Heating control method and device, vehicle, readable storage medium

Abstract

The application provides a heating control method and device, a vehicle and a readable storage medium, and belongs to the technical field of vehicles, and is based on a brake system, and a water channel on a brake disc is communicated with a battery pack water channel of the vehicle through a first pipeline.The heating control method comprises the following steps: when a brake signal is detected during driving of the vehicle, the ambient temperature of the position where the vehicle is located is acquired; when the ambient temperature is lower than a first preset temperature, the cooling liquid in the battery pack water channel is controlled to circulate in the first pipeline, wherein the cooling liquid absorbs brake heat energy to heat the battery pack when the vehicle brakes.The application can reduce the use of the engine in a low-temperature driving scenario, reduce the emission pollution of the engine, and effectively ensure the endurance of the vehicle.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and more specifically, relates to a heating control method and device, a vehicle, and a readable storage medium. Background Technology

[0002] Currently, with the implementation of policies such as carbon emission reduction and carbon neutrality, environmental issues are receiving increasing attention, and vehicle exhaust emission standards are becoming increasingly stringent. Especially in low-temperature driving scenarios, incomplete fuel combustion in the engine causes extremely serious environmental pollution.

[0003] Therefore, how to reduce engine emissions in low-temperature driving scenarios has become an urgent problem for those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a heating control method and device, a vehicle, and a readable storage medium to solve the problem of engine emission pollution in low-temperature driving scenarios in the prior art.

[0005] A first aspect of this invention provides a heating control method, the heating control method being implemented based on a braking system, wherein the water channels on the brake disc of the braking system are connected to the water channels of the vehicle's battery pack via a first pipe; the heating control method includes:

[0006] When a braking signal is detected while the vehicle is in motion, the ambient temperature at the vehicle's location is obtained.

[0007] When the ambient temperature is lower than the first preset temperature, the coolant in the battery pack water circuit is controlled to circulate in the first pipeline;

[0008] The coolant absorbs braking heat during vehicle braking to heat the battery pack.

[0009] In one possible implementation, the ventilation duct on the brake disc of the braking system is connected to the vehicle's heating system via a second pipe;

[0010] When the ambient temperature is lower than the first preset temperature, the heating control method further includes:

[0011] When a trigger signal for turning on the heating system is detected or when the heating system is detected to be in the on state, the air in the ventilation duct is controlled to circulate in the second pipeline;

[0012] The air in the ventilation duct absorbs braking heat energy when the vehicle brakes and heats the passenger compartment through the heating system.

[0013] In one possible implementation, a second pressurization mechanism for pressurizing air is provided on the second pipeline; controlling the airflow in the ventilation duct within the second pipeline includes:

[0014] Obtain the heating temperature corresponding to the heating system;

[0015] The operating parameters of the second pressurization mechanism are determined based on the heating temperature.

[0016] The operation of the second pressurizing mechanism is controlled based on its operating parameters to allow air in the ventilation duct to circulate in the second pipeline.

[0017] In one possible implementation, a first pressurization mechanism for pressurizing the coolant is provided on the first pipeline; when the second pressurization mechanism is in operation, controlling the flow of coolant in the battery pack water circuit through the first pipeline includes:

[0018] Obtain the surface temperature of the brake disc;

[0019] The operating parameters of the first booster mechanism are determined based on the plate temperature;

[0020] The operation of the first booster mechanism is controlled based on its operating parameters to allow the coolant in the battery pack water circuit to circulate in the first pipeline.

[0021] In one possible implementation, determining the operating parameters of the first booster mechanism based on the disc surface temperature includes:

[0022] Obtain a pre-calibrated first mapping relationship; wherein, the first mapping relationship is the mapping relationship between different disk surface temperatures and the operating parameters of the first booster mechanism;

[0023] The operating parameters of the first booster mechanism are determined based on the first mapping relationship and the plate temperature.

[0024] In one possible implementation, the heating control method further includes, while controlling the operation of the first pressurization mechanism:

[0025] If the first booster mechanism is still unable to heat the coolant to the second preset temperature when operating at maximum parameters, then the preset battery pack heating mechanism on the vehicle is activated to assist in heating the battery pack.

