Control method of vehicle charging system, vehicle charging system, vehicle and medium

Abstract

The invention provides a control method of a vehicle charging system, the vehicle charging system, a vehicle and a medium, and the control method of a charging liquid cooling system comprises the steps: obtaining a prediction parameter in response to the start of charging of the vehicle and the reception of a fault signal; inputting the prediction parameter and a first condition into a prediction model to obtain a first prediction temperature of the charging wire harness, wherein the first condition comprises that the heat dissipation part is in a closed state; when the first prediction temperature is larger than or equal to a first threshold value and at most one of the coolant pump and the fan is in a fault state, the prediction parameters and a second condition are input into the prediction model to obtain a second prediction temperature of the charging wire harness, and the second condition includes that the heat dissipation component is in an operation state; when the second predicted temperature is larger than or equal to a second threshold value, the current charging current is reduced, and the second predicted temperature is obtained again until the second predicted temperature is smaller than the second threshold value; when the liquid cooling system breaks down, the charging requirement of a user can be met as much as possible, and it is guaranteed that the working temperature of the charging wire harness is low.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a control method for a vehicle charging system, a vehicle charging system, a vehicle and a medium. Background Art

[0002] With the rapid popularization of electric vehicles, charging efficiency and safety have become key technical challenges. At present, most of the charging efficiency is improved by increasing the charging current. It is true that high-current charging can significantly shorten the charging time and improve the user experience, but the high current will cause the high-voltage charging harness of the whole vehicle to heat up, and the problem of cooling and heat dissipation needs to be considered. There is a need for cooling during charging, but the liquid cooling system fails. The current unified practice is to stop charging directly, which cannot meet the charging needs of users. Summary of the invention

[0003] The present invention provides a control method for a vehicle charging system, a vehicle charging system, a vehicle and a medium, which can meet the charging needs of users as much as possible when a liquid cooling system fails, and ensure that the operating temperature of a charging harness is low.

[0004] The control method of the charging system according to the first aspect of the present invention is applied to a vehicle charging system, wherein the vehicle charging system includes a charging harness and a liquid cooling module for dissipating heat from the charging harness, wherein the liquid cooling module includes a heat dissipation component, and the heat dissipation component includes a coolant pump and a fan. The control method of the charging liquid cooling system includes: In response to the vehicle starting to charge and receiving a fault signal, obtaining prediction parameters, the prediction parameters including a current ambient temperature, a current charging current of the charging harness, and a current temperature of the charging harness, the fault signal indicating that at least one of the coolant pump and the fan is in a fault state; Inputting the prediction parameter and a first condition into a prediction model to obtain a first predicted temperature of the charging harness, wherein the first condition includes that the heat dissipation component is in a closed state; When the first predicted temperature is greater than or equal to a first threshold, and one of the coolant pump and the fan is in a fault state, inputting the prediction parameter and the second condition into the prediction model to obtain a second predicted temperature of the charging harness, wherein the second condition includes that the heat dissipation component is in an operating state; When the second predicted temperature is greater than or equal to a second threshold, the current charging current is controlled to be reduced and the second predicted temperature is reacquired until the second predicted temperature is less than the second threshold, wherein the second threshold is greater than the first threshold.

[0005] The control method of the charging system according to the embodiment of the present invention has at least the following beneficial effects: If a fault signal is received from the heat dissipation component during charging, the prediction parameters are first obtained, and then the prediction parameters and the first condition are input into the prediction model to obtain the first predicted temperature of the charging harness. The first condition indicates that the heat dissipation component is in a closed state. When the first predicted temperature is greater than or equal to the first threshold, it means that the charging harness has a heat dissipation demand. If at this time, at most one of the coolant pump and the fan is in a fault state, it means that the heat dissipation component can continue to operate. The prediction parameters and the second condition are input into the prediction model to obtain the second predicted temperature of the charging harness. The second condition indicates that the heat dissipation component is in an operating state. When the second predicted temperature is greater than or equal to the second threshold, it means that if charging continues with the current charging current, the temperature of the charging harness is expected to exceed the safe temperature. At this time, after controlling to reduce the current charging current, the prediction parameters and the second condition are re-input into the prediction model to obtain a new second predicted temperature. If the second predicted temperature is still greater than or equal to the second threshold, the charging current is reduced again. The above steps are repeated until the second predicted temperature is less than the second threshold, ensuring that the temperature of the charging harness is less than the second threshold during the charging process, avoiding overheating and damage of the charging harness, and meeting the charging needs of the user.

