WO2025130409A1 - 车辆内部冷却系统的控制方法、控制装置以及存储介质 - Google Patents

车辆内部冷却系统的控制方法、控制装置以及存储介质 Download PDF

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Publication number
WO2025130409A1
WO2025130409A1 PCT/CN2024/130395 CN2024130395W WO2025130409A1 WO 2025130409 A1 WO2025130409 A1 WO 2025130409A1 CN 2024130395 W CN2024130395 W CN 2024130395W WO 2025130409 A1 WO2025130409 A1 WO 2025130409A1
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WIPO (PCT)
Prior art keywords
temperature
cooling system
water
preset condition
oil
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Pending
Application number
PCT/CN2024/130395
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English (en)
French (fr)
Inventor
李小龙
毕路
邵路
巩文涛
叶楠
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NIO Technology Anhui Co Ltd
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NIO Technology Anhui Co Ltd
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Publication of WO2025130409A1 publication Critical patent/WO2025130409A1/zh
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/20845—Modifications to facilitate cooling, ventilating, or heating for automotive electronic casings
    • H05K7/20872—Liquid coolant without phase change
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
    • H05K7/20927—Liquid coolant without phase change

Definitions

  • the present application relates to the field of vehicle heat dissipation, and specifically provides a control method, a control device, and a storage medium for a vehicle internal cooling system.
  • the present application is proposed to provide a solution or at least partially solve the problems in the prior art.
  • the present application provides a method for controlling a vehicle internal cooling system, the method comprising: obtaining heat dissipation information and real-time status information; obtaining a first cooling system operating parameter based on the heat dissipation information; judging whether a preset condition is met based on the real-time status information; if the real-time status information meets the preset condition, obtaining a second cooling system operating parameter based on the real-time status information, wherein the cooling system operates based on the first cooling system operating parameter until the heat dissipation information meets the preset condition, at which time the cooling system operates based on the second cooling system operating parameter.
  • the preset conditions include a threshold corresponding to the real-time status information, wherein the threshold value is determined based on the vehicle driving mode.
  • the cooling system includes an oil cooling circuit, a water cooling circuit and an air cooling system, the oil cooling circuit and the water cooling circuit generate heat exchange, and the water cooling circuit and the air cooling circuit generate heat exchange.
  • the oil cooling circuit includes an oil pump; the first cooling system operating parameter includes a first oil pump flow rate, the preset condition includes a first preset condition, and the method also includes: obtaining the first oil pump flow rate, the rotor temperature and the stator temperature; judging whether the rotor temperature and the stator temperature meet the first preset condition; if the rotor temperature and the stator temperature meet the first preset condition, then based on the rotor temperature and the stator temperature, obtaining a second oil pump flow rate, wherein the oil pump operates based on the first oil pump flow rate until the rotor temperature and the stator temperature meet the first preset condition, and the oil pump operates based on the second oil pump flow rate.
  • the water cooling circuit includes a water pump
  • the first cooling system operating parameter includes a first water pump flow rate
  • the preset condition includes a second preset condition
  • the method further includes: obtaining the first water pump flow rate and the oil temperature in the oil cooling circuit; judging whether the oil temperature satisfies the second preset condition; if the oil temperature satisfies the second preset condition, obtaining the second water pump flow rate based on the first water pump flow rate and the oil temperature, wherein the water pump operates based on the first water pump flow rate until the oil temperature satisfies the second preset condition, at which time the water pump operates based on the second water pump flow rate.
  • the air cooling system includes a fan
  • the first cooling system operating parameter includes a first fan speed
  • the preset condition includes a third preset condition
  • the method further includes: obtaining the first fan speed and the water temperature in the water cooling circuit; determining whether the water temperature meets the third preset condition; if the water temperature meets the third preset condition, obtaining a second fan speed based on the water temperature and the first fan speed, wherein the fan operates based on the first fan speed until the water temperature meets the third preset condition, at which time the fan operates based on the second fan speed.
  • the calculation method of the first oil pump flow includes: obtaining the water temperature, torque and speed in the water cooling circuit; inputting the oil temperature, water temperature, torque and speed into the fuzzy algorithm to obtain the first oil pump flow.
  • the calculation method of the first water pump flow rate includes: obtaining the IGBT module temperature and the converter power in the motor controller;
  • the transient flow demand of the motor controller is obtained; based on the IGBT module temperature, converter power, and the transient flow demand in the motor controller, the first water pump flow is obtained, wherein the motor controller dissipates heat through a water cooling circuit.
  • obtaining a first fan speed includes: obtaining motor loss and the ambient temperature of the vehicle; and obtaining the first fan speed based on the motor loss, water temperature and ambient temperature.
  • a control device which includes a processor and a storage device, wherein the storage device is suitable for storing multiple computer programs, and the computer programs are suitable for being loaded and run by the processor to execute the vehicle interior cooling system control method described in any one of the technical solutions of the above-mentioned vehicle interior cooling system control method.
  • a computer-readable storage medium which stores a plurality of computer programs, wherein the computer programs are suitable for being loaded and run by a processor to execute the method for controlling the vehicle interior cooling system described in any one of the technical solutions of the method for controlling the vehicle interior cooling system.
  • FIG1 is a flow chart showing the main steps of a method for controlling a vehicle interior cooling system according to an embodiment of the present application
  • FIG2 is a schematic diagram of a cooling system structure of a method for controlling a vehicle interior cooling system according to an embodiment of the present application
  • FIG. 3 is a flow chart of a method for controlling a vehicle interior cooling system according to an embodiment of the present application.
  • module and “processor” may include hardware, software or a combination of the two.
  • a module may include hardware circuits, various suitable sensors, communication ports, memory, and may also include software parts, such as computer programs, or a combination of software and hardware.
  • the processor may be a central processing unit, a microprocessor, an image processor, a digital signal processor or any other suitable processor.
  • the processor has data and/or signal processing functions.
  • the processor may be implemented in software, hardware or a combination of the two.
  • Non-temporary computer-readable storage media include any suitable medium that can store computer programs, such as magnetic disks, hard disks, optical disks, flash memory, read-only memory, random access memory, etc.
  • a and/or B means all possible combinations of A and B, such as only A, only B or A and B.
  • the term “at least one A or B” or “at least one of A and B” has a similar meaning to “A and/or B” and may include only A, only B or A and B.
  • the singular terms “one” and “the” may also include plural forms.
  • the cooling system includes an oil cooling circuit, a water cooling circuit and an air cooling system.
  • the oil cooling circuit generates heat exchange with the water cooling circuit
  • the water cooling circuit generates heat exchange with the air cooling circuit.
  • heat exchange refers to heat exchange by contact.
  • the water cooling circuit removes heat from the oil cooling circuit through heat exchange
  • the air cooling circuit removes heat from the water cooling circuit through heat exchange.
  • FIG. 1 is a schematic flow chart of the main steps of a control method for a vehicle interior cooling system according to an embodiment of the present application.
  • the control method for a vehicle interior cooling system in the embodiment of the present application mainly includes the following steps A-D.
  • Step A Obtain heat dissipation information and real-time status information.
  • the heat dissipation information is used to generate the first cooling system operating parameters
  • the real-time status information is used to judge the preset conditions, so as to determine whether to generate new second cooling system operating parameters.
  • the heat dissipation information includes: oil temperature in the oil cooling circuit, water temperature in the water cooling circuit, torque, speed, IGBT module temperature in the motor controller, converter power, motor loss and vehicle ambient temperature.
  • Real-time status information includes: rotor temperature, stator temperature, oil temperature and water temperature.
  • the heat dissipation information is collected after the vehicle moves, and the real-time status information is collected in real time.
  • the initial water temperature information in the water cooling circuit is obtained when the vehicle is stationary after starting, and the initial cooling system operating parameters are obtained based on the initial water temperature information, wherein the vehicle operates based on the initial cooling system operating parameters when it is stationary.
