equipment to be cooled. Therefore, if the cooling power corresponding to the second cooling strategy reaches the upper limit threshold, the associated temperature of the equipment to be cooled is higher, and the second cooling strategy with stronger cooling capacity is taken as the target cooling strategy at the moment to cool the equipment to be cooled sufficiently in time, so that the safety performance of the equipment to be cooled is guaranteed preferentially. The correlation temperature is generally detected by a sensor, so that in consideration of the instability of the detection of the sensor, some alternatives of the embodiment further implement redundancy design, specifically, if the duration of the cooling power corresponding to the second cooling strategy reaching the upper limit threshold reaches the set value, it indicates that the correlation temperature of the equipment to be cooled is actually higher, and at this time, the second cooling strategy with higher cooling capacity should be selected as the target cooling strategy. By the design, the determination accuracy of the cooling strategy can be improved, and the effect of optimizing the cooling energy consumption is further ensured.
It will be appreciated that if the opening of the accelerator pedal (i.e., what is known as a throttle) is large, this indicates that the vehicle is in an accelerating state, and the amount of heat generated by the vehicle is high in the accelerating state, so that it is advantageous to improve the rationality of the target cooling strategy by combining the opening of the accelerator pedal. However, the short acceleration state is insufficient to indicate that larger cooling capacity is needed, so in order to improve the rationality of the target cooling strategy, optimization of cooling energy consumption is realized, if the opening of the accelerator pedal exists in the first preset time period, the state accumulation time period reaches a second preset time period, for example, in a 10s monitoring time period, the state accumulation time period reaches 5s, the heat production of the vehicle is considered to be high to the extent that the cooling capacity needs to be improved, and at the moment, a second cooling strategy with larger cooling capacity is selected as the target cooling strategy. Optionally, the preset condition "if the opening of the accelerator pedal exists in the first preset duration and the accumulated duration of the state reaches the second preset duration" may be replaced by "the accelerator pedal opening changes to the opening threshold within the set duration and the accumulated duration of the accelerator pedal opening is greater than or equal to the opening threshold reaches the preset duration", that is, when the vehicle is in a sudden acceleration state and the duration of the sudden acceleration state is greater, the second cooling strategy with higher cooling capacity is selected as the target cooling strategy.
In some embodiments, the determining the target cooling strategy according to the first cooling strategy and the second cooling strategy comprises:
processing a first control parameter in the first cooling strategy and a second control parameter in the second cooling strategy to obtain a target control parameter; and determining a strategy for controlling actions according to the target control parameters as the target cooling strategy.
Wherein the processing the first control parameter in the first cooling strategy and the second control parameter in the second cooling strategy to obtain the target control parameter includes:
and determining an average value of the first control parameter and the second control parameter as the target control parameter. For example, if the fan speed in the first control parameter is a and the fan speed in the second control parameter is b, the target control parameter is (a+b)/2.
Or, performing a weighting operation on the first control parameter to obtain a weighted first control parameter; performing weighted operation on the second control parameters to obtain weighted second control parameters; and determining an average value of the weighted first control parameter and the weighted second control parameter as the target control parameter. For example, if the fan speed in the first control parameter is a, the corresponding weight is w1, the fan speed in the second control parameter is b, and the corresponding weight is w2, the target control parameter is (a×w1+b×w2)/2.
Specifically, in some atypical vehicle scenarios, the target control parameters may be determined in such a manner that the first control parameters in the first cooling strategy and the second control parameters in the second cooling strategy are processed to obtain the target control parameters. For example, a vehicle scenario in which the vehicle is in the launch stage may be determined as a typical vehicle scenario in which the vehicle generates a higher amount of heat, and it is appropriate to use a second cooling strategy having a higher cooling capacity as the target cooling strategy. The other vehicle scenes than the typical vehicle scene are defined as atypical scenes, and specifically may be vehicle scenes in which some vehicles generate moderate amounts of heat, such as a scene in which the vehicle is traveling on a flat urban expressway or a scene in which the vehicle is traveling on a downhill road section with a small gradient or a scene in which the vehicle is traveling on a speed-limit section, or the like.
In particular, when the heat or power of the vehicle is closer to the preset upper limit (i.e. the heat of the vehicle is closer to a higher range, or the power of the vehicle is closer to a sufficient degree), the higher proportion of the cooling strategy with higher cooling capacity and the lower proportion of the cooling strategy with lower cooling capacity can be achieved by weighting the first control parameter and the second control parameter respectively when the first control parameter in the first cooling strategy and the second control parameter in the second cooling strategy are processed; when the heat or power of the vehicle is closer to the preset lower limit (i.e., the heat of the vehicle is closer to a lower range, or the power of the vehicle is closer to a weaker range), the higher specific gravity of the higher cooling strategy may be caused to account for the lower specific gravity of the higher cooling strategy when the first control parameter in the first cooling strategy and the second control parameter in the second cooling strategy are processed. The purpose is to realize energy conservation and reasonable optimization of cooling energy consumption on the premise of ensuring the safety performance of each heat generating component of the vehicle.