[0026] In one possible implementation, the heating control method further includes, while controlling the operation of the second pressurization mechanism:

[0027] If the second booster mechanism is still unable to heat the warm air of the heating system to the corresponding heating temperature when operating at maximum parameters, then the preset heating mechanism on the vehicle is activated to assist in heating the passenger compartment.

[0028] A second aspect of the present invention provides a heating control device, the heating control device being implemented based on a braking system, wherein the water channel on the brake disc of the braking system is connected to the water channel of the vehicle's battery pack via a first pipe; the heating control device includes:

[0029] The data acquisition module is used to acquire the ambient temperature of the vehicle's location when a braking signal is detected during vehicle operation.

[0030] A heating control module is used to control the flow of coolant in the battery pack water circuit in the first pipeline when the ambient temperature is lower than the preset temperature;

[0031] The coolant absorbs braking heat during vehicle braking to heat the battery pack.

[0032] A third aspect of the present invention provides a vehicle, the vehicle including an on-board terminal, the on-board terminal including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the heating control method described above.

[0033] In a fourth aspect, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the heating control method described above.

[0034] The beneficial effects of the heating control method and apparatus, vehicle, and readable storage medium provided in the embodiments of the present invention are as follows:

[0035] Unlike existing technologies that reduce engine emissions by improving engine combustion efficiency, this invention provides a solution from the perspective of reducing engine usage. This invention provides a braking system with a water channel connected to the battery pack's water circuit via a first pipe. Therefore, the braking system provided by this invention supports the transfer of braking heat generated during vehicle braking to the battery pack. Furthermore, when a user-triggered braking signal is detected, the ambient temperature can be detected. When the ambient temperature is low, the flow of coolant in the battery pack's water circuit can be controlled through the first pipe to transfer braking heat to the battery pack for heating. Based on this embodiment, engine usage in low-temperature driving scenarios can be reduced, thus reducing engine emissions. Simultaneously, transferring braking heat to the battery pack effectively ensures the vehicle's range. Therefore, the heating control scheme provided by this invention effectively solves the problems of existing technologies. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a connection diagram of a braking system provided in an embodiment of the present invention;

[0038] Figure 2 This is a schematic flowchart of a heating control method provided in an embodiment of the present invention;

[0039] Figure 3 A schematic flowchart of a heating control method provided in another embodiment of the present invention;

[0040] Figure 4 This is a structural block diagram of a heating control device provided in an embodiment of the present invention;

[0041] Figure 5 This is a schematic block diagram of an in-vehicle terminal provided in an embodiment of the present invention. Detailed Implementation

[0042] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0043] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0044] The heating control method described in this invention is based on a braking system. The brake disc of the braking system has water channels, which are connected to the vehicle's battery pack water channels via a first pipe. In a specific implementation, a water delivery mechanism can be installed on the brake disc, which can introduce coolant from the battery pack water channels into the brake disc's water channels via the first pipe. A connection diagram of the braking system can be referenced below. Figure 1 The brake disc of the braking system is equipped with a water supply mechanism. Figure 1 The water conveying mechanism is not shown in the diagram; it is correspondingly located at... Figure 1 On the coolant side of the battery pack, the water supply mechanism connects to the vehicle's battery pack water circuit via a first pipe (i.e., the pipe formed by G->E->F) to introduce coolant from the battery pack water circuit into the brake disc's water channels. The coolant is used to absorb braking heat during vehicle braking, thus heating the battery pack through the battery pack water circuit.

[0045] Based on the aforementioned braking system, reference can be made to Figure 2 , Figure 2 This is a flowchart illustrating a heating control method based on the aforementioned braking system according to an embodiment of the present invention. The method includes:

[0046] S101: When a braking signal is detected during vehicle operation, the ambient temperature at the vehicle's location is obtained.

[0047] In this embodiment, after detecting the trigger signal indicating that the user has entered the vehicle and started the engine, the vehicle speed can be detected. If the vehicle speed is greater than 0, it indicates that the vehicle has started moving. Based on this, the braking signal can be continuously detected during the vehicle's movement.