[0006] According to some embodiments of the present invention, the controlling reduces the current charging current and reacquires the second predicted temperature until the second predicted temperature is less than the first threshold, comprising: When the current charging current is less than or equal to a third threshold, the vehicle charging system is controlled to stop charging.

[0007] According to some embodiments of the present invention, the control method of the vehicle charging system further includes: When the first predicted temperature is greater than or equal to the second threshold, and the coolant pump and the fan are both in a fault state, the current charging current is controlled to be reduced and the first predicted temperature is re-acquired until the first predicted temperature is less than the second threshold.

[0008] According to some embodiments of the present invention, the control method of the vehicle charging system further includes: When the coolant pump and the fan are both in a fault state and the ambient temperature is greater than a fourth threshold, the current charging current is controlled to be reduced and the first predicted temperature is obtained until the first predicted temperature is less than the second threshold.

[0009] According to some embodiments of the present invention, the control method of the vehicle charging system further includes: When the first predicted temperature is lower than the first threshold, or the second predicted temperature is lower than the second threshold, the vehicle charging system is controlled to charge normally.

[0010] According to a second aspect of an embodiment of the present invention, a vehicle charging system is applied to a vehicle, and the vehicle charging system includes: a charging harness; a liquid cooling module for dissipating heat from the charging harness, the liquid cooling module including a heat dissipation component, and the heat dissipation component includes a coolant pump and a fan; a prediction module for inputting prediction parameters and preset conditions into a prediction model to obtain a predicted temperature of the charging harness, the prediction parameters including a current charging current of the charging harness, a current temperature of the charging harness, and a current ambient temperature, and the preset conditions including a working state of the heat dissipation component; a management module for reducing the current charging current when the heat dissipation component is in operation and the predicted temperature is greater than or equal to a second threshold value until the predicted temperature is less than the second threshold value.

[0011] The vehicle charging system according to the embodiment of the present invention has at least the following beneficial effects: By inputting the prediction parameters and the working status of the heat dissipation components into the prediction model, the predicted temperature of the charging harness under the corresponding working conditions can be obtained. When the predicted temperature is greater than or equal to the second threshold, the current charging current of the charging harness is reduced until the predicted temperature is less than the second threshold. This can ensure that the operating temperature of the charging harness will not be greater than the maximum safe temperature, avoid burning the charging harness, and meet the charging needs of users at the same time.

[0012] A vehicle according to an embodiment of a third aspect of the present invention comprises the vehicle charging system according to the embodiment of the second aspect.

[0013] The vehicle according to the embodiment of the present invention comprises the vehicle charging system of the second aspect embodiment and therefore has at least the above-mentioned beneficial effects, which will not be elaborated herein.

[0014] According to an embodiment of the fourth aspect of the present invention, the electronic device includes: at least one processor; at least one memory for storing at least one program; when the at least one program is executed by the at least one processor, the at least one processor implements the control method of the vehicle charging system as described in the embodiment of the first aspect.

[0015] The electronic device according to the embodiment of the present invention has at least the above-mentioned beneficial effects, because its processor implements the control method of the vehicle charging system of the above-mentioned embodiment, which will not be described in detail here.

[0016] According to a computer-readable storage medium of an embodiment of the fifth aspect of the present invention, processor-executable instructions are stored therein, and when the processor-executable instructions are executed by the processor, they are used to execute the control method of the vehicle charging system of the embodiment of the second aspect.

[0017] A computer program product according to an embodiment of the sixth aspect of the present invention includes a computer program, and when the computer program is executed by a processor, the control method of the vehicle charging system according to the embodiment of the first aspect is implemented.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 A flowchart of a method for controlling a vehicle charging system according to some embodiments of the present invention; Figure 2 A flowchart of a method for controlling a vehicle charging system according to some embodiments of the present invention; Figure 3 A flowchart of a method for controlling a vehicle charging system according to some embodiments of the present invention; Figure 4 A schematic diagram of a module of a vehicle charging system according to some embodiments of the present invention; Figure 5 It is a schematic diagram of the hardware structure of an electronic device according to some embodiments of the present invention. DETAILED DESCRIPTION

[0020] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0021] An embodiment of the present invention provides a vehicle charging system. The vehicle charging system is applied in a vehicle. The vehicle charging system includes a charging harness, a liquid cooling module, and a management module.