In some embodiments, the determining the target control parameter according to the speed information includes:
determining whether current driving information of the vehicle is preset information; if the current running information of the vehicle is preset information, determining candidate control parameters matched with the preset information according to the speed information; and determining a target control parameter based on the candidate control parameter. The speed information may include an actual speed of the vehicle, or may include a limited speed of a road section where the vehicle is currently located (i.e., a speed limit of a speed-limited road section). The preset information is information representing that the vehicle is stably driven, the heat generation amount of each heat generation component of the vehicle is moderate, and the driver is not easy to generate violent driving behaviors, wherein the violent driving behaviors can refer to driving behaviors of rapid acceleration or rapid deceleration. Before the candidate control parameters are determined based on the speed information, whether the current running information of the vehicle is preset information is judged, and if so, the operation of determining the candidate control parameters based on the speed information is executed, so that the cooling energy conservation is realized on the premise of ensuring the safety performance of each heat generating component of the vehicle.
In other words, when the current running information of the vehicle is preset information, the current running information indicates that the user is not easy to have a violent driving action similar to sudden acceleration and deceleration, at this time, the starting time of the cooling function can be delayed, and/or the cooling capacity (when the cooling capacity is reduced, the cooling energy consumption is reduced accordingly) is reduced, so that the purpose of reducing the cooling energy consumption is achieved, the reasonable optimization of the cooling energy consumption is realized, and the endurance mileage of the vehicle is ensured. The above procedure can also be understood as: firstly, screening a low-load road section according to the current running information and preset information of the vehicle, when the vehicle is in the low-load road section, the vehicle shows that a user is not easy to have a violent driving behavior similar to sudden acceleration and deceleration, at the moment, the starting time of a cooling function can be delayed, and/or the cooling capacity (when the cooling capacity is reduced, the cooling energy consumption is reduced along with the reduction) is reduced, so that the aim of reducing the cooling energy consumption is fulfilled.
Illustratively, the preset information includes one or more of the following:
the vehicle is positioned at a speed limit road section;
the vehicle is in a country associated road section;
the vehicle is positioned on a road section with the distance from the preset passing point or the preset end point being smaller than a distance threshold value;
the vehicle is positioned on a congested road section or an adjacent road section with the distance from the congested road section being smaller than a distance threshold value;
the vehicle is positioned in the tunnel;
the vehicle is on a downhill road section;
the vehicle is on a downhill road section and the road gradient is greater than the gradient threshold value;
the vehicle is in a parking working condition;
the current weather is rainy, foggy or snowy;
the actual vehicle speed is less than the speed threshold.
Specifically, when the vehicle is in the speed-limit section, the vehicle is generally stable in running, and rapid acceleration or rapid deceleration is not easy to occur, so that the speed-limit section can be used as a low-load section. The road of the country-related road section is usually narrow, pedestrians on the roadside are more, the road condition is complex, the vehicle speed is usually limited due to safety consideration, meanwhile, the driver can drive carefully, and the situation of sudden acceleration or sudden deceleration is less, so that the country-related road section can also be used as the low-load road section. When the vehicle approaches a passing point (such as a service area) or an end point, the driver usually selects to run at a constant speed or at a slow speed to prepare for parking, so that the vehicle runs more stably in the scene, and the vehicle is about to rest when parking, and the vehicle is suitable for being used as an applicable scene for starting a delayed cooling function. When the vehicle is in a congested road section or is close to the congested road section, the actual speed of the vehicle is often limited, the vehicle runs on the congested road section at a lower speed, and at the moment, the heat generation amount of each heat generating component of the vehicle is lower, so that the vehicle is more suitable for being used as a low-load road section. Similarly, when the vehicle is in the tunnel, the vehicle is not accelerated rapidly due to the clear speed limit regulation in the tunnel, and the driving is stable, so the tunnel is suitable for being used as a low-load road section. When the vehicle is on a downhill road section, a rainy day, a foggy day or a snowy day, there are few drastic driving behaviors in which the driver is involved in rapid acceleration, and therefore, the scenes of the downhill road section, the rainy day, the foggy day or the snowy day are all suitable as low-load scenes. By comprehensively considering various road conditions encountered in daily driving, low-load road sections as many as possible are screened out, a basis is provided for optimizing cooling energy consumption, and the whole vehicle obtains a higher-level cooling energy consumption optimizing effect.