[0048] In this embodiment, if a user-triggered braking signal is detected during vehicle operation, it indicates that braking heat energy will be generated. When the user triggers the braking signal, the braking system responds by generating braking force using the friction between the brake disc and the corresponding friction component. Consequently, during the friction process, the brake disc and friction component convert the vehicle's kinetic and potential energy into heat energy, which is the braking heat energy described in this embodiment.

[0049] In this embodiment, if braking heat is detected, the ambient temperature of the vehicle's location can be obtained. When the ambient temperature is low, the braking heat can be effectively utilized.

[0050] S102: When the ambient temperature is lower than a first preset temperature, the coolant in the battery pack water circuit is controlled to circulate in the first pipeline. The coolant in the battery pack water circuit is used to absorb braking heat energy to heat the battery pack during vehicle braking.

[0051] In this embodiment, when the ambient temperature is determined to be low (e.g., below a first preset temperature), the coolant in the battery pack water circuit can be controlled to flow through the first pipe. At this time, the coolant that has absorbed braking heat in the brake disc water channel flows into the battery pack water circuit, achieving heating of the battery pack in low-temperature driving environments. This not only reduces engine usage but also effectively increases the vehicle's driving range, achieving efficient energy utilization.

[0052] In this embodiment, the first preset temperature can be 0°C.

[0053] As described above, unlike existing technologies that reduce engine emissions by improving engine combustion efficiency, this invention provides a solution from the perspective of reducing engine usage. This invention provides a braking system with a water channel connected to the battery pack's water circuit via a first pipe. Therefore, the braking system provided by this invention supports the transfer of braking heat generated during vehicle braking to the battery pack. Furthermore, when a user-triggered braking signal is detected, the ambient temperature can be detected. When the ambient temperature is low, the flow of coolant in the battery pack's water circuit can be controlled through the first pipe to transfer braking heat to the battery pack for heating. Based on this embodiment, engine usage in low-temperature driving scenarios can be reduced, thus reducing engine emissions. Simultaneously, transferring braking heat to the battery pack effectively ensures the vehicle's range. Therefore, the heating control scheme provided by this invention effectively solves the problems of existing technologies.

[0054] For reference Figure 1 In one possible implementation, the brake disc of the braking system is also equipped with a ventilation mechanism. Figure 1 The ventilation mechanism is not shown in the diagram; it is correspondingly located at... Figure 1 On the air side of the vehicle, the ventilation system can be connected to the vehicle's heating system via a second conduit (i.e., the conduit formed by B->C->A). The air within the ventilation system absorbs braking heat during vehicle braking to heat the passenger compartment via the heating system. Based on the aforementioned braking system, when the ambient temperature is lower than a first preset temperature, the heating control method further includes:

[0055] When a trigger signal for activating the heating system is detected, or when the heating system is detected to be in an activated state, the air in the ventilation duct is controlled to circulate in the second pipe.

[0056] In this embodiment, if a trigger signal to activate the heating system is detected, or if the heating system is detected to be in an activated state, it indicates that the user has a heating requirement. Therefore, the air in the ventilation duct can be controlled to circulate in the second pipe. At this time, the air in the ventilation mechanism absorbs the braking heat energy generated during vehicle braking. The air that has absorbed the braking heat energy enters the heating system, providing high-temperature air to the passenger compartment, thereby heating the passenger compartment. This embodiment of the invention not only reduces engine usage but also meets the heating needs of the passenger compartment, achieving efficient energy utilization.

[0057] In summary, the present invention achieves passenger compartment heating and battery pack heating in low-temperature driving scenarios through two sets of circulation systems on the air side and the coolant side, making full use of the thermal energy of the braking system. Without consuming additional fuel and electricity, it improves vehicle emissions, increases vehicle range, and enhances user driving comfort.