  • the cooling system operating parameters include oil pump flow, water pump flow and fan speed.
  • the initial cooling system operating parameters are obtained based on the initial water temperature information, including: based on the initial water temperature information, the initial oil pump flow, the initial water pump flow and the initial fan speed are obtained.
  • the initial cooling system can be obtained by looking up a table. For example, a plurality of initial cooling system operating parameters are set corresponding to the initial water temperature information in different intervals, and the interval where the initial water temperature information is located is determined, so as to obtain specific initial cooling system operating parameters.
  • Step B Based on the heat dissipation information, obtain the first cooling system operating parameters.
  • the first cooling system operating parameters are obtained based on the heat dissipation information.
  • the first cooling system operating parameters include: a first water pump flow rate, a first oil pump flow rate, and a first fan speed.
  • Step C judging whether a preset condition is met based on the real-time status information.
  • the preset conditions include a threshold corresponding to the real-time status information.
  • the threshold value is determined based on the vehicle driving mode. That is, first, the vehicle driving mode is obtained, and the threshold value corresponding to the real-time status information in the preset conditions is determined based on the driving mode.
  • Step D If the real-time status information meets a preset condition, the second cooling system operating parameters are obtained based on the real-time status information.
  • the cooling system operates based on the first cooling system operating parameters, and when the heat dissipation information meets a preset condition, the cooling system operates based on the second cooling system operating parameters.
  • the cooling system will switch from the first cooling system operating parameters to the second cooling system operating parameters. This may include increasing the flow of the water pump and the oil pump and increasing the fan speed to cope with the increased heat load.
  • steps S101 to S303 are described in detail, as shown in FIG3 .
  • Step S101 Obtain the flow rate of the first oil pump.
  • this step is a sub-step in step B, specifically, obtaining the first oil pump flow in the first cooling system operating parameter in step B.
  • the oil pump operates based on the first oil pump flow rate, and the first oil pump flow rate is obtained according to in-vehicle information.
  • the first oil pump flow rate is obtained through steps S101-1 to S101-2.
  • the calculation method of the first oil pump flow rate is steps S101-1 to S101-2, which are as follows:
  • Step S101 - 1 Obtain the oil temperature in the oil cooling circuit, the water temperature in the water cooling circuit, the torque, and the rotation speed.
  • this step is a sub-step in step A, specifically, obtaining heat dissipation information in step A.
  • Step S101 - 1 inputting the oil temperature, water temperature, torque and rotation speed into a fuzzy algorithm to obtain a first oil pump flow rate.
  • this step is a sub-step in step B, specifically, obtaining the first oil pump flow in the first cooling system operating parameter in step B.
  • the oil pump affects the heat dissipation efficiency of the oil cooling circuit to the motor, so it is very important to obtain the first oil pump flow rate based on the in-vehicle information.
  • the flow rate of the first oil pump is estimated by a fuzzy algorithm.
  • Fuzzy algorithms are used to address the limitations of traditional binary logic in dealing with practical engineering problems. Fuzzy logic, unlike traditional binary logic, allows the concept of partially true and partially false. This method is particularly suitable for processing ambiguous or imprecise input data to obtain an inaccurate but usable result.
  • the oil and water temperature data provide direct information about the current status of the cooling system.
  • the oil temperature reflects the heat load on the motor and other key components, while the water temperature indicates how effectively the cooling system is working.
  • the torque and speed parameters reflect the operating status of the motor.
  • the torque shows the load on the motor, while the speed shows its operating speed.
  • the fuzzy algorithm processes input parameters by establishing fuzzy rules and membership functions. For example, for oil temperature, different temperature ranges can be set to correspond to different memberships, such as "low”, “medium” and “high”.
  • the fuzzy algorithm outputs a fuzzified result through these memberships and preset rules, which is further defuzzified into an accurate oil pump flow value.
  • the obtained oil pump flow rate is a fixed value, which ensures that the cooling demand of the motor is met under most driving conditions and ambient temperatures, while also taking energy efficiency and overall system performance into consideration.
  • Step S102 Obtain the rotor temperature and the stator temperature.
  • this step is a sub-step in step A, specifically, obtaining real-time status information in step A.
  • the rotor temperature and the stator temperature are acquired in order to subsequently refine the cooling system according to specific conditions.
  • the source of the rotor temperature is first described.
  • a model-based estimation method is usually used to determine the rotor temperature. This estimation is usually based on the operating parameters of the motor, such as current, voltage, speed and load.
  • the temperature of the rotor under specific conditions is estimated by using a thermal model algorithm in combination with the physical characteristics and operating state of the motor.
  • this estimation method has a certain error, it is usually sufficient for decision-making of the control system.
  • the measurement of the stator temperature is relatively simple and can be achieved directly by installing an NTC thermistor near the stator.
  • the resistance value of the NTC thermistor decreases as the temperature increases, thereby providing a method for accurately measuring the temperature.
  • the data provided by the NTC sensor is usually very accurate and can reflect the real-time temperature status of the stator.
  • the overall thermal state of the motor can be fully monitored.
  • This dual monitoring method improves the control system's understanding of the motor's thermal state, making the cooling strategy more accurate and efficient.
  • This comprehensive temperature monitoring approach is particularly important in complex driving situations, such as rapid acceleration or prolonged high-load operation, as it enables overheating issues to be detected in a timely manner and the necessary cooling measures to be taken.
  • Step S103 Determine whether the rotor temperature and the stator temperature meet a first preset condition.
  • this step is a sub-step in step C, specifically the part of step C for the oil cooling circuit.
  • the first preset condition is a condition set to change the crude oil pump operation strategy.
  • the oil pump operates based on the first oil pump flow rate obtained previously until the rotor temperature and the stator temperature meet the first preset condition.
  • the first preset condition is a series of threshold values set according to the temperature of the rotor and the stator.
  • the rotor temperature threshold is assumed to be 100°C.
  • the stator temperature threshold is assumed to be 120°C.
  • the first preset condition includes three situations, namely, the rotor temperature exceeds the threshold, the stator temperature does not exceed; the stator temperature exceeds the threshold, the rotor temperature does not exceed; and both the rotor and stator temperatures exceed the threshold.
  • the rotor temperature is over 100°C, but the stator temperature is below 120°C. This may mean that the rotor is under high load, but the stator cooling efficiency is acceptable.
  • stator temperature was over 120° C.
  • rotor temperature was below 100° C. This could indicate poor cooling of the stator area or a high load on the stator itself.
  • Step S104 If the rotor temperature and the stator temperature meet a first preset condition, a second oil pump flow rate is obtained based on the rotor temperature and the stator temperature.
  • this step is a sub-step in step D, specifically, obtaining the second oil pump flow rate in the second cooling system operating parameters in step D.
  • the oil pump operates based on the first oil pump flow rate until the rotor temperature and the stator temperature meet a first preset condition, and then the oil pump operates based on the second oil pump flow rate.
  • the flow rate of the oil pump needs to be increased accordingly to improve the cooling efficiency.
  • the second oil pump flow rate is determined based on the actual temperature of the rotor and stator and preset conditions to ensure that the motor will not overheat under any circumstances.
  • the oil pump operates according to the first oil pump flow rate until it is detected that the temperature of the rotor and the stator meets the first preset condition. At this time, the control system immediately adjusts the oil pump to the second oil pump flow rate.
  • control system continuously monitors the temperature of the rotor and stator to ensure that the second oil pump flow rate always adapts to the real-time cooling needs of the motor. If the temperature drops below a threshold, the oil pump flow rate can be reduced accordingly or returned to the first oil pump flow rate to maintain energy efficiency and avoid unnecessary energy consumption.
  • step S104 The key to step S104 is to flexibly adjust the oil pump flow rate to ensure that the motor can obtain appropriate cooling under different working conditions.
  • This dynamic adjustment strategy not only improves the operating efficiency of the motor, but also helps to extend its service life, while ensuring the overall performance and reliability of the electric vehicle. In this way, the cooling system can effectively cope with various temperature conditions and ensure the optimal performance of the electric vehicle under different environmental and load conditions.