Specifically, the current driving information of the vehicle may belong to multiple preset information at the same time, and each preset information corresponds to a matched candidate control parameter, for example, a road section where the vehicle is currently located belongs to both a speed-limiting road section and a country road section, a matched candidate control parameter corresponds to the speed-limiting road section, and a matched candidate control parameter corresponds to the country road section. In this scenario, the target control parameter is determined based on the candidate control parameters that are respectively matched with the respective preset information. For example, any one of the candidate control parameters that match the respective pieces of preset information may be determined as the target control parameter, the largest one of the candidate control parameters that match the respective pieces of preset information may be determined as the target control parameter, and the smallest one of the candidate control parameters that match the respective pieces of preset information may be determined as the target control parameter. Further, when the vehicle approaches the destination, since the vehicle is about to stop, a cooling parameter having a smaller cooling capacity may be used as the target control parameter at this time, and the smallest one of the candidate control parameters respectively matched with the respective pieces of preset information may be determined as the target control parameter at this time. When the vehicle is on a downhill road section with a large gradient, although the violent driving behavior of sudden acceleration occurs to fewer drivers, a part of conservative drivers select proper braking, and the vehicle has certain heat generation at the moment, so that the largest one of candidate control parameters respectively matched with preset information can be selected as a target control parameter under the scene.
In summary, when the preset information is plural, the determining the target control parameter based on the candidate control parameter includes:
determining a candidate control parameter matched with any one of a plurality of preset information as the target control parameter; or, determining the candidate control parameter with smaller cooling capacity among the candidate control parameters respectively matched with the plurality of preset information as the target control parameter so as to achieve the purpose of energy saving.
In some embodiments, in addition to the candidate control parameters that are respectively matched with the respective preset information, a set of candidate control parameters may be determined according to the actual vehicle speed of the vehicle. In summary, the speed information includes a current actual speed of the vehicle, and the determining, according to the speed information, a candidate control parameter matched with the preset information includes:
determining a first control parameter according to the current actual speed of the vehicle; and determining the candidate control parameters according to the first control parameters and preset control parameters matched with the preset information.
The first control parameter corresponding to the current actual speed of the vehicle can be determined according to the corresponding relation between the speed and the control parameter.
The determining the candidate control parameter according to the first control parameter and the preset control parameter matched with the preset information comprises the following steps:
and determining the control parameter with the larger cooling capacity in the first control parameter and the preset control parameter as the candidate control parameter. Because the power of the vehicle is sufficient when the actual vehicle speed is higher, the heat generation amount of each heat generation component is at a higher level, so that in order to ensure the safety performance of each heat generation component of the vehicle, the control parameter determined by the actual vehicle speed and the control parameter with the corresponding larger cooling capacity in the preset control parameters are determined as the candidate control parameters so as to fully cool the vehicle and prevent the temperature of each heat generation component from rising to a larger value, thereby ensuring the safety performance of each heat generation component. Meanwhile, in some special scenes, for example, when the vehicle is on a downhill road section with a larger gradient, the heat generation amount of the vehicle is higher, in order to ensure the safety of the vehicle, a set of preset control parameters with larger cooling capacity can be set for the scene, and the first control parameters determined by the actual vehicle speed and the preset control parameters are selected as candidate control parameters with larger cooling capacity. In summary, the determining the candidate control parameter according to the first control parameter and a preset control parameter matched with the preset information includes:
And determining the control parameter with the larger cooling capacity in the first control parameter and the preset control parameter as the candidate control parameter.
Or determining the candidate control parameter according to the first control parameter and the preset control parameter matched with the preset information, including:
and determining the first control parameter and the preset control parameter as the candidate control parameters, and determining a target control parameter from the candidate control parameters.
Particularly, when the vehicle is in a parking condition, for example, the actual vehicle speed is less than 5km/h, the matched preset control parameters can be independently set so as to realize energy saving. When the vehicle is on a downhill road section with a larger gradient, matched preset control parameters can be independently set so as to ensure the cooling performance.
In some embodiments, the speed information includes, in addition to the current actual speed of the vehicle, the maximum speed allowed by the current road section where the vehicle is located, and at this time, a set of control parameters may be determined according to the actual speed and the maximum speed, and candidate control parameters may be determined according to the two sets of control parameters, or candidate control parameters may be determined according to the two sets of control parameters and preset control parameters matched with preset information.
The speed information includes a current actual speed of the vehicle and a maximum speed allowed by a current road section of the vehicle, and the determining the candidate control parameters matched with the preset information according to the speed information includes:
determining a first control parameter according to the current actual speed of the vehicle; determining a second control parameter according to the highest speed allowed by the current road section of the vehicle; and determining the candidate control parameters according to the first control parameters and the second control parameters, or determining the candidate control parameters according to the first control parameters, the second control parameters and preset control parameters matched with the preset information.
The determining the candidate control parameter according to the first control parameter and the second control parameter includes:
and determining the control parameter with the corresponding larger cooling capacity in the first control parameter and the second control parameter as the candidate control parameter. Because the actual speed of the vehicle can possibly reach the highest speed allowed by the current road section of the vehicle, under the scene, the control parameter with relatively large cooling capacity is selected as the candidate control parameter, and the safety of each heat generating component of the vehicle can be ensured.