[0058] One possible implementation can be referenced. Figure 1 The second pipeline is equipped with a second pressurization mechanism to boost air pressure. Air that absorbs braking heat in the ventilation system is pressurized by this second pressurization mechanism before entering the heating system. For example... Figure 1 For example, the second pressurizing mechanism can be an Air Comp air compressor C. Based on this, controlling the flow of air in the ventilation duct within the second pipe can include:

[0059] Control the operation of the second pressurization mechanism to allow air in the ventilation duct to circulate in the second pipeline.

[0060] Specifically, controlling the operation of the second pressurization mechanism to allow air in the ventilation duct to circulate in the second pipeline may include:

[0061] Obtain the heating temperature corresponding to the heating system.

[0062] The operating parameters of the second booster mechanism are determined based on the heating temperature.

[0063] The operation of the second pressurizing mechanism is controlled based on its operating parameters to allow air in the ventilation duct to circulate in the second pipeline.

[0064] In this embodiment, the operating parameters of the second pressurizing mechanism are mainly used to characterize its pressurization capacity. Based on this, the operating parameters of the second pressurizing mechanism can be determined according to the heating temperature set for the heating system.

[0065] In this embodiment, a second mapping relationship between different heating temperatures and the operating parameters of the second pressurization mechanism can be pre-defined. When subsequently determining the operating parameters of the second pressurization mechanism, the operating parameters corresponding to the heating temperature can be directly determined based on the second mapping relationship.

[0066] In this embodiment, the operating parameters of the second pressurizing mechanism can be positively correlated with the heating temperature. That is, the higher the heating temperature, the larger the operating parameters, and the stronger the pressurizing capacity of the second pressurizing mechanism.

[0067] In this embodiment, different operating parameters for the second pressurization mechanism can be determined for different heating temperature ranges, with each heating temperature range corresponding to one operating parameter for the second pressurization mechanism. For example, when the heating temperature falls within a preset first temperature range, the corresponding operating parameter for the second pressurization mechanism is a first value. When the heating temperature falls within a preset second temperature range, the corresponding operating parameter for the second pressurization mechanism is a second value.

[0068] One possible implementation can be referenced. Figure 1 The first pipeline is equipped with a first pressurization mechanism to pressurize the coolant. The coolant absorbing braking heat in the brake disc channels is pressurized by this first pressurization mechanism and then flows into the battery pack cooling system. For example... Figure 1 For example, the first pressurization mechanism can be an electric water pump E. Based on this, controlling the flow of coolant in the battery pack's water circuit through the first pipe can include:

[0069] Control the operation of the first pressurization mechanism to allow the coolant in the battery pack water circuit to circulate in the first pipeline.

[0070] When the second booster mechanism is in operation, controlling the first booster mechanism to allow coolant in the battery pack water circuit to circulate in the first pipeline may specifically include:

[0071] Obtain the surface temperature of the brake disc.

[0072] The operating parameters of the first booster mechanism are determined based on the plate temperature.

[0073] The operation of the first booster mechanism is controlled based on its operating parameters to allow the coolant in the battery pack water circuit to circulate in the first pipeline.

[0074] In this embodiment, the operating parameters of the first booster mechanism are mainly used to characterize its boosting capacity. Based on this, the operating parameters of the second booster mechanism can be determined according to actual needs.

[0075] In this embodiment, when the second booster mechanism is not in operation, controlling the first booster mechanism to operate so that the coolant in the battery pack water circuit flows in the first pipeline may include:

[0076] The first booster mechanism is controlled to operate at maximum operating parameters to allow coolant in the battery pack water circuit to circulate in the first pipeline.

[0077] If the second booster mechanism is not in operation and the first booster mechanism needs to be controlled, it means that only the battery pack needs to be heated. Therefore, the first booster mechanism can be directly controlled to operate at the maximum operating parameters to ensure full utilization of braking heat energy.

[0078] In this embodiment, if the second booster mechanism is in operation and the first booster mechanism also needs to be controlled, it means that the battery pack and the passenger compartment need to be heated simultaneously. In this case, this embodiment will consider the brake disc surface temperature and determine the operating parameters of the first booster mechanism based on the brake disc surface temperature.