[0022] Specifically, the liquid cooling module includes a heat dissipation component, which includes a liquid cooling pipeline, a coolant pump and a fan. The liquid cooling pipeline is a circulation pipeline, and there is coolant in the liquid cooling pipeline. The coolant pump drives the coolant in the liquid cooling pipeline to circulate along the liquid cooling pipeline. When a large current passes through the charging harness, the charging harness will heat up, and excessive temperature may damage the charging harness. The liquid cooling pipeline is arranged around the outer periphery of the charging harness to allow the coolant to dissipate heat to the charging harness. The coolant pump is used to drive the coolant to circulate, and the fan is used to dissipate heat to the liquid cooling pipeline and take away the heat absorbed by the coolant, thereby achieving heat dissipation of the charging harness.

[0023] Reference Figure 4 , a vehicle charging system according to an embodiment of the present invention is shown. The radiator in the figure is the above-mentioned fan, and the HCU in the figure is a hybrid control unit (Hybrid Control Unit).

[0024] It is understandable that, referring to Figure 4 As shown in the figure, the management module can be understood as the battery management system BMS (Battery Management System). BMS is an intelligent electronic system that is mainly used to manage power batteries, ensure the safe and efficient operation of power batteries, monitor various parameters of power batteries at all times, and make corresponding controls. By optimizing the control strategy, the life of the power battery can be extended.

[0025] Electric vehicles usually use a constant current charging mode for high current charging. In this mode, the size and duration of the charging current will directly affect the temperature rise of the wiring harness. By sampling the charging current through the BMS, the size and changes of the charging current can be understood, thereby providing important information for predicting the wiring harness temperature.

[0026] In some embodiments, the vehicle charging system also includes an external temperature sensor and a charging harness temperature sensor. The external temperature sensor is used to detect the ambient temperature of the vehicle, and the charging harness temperature sensor is used to detect the current temperature of the charging harness. The management module can obtain corresponding temperature data through the external temperature sensor and the charging harness temperature sensor.

[0027] When a liquid cooling module fails, consider whether it affects the heat dissipation capacity of the liquid cooling module. Since the core components of the liquid cooling module include a coolant pump and a fan, a failure in one of the coolant pump and the fan will affect the heat dissipation capacity of the liquid cooling module. Specifically, it may be that one of the coolant pump and the fan fails, or both the coolant pump and the fan fail.

[0028] Based on this, in some embodiments, the vehicle charging system also includes a prediction module, which has a built-in prediction model. The prediction model is used to predict the temperature of the charging harness during the charging process. The predicted temperature of the charging harness can be obtained by inputting preset parameters and preset conditions into the prediction model, so as to determine whether the charging harness can withstand the current charging current based on whether the predicted temperature is greater than the maximum safe temperature. Among them, the preset parameters include the current temperature of the charging harness, the current charging current of the charging harness, and the current ambient temperature. The current temperature of the charging harness can be obtained from the charging harness temperature sensor, the current charging current of the charging harness can be collected and obtained by the management module, and the current ambient temperature can be obtained from the external temperature sensor.

[0029] The preset conditions include the working state of the heat dissipation component. Specifically, there are four working states of the heat dissipation component. The first state: the coolant pump and the fan are both working normally; the second state: the coolant pump is in a faulty state and the fan is working normally; the third state: the fan is in a faulty state and the coolant pump is working normally; the fourth state: the coolant pump and the fan are both in a faulty state. It can also be understood that there are four preset conditions. Among them, the second to fourth conditions will weaken the heat dissipation capacity of the heat dissipation component. The prediction model can predict the operating temperature of the charging harness under different working states of the heat dissipation component.

[0030] During the charging process, when at least one of the coolant pump and the fan is in a faulty state, the prediction module predicts the predicted temperature of the charging harness when the heat dissipation component continues to operate. The management module reduces the charging current based on the predicted temperature of the charging harness being greater than or equal to the second threshold, and re-acquires the predicted temperature of the charging harness. If the predicted temperature of the charging harness is still greater than or equal to the second threshold, the charging current is reduced again. This step is repeated until the predicted temperature of the charging harness is less than the second threshold. This can ensure that the operating temperature of the charging harness is low, protect the charging harness, and meet the charging needs of the user at the same time.