The determining the candidate control parameter according to the first control parameter, the second control parameter and the preset control parameter matched with the preset information comprises the following steps:
and determining the control parameter with the larger cooling capacity among the first control parameter, the second control parameter and the preset control parameter as the candidate control parameter. By selecting the control parameter corresponding to the larger cooling capacity to determine as the candidate control parameter, the safety of each heat generating component of the vehicle can be ensured.
In particular, the target control parameters include parameters of functional components for cooling the vehicle. Taking a water-cooled cooling system as an example, functional components for cooling a vehicle include a water pump, a fan, and an intake grill, which is generally provided on a windward side of a front end of the vehicle, and an air flow rate from the windward side of the front end of the vehicle into an engine compartment can be adjusted by controlling an opening degree of the intake grill, and heat is radiated from the engine compartment by using flowing air into the engine compartment. Correspondingly, the target control parameters comprise one or more of water pump rotation speed, fan rotation speed and air inlet grid opening.
The determining the target control parameter according to the speed information comprises the following steps:
Acquiring the current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening of the vehicle, and determining a correction parameter corresponding to the speed information according to the corresponding relation between the speed information and the correction parameter; correcting the current water pump speed, the fan speed and/or the air inlet grid opening of the vehicle according to the correction parameters to obtain corrected water pump speed, fan speed and/or air inlet grid opening; and taking the corrected water pump rotating speed, the fan rotating speed and/or the air inlet grid opening degree as target control parameters.
The general unit of the rotation speed of the water pump and the rotation speed of the fan is r/min, but in practical application, the accuracy does not need to reach 'rotation (r)', so in order to reduce the implementation difficulty, in practical application, the rotation speed of the water pump and the rotation speed of the fan are usually expressed by percentages. Taking the to-be-cooled component as a motor and the cooling system as a water-cooled example, the step of obtaining the current water pump rotation speed, the fan rotation speed and/or the air inlet grid opening of the vehicle comprises the following steps: and according to the water temperature at the inlet of the motor, determining the corresponding water pump rotating speed, fan rotating speed and/or air inlet grid opening degree through a table lookup (shown in table 1). The step of obtaining the current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening of the vehicle comprises the following steps: and acquiring the current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening of the vehicle according to the current water temperature of the inlet of the motor.
TABLE 1
As can be seen from the data in Table 1, the cooling system gradually increases the cooling capacity after the water temperature at the inlet of the motor is higher than 45 ℃, and the purpose of the cooling system is to prevent the driver from suddenly generating violent driving behaviors such as frequent acceleration and deceleration, for example, the cooling capacity is improved too late (untimely reaction), which easily causes the rapid overtemperature phenomenon at the water temperature at the inlet of the motor, and further has an influence on the performance of the motor. Therefore, the cooling control strategy using the control parameters shown in table 1 is actually a relatively conservative cooling control strategy, and there is still room for optimizing cooling energy consumption, for example, when the user does not have a drastic driving behavior such as frequent acceleration and deceleration, the time for increasing the cooling capacity can be delayed, or the cooling capacity can be reduced. In view of the above, the embodiment of the application identifies the current and front road condition information by means of the running information of the vehicle, and then screens out low-load road sections (i.e. road sections where the user is not easy to take a drastic driving action), delays the lifting time of the cooling capacity on the screened low-load road sections, reduces the cooling capacity, prolongs the duration of the low cooling capacity, and the like, thereby achieving the purposes of reducing the cooling energy consumption and ensuring the safety of the vehicle. Specifically, in the scheme of the embodiment of the application, the correction parameters corresponding to the speed information are determined according to the corresponding relation between the speed information and the correction parameters, and then the conservative control parameters are corrected according to the correction parameters to obtain the target control parameters capable of achieving the purpose of energy saving. Taking the fan rotation speed as an example, the correction of the conservative control parameter according to the correction parameter may specifically be: multiplying the conservative control parameter by a percentage to obtain a target control parameter; or subtracting a value from the conservative control parameter to obtain a target control parameter; the aim is to reduce the size of the control parameter, so that the target control parameter is smaller than the conservative control parameter, thereby realizing the aim of energy saving. The method specifically reduces the number of the motor, and can be calibrated and determined by a certain calibration method so as to realize energy conservation on the basis of ensuring the safety performance of the motor.
Exemplary, the correcting the current water pump speed, the fan speed and/or the air intake grid opening of the vehicle according to the correction parameters to obtain corrected water pump speed, fan speed and/or air intake grid opening includes:
correcting the current water pump speed, fan speed and/or air inlet grid opening of the vehicle based on the following formula:
R pump ’＝R pump ×A 1 –B 1 ；
R fan ’＝R fan ×A 2 –B 2 ；
D ags ’＝D ags ×A 3 –C 1 ；
wherein A is 1 、A 2 、A 3 、B 1 、B 2 And C 1 The correction parameters are predetermined by a calibration method; r is R pump Indicating the current water pump speed of the vehicle, R fan Indicating the current fan speed of the vehicle, D ags Represents the current opening of an air inlet grid of the vehicle, R pump ' represents the corrected water pump rotation speed, R fan ' indicates the corrected fan pump speed, D ags ' represents the corrected intake grid opening.