[0079] In one possible implementation, the operating parameters of the first booster mechanism are determined based on the disk surface temperature, including:

[0080] Obtain the pre-calibrated first mapping relationship. This first mapping relationship is the mapping relationship between different disc temperatures and the operating parameters of the first booster mechanism.

[0081] The operating parameters of the first booster mechanism are determined based on the first mapping relationship and the plate temperature.

[0082] In this embodiment, a first mapping relationship between different plate surface temperatures and the operating parameters of the first booster mechanism can be pre-defined. When determining the operating parameters of the first booster mechanism subsequently, the operating parameters of the first booster mechanism corresponding to the plate surface temperature can be directly determined based on the first mapping relationship.

[0083] In this embodiment, the operating parameters of the first booster mechanism can be positively correlated with the platen temperature. That is, the higher the platen temperature, the larger the operating parameters, and the stronger the boosting capability of the first booster mechanism.

[0084] In this embodiment, different operating parameters for the first booster mechanism can be determined for different plate surface temperature ranges, with each plate surface temperature range corresponding to one operating parameter for the first booster mechanism. For example, when the plate surface temperature falls within a preset third temperature range, the corresponding operating parameter for the first booster mechanism is the third value. When the plate surface temperature falls within a preset fourth temperature range, the corresponding operating parameter for the first booster mechanism is the fourth value.

[0085] In one possible implementation, the heating control method further includes, during the operation of the first pressurization mechanism:

[0086] If the first booster mechanism is unable to heat the coolant to the second preset temperature even when operating at maximum parameters, the preset battery pack heating mechanism on the vehicle will be activated to assist in heating the battery pack.

[0087] In this embodiment, the second preset temperature is the temperature required for the battery pack to operate normally / efficiently, and the value range of the second preset temperature is 50℃~60℃.

[0088] In this embodiment, if the heating capacity of the braking heat energy is insufficient to raise the temperature of the coolant to the second preset temperature, the vehicle's existing battery pack heating mechanism (the energy of which usually comes from the engine) can be used to heat the battery pack to ensure the vehicle's range.

[0089] In one possible implementation, the heating control method further includes, during the operation of the second pressurization mechanism:

[0090] If the second booster mechanism is still unable to heat the warm air of the heating system to the corresponding heating temperature when operating at maximum parameters, the preset heating mechanism on the vehicle will be activated to assist in heating the passenger compartment.

[0091] In this embodiment, the heating temperature is the heating temperature required by the user. If the heating capacity of the brake heat energy is insufficient to raise the temperature of the heating system to the aforementioned heating temperature, the vehicle's existing heating mechanism (whose energy is usually derived from the engine) can be used to heat the passenger compartment.

[0092] In one possible implementation, the embodiments of the present invention provide a specific example, please refer to... Figure 3 , Figure 3 Taking an electronic water pump as the first pressurizing mechanism and an air compressor as the second pressurizing mechanism as an example, a heating control process is given. Figure 3 The control standards for simultaneous operation of the first and second booster mechanisms are shown in Table 1 below. It should be noted that... Figure 3 In Table 1, the control parameters on the wind side refer to the control parameters of the second pressurization mechanism, and the control parameters on the water side refer to the control parameters of the first pressurization mechanism.

[0093] Table 1 Example of Control Standards for Boosting Mechanisms

[0094] 0℃～30℃ Air side: Air pressure 1.5 bar; Water side: Pump performance * 40% 30℃～50℃ Air side: Air pressure 1.5 bar; Water side: Pump performance * 50% 50℃～70℃ Air side: Air pressure 1.5 bar; Water side: Pump performance * 80% ＞70℃ Air side: Air pressure 1.5 bar; Water side: Pump performance *100%

[0095] like Figure 3 As shown, when only the battery pack is heated, there is no need to collect brake disc surface temperature or coolant temperature. At this time, the air-side control parameter is 0, meaning the air pressure is 0 bar, and the water-side control parameter is the maximum operating parameter, i.e., water pump performance * 100%, to heat the battery pack at maximum capacity. Correspondingly, if the battery pack is heated at 100% water pump performance, and the coolant temperature in the battery pack's water circuit is still less than 50°C, the vehicle's preset battery pack heating mechanism will activate the battery pack heating function to ensure that the corresponding coolant temperature is stable between 50°C and 60°C, thus ensuring the vehicle's range.