[0031] In some embodiments, when the heat dissipation component is in the second working state, the fan can be operated at maximum power to increase the fan speed. When the heat dissipation component is in the third working state, the coolant pump can be operated at maximum power to increase the flow rate of the coolant.

[0032] In some embodiments, the prediction module may be built into the management module, and the management module implements the functions of the prediction module.

[0033] It should be noted that in some embodiments, by detecting the temperature of the charging harness in real time, and then controlling the charging current to be reduced according to the real-time temperature of the charging harness being greater than the maximum safe temperature, the protection effect of the charging harness is not good enough, because the real-time temperature of the charging harness has exceeded the maximum safe temperature at this time, and the charging harness will still be damaged. This embodiment predicts the temperature of the charging harness, and when the predicted temperature is greater than the maximum safe temperature, the charging current can be reduced in advance to avoid the temperature of the charging harness exceeding the maximum safe temperature, which has a better protection effect on the charging harness.

[0034] Reference Figure 1 and Figure 3 As shown, a control method for a vehicle charging system according to an embodiment of the present invention is shown. The control method is applied to the vehicle charging system of the above embodiment. The control method for a charging liquid cooling system includes step S100, step S200, step S300 and step S400.

[0035] Step S100: In response to the vehicle starting to charge and receiving a fault signal, obtaining prediction parameters, the prediction parameters including the current ambient temperature, the current charging current of the charging harness and the current temperature of the charging harness, the fault signal being characterized as at least one of the coolant pump and the fan being in a fault state.

[0036] It should be noted that in this step, the charging liquid cooling system is charging the vehicle's power battery. When a fault signal is received from the heat dissipation component, one or both of the coolant pump and the fan may be in a faulty state and cannot work normally, indicating that the heat dissipation capacity of the heat dissipation component may be reduced. It is expected that the temperature of the charging harness will gradually increase during the subsequent charging process and may exceed the maximum safe temperature. In this regard, the system needs to respond. At this time, the prediction parameters are obtained to prepare for the subsequent steps. The prediction parameters include the current ambient temperature of the vehicle, the current charging current of the charging harness, and the current temperature of the charging harness.

[0037] Step S200: inputting the prediction parameters and the first condition into the prediction model to obtain the first predicted temperature of the charging harness, wherein the first condition includes that the heat dissipation component is in a closed state.

[0038] It should be noted that, in this step, the first predicted temperature can be understood as the predicted temperature of the charging harness when the heat dissipation component is not working. The size of the first predicted temperature can be used to determine whether the charging harness has a heat dissipation requirement. It can be understood that when the ambient temperature is low, the charging harness is easy to cool down. Even if the heat dissipation component is not enabled, the operating temperature of the charging harness will not exceed the maximum safe temperature.

[0039] Step S300: When the first predicted temperature is greater than or equal to the first threshold, and one of the coolant pump and the fan is in a fault state, the prediction parameter and the second condition are input into the prediction model to obtain the second predicted temperature of the charging harness, and the second condition includes that the heat dissipation component is in an operating state.

[0040] It should be noted that in this step, when the first predicted temperature is greater than or equal to the first threshold, it indicates that the charging harness has a heat dissipation demand, and at this time, at most one of the coolant pump and the fan is in a faulty state, that is, the heat dissipation component is in the second or third working state mentioned above, one of the coolant pump and the fan can work normally, and the other cannot work normally. At this time, the heat dissipation component still has a certain heat dissipation function, and the working temperature of the charging harness under the current conditions can be predicted by the prediction model to obtain the second predicted temperature. In some embodiments, the second condition includes that the heat dissipation component is in the maximum power operation state, for example, when the coolant pump is in a faulty state and the fan can operate normally, the fan speed is set to the highest; when the fan is in a faulty state and the coolant pump can operate normally, the coolant pump speed is set to the highest.

[0041] Step S400: When the second predicted temperature is greater than or equal to the second threshold, control to reduce the current charging current and then re-acquire the second predicted temperature until the second predicted temperature is less than the second threshold, wherein the second threshold is greater than the first threshold.