  • Step S201 Obtain the flow rate of the first water pump.
  • the water pump operates based on the first water pump flow rate, and the first water pump flow rate is obtained according to in-vehicle information.
  • the first water pump flow rate is obtained through steps S201-1 to S201-3.
  • the calculation method of the first water pump flow rate is steps S201-1 to S201-3, which are as follows:
  • Step S201 - 1 Obtain the IGBT module temperature and converter power in the motor controller.
  • the water cooling circuit of the electric vehicle is responsible for dissipating heat to the motor controller, that is, the motor controller dissipates heat through the water cooling circuit.
  • the motor controller is a key component of the electric vehicle and is responsible for managing the operation of the motor.
  • the insulated gate bipolar transistor (IGBT) is a key component of the motor controller and is used to efficiently control the power output of the motor.
  • the IGBT module generates heat during operation, so its temperature monitoring is critical to prevent overheating.
  • the temperature of the IGBT module is measured by a thermistor or temperature sensor installed close to the module. These sensors can provide real-time and accurate temperature readings to ensure that the IGBT module is within a safe operating temperature range.
  • the converter is used in the electric vehicle to control the energy conversion between the battery and the motor.
  • the power of the converter reflects the current energy transfer efficiency and power level of the system.
  • the converter power can be obtained through the power monitoring system in the motor controller. This includes measuring the input and output voltage and current of the converter to calculate the power.
  • the water cooling circuit is responsible for providing the necessary heat dissipation for the motor controller. By monitoring the temperature of the IGBT module and the power of the converter, the flow rate and temperature of the water cooling circuit can be adjusted to maximize the heat dissipation efficiency.
  • Step S201 - 2 Based on the water temperature, torque, and rotation speed, the transient flow demand of the motor controller is obtained.
  • the focus is on estimating the transient flow demand of the motor controller through data analysis of water temperature, torque and speed.
  • water temperature, torque and speed are key parameters for determining the current operating state and thermal load of the motor controller.
  • Water temperature provides the temperature state of the cooling medium, while torque and speed reflect the load and operating speed of the motor controller.
  • Transient flow demand refers to the immediate cooling flow required by the motor controller under specific operating conditions. This demand depends on the heat generated by the motor controller and the amount of heat required to maintain it within a safe operating temperature range.
  • the heat generated by the motor controller can be accurately estimated. Then, based on the heat and the cooling capacity of the water cooling system, the required transient flow rate is calculated.
  • the method for realizing transient flow demand estimation can apply thermodynamic models and real-time data analysis algorithms, which can process complex input data and output accurate flow adjustment instructions.
  • Step S201 - 3 obtaining a first water pump flow rate based on the IGBT module temperature, converter power and the transient flow rate demand in the motor controller.
  • the first water pump flow rate is obtained by a fuzzy algorithm.
  • Step S202 Determine whether the oil temperature meets the second preset condition.
  • the second preset condition is specifically set for adjusting the water pump operation strategy. This condition is based on a specific threshold of the oil temperature and is used to determine whether the current cooling demand exceeds the normal range. Because one of the important tasks of the water cooling circuit is to cool the oil cooling circuit, if the overall temperature of the oil cooling circuit is too high, it will affect the heat dissipation effect of the motor, and it is easy to cause failures or other abnormal phenomena.
  • the second preset condition includes an oil temperature threshold, wherein the second preset condition is that the oil temperature is greater than the oil temperature threshold.
  • the oil temperature threshold can be set to 90°C. When the oil temperature reaches or exceeds this threshold, it may indicate that the cooling system is experiencing a higher heat load and requires a stronger cooling force. When the oil temperature reaches or exceeds the set 90°C threshold, the system considers that the second preset condition is met. This means that the current flow of the water pump may not be sufficient to effectively cool the motor controller and needs to be adjusted.
  • the system will adjust the flow rate of the water pump. If the oil temperature is higher than the threshold, the flow rate will be increased to enhance the cooling effect; if the oil temperature is lower than the threshold, the current flow rate will be maintained or appropriately reduced according to the actual situation.
  • Step S203 If the oil temperature satisfies a second preset condition, a second water pump flow rate is obtained based on the first water pump flow rate and the oil temperature.
  • the water pump operates based on the first water pump flow rate until the oil temperature meets a second preset condition, and then the water pump operates based on the second water pump flow rate.
  • the oil temperature reaches the threshold of the second preset condition, this generally indicates that the cooling system needs a stronger cooling capacity to handle the increased heat load.
  • the original first water pump flow rate may no longer be sufficient.
  • the second water pump flow rate is calculated based on the current oil temperature and the already set first water pump flow rate. By analyzing these two parameters, a higher flow rate requirement can be estimated to provide sufficient cooling effect.
  • the water pump when the oil temperature reaches or exceeds the threshold, the water pump needs to switch from the first flow mode to the second flow mode.
  • This switch is dynamic to respond to real-time cooling needs.
  • the overall efficiency of the system When increasing the water pump flow, the overall efficiency of the system must also be considered. The goal is to ensure adequate cooling while avoiding unnecessary energy waste.
  • Step S301 Obtain a first fan speed.
  • the fan operates based on the first fan flow rate, and the first fan flow rate is obtained according to the in-vehicle information.
  • the first fan flow rate is obtained through steps S301-1 to S301-2.
  • the calculation method of the first fan flow rate is steps S301-1 to S301-2, which are specifically as follows:
  • Step S301 - 1 Obtain motor loss and vehicle ambient temperature.
  • the motor loss mainly refers to the heat generated by the motor during operation, which usually includes copper loss caused by the resistance inside the motor and iron loss caused by the change of magnetic field. This loss is expressed in the form of heat energy and has a direct impact on the temperature and performance of the motor. At the same time, this part of the heat is also the heat that needs to be taken away by oil cooling and water cooling, and it is also the heat that needs to be taken away by air cooling at the end.
  • the estimation of motor loss is usually based on parameters such as the motor current, voltage and speed. These parameters can be obtained by sensors of the motor controller. Combined with the characteristics and operating conditions of the motor, a thermal model or energy balance equation can be used to estimate the total heat loss of the motor.
  • the air cooling system removes heat through air flow, and this process is significantly affected by the ambient air temperature.
  • the ambient temperature is low, the heat dissipation efficiency is high because the cold air has a stronger ability to absorb heat.
  • the ambient temperature is high, the air already carries more heat, and its heat absorption capacity is weakened, thereby reducing the heat dissipation efficiency.
  • the fan needs to run at a higher speed to compensate for the reduction in heat dissipation efficiency.
  • the same heat dissipation effect can be achieved with a lower fan speed.
  • the temperature of the surrounding air is continuously monitored by temperature sensors outside the vehicle.
  • the data from these sensors is critical to adjusting the operation of the fans because they provide real-time information about external cooling conditions.
  • Step S301 - 2 Obtaining a first fan speed based on the motor loss, water temperature and ambient temperature.
  • a fuzzy algorithm is used to calculate the optimal first speed of the electric vehicle fan.
  • the fuzzy algorithm can generate a comprehensive assessment to determine the appropriate fan speed.
  • Step S302 Determine whether the water temperature meets a third preset condition.
  • the third preset condition is based on a specific water temperature threshold, for example, the threshold may be set to 80° C. When the water temperature exceeds the threshold, it indicates that the heat dissipation capacity of the water cooling circuit may not be sufficient to cope with the current heat load.
  • the air cooling part is mainly used to assist the water cooling system, especially under high heat load conditions.
  • the air cooling system improves the heat dissipation efficiency of the entire system by increasing air flow and heat dissipation area.
  • the control system continuously compares the real-time water temperature data with the preset threshold. Once the water temperature is detected to exceed the threshold, it is considered that the third preset condition is met, and it is necessary to consider adjusting the fan speed.
