Cabin temperature field safety control method, device and equipment and readable storage medium

Abstract

The application provides a kind of cabin temperature field safety control method, device, equipment and readable storage medium, cabin temperature field safety control method includes: obtaining engine exhaust pipe temperature, supercharger temperature, radiator temperature and ambient temperature;Determine the risk coefficient corresponding to engine exhaust pipe temperature, supercharger temperature, radiator temperature and ambient temperature respectively, and calculate to obtain integrated risk coefficient value;Based on the numerical range where the integrated risk coefficient value is located, corresponding safety control is carried out.The application is based on the integrated thermal hazard risk coefficient of each component in the cabin temperature field, and the components of each subsystem are controlled in stages, which avoids the overall temperature mutation caused by the superposition of multiple factors in the complex cabin system, thereby avoiding the corresponding safety hazards in the vehicle cabin;At the same time, overall coordinated control avoids excessive function limitation or energy waste;In addition, the fine classification control of each component of the vehicle improves the driving comfort and safety of the vehicle occupants.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of complex cabin control of hybrid vehicle, and particularly relates to a cabin temperature field safety control method, device, equipment and readable storage medium. BACKGROUND

[0002] The current hybrid vehicle is arranged with high-power-density engine, generator, drive motor and GPF particulate trap and other aftertreatment components in the front cabin, resulting in a small and compact space in the cabin, large thermal load density, and a harsh cabin surface temperature field. Under harsh conditions, the simultaneous action of various subsystem control components related to hybrid power thermal management (such as engine power control components, supercharger control components, generator control components, aftertreatment control components, air conditioning control components, etc.) will cause a sudden change in the cabin temperature field, and high-intensity heat will be generated in a short time, resulting in safety hazards such as odor and thermal stress of vehicle cabin plastic parts. Especially in the city low-speed crowded working condition, the GPF regeneration heat and the high load power generation demand will comprehensively produce high-intensity heat.

[0003] The existing scheme for the complex cabin environment of hybrid vehicles is to independently control each subsystem control component based on its own temperature to avoid the risk of thermal damage of the cabin temperature field. For example, the GPF particulate trap controls the regeneration intensity based on the airflow temperature inside the component, the engine controls the temperature load based on the internal water temperature and exhaust temperature, and the generator power generation load is limited based on the oil cooling temperature. This method cannot avoid the overall temperature mutation caused by the superposition of various factors (such as engine power control, supercharger control, generator control, and aftertreatment component control) due to the independent control of each subsystem control component based on its own temperature. In addition, it is also difficult to achieve overall control coordination, which is prone to excessive functional limitations or energy waste. SUMMARY

[0004] The main purpose of the present application is to provide a cabin temperature field safety control method, device, equipment and readable storage medium, which aims to solve the technical problem that the existing cabin temperature field safety control scheme for hybrid vehicles cannot avoid the overall temperature mutation caused by the superposition of multiple factors in the complex cabin system, thereby causing corresponding safety hazards in the vehicle cabin.

[0005] In a first aspect, the present application provides a cabin temperature field safety control method, which comprises the following steps:

[0006] obtaining the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the environment temperature;

[0007] determining the risk coefficients corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the environment temperature respectively, and calculating the comprehensive risk coefficient value;

[0008] based on the numerical range in which the comprehensive risk coefficient value falls, corresponding safety control is performed.

[0009] Optionally, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value falls comprises:

[0010] if the comprehensive risk coefficient value falls within a first numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed.

[0011] Optionally, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value falls comprises:

[0012] if the comprehensive risk coefficient value falls within a second numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, the lower limit value of the second numerical range being greater than the upper limit value of the first numerical range.

[0013] the particulate filter regeneration is stopped, and the power generation of the generator is limited to be less than a preset power generation.

[0014] Optionally, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value falls comprises:

[0015] if the comprehensive risk coefficient value falls within a third numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, the lower limit value of the third numerical range being greater than the upper limit value of the second numerical range.

[0016] the particulate filter regeneration is stopped, and the power generation of the generator is limited to be less than a preset power generation.