[0096] like Figure 3As shown, when heating both the passenger compartment and the battery pack simultaneously, assuming the calculated operating parameters for the second booster mechanism are 1.5 bar, the operating parameters for the electric water pump are determined based on the plate temperature. When the electric water pump operates at 100% pump performance, if the coolant temperature in the battery pack's cooling circuit is still below 50°C, the vehicle's preset battery pack heating mechanism activates the battery pack heating function to ensure the coolant temperature corresponding to the battery pack is stabilized between 50°C and 60°C, thus ensuring the vehicle's range.

[0097] Based on the example in this embodiment, engine usage and emissions can be reduced while maintaining the vehicle's range.

[0098] Corresponding to the heating control method in the above embodiments, Figure 4 This is a structural block diagram of a heating control device provided according to an embodiment of the present invention. For ease of explanation, only the parts relevant to this embodiment are shown. The heating control device described in this embodiment is based on a braking system. The water channels on the brake disc of the braking system are connected to the water channels of the vehicle's battery pack via a first pipe. (Reference) Figure 4 The heating control device 20 includes a data acquisition module 21 and a heating control module 22.

[0099] The data acquisition module 21 is used to acquire the ambient temperature of the vehicle's location when a braking signal is detected during the vehicle's operation.

[0100] The heating control module 22 is used to control the flow of coolant in the battery pack water circuit in the first pipeline when the ambient temperature is lower than the preset temperature.

[0101] The coolant absorbs braking heat during vehicle braking to heat the battery pack.

[0102] In one possible implementation, the ventilation duct on the brake disc of the braking system is connected to the vehicle's heating system via a second conduit. When the ambient temperature is lower than a first preset temperature, the heating control module 22 is also used to:

[0103] When a trigger signal for activating the heating system is detected or when the heating system is detected to be in an activated state, the air in the ventilation duct is controlled to circulate in the second pipe.

[0104] The air in the ventilation ducts absorbs braking heat during vehicle braking and is then used to heat the passenger compartment through the heating system.

[0105] In one possible implementation, a second pressurization mechanism for pressurizing air is provided on the second pipeline, and the heating control module 22 is specifically used for:

[0106] Obtain the heating temperature corresponding to the heating system.

[0107] The operating parameters of the second booster mechanism are determined based on the heating temperature.

[0108] The operation of the second pressurizing mechanism is controlled based on its operating parameters to allow air in the ventilation duct to circulate in the second pipeline.

[0109] In one possible implementation, a first pressurization mechanism for pressurizing the coolant is provided on the first pipeline. When the second pressurization mechanism is in operation, the heating control module 22 is specifically used for:

[0110] Obtain the surface temperature of the brake disc.

[0111] The operating parameters of the first booster mechanism are determined based on the plate temperature.

[0112] The operation of the first booster mechanism is controlled based on its operating parameters to allow the coolant in the battery pack water circuit to circulate in the first pipeline.

[0113] In one possible implementation, the heating control module 22 is specifically used for:

[0114] Obtain the pre-calibrated first mapping relationship. This first mapping relationship is the mapping relationship between different disc temperatures and the operating parameters of the first booster mechanism.

[0115] The operating parameters of the first booster mechanism are determined based on the first mapping relationship and the plate temperature.

[0116] In one possible implementation, while controlling the operation of the first pressurization mechanism, the heating control module 22 is also used to:

[0117] If the first booster mechanism is unable to heat the coolant to the second preset temperature even when operating at maximum parameters, the preset battery pack heating mechanism on the vehicle is activated to assist in heating the battery pack.

[0118] In one possible implementation, while controlling the operation of the second pressurization mechanism, the heating control module 22 is also used to:

[0119] If the second booster mechanism is unable to heat the warm air of the heating system to the corresponding heating temperature when it is running at maximum operating parameters, the preset heating mechanism on the vehicle will be activated to provide auxiliary heating for the passenger compartment.