A 1 、A 2 And A 3 Is [0,1 ]]A number therebetween; if the vehicle is currently water pumpRotational speed R pump Current fan speed R of vehicle fan Is r/min, then B 1 、B 2 Is a positive integer; if the current water pump speed R of the vehicle pump Current fan speed R of vehicle fan Expressed in terms of percentages, then B 1 、B 2 Is a fraction within 1, or a percentage less than 100%.
The formula for correcting the current water pump speed, fan speed and/or intake grid opening of the vehicle is not limited to the above-mentioned linear formula, but may be a nonlinear formula, and may be specifically determined by a calibration method.
Further, the speed information includes an actual speed of the vehicle, the acquiring the current water pump speed, the current fan speed and/or the current air intake grid opening of the vehicle, and determining a correction parameter corresponding to the speed information according to a correspondence between the speed information and the correction parameter includes:
acquiring the current actual speed of the vehicle; judging whether the actual vehicle speed is in a preset vehicle speed range or not; if so, acquiring the current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening of the vehicle, and determining a correction parameter corresponding to the actual vehicle speed according to the corresponding relation between the speed information and the correction parameter. The current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening degree of the vehicle are/is acquired and corrected only when the actual vehicle speed is within the preset vehicle speed range, so that the energy-saving operation is realized on the premise of ensuring the safety of the vehicle; if the actual speed of the vehicle exceeds the preset speed range, the subsequent correction operation is not executed, and the cooling control can be directly performed according to the current water pump speed, the fan speed and/or the opening of the air inlet grid of the vehicle, so that larger cooling capacity can be provided when the actual speed is higher, the heat generating components of the vehicle are fully cooled, and the safety of the vehicle is ensured.
It can be appreciated that the higher the actual speed of the vehicle, the higher the operating strength of the vehicle powertrain, and the greater the corresponding heat generation amount; in other words, the higher the actual vehicle speed of the vehicle, the greater the heat dissipation demand, and the greater the cooling capacity (simultaneously, the greater the cooling capacity, the higher the cooling energy consumption). Thus, in some embodiments of the application, the corresponding optimization level is first set according to the actual speed of the vehicle, the lower the optimization level, the lower the energy consumption when controlling the electronic cooling components of the vehicle according to the control parameters associated with the optimization level. For example, reference is made to a correspondence of speed information (including the actual speed of the vehicle and the allowable maximum speed of the speed-limited road section) and the optimization level as shown in table 2.
TABLE 2
Wherein, the maximum allowable vehicle speed and the actual vehicle speed are independent of each other, because overspeed driving occurs for some drivers. As can be seen from the above table 2, when the allowable maximum vehicle speed of the speed-limited section is 20km/h, the corresponding optimization level is one level; when the allowable maximum speed of the speed-limiting road section is 40km/h, the corresponding optimization grade is a second grade; when the allowable maximum speed of the speed-limiting road section is 60km/h, the corresponding optimization level is three-level; when the allowable maximum speed of the speed-limiting road section is 80km/h, the corresponding optimization level is four. When the allowable maximum speed of the speed-limiting road section is greater than 80km/h, the corresponding optimization level is five. If the actual speed of the vehicle is less than 25km/h, the corresponding optimization level is a first level; if the actual speed of the vehicle is greater than or equal to 25km/h and less than 45km/h, the corresponding optimization level is a second level; if the actual speed of the vehicle is greater than or equal to 45km/h and less than 60km/h, the corresponding optimization level is three-level; if the actual speed of the vehicle is greater than or equal to 60km/h and less than 80km/h, the corresponding optimization level is four; if the actual speed of the vehicle is greater than or equal to 80km/h, the corresponding optimization level is five.
In particular, table 2 above illustrates, by way of example, a correspondence of speed information to an optimization level, in which respective vehicle speed thresholds (e.g., 25, 45, 60, 80) may be determined by way of calibration.
Illustratively, in the correction of parameter A 1 、A 2 、A 3 When the two are identical, B 1 、B 2 And C 1 Increasing with decreasing optimization level, e.g. when the optimization level is four, B 1 ＝10％，B 2 ＝10％，C 1 =10; when the optimization level is three-level, B 1 ＝20％，B 2 ＝20％，C 1 =20; when the optimization level is the second level, B 1 ＝30％，B 2 ＝30％，C 1 =30; when the optimization level is one level, B 1 ＝40％，B 2 ＝40％，C 1 ＝40。
For example, when the vehicle approaches the passing point or the destination and the vehicle navigation is finished, if the running track of the vehicle cannot be tracked in other ways besides the navigation information, the vehicle can be cooled according to the target control parameter corresponding to the target cooling strategy for a preset time (for example, 10 minutes) and then the vehicle exits from the cooling strategy, so that the vehicle is cooled continuously for the rest shorter mileage, which is beneficial to improving the effect of cooling control.