[0017] the engine rotating speed is controlled to be increased by a preset rotating speed value.

[0018] Optionally, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value falls comprises:

[0019] if the comprehensive risk coefficient value falls within a fourth numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, the lower limit value of the fourth numerical range being greater than the upper limit value of the third numerical range.

[0020] the particulate filter regeneration is stopped, and the power generation of the generator is limited to be less than a preset power generation.

[0021] the air conditioner is turned off, and the engine rotating speed is controlled to be increased by a preset rotating speed value.

[0022] Optionally, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located comprises:

[0023] If the comprehensive risk coefficient value is in a fifth numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein a lower limit value of the fifth numerical range is greater than an upper limit value of the fourth numerical range.

[0024] The particulate filter regeneration is stopped, and the power generation power of the generator is limited to be less than a preset power generation power.

[0025] The air conditioner is turned off, and the engine rotating speed is controlled to increase by a preset rotating speed value.

[0026] The driving torque is controlled to decrease by a preset torque value, and a prompt information of decreasing the vehicle speed is output.

[0027] In a second aspect, the present application further provides a nacelle temperature field safety control device, which comprises:

[0028] An acquisition module is configured to acquire an engine exhaust pipe temperature, a supercharger temperature, a radiator temperature, and an ambient temperature.

[0029] A determination module is configured to determine risk coefficients corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature, and the ambient temperature respectively, and to calculate a comprehensive risk coefficient value.

[0030] A control module is configured to perform corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located.

[0031] Optionally, the control module is further configured to:

[0032] If the comprehensive risk coefficient value is in a first numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed.

[0033] Optionally, the control module is further configured to:

[0034] If the comprehensive risk coefficient value is in a second numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein a lower limit value of the second numerical range is greater than an upper limit value of the first numerical range.

[0035] The particulate filter regeneration is stopped, and the power generation power of the generator is limited to be less than a preset power generation power.

[0036] Optionally, the control module is further configured to:

[0037] If the comprehensive risk coefficient value is in a third value range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein a lower limit value of the third value range is greater than an upper limit value of the second value range;

[0038] stopping the regeneration of the particulate filter and limiting the power generation of the generator to be less than a preset power generation;

[0039] controlling the engine rotating speed to increase by a preset rotating speed value.

[0040] Optionally, the control module is further configured to:

[0041] If the comprehensive risk coefficient value is in a fourth value range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein a lower limit value of the fourth value range is greater than an upper limit value of the third value range;

[0042] stopping the regeneration of the particulate filter and limiting the power generation of the generator to be less than a preset power generation;

[0043] turning off the air conditioner and controlling the engine rotating speed to increase by a preset rotating speed value.

[0044] Optionally, the control module is further configured to:

[0045] If the comprehensive risk coefficient value is in a fifth value range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein a lower limit value of the fifth value range is greater than an upper limit value of the fourth value range;

[0046] stopping the regeneration of the particulate filter and limiting the power generation of the generator to be less than a preset power generation;

[0047] turning off the air conditioner and controlling the engine rotating speed to increase by a preset rotating speed value.

[0048] controlling the driving torque to decrease by a preset torque value and outputting a prompt information of decreasing the vehicle speed.

[0049] In a third aspect, the present application provides a machine cabin temperature field safety control device, which comprises a processor, a memory, and a machine cabin temperature field safety control program stored in the memory and executable by the processor, wherein the machine cabin temperature field safety control program, when executed by the processor, implements the steps of the machine cabin temperature field safety control method.

[0050] In a fourth aspect, the present application provides a readable storage medium, which stores a machine cabin temperature field safety control program, wherein the machine cabin temperature field safety control program, when executed by a processor, implements the steps of the machine cabin temperature field safety control method.