[0120] This invention also provides a vehicle, which includes an on-board terminal, see below. Figure 5 , Figure 5 This is a schematic block diagram of a vehicle-mounted terminal provided in an embodiment of the present invention. Figure 5The terminal 300 in this embodiment may include one or more processors 301, one or more input devices 302, one or more output devices 303, and one or more memories 304. The processors 301, input devices 302, output devices 303, and memories 304 communicate with each other via a communication bus 305. The memories 304 store computer programs, including program instructions. The processors 301 execute the program instructions stored in the memories 304. Specifically, the processors 301 are configured to invoke the program instructions to perform the functions of the modules / units in the above-described device embodiments, such as... Figure 4 The functions of modules 21 and 22 shown.

[0121] It should be understood that, in this embodiment of the invention, the processor 301 may be a Central Processing Unit (CPU), but it may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0122] Input device 302 may include a touchpad, a fingerprint sensor (for collecting the user's fingerprint information and fingerprint orientation information), a microphone, etc., and output device 303 may include a display (LCD, etc.), a speaker, etc.

[0123] The memory 304 may include read-only memory and random access memory, and provides instructions and data to the processor 301. A portion of the memory 304 may also include non-volatile random access memory. For example, the memory 304 may also store device type information.

[0124] In specific implementations, the processor 301, input device 302, and output device 303 described in the embodiments of the present invention can execute the implementation methods described in the first and second embodiments of the heating control method provided in the embodiments of the present invention, or they can execute the implementation methods of the terminal described in the embodiments of the present invention, which will not be repeated here.

[0125] In another embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium stores a computer program, which includes program instructions. When executed by a processor, the program instructions implement all or part of the processes in the methods described above. The computer program can also instruct related hardware to complete the process. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0126] The computer-readable storage medium can be an internal storage unit of the terminal in any of the foregoing embodiments, such as the terminal's hard disk or memory. The computer-readable storage medium can also be an external storage device of the terminal, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the terminal. Furthermore, the computer-readable storage medium can include both internal storage units and external storage devices of the terminal. The computer-readable storage medium is used to store computer programs and other programs and data required by the terminal. The computer-readable storage medium can also be used to temporarily store data that has been output or will be output.

[0127] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0128] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the terminals and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0129] In the several embodiments provided in this application, it should be understood that the disclosed terminals and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces or units, or it may be an electrical, mechanical, or other form of connection.

[0130] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of the present invention, depending on actual needs.

[0131] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0132] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A heating control method, characterized in that, The heating control method is based on the braking system. The water channel on the brake disc of the braking system is connected to the water channel of the vehicle's battery pack through a first pipe. The first pipe is equipped with a first pressurization mechanism to pressurize the coolant. The ventilation duct on the brake disc of the braking system is connected to the vehicle's heating system through a second pipe. The second pipe is equipped with a second pressurization mechanism to pressurize the air. The heating control method includes: When a braking signal is detected during vehicle operation, the ambient temperature at the vehicle's location is obtained; the braking signal indicates that braking heat will be generated. When the ambient temperature is lower than the first preset temperature, the first pressurization mechanism is controlled to operate so that the coolant in the battery pack water circuit flows in the first pipeline; The coolant absorbs braking heat during vehicle braking to heat the battery pack, thereby reducing engine usage. When the second booster mechanism is not in operation, controlling the first booster mechanism to operate so that the coolant in the battery pack water circuit flows in the first pipeline includes: The first booster mechanism is controlled to operate at maximum operating parameters to allow coolant in the battery pack water circuit to circulate in the first pipeline; When the ambient temperature is lower than the first preset temperature, the heating control method further includes: When a trigger signal for turning on the heating system is detected or when the heating system is detected to be in the on state, the air in the ventilation duct is controlled to circulate in the second pipeline; The air in the ventilation duct absorbs braking heat energy when the vehicle brakes and heats the passenger compartment through the heating system. Controlling the airflow in the ventilation duct to circulate in the second duct includes: Obtain the heating temperature corresponding to the heating system; The operating parameters of the second pressurization mechanism are determined based on the heating temperature. The operation of the second pressurizing mechanism is controlled based on its operating parameters to allow air in the ventilation duct to circulate in the second pipeline; When the second pressurization mechanism is in operation, controlling the flow of coolant in the battery pack water circuit through the first pipeline includes: Obtain the surface temperature of the brake disc; The operating parameters of the first booster mechanism are determined based on the plate surface temperature; the operating parameters of the first booster mechanism are positively correlated with the plate surface temperature. The operation of the first booster mechanism is controlled based on its operating parameters to allow the coolant in the battery pack water circuit to circulate in the first pipeline.