  • the system will calculate and set a new fan speed, the second fan speed.
  • the second fan speed is determined based on the current water temperature and the original fan speed. The goal is to compensate for the insufficient heat dissipation of the water cooling system by increasing the fan speed, thereby effectively reducing the water temperature.
  • This step ensures that when the water cooling system faces high heat load, the air cooling system can intervene in time to provide the necessary heat dissipation support.
  • This dynamic adjustment mechanism based on the water temperature threshold ensures the effective operation of the entire cooling system under various operating conditions, thereby maintaining the optimal working state of the electric vehicle motor controller and other key components.
  • Step S303 If the water temperature satisfies the third preset condition, a second fan speed is obtained based on the water temperature and the first fan speed.
  • the fan runs based on the first fan speed until the water temperature meets a third preset condition, and then the fan runs based on the second fan speed.
  • the calculation of the second fan speed depends on the real-time monitored water temperature and the first fan speed.
  • the specific value of the water temperature and its impact on the heat dissipation demand need to be considered.
  • the fan runs based on the first fan speed until the water temperature meets the third preset condition, and then the fan runs based on the second fan speed.
  • the first preset condition, the second preset condition and the third preset condition are all related to the vehicle driving mode. This is because the needs of users are different with different vehicle driving modes. For example, users corresponding to the sports mode hope that the vehicle can have more aggressive heat dissipation, because this can better guarantee the performance of the vehicle. Therefore, the threshold setting in the preset condition will be relatively low. In contrast, for example, the energy-saving mode pays more attention to energy consumption, and aggressive heat dissipation will inevitably increase the energy consumption of the system, so in the present embodiment, the threshold of the preset condition in the energy-saving mode will be lower than the threshold in the sports mode.
  • the computer program includes a computer program, and the computer program can be in source code form, object code form, executable file or some intermediate form.
  • the computer-readable storage medium may include: any entity or device, medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory, random access memory, electric carrier signal, telecommunication signal and software distribution medium, etc. that can carry the computer program.
  • computer-readable storage medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction.
  • computer-readable storage media do not include electric carrier signals and telecommunication signals.
  • the present application also provides a control device.
  • the control device includes a processor and a storage device
  • the storage device can be configured to store a program for executing the vehicle interior cooling system control method of the above method embodiment
  • the processor can be configured to execute the program in the storage device, which includes but is not limited to the program for executing the vehicle interior cooling system control method of the above method embodiment.
  • the control device can be a control device device formed by various electronic devices.
  • each module is only for illustrating the functional units of the device of the present application, the physical devices corresponding to these modules may be the processor itself, or a part of the software in the processor, a part of the hardware, or a part of the combination of software and hardware. Therefore, the number of each module in the figure is only schematic.