[0051] The application provides a machine cabin temperature field safety control method, device, equipment and readable storage medium, the machine cabin temperature field safety control method comprises the following steps: obtaining the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the environment temperature; determining the risk coefficient corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the environment temperature respectively, and calculating the comprehensive risk coefficient value; based on the numerical range where the comprehensive risk coefficient value is located, corresponding safety control is carried out. The application controls each subsystem component based on the comprehensive thermal hazard risk coefficient of each component in the machine cabin temperature field, avoids the overall temperature mutation caused by the superposition of multiple factors in the complex machine cabin system, thereby avoiding the corresponding safety hazards of the vehicle cabin; at the same time, the overall coordinated control avoids excessive function limitation of the vehicle or energy waste; in addition, the fine hierarchical control of each component of the vehicle improves the driving comfort and safety of the vehicle passengers. BRIEF DESCRIPTION OF DRAWINGS

[0052] Figure 1 The figure is a hardware structure schematic diagram of the machine cabin temperature field safety control equipment involved in the embodiment scheme of the application.

[0053] Figure 2 The figure is a flow schematic diagram of the machine cabin temperature field safety control method of the application.

[0054] Figure 3 The figure is a function module schematic diagram of the machine cabin temperature field safety control device of the application.

[0055] The implementation, functional characteristics and advantages of the application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0056] It should be understood that the specific embodiments described herein are only used to explain the application, and are not used to limit the application.

[0057] In the first aspect, the embodiment of the application provides a machine cabin temperature field safety control device.

[0058] Reference Figure 1 , Figure 1This is a schematic diagram of the hardware structure of the cabin temperature field safety control device involved in the embodiment of the present invention. In this embodiment, the cabin temperature field safety control device may include a processor 1001 (e.g., a Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize communication between these components; the user interface 1003 may include a display screen or an input unit such as a keyboard; the network interface 1004 may optionally include a standard wired interface or a wireless interface (e.g., Wireless Fidelity, Wi-Fi interface); the memory 1005 may be high-speed random access memory (RAM) or stable memory (non-volatile memory), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that… Figure 1 The hardware structure shown does not constitute a limitation of the invention and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0059] Continue to refer to Figure 1 , Figure 1 The memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a cabin temperature field safety control program. The processor 1001 can call the cabin temperature field safety control program stored in the memory 1005 and execute the cabin temperature field safety control method provided in this embodiment of the invention.

[0060] Secondly, embodiments of the present invention provide a method for safe control of cabin temperature field.

[0061] Reference Figure 2 , Figure 2 This is a flowchart illustrating an embodiment of the cabin temperature field safety control method of the present invention.

[0062] In one embodiment of the cabin temperature field safety control method of the present invention, the cabin temperature field safety control method includes:

[0063] Step S10: Obtain the engine exhaust pipe temperature, turbocharger temperature, radiator temperature, and ambient temperature.

[0064] In the present embodiment, the current hybrid vehicle is arranged with high-power-density engine, generator, drive motor and particle trap in the front engine compartment. Due to the small space in the engine compartment and the compact arrangement of components, the heat load density in the engine compartment is large when the above subsystem components are running, and the surface temperature field of the engine compartment is poor. Therefore, when coordinating the temperature field in the engine compartment, the temperature corresponding to the relevant factors (such as engine power control, supercharger control, generator control, aftertreatment component control, etc.) that generate heat load in the engine compartment need to be determined. Specifically, the engine exhaust pipe temperature, supercharger temperature, radiator temperature and ambient temperature are obtained. Among them, the engine exhaust pipe temperature corresponds to the heat load generated when the engine is running, the supercharger temperature corresponds to the heat load generated when the supercharger is running, the radiator temperature corresponds to the heat load generated when the radiator is running, and the ambient temperature corresponds to the heat load generated when the generator, particle trap and air conditioner are running. The above temperatures are used as evaluation factors for the heat hazard risk of the hybrid vehicle engine compartment.

[0065] Step S20, determine the risk coefficients corresponding to the engine exhaust pipe temperature, supercharger temperature, radiator temperature and ambient temperature respectively, and calculate the comprehensive risk coefficient value;

[0066] In the present embodiment, in order to determine the heat hazard risk of the engine compartment temperature field when each evaluation factor is in different temperature range, different heat hazard levels are divided for each evaluation factor (engine exhaust pipe temperature T1, supercharger temperature T2, radiator temperature T3, ambient temperature T4), and each heat hazard level corresponds to a risk coefficient. As shown in Table 1 below, heat hazard levels A / B / C / D, risk coefficients 3 / 2 / 1 / 0.