2. The heating control method as described in claim 1, characterized in that, The process of determining the operating parameters of the first booster mechanism based on the plate surface temperature includes: Obtain a pre-calibrated first mapping relationship; wherein, the first mapping relationship is the mapping relationship between different disk surface temperatures and the operating parameters of the first booster mechanism; The operating parameters of the first booster mechanism are determined based on the first mapping relationship and the plate temperature.

3. The heating control method as described in claim 1, characterized in that, The heating control method further includes the following when controlling the operation of the first pressurization mechanism: If the first booster mechanism is still unable to heat the coolant to the second preset temperature when operating at maximum parameters, then the preset battery pack heating mechanism on the vehicle is activated to assist in heating the battery pack.

4. The heating control method as described in claim 1, characterized in that, The heating control method further includes the following when controlling the operation of the second pressurization mechanism: If the second booster mechanism is still unable to heat the warm air of the heating system to the corresponding heating temperature when operating at maximum parameters, then the preset heating mechanism on the vehicle is activated to assist in heating the passenger compartment.

5. A heating control device, characterized in that, The heating control device is based on the braking system. The water channel on the brake disc of the braking system is connected to the water channel of the vehicle's battery pack through a first pipe. The first pipe is equipped with a first pressurization mechanism to pressurize the coolant. The ventilation duct on the brake disc of the braking system is connected to the vehicle's heating system through a second pipe. The second pipe is equipped with a second pressurization mechanism to pressurize the air. The heating control device includes: The data acquisition module is used to acquire the ambient temperature of the vehicle's location when a braking signal is detected during vehicle operation; the braking signal indicates that braking heat energy will be generated. The heating control module is used to control the operation of the first pressurization mechanism to allow the coolant in the battery pack water circuit to circulate in the first pipeline when the ambient temperature is lower than the preset temperature. The coolant absorbs braking heat during vehicle braking to heat the battery pack, thereby reducing engine usage. When the second booster mechanism is not in operation, controlling the first booster mechanism to operate so that the coolant in the battery pack water circuit flows in the first pipeline includes: The first booster mechanism is controlled to operate at maximum operating parameters to allow coolant in the battery pack water circuit to circulate in the first pipeline; When the ambient temperature is lower than the first preset temperature, the heating control method further includes: When a trigger signal for turning on the heating system is detected or when the heating system is detected to be in the on state, the air in the ventilation duct is controlled to circulate in the second pipeline; The air in the ventilation duct absorbs braking heat energy when the vehicle brakes and heats the passenger compartment through the heating system. Controlling the airflow in the ventilation duct to circulate in the second duct includes: Obtain the heating temperature corresponding to the heating system; The operating parameters of the second pressurization mechanism are determined based on the heating temperature. The operation of the second pressurizing mechanism is controlled based on its operating parameters to allow air in the ventilation duct to circulate in the second pipeline; When the second pressurization mechanism is in operation, controlling the flow of coolant in the battery pack water circuit through the first pipeline includes: Obtain the surface temperature of the brake disc; The operating parameters of the first booster mechanism are determined based on the plate temperature; The operation of the first booster mechanism is controlled based on its operating parameters to allow the coolant in the battery pack water circuit to circulate in the first pipeline.

6. A vehicle, characterized in that, include: Vehicle-mounted terminal; The vehicle-mounted terminal includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 4.

7. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 4.

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