[0042] In this step, if the second predicted temperature is less than the second threshold, it means that the heat dissipation capacity of the current heat dissipation component can meet the heat dissipation requirements of the charging harness; if the second predicted temperature is greater than or equal to the second threshold, it means that the heat dissipation capacity of the current heat dissipation component cannot meet the heat dissipation requirements of the charging harness. At this time, it is necessary to first reduce the current charging current of the charging harness, and then repeat steps S100 and S300 to obtain new prediction parameters, and input the new prediction parameters into the prediction model again, and then obtain a new second predicted temperature. If the second predicted temperature is still greater than or equal to the second threshold, continue to reduce the current charging current, and repeat the above steps until the second predicted temperature is less than the second threshold, which can ensure that the user's charging needs can be met. It should be noted that the current charging current can be reduced according to a certain gradient value. The gradient value is a pre-set value, and the specific value can be obtained through simulation experiments.

[0043] Reference Figure 2 As shown, in some embodiments, in step S400, controlling to reduce the current charging current and reacquiring the second predicted temperature until the second predicted temperature is less than the first threshold value includes step S410.

[0044] Step S410: When the current charging current is less than or equal to the third threshold, the vehicle charging system is controlled to stop charging.

[0045] It should be noted that in this step, when the current charging current of the charging harness is less than the third threshold value, it means that the current charging current is too small to meet normal charging. At this time, the vehicle charging system can be controlled to stop charging, and an alarm signal can be issued to remind the user that the liquid cooling module is in a faulty state and cannot meet the heat dissipation requirements of the charging harness. The user should go to the maintenance point for repair as soon as possible.

[0046] Reference Figure 2 As shown, in some embodiments, the control method of the vehicle charging system further includes step S500.

[0047] Step S500: When the first predicted temperature is less than the first threshold, or the second predicted temperature is less than the second threshold, the vehicle charging system is controlled to charge normally.

[0048] In this step, it can be understood that when the first predicted temperature is lower than the first threshold value, it indicates that the temperature of the charging harness is relatively low, and the charging harness does not have a heat dissipation requirement, and it is possible to charge normally without starting the heat dissipation component. When the second predicted temperature is lower than the second threshold value, it indicates that even if the heat dissipation component fails, the second predicted temperature will not exceed the maximum safety temperature, thereby ensuring that the charging harness is not burned.

[0049] In some embodiments, step S600 is further included after step S200.

[0050] Step S600: When the first predicted temperature is greater than or equal to the second threshold, and the coolant pump and the fan are both in a fault state, control to reduce the current charging current of the charging harness and re-acquire the first predicted temperature until the first predicted temperature is less than the second threshold.

[0051] It should be noted that in this step, when the first predicted temperature is greater than or equal to the second threshold, it means that the charging harness cannot withstand the current charging current, and at this time, the coolant pump and the fan are both in a faulty state. The first predicted temperature corresponds to the working condition where the heat dissipation component is not working. It can be expected that the heat dissipation component cannot meet the heat dissipation requirements of the charging harness, and the current charging current must be reduced to reduce the operating temperature of the charging harness. Similarly, in this step, when the current charging current of the charging harness is less than the third threshold, it means that the current charging current is too small to meet normal charging. At this time, the vehicle charging system can be controlled to stop charging, and an alarm signal can be sent to remind the user that the liquid cooling module is in a faulty state and cannot meet the heat dissipation requirements of the charging harness, and the user should go to the maintenance point for repair as soon as possible.

[0052] In some embodiments, the control method of the vehicle charging system further includes step S700.

[0053] Step S700: When the coolant pump and the fan are both in a fault state and the ambient temperature is greater than a fourth threshold, control is performed to reduce the current charging current and obtain a first predicted temperature until the first predicted temperature is less than a second threshold.

[0054] It is understandable that in this step, when the coolant pump and the fan are both in a fault state, the heat dissipation capacity of the heat dissipation component is weak, and when the ambient temperature is greater than the fourth threshold, it means that the surrounding temperature is high, and the current charging current must be reduced at this time. Therefore, the calculation step of the predicted temperature can be skipped at the beginning to save computing resources, first reduce the charging current, and then perform temperature prediction, and keep looping this step until the first predicted temperature is less than the second threshold. This embodiment has fewer calculation steps and a faster speed. It should be noted that the fourth threshold is a pre-set value, and the value of the fourth threshold can be obtained according to simulation tests.