[0067] Table 1

[0068] F A B C D T1 3 2 1 0 T2 3 2 1 0 T3 3 2 1 0 T4 3 2 1 0

[0069] Therefore, after obtaining the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the ambient temperature, the above risk level test evaluation needs to be sequentially performed, while considering the correlation between each evaluation factor (the engine exhaust pipe temperature T1, the supercharger temperature T2, the radiator temperature T3 and the ambient temperature T4), performing correlation test, and determining the risk coefficients corresponding to the obtained engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the ambient temperature respectively. Taking the exhaust pipe temperature T1 as an example. If T1≤930℃, at this time, there is a heat hazard risk in the engine compartment and the heat hazard risk is very high, corresponding to the A risk level, and the risk coefficient is 3; if 900℃≤T1<930℃, at this time, there is a heat hazard risk and the heat hazard risk is relatively high, corresponding to the B risk level, and the risk coefficient is 2; if 850℃≤T1<900℃, at this time, there is a heat hazard risk and the heat hazard risk is relatively low, corresponding to the C risk level, and the risk coefficient is 1; if T1<850℃, at this time, there is no heat hazard risk, corresponding to the D risk level, and the risk coefficient is 0.

[0070] In order to avoid the overall temperature mutation caused by the superposition of multiple factors in the complex engine compartment system. For example, each evaluation factor corresponds to the B level, indicating that the engine compartment heat hazard risk corresponding to a single evaluation factor is relatively high, but not very high, but after the superposition of each evaluation factor, the temperature field in the overall engine compartment may be mutated to be very high. After determining the risk coefficients corresponding to the obtained engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the ambient temperature respectively, the comprehensive risk coefficient value needs to be calculated based on the risk coefficients corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the ambient temperature respectively. The comprehensive risk coefficient value calculated above represents the heat hazard risk corresponding to the overall engine compartment.

[0071] Step S30, based on the numerical range where the comprehensive risk coefficient value is located, corresponding safety control is performed.

[0072] In the embodiment, based on the numerical range where the calculated comprehensive risk coefficient value is located, the heat hazard risk corresponding to the overall engine compartment at this time can be determined, and based on the heat hazard risk corresponding at this time, each component in the engine compartment is controlled coordinately, so as to avoid the corresponding safety hazards of the vehicle engine compartment due to the temperature field heat hazard, such as odor and thermal stress of the plastic parts in the vehicle engine compartment. The above safety control for overall coordination of the engine compartment includes the control of the heat dissipation system, such as the fan, the heat control of the accessories, such as the GPF particulate trap and other aftertreatment components, the generator and the air conditioner, the engine power limitation and the like. In the above manner, based on the comprehensive heat hazard risk coefficient of each component in the engine compartment, each subsystem component is controlled in stages, and the overall coordinated control can avoid excessive function limitation of the vehicle or energy waste; in addition, the fine and staged control of each component of the vehicle can also improve the driving comfort and safety of the vehicle occupants.

[0073] Further, in an embodiment, the step S30 comprises:

[0074] If the comprehensive risk coefficient value is in the first numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed.

[0075] In this embodiment, based on the numerical range in which the comprehensive risk coefficient value is located, the step of performing corresponding safety control further comprises: if the comprehensive risk coefficient value is in the first numerical range, it indicates that the thermal hazard risk corresponding to the overall cabin exists but is low at this time, and at this time, the cooling fan can be controlled to increase the air flow in the cabin through the cooling wind to enhance heat dissipation and reduce the temperature in the cabin, thereby avoiding the corresponding safety hazards of the vehicle cabin due to the temperature field thermal hazard. And the determined fan rotating speed is different corresponding to different comprehensive risk coefficient values.