  • each module in the device can be adaptively split or merged. Such splitting or merging of specific modules will not cause the technical solution to deviate from the principle of the present application, and therefore, the technical solutions after splitting or merging will fall within the protection scope of the present application.
  • the relevant user personal information that may be involved in the various embodiments of this application is strictly in accordance with the requirements of laws and regulations, following the principles of legality, legitimacy and necessity, based on the reasonable purposes of business scenarios, to process the personal information that users actively provide during the use of products/services or generated due to the use of products/services, as well as the personal information obtained with the user's authorization.
  • the user personal information processed by the applicant will vary depending on the specific product/service scenario, and shall be based on the specific scenario in which the user uses the product/service, which may involve the user's account information, device information, driving information, vehicle information or other related information.
  • the applicant will treat the user's personal information and its processing with a high degree of diligence.
  • the Applicant attaches great importance to the security of user personal information and has adopted reasonable and feasible security protection measures that comply with industry standards to protect user information and prevent personal information from being accessed, disclosed, used, modified, damaged or lost without authorization.

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Abstract

本申请涉及一种车辆内部冷却系统的控制方法、控制装置以及存储介质，所述方法包括：获取散热信息以及实时状态信息；基于所述散热信息，得到第一冷却系统运行参数；基于所述实时状态信息判断是否满足预设条件；若所述实时状态信息满足预设条件，则基于所述实时状态信息得到第二冷却系统运行参数，其中冷却系统基于第一冷却系统运行参数运行，直至所述散热信息满足预设条件时，所述冷却系统基于第二冷却系统运行参数运行。通过本技术提升了电动汽车的整体性能和可靠性，且在保持最佳运行状态的同时，降低了不必要的能源消耗。

Description

车辆内部冷却系统的控制方法、控制装置以及存储介质
本申请要求2023年12月22日提交的、发明名称为“车辆内部冷却系统的控制方法、控制装置以及存储介质”的中国专利申请202311797656.6的优先权，上述中国专利申请的全部内容通过引用并入本申请中。
技术领域
本申请涉及车辆散热领域，具体提供一种车辆内部冷却系统的控制方法、控制装置以及存储介质。
 背景技术
在现有的电动汽车冷却系统技术中，通常的控制策略往往过于简单，主要基于车辆的驾驶模式来调整冷却参数，这种基于驾驶模式的单一控制策略并不能充分考虑到车辆实时的散热需求和热负荷状况。
相应地，本领域需要一种新的冷却系统控制方案来解决上述问题。
发明内容
为了克服上述缺陷，提出了本申请，以提供解决或至少部分地解决现有技术中的。
在第一方面，本申请提供一种车辆内部冷却系统的控制方法，所述方法包括：获取散热信息以及实时状态信息；基于所述散热信息，得到第一冷却系统运行参数；基于所述实时状态信息判断是否满足预设条件；若所述实时状态信息满足预设条件，则基于所述实时状态信息得到第二冷却系统运行参数，其中冷却系统基于第一冷却系统运行参数运行，直至所述散热信息满足预设条件时，所述冷却系统基于第二冷却系统运行参数运行。
在上述车辆内部冷却系统的控制方法的一个技术方案中，其中预设条件中包含对应实时状态信息的阈值，其中所述阈值大小基于车辆驾驶模式确定。
在上述车辆内部冷却系统的控制方法的一个技术方案中，其中所述冷却系统包括油冷回路、水冷回路以及风冷系统，油冷回路与水冷回路产生热交换，水冷回路与风冷回路产生热交换。
在上述车辆内部冷却系统的控制方法的一个技术方案中，其特征在于，其中所述油冷回路中包括油泵；所述第一冷却系统运行参数包括第一油泵流量，所述预设条件包括第一预设条件，所述方法还包括：获取第一油泵流量、转子温度以及定子温度；判断所述转子温度以及定子温度是否满足第一预设条件；若所述转子温度以及定子温度满足第一预设条件，则基于所述转子温度以及定子温度，得到第二油泵流量，其中所述油泵基于所述第一油泵流量运行，直至所述转子温度以及定子温度满足第一预设条件时，所述油泵基于所述第二油泵流量运行。
在上述车辆内部冷却系统的控制方法的一个技术方案中，其中水冷回路中包括水泵，所述第一冷却系统运行参数包括第一水泵流量，所述预设条件包括第二预设条件，所述方法还包括：获取第一水泵流量以及油冷回路中的油温；判断油温是否满足第二预设条件；若所述油温满足第二预设条件，则基于所述第一水泵流量以及油温，得到第二水泵流量，其中所述水泵基于所述第一水泵流量运行，直至所述油温满足第二预设条件时，所述水泵基于所述第二水泵流量运行。
在上述车辆内部冷却系统的控制方法的一个技术方案中，所述风冷系统包括风扇，所述第一冷却系统运行参数包括第一风扇转速，所述预设条件包括第三预设条件，所述方法还包括：获取第一风扇转速以及水冷回路中的水温；判断所述水温是否满足第三预设条件；若所述水温满足第三预设条件，则基于所述水温以及第一风扇转速，得到第二风扇转速，其中所述风扇基于所述第一风扇转速运行，直至所述水温满足第三预设条件时，所述风扇基于所述第二风扇转速运行。
在上述车辆内部冷却系统的控制方法的一个技术方案中，第一油泵流量的计算方法包括：获取水冷回路中的水温、扭矩以及转速；将所述油温、水温、扭矩以及转速输入至模糊算法，得到第一油泵流量。
在上述车辆内部冷却系统的控制方法的一个技术方案中，第一水泵流量的计算方法包括：获取电机控制器中的IGBT模块温度以及变流器功率；
基于所述水温、扭矩、转速，得到电机控制器的瞬态流量需求；基于所述电机控制器中IGBT模块温度、变流器功率以及所述瞬态流量需求，得到第一水泵流量，其中电机控制器通过水冷回路散热。
在上述车辆内部冷却系统的控制方法的一个技术方案中，“获取第一风扇转速”，包括：获取电机损耗以及车辆的环境温度；基于所述电机损耗、水温以及环境温度，得到第一风扇转速。
在第二方面，提供一种控制装置，该控制装置包括处理器和存储装置，所述存储装置适于存储多条计算机程序，所述计算机程序适于由所述处理器加载并运行以执行上述车辆内部冷却系统的控制方法的技术方案中任一项技术方案所述的车辆内部冷却系统的控制方法。
在第三方面，提供一种计算机可读存储介质，该计算机可读存储介质其中存储有多条计算机程序，所述计算机程序适于由处理器加载并运行以执行上述车辆内部冷却系统的控制方法的技术方案中任一项技术方案所述的车辆内部冷却系统的控制方法。
本申请上述一个或多个技术方案，至少具有如下一种或多种有益效果：