It will be appreciated that the final speed of the water pump must not be below the minimum flow demand of the cooling system; the final calculated rotational speed of the fan must not be lower than 0%, and the final calculated opening of the intake grill opening is at least 0 °.
The cooling control method of the vehicle system provided by the embodiment of the application can identify partial low-load and stable driving road conditions by means of the vehicle navigation system, reduce the rotation speeds of the water pump and the fan and the opening degree of the air inlet grid in a specified road section/working condition, and realize the purpose of reducing cooling energy consumption under the condition of ensuring that all parts of the power and the transmission system are not overtemperature. The scheme also starts from safety, and when the driver is predicted to have a strong driving behavior (for example, the accumulated time of the accelerator pedal of the vehicle is more than or equal to 80 percent within 10 seconds exceeds 5000 ms), the safety performance of all parts in the power and transmission system is preferentially ensured. According to the scheme, the current actual vehicle speed is used as a reference object, the cooling system control strategy is reduced and optimized, along with the reduction of the vehicle speed, road noise is reduced, customers are more and more sensitive to vibration noise of parts such as fans and compressors in the engine room, the energy consumption of the cooling system is reduced, and meanwhile, noise generated by the cooling system is reduced, so that the driving experience of a user is improved.
It should be noted that parameters and variables involved in the scheme can be calibrated and adjusted according to the requirements of the real vehicle, including but not limited to: vehicle speed, distance, temperature, rotational speed, angle, time, percentage, etc. The correction formulas of the water pump, the fan and the air inlet grid can be adjusted to other nonlinear formulas according to the actual vehicle requirements.
It should be noted that, the method of the embodiment of the present application may be performed by a single device, for example, a computer or a server. The method of the embodiment can also be applied to a distributed scene, and is completed by mutually matching a plurality of devices. In the case of such a distributed scenario, one of the devices may perform only one or more steps of the method of an embodiment of the present application, the devices interacting with each other to accomplish the method.
It should be noted that the foregoing describes some embodiments of the present application. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments described above and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
Based on the same inventive concept, the present application also provides a cooling control device of a vehicle system, corresponding to the method of any of the above embodiments, as shown in fig. 2, the cooling control device 200 of a vehicle system includes: a determining module 210 for determining a target cooling strategy according to the first cooling strategy and the second cooling strategy; the control module 230 is configured to perform cooling control on the vehicle according to a target control parameter corresponding to the target cooling strategy;
Wherein the first cooling strategy is a strategy for determining a target control parameter based on speed information, and the second cooling strategy is a strategy for determining a target control parameter based on an associated temperature of the device to be cooled.
For convenience of description, the above devices are described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.
The device of the foregoing embodiment is used to implement the cooling control method of the corresponding vehicle system in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which is not described herein.
Based on the same inventive concept, the application also provides a vehicle corresponding to the method of any embodiment, wherein the vehicle comprises the cooling control device of the vehicle system.
Based on the same inventive concept, the application also provides an electronic device corresponding to the method of any embodiment, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor realizes the cooling control method of the vehicle system of any embodiment when executing the program.
Fig. 3 shows a more specific hardware architecture of an electronic device according to this embodiment, where the device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 implement communication connections therebetween within the device via a bus 1050.
The processor 1010 may be implemented by a general-purpose CPU (Central Processing Unit ), microprocessor, application specific integrated circuit (Application Specific Integrated Circuit, ASIC), or one or more integrated circuits, etc. for executing relevant programs to implement the technical solutions provided in the embodiments of the present disclosure.
The Memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory ), static storage device, dynamic storage device, or the like. Memory 1020 may store an operating system and other application programs, and when the embodiments of the present specification are implemented in software or firmware, the associated program code is stored in memory 1020 and executed by processor 1010.
The input/output interface 1030 is used to connect with an input/output module for inputting and outputting information. The input/output module may be configured as a component in a device (not shown) or may be external to the device to provide corresponding functionality. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various types of sensors, etc., and the output devices may include a display, speaker, vibrator, indicator lights, etc.
Communication interface 1040 is used to connect communication modules (not shown) to enable communication interactions of the present device with other devices. The communication module may implement communication through a wired manner (such as USB, network cable, etc.), or may implement communication through a wireless manner (such as mobile network, WIFI, bluetooth, etc.).
Bus 1050 includes a path for transferring information between components of the device (e.g., processor 1010, memory 1020, input/output interface 1030, and communication interface 1040).
It should be noted that although the above-described device only shows processor 1010, memory 1020, input/output interface 1030, communication interface 1040, and bus 1050, in an implementation, the device may include other components necessary to achieve proper operation. Furthermore, it will be understood by those skilled in the art that the above-described apparatus may include only the components necessary to implement the embodiments of the present description, and not all the components shown in the drawings.