[0076] Therefore, if the comprehensive risk coefficient value is in the first numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed. On the basis of ensuring that there is no safety hazard in the cabin, energy waste is reduced.

[0077] Further, in an embodiment, the step S30 comprises:

[0078] If the comprehensive risk coefficient value is in the second numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, and the lower limit value of the second numerical range is greater than the upper limit value of the first numerical range.

[0079] Stop the regeneration of the particulate filter and limit the power generation power of the generator to be less than the preset power generation power.

[0080] In this embodiment, based on the numerical range in which the comprehensive risk coefficient value is located, the step of performing corresponding safety control further comprises: if the comprehensive risk coefficient value is in the second numerical range, wherein the lower limit value of the second numerical range is greater than the upper limit value of the first numerical range, it indicates that the thermal hazard risk corresponding to the overall cabin exists but is not low at this time. Therefore, on the basis of controlling the cooling fan to increase the air flow in the cabin through the cooling wind to enhance heat dissipation, the GPF particulate filter regeneration (which is achieved by burning particulate matter and will generate heat) is not allowed by the power controller, and the power generation power of the generator is limited to be less than the preset power generation power (to improve the power generation efficiency), so as to reduce the heat generation of the components.

[0081] Therefore, if the comprehensive risk coefficient value is in the second numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, the cooling fan is controlled to rotate at the target rotating speed, the particulate filter is stopped from being regenerated, and the power generation of the generator is limited to be less than the preset power generation. On the basis of ensuring no safety hazards in the cabin, energy waste is reduced, and the limitation of the vehicle functions is avoided by overall planning of the functions of the vehicle.

[0082] Further, in an embodiment, the step S30 comprises:

[0083] If the comprehensive risk coefficient value is in a third numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, the cooling fan is controlled to rotate at the target rotating speed, and the lower limit value of the third numerical range is greater than the upper limit value of the second numerical range.

[0084] The particulate filter is stopped from being regenerated, and the power generation of the generator is limited to be less than the preset power generation.

[0085] The engine rotating speed is controlled to be increased by a preset rotating speed value.

[0086] In the embodiment, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located further comprises: if the comprehensive risk coefficient value is in a third numerical range, and the lower limit value of the third numerical range is greater than the upper limit value of the second numerical range, it indicates that the thermal hazard risk corresponding to the overall cabin exists and is high at this time. Therefore, on the basis of controlling the cooling fan to increase the air flow in the cabin by the cooling wind to enhance the heat dissipation, stopping the particulate filter from being regenerated, and limiting the power generation of the generator to be less than the preset power generation to reduce the heat generated by the components, the engine rotating speed needs to be controlled by the power controller VCU to be increased by a preset rotating speed value to enhance the heat dissipation capacity of the cooling fan.

[0087] Therefore, if the comprehensive risk coefficient value is in the third numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, the cooling fan is controlled to rotate at the target rotating speed, the particulate filter is stopped from being regenerated, and the power generation of the generator is limited to be less than the preset power generation; and the engine rotating speed is controlled to be increased by a preset rotating speed value. On the basis of ensuring no safety hazards in the cabin, energy waste is reduced, the limitation of the vehicle functions is avoided, and the vehicle sub-components are further controlled in a more refined and hierarchical manner, thereby improving the driving comfort and safety of the vehicle occupants.

[0088] Further, in an embodiment, the step S30 comprises:

[0089] If the comprehensive risk coefficient value is in a fourth numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, the cooling fan is controlled to rotate at the target rotating speed, and the lower limit value of the fourth numerical range is greater than the upper limit value of the third numerical range.

[0090] stop the regeneration of the particulate filter and limit the power generation of the generator to be less than a preset power generation;

[0091] turn off the air conditioner and control the engine speed to increase by a preset speed value.