在实施本申请的技术方案中通过收集散热信息和实时状态信息，实现了电动汽车冷却系统运行参数的动态调整。这种方法允许冷却系统根据车辆的实时热负荷和工作状态，智能地切换运行参数，从第一冷却系统参数过渡到第二冷却系统参数。这样的策略显著提升了冷却系统的适应性和响应速度，确保了在各种不同驾驶条件下电机和关键部件的有效散热，同时优化了能源利用效率。由此，电动汽车的整体性能和可靠性得到提高，且在保持最佳运行状态的同时，降低了不必要的能源消耗。
 附图说明
参照附图，本申请的公开内容将变得更易理解。本领域技术人员容易理解的是：这些附图仅仅用于说明的目的，而并非意在对本申请的保护范围组成限制。此外，图中类似的数字用以表示类似的部件，其中：
图1是根据本申请的一个实施例的车辆内部冷却系统的控制方法的主要步骤流程示意图；
图2是根据本申请的一个实施例的车辆内部冷却系统的控制方法的冷却系统结构示意图；
图3是根据本申请的一个实施例的车辆内部冷却系统的控制方法的流程示意图。
 具体实施方式
下面参照附图来描述本申请的一些实施方式。本领域技术人员应当理解的是，这些实施方式仅仅用于解释本申请的技术原理，并非旨在限制本申请的保护范围。
在本申请的描述中，“模块”、“处理器”可以包括硬件、软件或者两者的组合。一个模块可以包括硬件电路，各种合适的感应器，通信端口，存储器，也可以包括软件部分，比如计算机程序，也可以是软件和硬件的组合。处理器可以是中央处理器、微处理器、图像处理器、数字信号处理器或者其他任何合适的处理器。处理器具有数据和/或信号处理功能。处理器可以以软件方式实现、硬件方式实现或者二者结合方式实现。非暂时性的计算机可读存储介质包括任何合适的可存储计算机程序的介质，比如磁碟、硬盘、光碟、闪存、只读存储器、随机存取存储器等等。术语“A和/或B”表示所有可能的A与B的组合，比如只是A、只是B或者A和B。术语“至少一个A或B”或者“A和B中的至少一个”含义与“A和/或B”类似，可以包括只是A、只是B或者A和B。单数形式的术语“一个”、“这个”也可以包含复数形式。
在本申请实施例中，冷却系统包括油冷回路、水冷回路以及风冷系统，如图2所示，油冷回路与水冷回路产生热交换，水冷回路与风冷回路产生热交换。在本实施例中，热交换指的是通过接触的方式产生热量交换。在车辆内，水冷回路通过热交换带走油冷回路中的热量，风冷回路通过热交换带走水冷回路中的热量。
参阅附图1，图1是根据本申请的一个实施例的车辆内部冷却系统的控制方法的主要步骤流程示意图。如图1所示，本申请实施例中的车辆内部冷却系统的控制方法主要包括下列步骤A-D。
步骤A：获取散热信息以及实时状态信息。
在本实施例中，散热信息用于生成第一冷却系统运行参数，实时状态信息用于预设条件的判断，从而确定是否生成新的第二冷却系统运行参数。
一个实施方式中，散热信息包括：油冷回路中的油温、水冷回路中的水温、扭矩、转速、电机控制器中的IGBT模块温度、变流器功率、电机损耗以及车辆的环境温度。实时状态信息包括：转子温度、定子温度、油温以及水温。
在本实施方式中，散热信息在车辆运动后收集，实时状态信息则是实时收集。在本实施方式中，优选的，车辆在启动后静止时获取水冷回路中的初始水温信息，基于所述初始水温信息得到初始冷却系统运行参数，其中所述车辆在静止时基于所述初始冷却系统运行参数运行。
在本实施方式中，其中冷却系统运行参数包括油泵流量、水泵流量以及风扇转速。基于所述初始水温信息得到初始冷却系统运行参数，包括：基于所述初始水温信息，得到初始油泵流量、初始水泵流量以及初始风扇转速。在本实施方式中，可以通过查表的形式得到初始冷却系统。例如对应不同区间内的初始水温信息设置多个初始冷却系统运行参数，确定初始水温信息所在的区间，从而得到具体的初始冷却系统运行参数。
步骤B：基于所述散热信息，得到第一冷却系统运行参数。
一个实施方式中，在车辆行进时，基于散热信息，得到第一冷却系统运行参数。在本实施方式中，第一冷却系统运行参数包括：第一水泵流量、第一油泵流量以及第一风扇转速。
步骤C：基于所述实时状态信息判断是否满足预设条件。
一个实施方式中，预设条件中包含对应实时状态信息的阈值。优选的，一个实施方式中，其中所述阈值大小基于车辆驾驶模式确定。也就是说首先，获取车辆驾驶模式，基于所述驾驶模式确定预设条件中对应实时状态信息的阈值大小。
步骤D：若所述实时状态信息满足预设条件，则基于所述实时状态信息得到第二冷却系统运行参数。
在本实施例中，冷却系统基于第一冷却系统运行参数运行，直至所述散热信息满足预设条件时，所述冷却系统基于第二冷却系统运行参数运行。
一个实施方式中，一旦实时状态信息满足预设条件，冷却系统将从第一冷却系统运行参数转换到第二冷却系统运行参数。这可能包括增加水泵和油泵的流量以及提高风扇转速，以应对增加的热负荷。
[根据细则91更正 02.12.2024]
在本实施方式中，具体的，通过步骤S101-步骤S303详细说明，如图3所示。
步骤S101：获取第一油泵流量。
在本实施例中，此步骤为步骤B中的子步骤，具体的是为步骤B中的得到第一冷却系统运行参数中的第一油泵流量。
在本实施例中，油泵基于所述第一油泵流量运行，第一油泵流量是根据车内信息得到的。
一个实施方式中，通过步骤S101-1～S101-2得到第一油泵流量。在本实施方式中，第一油泵流量的计算方法为步骤S101-1～S101-2，具体如下：
步骤S101-1：获取油冷回路中的油温、水冷回路中的水温、扭矩以及转速。
在本实施例中，此步骤为步骤A中的子步骤，具体的是为步骤A中的获取散热信息。
步骤S101-1：将所述油温、水温、扭矩以及转速输入至模糊算法，得到第一油泵流量。
在本实施例中，此步骤为步骤B中的子步骤，具体的是为步骤B中的得到第一冷却系统运行参数中的第一油泵流量。
一个实施方式中，油泵会影响油冷回路对电机的散热效率，所以基于车内信息得到第一油泵流量是非常重要的。
在本实施方式中，第一油泵流量是通过模糊算法估算而来的。模糊算法用于解决传统二元逻辑在处理实际工程问题时的局限性。模糊逻辑，与传统的二元逻辑不同，允许部分真和部分假的概念。这种方法特别适用于处理含糊或不精确的输入数据，得到一个并不精确但是可用的结果。
油温和水温的数据提供了冷却系统当前状态的直接信息。油温反映了电机和其他关键部件的热负荷，而水温则表示冷却系统的工作效率。扭矩和转速这两个参数反映了电机的运行状态。扭矩显示了电机的负载，而转速则显示了其运行速度。这些数据对于判断电机的热产生和散热需求至关重要。
在本实施方式中，模糊算法通过建立模糊规则和隶属函数来处理输入参数。例如，对于油温，可以设定不同的温度范围对应不同的隶属度，如“低”、“中”和“高”。模糊算法通过这些隶属度和预设的规则，输出一个模糊化的结果，进一步被解模糊化为一个精确的油泵流量值。
在本实施方式中，得到的油泵流量是一个固定的数值。这个流量值确保了在大多数的驾驶条件和环境温度下，电机的冷却需求得到满足，同时也考虑了能效和系统的整体性能。
步骤S102：获取转子温度以及定子温度。
在本实施例中，此步骤为步骤A中的子步骤，具体的是为步骤A中的获取实时状态信息。
一个实施方式中，获取转子温度以及定子温度是为了后续针对特定条件对冷却系统进行精细化处理。
在本实施方式中，首先说明转子温度的来源。在本实施方式中，由于转子是电机的旋转部分，直接测量其温度较为困难。因此，通常采用基于模型的估算方法来确定转子的温度。这种估算通常基于电机的运行参数，如电流、电压、转速和负载。
优选的，在本实施方式中，利用热模型算法，结合电机的物理特性和运行状态，估算出转子在特定条件下的温度。这种估算方法虽然有一定的误差，但通常足够用于控制系统的决策。
其次说明定子温度的来源。在本实施方式中，定子温度的测量相对简单，可以直接通过安装在定子附近的NTC热敏电阻来实现。NTC热敏电阻的电阻值随温度的升高而降低，从而提供了一种精确测量温度的方法。NTC传感器提供的数据通常非常准确，能够反映定子的实时温度状态。
在本实施方式中，通过结合转子的估算温度和定子的直接测量温度，可以对电机的整体热状态进行全面监控。这种双重监测方法提高了控制系统对电机热状态的了解，从而使冷却策略更加精准和高效。
在复杂的驾驶情况下，如快速加速或长时间高负载运行，这种综合的温度监测方法尤为重要，因为它能够及时发现过热问题，并采取必要的冷却措施。
步骤S103：判断所述转子温度以及定子温度是否满足第一预设条件。
在本实施例中，此步骤为步骤C中的子步骤，具体的是步骤C中对于油冷回路的部分。
在本实施例中，第一预设条件是改变原油泵运行策略而设置的条件，在本实施例中，油泵基于之前获取的第一油泵流量运行直至转子温度以及定子温度是否满足第一预设条件。
一个实施方式中，如若转子温度以及定子温度满足第一预设条件，则说明是表示出现了特殊情景，此处为了满足此时车辆的特殊情景，需要进一步的变化油泵的控制策略以解决当前的特殊情景。
在本实施方式中，第一预设条件是根据转子和定子的温度设定的一系列阈值。此处举例说明，例如转子温度阈值假设为100℃。定子温度阈值假设为120℃。在本实施方式中，第一预设条件内部包含三种情况，分别是转子温度超过阈值，定子温度未超过；定子温度超过阈值，转子温度未超过；转子和定子温度均超过阈值。此处进行详述：
情况一：转子温度超过阈值，定子温度未超过。