The electronic device of the foregoing embodiment is configured to implement the cooling control method of the corresponding vehicle system in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which is not described herein.
Based on the same inventive concept, the present application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the cooling control method of the vehicle system according to any of the above embodiments, corresponding to the method of any of the above embodiments.
The computer readable media of the present embodiments, including both permanent and non-permanent, removable and non-removable media, may be used to implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device.
The storage medium of the above embodiment stores computer instructions for causing the computer to execute the cooling control method of the vehicle system according to any one of the above embodiments, and has the advantages of the corresponding method embodiments, which are not described herein.
Those of ordinary skill in the art will appreciate that: the discussion of any of the embodiments above is merely exemplary and is not intended to suggest that the scope of the application (including the claims) is limited to these examples; the technical features of the above embodiments or in the different embodiments may also be combined within the idea of the application, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the application as described above, which are not provided in detail for the sake of brevity.
Additionally, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown within the provided figures, in order to simplify the illustration and discussion, and so as not to obscure the embodiments of the present application. Furthermore, the devices may be shown in block diagram form in order to avoid obscuring the embodiments of the present application, and also in view of the fact that specifics with respect to implementation of such block diagram devices are highly dependent upon the platform within which the embodiments of the present application are to be implemented (i.e., such specifics should be well within purview of one skilled in the art). Where specific details (e.g., circuits) are set forth in order to describe example embodiments of the application, it should be apparent to one skilled in the art that embodiments of the application can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative in nature and not as restrictive.
While the application has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of those embodiments will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.
The present embodiments are intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, and the like, which are within the spirit and principles of the embodiments of the application, are intended to be included within the scope of the application.
Claims (19)
1. A cooling control method of a vehicle system, characterized by comprising:
determining a target cooling strategy according to the first cooling strategy and the second cooling strategy;
cooling control is carried out on the vehicle according to target control parameters corresponding to the target cooling strategy;
wherein the first cooling strategy is a strategy for determining a target control parameter based on speed information, and the second cooling strategy is a strategy for determining a target control parameter based on an associated temperature of the device to be cooled.
2. The method of claim 1, wherein the determining a target cooling strategy based on the first cooling strategy and the second cooling strategy comprises:
And if the preset condition is met, determining the second cooling strategy as the target cooling strategy, otherwise, determining the first cooling strategy as the target cooling strategy.
3. The method of claim 2, wherein the preset conditions include one or more of:
the vehicle is in a preset driving mode;
receiving a cooling liquid lack fault;
the vehicle is in an ejection starting stage;
the cooling power corresponding to the second cooling strategy reaches an upper threshold;
the duration of the cooling power corresponding to the second cooling strategy reaching the upper limit threshold reaches a set value;
the vehicle has a state that the opening of the accelerator pedal is in an opening threshold value in a first preset time period, and the accumulated time period of the state reaches a second preset time period.
4. The method of claim 1, wherein the determining a target cooling strategy based on the first cooling strategy and the second cooling strategy comprises:
processing a first control parameter in the first cooling strategy and a second control parameter in the second cooling strategy to obtain a target control parameter;
and determining a strategy for controlling actions according to the target control parameters as the target cooling strategy.
5. The method of claim 4, wherein the processing the first control parameter in the first cooling strategy and the second control parameter in the second cooling strategy to obtain a target control parameter comprises:
determining an average value of the first control parameter and the second control parameter as the target control parameter;
or, performing a weighting operation on the first control parameter to obtain a weighted first control parameter; performing weighted operation on the second control parameters to obtain weighted second control parameters; and determining an average value of the weighted first control parameter and the weighted second control parameter as the target control parameter.
6. The method of claim 1, wherein determining the target control parameter based on the speed information comprises:
determining whether current driving information of the vehicle is preset information;
if the current running information of the vehicle is preset information, determining candidate control parameters matched with the preset information according to the speed information;
and determining a target control parameter based on the candidate control parameter.
7. The method of claim 6, wherein the speed information includes a current actual speed of the vehicle, and wherein determining candidate control parameters matching the preset information based on the speed information comprises:
Determining a first control parameter according to the current actual speed of the vehicle;
and determining the candidate control parameters according to the first control parameters and preset control parameters matched with the preset information.
8. The method of claim 7, wherein the determining the candidate control parameter based on the first control parameter and a preset control parameter that matches the preset information comprises:
and determining the control parameter with the larger cooling capacity in the first control parameter and the preset control parameter as the candidate control parameter.
9. The method of claim 6, wherein the speed information includes a current actual speed of the vehicle and a maximum speed allowed for a current road segment in which the vehicle is located, and the determining candidate control parameters matching the preset information according to the speed information includes:
determining a first control parameter according to the current actual speed of the vehicle; determining a second control parameter according to the highest speed allowed by the current road section of the vehicle;
and determining the candidate control parameters according to the first control parameters and the second control parameters, or determining the candidate control parameters according to the first control parameters, the second control parameters and preset control parameters matched with the preset information.