[0092] In this embodiment, based on the numerical range in which the comprehensive risk coefficient value is located, the step of performing corresponding safety control further includes: if the comprehensive risk coefficient value is in a fourth numerical range, and the lower limit value of the fourth numerical range is greater than the upper limit value of the third numerical range, it indicates that the thermal hazard risk corresponding to the overall nacelle exists and is very high. Therefore, the cooling fan is controlled to increase the air flow in the nacelle by the cooling wind to enhance heat dissipation; the regeneration of the particulate filter is stopped, and the power generation of the generator is limited to be less than a preset power generation to reduce the heat generation of the components; the engine speed is controlled to increase by a preset speed value, and the air conditioner is turned off to reduce the load and reduce the heat dissipation of the radiator on the basis of enhancing the heat dissipation capacity of the cooling fan.

[0093] Therefore, if the comprehensive risk coefficient value is in the fourth numerical range, the target speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target speed; the regeneration of the particulate filter is stopped, and the power generation of the generator is limited to be less than a preset power generation; the air conditioner is turned off, and the engine speed is controlled to increase by a preset speed value. On the basis of ensuring that there is no safety hazard in the nacelle, energy waste is reduced, excessive limitation of vehicle functions is avoided, and further refined and hierarchical control of each subcomponent of the vehicle is performed, thereby improving the driving comfort and safety of the vehicle occupants.

[0094] Further, in an embodiment, the step S30 includes:

[0095] If the comprehensive risk coefficient value is in a fifth numerical range, the target speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target speed, and the lower limit value of the fifth numerical range is greater than the upper limit value of the fourth numerical range;

[0096] stop the regeneration of the particulate filter and limit the power generation of the generator to be less than a preset power generation;

[0097] turn off the air conditioner and control the engine speed to increase by a preset speed value.

[0098] control the driving torque to decrease by a preset torque value and output a prompt information to reduce the vehicle speed.

[0099] In the embodiment, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located further includes: if the comprehensive risk coefficient value is in a fifth numerical range, and the lower limit value of the fifth numerical range is greater than the upper limit value of the fourth numerical range, it indicates that the thermal hazard risk corresponding to the overall nacelle exists and is very high. Therefore, the cooling fan is controlled to increase the air flow in the nacelle by increasing the cooling air, to enhance heat dissipation; the particulate trap regeneration is stopped, and the generator power is limited to be less than the preset power, to reduce the heat generation of components; the engine speed is controlled to increase by a preset speed value, to enhance the heat dissipation capacity of the cooling fan; the air conditioner is turned off, the torque output of the powertrain is reduced on the basis of reducing the heat dissipation of the radiator, that is, the driving torque is controlled to decrease by a preset torque value, to reduce the vehicle speed, and at the same time, a prompt information of reducing the vehicle speed is output on the vehicle display screen, to prompt the customer to reduce the vehicle speed due to the high thermal load in the nacelle of the vehicle.

[0100] Therefore, if the comprehensive risk coefficient value is in the fifth numerical range, the target speed is determined based on the comprehensive risk coefficient value, the cooling fan is controlled to rotate at the target speed; the particulate trap regeneration is stopped, and the generator power is limited to be less than the preset power; the air conditioner is turned off, the engine speed is controlled to increase by a preset speed value; the driving torque is controlled to decrease by a preset torque value, and the prompt information of reducing the vehicle speed is output. On the basis of ensuring that there is no safety hazard in the nacelle, energy waste is reduced, the limitation of vehicle functions is avoided to be excessive, and further, the vehicle sub-components are finely classified and controlled, to improve the driving comfort and safety of vehicle passengers.

[0101] In the embodiment, a nacelle temperature field safety control method is provided, including: obtaining engine exhaust pipe temperature, supercharger temperature, radiator temperature, and environment temperature; determining the risk coefficients corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature, and the environment temperature respectively, and calculating a comprehensive risk coefficient value; and performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located. The present application classifies and controls each subsystem component based on the comprehensive thermal hazard risk coefficients of each component in the nacelle temperature field, avoids the overall temperature mutation caused by the superposition of multiple factors in the complex nacelle system, thereby avoiding the corresponding safety hazards in the vehicle nacelle; at the same time, the overall coordinated control avoids excessive limitation of vehicle functions or energy waste; in addition, the finely classified and controlled vehicle sub-components improve the driving comfort and safety of vehicle passengers.