此情况下，转子温度超过100℃，但定子温度低于120℃。这可能意味着转子处于高负荷状态，而定子的冷却效率尚可。
情况二：定子温度超过阈值，转子温度未超过。
在这种情况下，定子温度超过120℃，而转子温度低于100℃。这可能表明定子区域的冷却效果不佳或定子本身承受较大负荷。
情况三：转子和定子温度均超过阈值。
这是最严重的情况，转子和定子温度都超过了各自的阈值。这表明电机整体可能正经历极端的运行条件，需要立即增加冷却力度。
当满足上述三种情况之一时，判断认定转子温度以及定子温度满足第一预设条件。若转子温度以及定子温度都没超过阈值，则判断认定转子温度以及定子温度不满足第一预设条件。
步骤S104：若所述转子温度以及定子温度满足第一预设条件，则基于所述转子温度以及定子温度，得到第二油泵流量。
在本实施例中，此步骤为步骤D中的子步骤，具体的是为步骤D中的得到第二冷却系统运行参数中的第二油泵流量。
在本实施例中，其中所述油泵基于所述第一油泵流量运行，直至所述转子温度以及定子温度满足第一预设条件时，所述油泵基于所述第二油泵流量运行。
一个实施方式中，当转子或定子的温度超过设定阈值时，表明电机需要更强的冷却力度。因此，油泵的流量需要相应增加，以提高冷却效率。第二油泵流量的确定基于转子和定子的实际温度以及预设条件，以确保电机在任何情况下都不会过热。
在本实施方式中，油泵根据第一油泵流量运行，直至检测到转子和定子的温度满足第一预设条件。此时，控制系统即刻调整油泵至第二油泵流量。
在本实施方式中，控制系统不断监测转子和定子的温度，以确保第二油泵流量始终适应电机的实时冷却需求。如果温度降低至阈值以下，油泵流量可以相应减少或者是回到第一油泵流量，以保持能效和避免不必要的能源消耗。
步骤S104的关键在于灵活地调整油泵流量，确保电机在不同工况下都能获得适宜的冷却。这种动态调整策略不仅提高了电机的运行效率，还有助于延长其使用寿命，同时保证了电动汽车的整体性能和可靠性。通过这种方法，冷却系统能够有效应对各种温度条件，确保电动汽车在不同环境和负载条件下的最佳性能。
需要说明的是上述中以油冷回路详细说明了子步骤S101-S104与步骤A-D的对应关系，下述步骤S201-S303与A-D同样也存在对应关系，之后不再赘述。
步骤S201：获取第一水泵流量。
在本实施例中，水泵基于所述第一水泵流量运行，第一水泵流量是根据车内信息得到的。
一个实施方式中，通过步骤S201-1～S201-3得到第一水泵流量。在本实施方式中，第一水泵流量的计算方法为步骤S201-1～S201-3，具体如下：
步骤S201-1：获取电机控制器中的IGBT模块温度以及变流器功率。
在本实施例中，电动汽车的水冷回路负责给电机控制器散热，即电机控制器通过水冷回路散热。
一个实施方式中，电机控制器是电动汽车的关键组件，负责管理电机的运行。其中，绝缘栅双极晶体管(IGBT)是电机控制器的关键组成部分，用于高效率地控制电动机的功率输出。IGBT模块在操作过程中会产生热量，因此其温度监测对于防止过热至关重要。在本实施方式中，IGBT模块的温度是通过安装在模块近处的热敏电阻或温度传感器来测量的。这些传感器能够提供实时、准确的温度读数，确保IGBT模块在安全的工作温度范围内。
在本实施方式中，变流器在电动汽车中用于控制电池与电机间的能量转换。变流器的功率反映了系统当前的能量传输效率和功率水平。变流器功率可以通过电机控制器内的电力监测系统获取。这包括测量变流器的输入和输出电压、电流，从而计算出功率。
在本实施方式中，水冷回路负责为电机控制器提供必要的散热。通过监测IGBT模块的温度和变流器的功率，可以调整水冷回路的流量和温度，以最大化散热效率。
步骤S201-2：基于所述水温、扭矩、转速，得到电机控制器的瞬态流量需求。
在本实施例中，关注于通过水温、扭矩和转速的数据分析，来估算电机控制器的瞬态流量需求。
一个实施方式中，水温、扭矩和转速是判断电机控制器当前运行状态和热负荷的关键参数。水温提供了冷却介质的温度状态，扭矩和转速则反映了电机控制器的负载和运行速度。瞬态流量需求是指在特定运行条件下，电机控制器所需的即时冷却流量。这一需求取决于电机控制器产生的热量，以及为了维持其在安全工作温度范围内所需的散热量。
在本实施方式中，通过综合分析水温、扭矩和转速的数据，可以对电机控制器生成的热量进行精确估算。进而，根据这些热量和水冷系统的冷却能力，计算出所需的瞬态流量。
在本实施方式中，实现瞬态流量需求估算的方法可以应用热动力学模型和实时数据分析算法。这些算法可以处理复杂的输入数据，输出精确的流量调整指令。
步骤S201-3：基于所述电机控制器中IGBT模块温度、变流器功率以及所述瞬态流量需求，得到第一水泵流量。
在本实施例中，通过模糊算法得到第一水泵流量。
步骤S202：判断油温是否满足第二预设条件。
在本实施例中，第二预设条件专门为调整水泵运行策略而设定。这个条件基于油温的特定阈值，用于判断当前的冷却需求是否超出了常规范围。因为水冷回路的重要任务之一就是给油冷回路降温，若是油冷回路整体的温度过高会影响对电机的散热效果，容易出现故障或者是其他异常现象。
一个实施方式中，例如第二预设条件中包含油温阈值，其中第二预设条件为油温大于油温阈值。例如可以设定油温阈值为90℃。当油温达到或超过此阈值时，可能表明冷却系统正在经历较高的热负荷，需要更强的冷却力度。当油温达到或超过设定的90℃阈值时，系统认为满足了第二预设条件。这意味着水泵的当前流量可能不足以有效冷却电机控制器，需要进行调整。
在本实施方式中，一旦油温达到阈值，即油温满足第二预设条件，表明常规的冷却策略可能不再适用，需要采取更为积极的措施以确保电机控制器的安全运行。根据油温的实际读数，系统将调整水泵的流量。如果油温高于阈值，将增加流量以增强冷却效果；如果油温低于阈值，则维持当前流量或根据实际情况作适当减少。
步骤S203：若所述油温满足第二预设条件，则基于所述第一水泵流量以及油温，得到第二水泵流量。
在本实施例中，其中所述水泵基于所述第一水泵流量运行，直至所述油温满足第二预设条件时，所述水泵基于所述第二水泵流量运行。
一个实施方式中，一旦油温达到第二预设条件的阈值，这通常表示冷却系统需要更强的冷却能力来处理增加的热负荷。在这种情况下，原有的第一水泵流量可能不再足够。第二水泵流量的计算基于当前的油温和已经设定的第一水泵流量。通过分析这两个参数，可以估算出更高的流量需求，以提供足够的冷却效果。
在本实施方式中，当油温达到或超过阈值时，水泵需从第一流量模式切换到第二流量模式。这种切换是动态的，以响应实时的冷却需求。在增加水泵流量时，还需考虑到系统的整体效率。目标是在确保足够冷却的同时，避免不必要的能源浪费。
在本步骤中，通过灵活调整水泵流量，确保在油温达到第二预设条件时，电机控制器能够获得更有效的冷却。
步骤S301：获取第一风扇转速。
在本实施例中，风扇基于所述第一风扇流量运行，第一风扇流量是根据车内信息得到的。
一个实施方式中，通过步骤S301-1～S301-2得到第一风扇流量。在本实施方式中，第一风扇流量的计算方法为步骤S301-1～S301-2，具体如下：
步骤S301-1：获取电机损耗以及车辆的环境温度。
在本实施例中，电机损耗主要指的是电动机在运行过程中产生的热量，这通常包括由电机内部的电阻引起的铜损和由磁场变化引起的铁损。这种损耗以热能的形式表现，对电机的温度和性能有直接影响。同时这一部分热量也是油冷以及水冷需要带走的热量，同样的也是风冷最后需要带走的热量。
一个实施方式中，电机损耗的估算通常基于电机的电流、电压以及转速等参数。这些参数可以通过电机控制器的传感器获取。结合电机的特性和运行状况，可以使用热模型或者能量平衡方程来估算电机的总热损耗。
在本实施方式中，风冷系统通过空气流动带走热量，这个过程受到周围空气温度的显著影响。环境温度低时，散热效率高，因为冷空气吸收热量的能力较强。反之，环境温度高时，空气已经携带较多热量，其吸热能力减弱，从而降低散热效率。在炎热的环境中，风扇需要以更高的速度运转，以弥补散热效率的降低。在寒冷的环境中，相同的散热效果可以通过较低的风扇转速实现。
在本实施方式中，通过车辆外部的温度传感器持续监测周围空气的温度。这些传感器的数据对于调整风扇的运行至关重要，因为它们提供了关于外部散热条件的实时信息。
步骤S301-2：基于所述电机损耗、水温以及环境温度，得到第一风扇转速。
在本实施例中，基于电机损耗、水温以及环境温度数据，利用模糊算法计算出电动汽车风扇的最佳第一转速。
一个实施方式中，通过综合考虑电机损耗、水温和环境温度(影响散热效率)，模糊算法能够生成一个综合评估，从而确定合适的风扇转速。
步骤S302：判断所述水温是否满足第三预设条件。
一个实施方式中，第三预设条件基于一个特定的水温阈值，例如可以设定这个阈值为80℃。当水温超过这一阈值时，表明水冷回路的散热能力可能不足以应对当前的热负荷。
在本实施方式中，风冷部分主要用于辅助水冷系统，特别是在高热负载情况下。风冷系统通过提高空气流动，增加散热面积，从而提升整个系统的散热效率。在本实施方式中，控制系统会持续比较实时水温数据与预设的阈值。一旦监测到水温超过阈值，即认为满足了第三预设条件，此时需要考虑调整风扇的转速。
在本实施方式中，在水温超过预设阈值的情况下，第一风扇转速可能不再足够提供必要的散热。因此，系统将计算并设定一个新的风扇转速——第二风扇转速。第二风扇转速的确定基于当前的水温和原风扇转速。目标是通过增加风扇转速来弥补水冷系统的散热不足，从而有效降低水温。