[0055] In some embodiments, according to the failure type of the heat dissipation component, it can be specifically divided into level one failure, level two failure and level three failure, wherein a level one failure does not affect the heat dissipation capacity of the heat dissipation component; level two failure and level three failure will affect the heat dissipation capacity of the heat dissipation component.

[0056] In some embodiments, the fault type of the coolant pump and the fan includes an overcurrent fault. An overcurrent fault refers to a current passing through the coolant pump or the fan exceeding a certain threshold. When the current exceeds 40A and is less than 45A, it is judged as a slight overcurrent fault and recorded as a first-level fault. Only the fault state is stored without processing; when the current exceeds 45A, the controller reduces the speed of the coolant pump or the fan to maintain the current below 70A to protect the controller, and it is recorded as a second-level fault; if the current exceeds 70A, the output is stopped and recorded as a third-level fault.

[0057] In some embodiments, the failure types of the heat dissipation components also include overvoltage failure, undervoltage failure and overtemperature failure. An overvoltage failure refers to when the power supply voltage of the coolant pump or fan exceeds the overvoltage protection value for 1 second, the corresponding component is shut down and recorded as a level 3 failure; if the power supply voltage is restored for 2 seconds after restart, the cooling component resumes working and the failure is cleared. An undervoltage failure refers to when the power supply voltage of the coolant pump or fan is lower than the undervoltage protection value for 1 second, the corresponding component is shut down and recorded as a level 3 failure; if the power supply voltage is restored for 2 seconds after restart, the cooling component resumes working and the failure is cleared. An overtemperature failure refers to when the temperature of the internal temperature sensor of the coolant pump or fan is greater than or equal to 140°C, the internal temperature may reach a range beyond the normal range. At this time, the corresponding component is shut down and recorded as a level 3 failure.

[0058] It should be noted that in order to avoid potential system oscillation or damage, a hysteresis zone of 20°C is defined. When the temperature of its internal temperature sensor is less than 120°C, the corresponding component resumes operation and the fault is cleared. In some embodiments, the fault types of the heat dissipation component also include overcurrent fault and stall fault. When an overcurrent fault or stall fault is detected, if the speed command of the corresponding component is not zero, the component enters the restart mode. If the overcurrent fault or stall fault is still detected after the restart or is in the restart process, it is recorded as a secondary fault; if the fault does not exist when it is detected again after the restart, the fault is cleared; if the fault is still detected after multiple restarts, it is recorded as a tertiary fault, which is judged as a restart failure, and no restart is performed at this time.

[0059] In some embodiments, when the coolant pump or fan is recorded as a level 1 fault, the heat dissipation performance is not affected and the control system charges normally; when one or all of the coolant pump and fan are recorded as level 2 faults or level 3 faults, the heat dissipation performance is affected. At this time, it is determined that the component with the level 2 fault or level 3 fault is in a faulty state and cannot operate normally.

[0060] It should be noted that, in some cases, when a coolant pump or a fan fails, the coolant pump or the fan can be restored to normal by restarting the coolant pump or the fan. If the coolant pump or the fan can be restored to normal, the corresponding component is not counted as being in a faulty state. Therefore, before step S100, it is possible to first obtain which component of the coolant pump and the fan is in a faulty state, and then try to restart the corresponding component to restore it to normal. If it is restored to normal, the fault state is canceled and the fault signal is canceled. If the fault still exists, then the subsequent steps are performed.

[0061] In some embodiments, the first predicted temperature and the second predicted temperature mentioned above can be corrected by the historical temperature value recorded last time. When the first predicted temperature or the second predicted temperature deviates from the historical temperature value, the historical temperature value is used to replace the first predicted temperature or the second predicted temperature under the corresponding working condition. Since the historical temperature value is the actual temperature value recorded under the corresponding working condition, the correction with the historical temperature value can obtain a more accurate judgment result. Specifically, the historical data of the corresponding vehicle charging can be obtained through a large number of tests during the development stage of the vehicle manufacturer, or the vehicle can download and expand the historical data through regular OTA upgrades. At the same time, the vehicle records the data during each charging process and uploads it to the cloud server through TBOX. Later, after being processed by the vehicle manufacturer, the same model and configuration of the vehicle can download the charging history data; if there is no historical temperature value that matches the current ambient temperature, the charging process can be directly exited and charging can be stopped.