[0102] In a third aspect, the embodiment of the present application further provides a nacelle temperature field safety control device.

[0103] Referring to Figure 3 , a functional module schematic diagram of an embodiment of the nacelle temperature field safety control device.

[0104] The cabin temperature field safety control device comprises:

[0105] The acquisition module 10 is configured to acquire the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature, and the ambient temperature.

[0106] The determination module 20 is configured to determine the risk coefficients corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature, and the ambient temperature respectively, and calculate a comprehensive risk coefficient value.

[0107] The control module 30 is configured to perform corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located.

[0108] Further, in an embodiment, the control module 30 is further configured to:

[0109] If the comprehensive risk coefficient value is in the first numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed.

[0110] Further, in an embodiment, the control module 30 is further configured to:

[0111] If the comprehensive risk coefficient value is in the second numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein the lower limit value of the second numerical range is greater than the upper limit value of the first numerical range.

[0112] The particulate filter regeneration is stopped, and the generator power generation power is limited to be less than a preset power generation power.

[0113] Further, in an embodiment, the control module 30 is further configured to:

[0114] If the comprehensive risk coefficient value is in the third numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein the lower limit value of the third numerical range is greater than the upper limit value of the second numerical range.

[0115] The particulate filter regeneration is stopped, and the generator power generation power is limited to be less than a preset power generation power.

[0116] The engine rotating speed is controlled to be increased by a preset rotating speed value.

[0117] Further, in an embodiment, the control module 30 is further configured to:

[0118] If the comprehensive risk coefficient value is in the fourth numerical range, a target rotating speed is determined based on the comprehensive risk coefficient value, and the cooling fan is controlled to rotate at the target rotating speed, wherein the lower limit value of the fourth numerical range is greater than the upper limit value of the third numerical range.

[0119] stop the regeneration of the particulate filter and limit the power generation of the generator to be less than a preset power generation value;

[0120] turn off the air conditioner and control the engine speed to increase by a preset speed value.

[0121] Further, in an embodiment, the control module 30 is further configured to:

[0122] if the comprehensive risk coefficient value is in a fifth value range, determine a target speed based on the comprehensive risk coefficient value, and control the cooling fan to rotate at the target speed, wherein a lower limit value of the fifth value range is greater than an upper limit value of the fourth value range;

[0123] stop the regeneration of the particulate filter and limit the power generation of the generator to be less than a preset power generation value;

[0124] turn off the air conditioner and control the engine speed to increase by a preset speed value.

[0125] control the driving torque to decrease by a preset torque value, and output a prompt information of decreasing the vehicle speed.

[0126] The functions of the modules in the nacelle temperature field safety control device correspond to the steps in the nacelle temperature field safety control method, and the functions and implementation processes will not be described here.

[0127] In a fourth aspect, the embodiments of the present application also provide a readable storage medium.

[0128] The readable storage medium of the present application stores a nacelle temperature field safety control program, wherein the nacelle temperature field safety control program is executed by a processor to implement the steps of the nacelle temperature field safety control method.

[0129] The method implemented when the nacelle temperature field safety control program is executed can refer to the embodiments of the nacelle temperature field safety control method of the present application, and will not be described here.

[0130] It should be noted that in this document, the terms "comprising", "including", or any other variant thereof are intended to cover non-exclusive inclusion, so that processes, methods, articles, or systems that include a series of elements not only include those elements, but also include other elements not explicitly listed, or inherent to such processes, methods, articles, or systems. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article, or system that includes the element.

[0131] The above-mentioned embodiment numbers of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0132] Those skilled in the art can clearly understand the above-mentioned embodiment method can be realized by means of software and necessary general hardware platform, of course, also can be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application essentially or say the part of contribution to the prior art can be embodied in the form of software product, the computer software product is stored in a storage medium (such as ROM / RAM, magnetic disc, optical disc) as described above, including a plurality of instructions to make a terminal device execute the method described in various embodiments of the present application.