本步骤确保了在水冷系统面临高热负荷时，风冷系统能够及时介入，提供必要的散热支持。这种基于水温阈值的动态调整机制，保障了整个冷却系统在各种操作条件下的有效运行，从而维持电动汽车电机控制器及其他关键部件的最佳工作状态。
步骤S303：若所述水温满足第三预设条件，则基于所述水温以及第一风扇转速，得到第二风扇转速。
在本实施例中，所述风扇基于所述第一风扇转速运行，直至所述水温满足第三预设条件时，所述风扇基于所述第二风扇转速运行。
一个实施方式中，当水温达到或超过第三预设条件的阈值时，这通常意味着水冷系统的散热能力需要通过增加风扇的转速来增强。在本实施方式中，第二风扇转速的计算依赖于实时监测到的水温和第一风扇转速。
在本实施方式中，计算第二风扇转速时，需考虑到水温的具体数值及其对散热需求的影响。水温越高，需要的风扇转速越快，以提供更强的冷却效果。
在本实施方式中，风扇基于所述第一风扇转速运行，直至所述水温满足第三预设条件时，所述风扇基于所述第二风扇转速运行。通过上述策略充分应对水温过高时的场景。
需要说明的是，优选的，本实施方式中，第一预设条件、第二预设条件以及第三预设条件均与车辆驾驶模式有关。这是因为随着车辆驾驶模式的不同，其中用户的需求不同。例如运动模式对应的用户就希望车辆能有更加激进的散热，因为这样能更好的保证车辆的性能。所以其中预设条件中的阈值设定就会比较低。相对的，例如节能模式就比较注意能耗，激进的散热必然会提升系统的能耗，所以在本实施方式中，节能模式中预设条件的阈值就会低于运动模式中的阈值大小。
需要指出的是，尽管上述实施例中将各个步骤按照特定的先后顺序进行了描述，但是本领域技术人员可以理解，为了实现本申请的效果，不同的步骤之间并非必须按照这样的顺序执行，其可以同时(并行)执行或以其他顺序执行，这些变化都在本申请的保护范围之内。
本领域技术人员能够理解的是，本申请实现上述一实施例的方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序包括计算机计算机程序，所述计算机计算机程序可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读存储介质可以包括：能够携带所述计算机计算机程序的任何实体或装置、介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器、随机存取存储器、电载波信号、电信信号以及软件分发介质等。需要说明的是，所述计算机可读存储介质包含的内容可以根据司法管辖区内立法和专利实践的要求进行适当的增减，例如在某些司法管辖区，根据立法和专利实践，计算机可读存储介质不包括电载波信号和电信信号。
进一步，本申请还提供了一种控制装置。在根据本申请的一个控制装置实施例中，控制装置包括处理器和存储装置，存储装置可以被配置成存储执行上述方法实施例的车辆内部冷却系统的控制方法的程序，处理器可以被配置成用于执行存储装置中的程序，该程序包括但不限于执行上述方法实施例的车辆内部冷却系统的控制方法的程序。为了便于说明，仅示出了与本申请实施例相关的部分，具体技术细节未揭示的，请参照本申请实施例方法部分。该控制装置可以是包括各种电子设备形成的控制装置设备。
进一步，应该理解的是，由于各个模块的设定仅仅是为了说明本申请的装置的功能单元，这些模块对应的物理器件可以是处理器本身，或者处理器中软件的一部分，硬件的一部分，或者软件和硬件结合的一部分。因此，图中的各个模块的数量仅仅是示意性的。
本领域技术人员能够理解的是，可以对装置中的各个模块进行适应性地拆分或合并。对具体模块的这种拆分或合并并不会导致技术方案偏离本申请的原理，因此，拆分或合并之后的技术方案都将落入本申请的保护范围内。
本申请各实施例中可能涉及的相关用户个人信息，均为严格按照法律法规的要求，遵循合法、正当、必要的原则，基于业务场景的合理目的，处理用户在使用产品/服务过程中主动提供或因使用产品/服务而产生的，以及经用户授权获取的个人信息。
申请人处理的用户个人信息会因具体产品/服务场景而有所不同，需以用户使用产品/服务的具体场景为准，可能会涉及用户的账号信息、设备信息、驾驶信息、车辆信息或其他相关信息。申请人会以高度的勤勉义务对待用户的个人信息及其处理。
申请人非常重视用户个人信息的安全，已采取符合业界标准、合理可行的安全防护措施保护用户的信息，防止个人信息遭到未经授权访问、公开披露、使用、修改、损坏或丢失。
至此，已经结合附图所示的优选实施方式描述了本申请的技术方案，但是，本领域技术人员容易理解的是，本申请的保护范围显然不局限于这些具体实施方式。在不偏离本申请的原理的前提下，本领域技术人员可以对相关技术特征作出等同的更改或替换，这些更改或替换之后的技术方案都将落入本申请的保护范围之内。

Claims (11)

  1. 一种车辆内部冷却系统的控制方法，其特征在于，所述方法包括：
    获取散热信息以及实时状态信息；
    基于所述散热信息，得到第一冷却系统运行参数；
    基于所述实时状态信息判断是否满足预设条件；
    若所述实时状态信息满足预设条件，则基于所述实时状态信息得到第二冷却系统运行参数，其中冷却系统基于第一冷却系统运行参数运行，直至所述散热信息满足预设条件时，所述冷却系统基于第二冷却系统运行参数运行。
  2. 根据权利要求1所述的车辆内部冷却系统的控制方法，其特征在于，其中预设条件中包含对应实时状态信息的阈值，其中所述阈值大小基于车辆驾驶模式确定。
  3. 根据权利要求1所述的车辆内部冷却系统的控制方法，其特征在于，其中所述冷却系统包括油冷回路、水冷回路以及风冷系统，油冷回路与水冷回路产生热交换，水冷回路与风冷回路产生热交换。
  4. 根据权利要求3所述的车辆内部冷却系统的控制方法，其特征在于，其中所述油冷回路中包括油泵；所述第一冷却系统运行参数包括第一油泵流量，所述预设条件包括第一预设条件，所述方法还包括：
    获取第一油泵流量、转子温度以及定子温度；
    判断所述转子温度以及定子温度是否满足第一预设条件；
    若所述转子温度以及定子温度满足第一预设条件，则基于所述转子温度以及定子温度，得到第二油泵流量，其中所述油泵基于所述第一油泵流量运行，直至所述转子温度以及定子温度满足第一预设条件时，所述油泵基于所述第二油泵流量运行。
  5. 根据权利要求3所述的车辆内部冷却系统的控制方法，其特征在于，其中水冷回路中包括水泵，所述第一冷却系统运行参数包括第一水泵流量，所述预设条件包括第二预设条件，所述方法还包括：
    获取第一水泵流量以及油冷回路中的油温；
    判断油温是否满足第二预设条件；
    若所述油温满足第二预设条件，则基于所述第一水泵流量以及油温，得到第二水泵流量，其中所述水泵基于所述第一水泵流量运行，直至所述油温满足第二预设条件时，所述水泵基于所述第二水泵流量运行。
  6. 根据权利要求3所述的车辆内部冷却系统的控制方法，其特征在于，所述风冷系统包括风扇，所述第一冷却系统运行参数包括第一风扇转速，所述预设条件包括第三预设条件，所述方法还包括：
    获取第一风扇转速以及水冷回路中的水温；
    判断所述水温是否满足第三预设条件；
    若所述水温满足第三预设条件，则基于所述水温以及第一风扇转速，得到第二风扇转速，其中所述风扇基于所述第一风扇转速运行，直至所述水温满足第三预设条件时，所述风扇基于所述第二风扇转速运行。
  7. 根据权利要求4所述的车辆内部冷却系统的控制方法，其特征在于，第一油泵流量的计算方法包括：
    获取水冷回路中的水温、扭矩以及转速；
    获取所述油冷回路中的油温；
    将所述油温、水温、扭矩以及转速输入至模糊算法，得到第一油泵流量。
  8. 根据权利要求5所述的车辆内部冷却系统的控制方法，其特征在于，第一水泵流量的计算方法包括：
    获取电机控制器中的IGBT模块温度以及变流器功率；
    获取所述水冷回路中的水温；
    基于所述水温、扭矩、转速，得到电机控制器的瞬态流量需求；
    基于所述电机控制器中IGBT模块温度、变流器功率以及所述瞬态流量需求，得到第一水泵流量，其中电机控制器通过水冷回路散热。
  9. 根据权利要求6所述的车辆内部冷却系统的控制方法，其特征在于，“获取第一风扇转速”，包括：
    获取电机损耗以及车辆的环境温度；
    基于所述电机损耗、水温以及环境温度，得到第一风扇转速。
  10. 一种控制装置，包括处理器和存储装置，所述存储装置适于存储多条计算机程序，其特征在于，所述计算机程序适于由所述处理器加载并运行以执行权利要求1至9中任一项所述的车辆内部冷却系统的控制方法。
  11. 一种计算机可读存储介质，其中存储有多条计算机程序，其特征在于，所述计算机程序适于由处理器加载并运行以执行权利要求1至9中任一项所述的车辆内部冷却系统的控制方法。
PCT/CN2024/130395 2023-12-22 2024-11-07 车辆内部冷却系统的控制方法、控制装置以及存储介质 Pending WO2025130409A1 (zh)

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