[0062] In some embodiments, the prediction model can be understood as a relationship function, such as a relationship function F: (A, T1, T2, K) → T3, where A is the current charging current of the charging harness, T1 is the current temperature of the charging harness, T2 is the current ambient temperature of the vehicle, K represents the fault state of the heat dissipation component, K can also be understood as the first condition or the second condition described in the above embodiment, K has three possible values, and the three values ​​correspond to the second to fourth working states of the above heat dissipation component, among which one corresponds to the coolant pump and the fan being in a fault state, which can also be understood as the heat dissipation component being in a closed state, one corresponds to the coolant pump being in a fault state and the fan being in normal operation, and one corresponds to the fan being in a fault state and the coolant pump being in normal operation, and T3 is the predicted temperature of the charging harness, and the values ​​of A, T1, T2 and K will affect the value of T3. By inputting A, T1, T2 and K into function F, the first predicted temperature or the second predicted temperature of the above embodiment can be obtained, the first predicted temperature corresponds to the coolant pump and the fan being in a fault state, and the second predicted temperature.

[0063] In some embodiments, the prediction model can be obtained by establishing a neural network model, and the mapping relationship between input and output is obtained. The specific algorithm implementation is not required. Specifically, the following data are collected: the current charging current of the charging harness (directly affects the heating of the harness), the ambient temperature (affects the heat dissipation), the charging time, the working power of the heat dissipation component, and the current temperature of the charging harness; the above data are normalized to ensure that the range of different characteristic data is similar; a multi-layer feedforward neural network is constructed to realize temperature prediction, the input layer accepts all input data, the hidden layer is connected through the weight matrix W and the compilation vector b, and the output layer outputs the estimated harness temperature. Through training with a large amount of data, the neural network model gradually adjusts the weight matrix and bias vector of each layer, and finally obtains the mapping relationship between the input data and the output temperature.

[0064] In some embodiments, the prediction model can be obtained by means of simulation testing. For example, under a given ambient temperature, the current charging current of the charging harness, the current temperature of the charging harness, the charging time and the working power of the heat dissipation component, the working temperature of the charging harness is simulated, and multiple data points are obtained by performing a large number of simulation tests. The mapping relationship of the prediction model can be obtained by interpolating multiple discrete data points.

[0065] An embodiment of the present invention further provides a vehicle, comprising the vehicle charging system of the above embodiment.

[0066] Specifically, the vehicle of the embodiment of the present invention may be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle may also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle may be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it may be a hybrid vehicle or a pure electric vehicle.

[0067] An embodiment of the present invention further provides an electronic device, comprising at least one processor and at least one memory, wherein the memory is used to store at least one program. When the at least one program is executed by the at least one processor, the at least one processor implements the control method of the vehicle charging system as described in the above embodiment.

[0068] Reference Figure 5 As shown, Figure 5The hardware structure of an electronic device of another embodiment is illustrated, and the electronic device includes: a processor, which can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (Application Specific Integrated Circuit, ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solution provided in the embodiment of the present application; a memory, which can be implemented in the form of a read-only memory (Read Only Memory, ROM), a static storage device, a dynamic storage device or a random access memory (Random Access Memory, RAM), etc. The memory can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program codes are stored in the memory, and the processor is called to execute the control method of the vehicle charging system in the embodiments of this application; the input / output interface is used to realize information input and output; the communication interface is used to realize the communication interaction between this device and other devices, and communication can be realized through wired methods (such as USB, network cables, etc.) or wireless methods (such as mobile networks, WIFI, Bluetooth, etc.); the bus transmits information between the various components of the device (such as the processor, memory, input / output interface and communication interface); wherein the processor, memory, input / output interface and communication interface realize communication connection with each other within the device through the bus.

[0069] An embodiment of the present invention further provides a computer-readable storage medium, which includes a stored program, wherein when the program is executed, the control method of the vehicle charging system of the above embodiment is executed in a processor of a device where the program is controlled.

[0070] An embodiment of the present invention further provides a computer program product, including a computer program, which implements the control method of the vehicle charging system of the above embodiment when the computer program is executed by a processor.