10. The method of claim 9, wherein the determining the candidate control parameter from the first control parameter and the second control parameter comprises:
determining a control parameter with a correspondingly larger cooling capacity of the first control parameter and the second control parameter as the candidate control parameter;
the determining the candidate control parameter according to the first control parameter, the second control parameter and the preset control parameter matched with the preset information comprises the following steps:
and determining the control parameter with the larger cooling capacity among the first control parameter, the second control parameter and the preset control parameter as the candidate control parameter.
11. The method of claim 6, wherein when the preset information is plural, the determining the target control parameter based on the candidate control parameter includes:
determining a candidate control parameter matched with any one of a plurality of preset information as the target control parameter;
or, determining the candidate control parameter with smaller cooling capacity among the candidate control parameters respectively matched with the plurality of preset information as the target control parameter.
12. The method of claim 6, wherein the preset information comprises one or more of:
the vehicle is positioned at a speed limit road section;
the vehicle is in a country associated road section;
the vehicle is positioned on a road section with the distance from the preset passing point or the preset end point being smaller than a distance threshold value;
the vehicle is positioned on a congested road section or an adjacent road section with the distance from the congested road section being smaller than a distance threshold value;
the vehicle is positioned in the tunnel;
the vehicle is on a downhill road section;
the vehicle is on a downhill road section and the road gradient is greater than the gradient threshold value;
the vehicle is in a parking working condition;
the current weather is rainy, foggy or snowy;
the actual vehicle speed is less than the speed threshold.
13. The method of claim 1, wherein the target control parameter comprises a parameter of a feature for cooling a vehicle.
14. The method of claim 1, wherein the target control parameters include one or more of a water pump speed, a fan speed, and an intake grid opening;
the determining the target control parameter according to the speed information comprises the following steps:
acquiring the current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening of the vehicle, and determining a correction parameter corresponding to the speed information according to the corresponding relation between the speed information and the correction parameter;
Correcting the current water pump speed, the fan speed and/or the air inlet grid opening of the vehicle according to the correction parameters to obtain corrected water pump speed, fan speed and/or air inlet grid opening;
and taking the corrected water pump rotating speed, the fan rotating speed and/or the air inlet grid opening degree as target control parameters.
15. The method according to claim 14, wherein the speed information includes an actual speed of the vehicle, the obtaining a current water pump speed, a fan speed, and/or an intake grid opening of the vehicle, and determining a correction parameter corresponding to the speed information according to a correspondence between the speed information and the correction parameter includes:
acquiring the current actual speed of the vehicle;
judging whether the actual vehicle speed is in a preset vehicle speed range or not; if so, acquiring the current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening of the vehicle, and determining a correction parameter corresponding to the actual vehicle speed according to the corresponding relation between the speed information and the correction parameter.
16. The method of claim 14, wherein the obtaining the current water pump speed, fan speed, and/or intake grid opening of the vehicle comprises:
And acquiring the current water pump rotating speed, the fan rotating speed and/or the air inlet grid opening of the vehicle according to the current water temperature of the inlet of the motor.
17. The method according to claim 14, wherein correcting the current water pump speed, fan speed and/or intake grille opening of the vehicle according to the correction parameter to obtain the corrected water pump speed, fan speed and/or intake grille opening comprises:
correcting the current water pump speed, fan speed and/or air inlet grid opening of the vehicle based on the following formula:
R pump ’＝R pump ×A 1 –B 1 ；
R fan ’＝R fan ×A 2 –B 2 ；
D ags ’＝D ags ×A 3 –C 1 ；
wherein A is 1 、A 2 、A 3 、B 1 、B 2 And C 1 Is the correction parameter; r is R pump Indicating the current water pump speed of the vehicle, R fan Representing a vehicleCurrent fan speed, D ags Represents the current opening of an air inlet grid of the vehicle, R pump ' represents the corrected water pump rotation speed, R fan ' indicates the corrected fan pump speed, D ags ' represents the corrected intake grid opening.
18. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of any one of claims 1 to 17 when the program is executed by the processor.
19. A vehicle comprising the electronic device of claim 18.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311244752.8A CN117227457A (en) | 2023-09-25 | 2023-09-25 | Cooling control method of vehicle system, electronic equipment and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311244752.8A CN117227457A (en) | 2023-09-25 | 2023-09-25 | Cooling control method of vehicle system, electronic equipment and vehicle |
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| Publication Number | Publication Date |
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| CN117227457A true CN117227457A (en) | 2023-12-15 |
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| CN202311244752.8A Pending CN117227457A (en) | 2023-09-25 | 2023-09-25 | Cooling control method of vehicle system, electronic equipment and vehicle |
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| CN (1) | CN117227457A (en) |
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