[0133] The above is only the preferred embodiment of the present application, not therefore limit the patent scope of the present application, any equivalent structure or equivalent flow transformation made by using the content of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method of nacelle temperature field safety control, characterized in that, The cabin temperature field safety control method comprises: obtaining engine exhaust pipe temperature, supercharger temperature, radiator temperature and ambient temperature; determining the risk coefficients corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the ambient temperature respectively, and calculating a comprehensive risk coefficient value; based on the numerical range in which the comprehensive risk coefficient value is located, corresponding safety control is performed; the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located further comprises: if the comprehensive risk coefficient value is in the first numerical range, determine the target speed based on the comprehensive risk coefficient value, and control the cooling fan to rotate at the target speed; the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located further comprises: if the comprehensive risk coefficient value is in the second numerical range, determine the target speed based on the comprehensive risk coefficient value, and control the cooling fan to rotate at the target speed, the lower limit value of the second numerical range is greater than the upper limit value of the first numerical range; stop the regeneration of the particulate filter, and limit the generator power to be less than the preset generator power.

2. The nacelle temperature field safety control method of claim 1, wherein, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located further comprises: if the comprehensive risk coefficient value is in the third numerical range, determine the target speed based on the comprehensive risk coefficient value, and control the cooling fan to rotate at the target speed, the lower limit value of the third numerical range is greater than the upper limit value of the second numerical range; stop the regeneration of the particulate filter, and limit the generator power to be less than the preset generator power; control the engine speed to increase by a preset speed value.

3. The nacelle temperature field safety control method of claim 2, wherein, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located further comprises: if the comprehensive risk coefficient value is in the fourth numerical range, determine the target speed based on the comprehensive risk coefficient value, and control the cooling fan to rotate at the target speed, the lower limit value of the fourth numerical range is greater than the upper limit value of the third numerical range; stop the regeneration of the particulate filter, and limit the generator power to be less than the preset generator power; turn off the air conditioner and control the engine speed to increase by a preset speed value.

4. The nacelle temperature field safety control method of claim 3, wherein, the step of performing corresponding safety control based on the numerical range in which the comprehensive risk coefficient value is located further comprises: if the comprehensive risk coefficient value is in the fifth numerical range, determine the target speed based on the comprehensive risk coefficient value, and control the cooling fan to rotate at the target speed, the lower limit value of the fifth numerical range is greater than the upper limit value of the fourth numerical range; stop the regeneration of the particulate filter, and limit the generator power to be less than the preset generator power; turn off the air conditioner and control the engine speed to increase by a preset speed value; control the driving torque to decrease by a preset torque value, and output a prompt information of reducing the vehicle speed.

5. A cabin temperature field safety control device for implementing the cabin temperature field safety control method according to any one of claims 1 to 4, characterized by, The cabin temperature field safety control device comprises: an acquisition module for acquiring engine exhaust pipe temperature, supercharger temperature, radiator temperature and ambient temperature; a determination module for determining the risk coefficients corresponding to the engine exhaust pipe temperature, the supercharger temperature, the radiator temperature and the ambient temperature respectively, and calculating a comprehensive risk coefficient value; The control module is configured to perform corresponding safety control based on a numerical range in which the comprehensive risk coefficient value falls.

6. The nacelle temperature field safety control device of claim 5, wherein, The control module is configured to: If the comprehensive risk coefficient value falls within a first numerical range, determine a target rotating speed based on the comprehensive risk coefficient value, and control the cooling fan to rotate at the target rotating speed.

7. A machine cabin temperature field safety control device characterized by comprising: The nacelle temperature field safety control device comprises a processor, a memory, and a nacelle temperature field safety control program stored in the memory and executable by the processor, wherein the nacelle temperature field safety control program, when executed by the processor, implements the steps of the nacelle temperature field safety control method according to any one of claims 1 to 4.

8. A readable storage medium, characterized by, The readable storage medium stores a nacelle temperature field safety control program, wherein the nacelle temperature field safety control program, when executed by the processor, implements the steps of the nacelle temperature field safety control method according to any one of claims 1 to 4.

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