[0071] In the description of the present invention, it should be understood that descriptions involving orientation, such as orientation or positional relationship indicated as up, down, etc., are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0072] In the description of the present invention, "a plurality" means more than two. If there is a description of "first" or "second", it is only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0073] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0074] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0075] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple. In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0076] In the embodiments of the present application, the term "module" or "unit" refers to a computer program or a part of a computer program that has a predetermined function and works together with other related parts to achieve a predetermined goal, and can be implemented in whole or in part by using software, hardware (such as processing circuits or memories), or a combination thereof. Similarly, a processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be part of an overall module or unit that includes the function of the module or unit.

[0077] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0078] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0079] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, referred to as ROM), random access memory (Random Acce Memory, referred to as RAM), disk or optical disk and other media that can store program codes.

[0080] The step numbers in the above method embodiment are only provided for the convenience of explanation and description, and no limitation is imposed on the order of the steps. The execution order of each step in the embodiment can be adaptively adjusted according to the understanding of those skilled in the art.

Claims

1. A control method for a vehicle charging system, characterized in that: The vehicle charging system includes a charging harness and a heat dissipation component for dissipating heat from the charging harness, the heat dissipation component includes a coolant pump and a fan, and the control method of the charging liquid cooling system includes: In response to the vehicle starting to charge and receiving a fault signal, obtaining prediction parameters, the prediction parameters including a current ambient temperature, a current charging current of the charging harness, and a current temperature of the charging harness, the fault signal indicating that at least one of the coolant pump and the fan is in a fault state; Inputting the prediction parameter and a first condition into a prediction model to obtain a first predicted temperature of the charging harness, wherein the first condition includes that the heat dissipation component is in a closed state; When the first predicted temperature is greater than or equal to a first threshold, and one of the coolant pump and the fan is in a fault state, inputting the prediction parameter and the second condition into the prediction model to obtain a second predicted temperature of the charging harness, wherein the second condition includes that the heat dissipation component is in an operating state; When the second predicted temperature is greater than or equal to a second threshold, the current charging current is controlled to be reduced and the second predicted temperature is reacquired until the second predicted temperature is less than the second threshold, wherein the second threshold is greater than the first threshold.

2. The control method of the vehicle charging system according to claim 1, characterized in that: The controlling to reduce the current charging current and reacquire the second predicted temperature until the second predicted temperature is less than the first threshold includes: When the current charging current is less than or equal to a third threshold, the vehicle charging system is controlled to stop charging.

3. The control method of the vehicle charging system according to claim 1, characterized in that: The control method of the vehicle charging system further includes: When the first predicted temperature is greater than or equal to the second threshold, and the coolant pump and the fan are both in a fault state, the current charging current is controlled to be reduced and the first predicted temperature is re-acquired until the first predicted temperature is less than the second threshold.

4. The control method of the vehicle charging system according to claim 1, characterized in that: The control method of the vehicle charging system further includes: When the coolant pump and the fan are both in a fault state and the ambient temperature is greater than a fourth threshold, the current charging current is controlled to be reduced and the first predicted temperature is obtained until the first predicted temperature is less than the second threshold.

5. The control method of the vehicle charging system according to claim 1, characterized in that: The control method of the vehicle charging system further includes: When the first predicted temperature is lower than the first threshold, or the second predicted temperature is lower than the second threshold, the vehicle charging system is controlled to charge normally.

6. A vehicle charging system, characterized in that: Applied to a vehicle, the vehicle charging system comprises: Charging harness; A liquid cooling module, used for dissipating heat from the charging harness, the liquid cooling module comprising a heat dissipation component, the heat dissipation component comprising a coolant pump and a fan; a prediction module, configured to input prediction parameters and preset conditions into a prediction model to obtain a predicted temperature of the charging harness, wherein the prediction parameters include a current charging current of the charging harness, a current temperature of the charging harness, and a current ambient temperature, and the preset conditions include a working state of the heat dissipation component; The management module is used to reduce the current charging current when the heat dissipation component is in operation and the predicted temperature is greater than or equal to a second threshold value until the predicted temperature is less than the second threshold value.

7. A vehicle, characterized in that: A vehicle charging system comprising the vehicle charging system of claim 6.

8. An electronic device, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the control method of the vehicle charging system according to any one of claims 1 to 5.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the control method of the vehicle charging system according to any one of claims 1 to 5 is executed in a processor of a device where the program is controlled.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the control method of the vehicle charging system according to claims 1 to 5 is implemented.

Images