Parked regeneration cooling method and device

Abstract

The present invention relates to the technical field of parking regeneration, and specifically discloses a parking regeneration cooling method and device. The method includes the following steps: when the vehicle is in the in-situ idle state, turn on the regeneration request switch; when the vehicle meets the parking regeneration condition, gradually increase the idle speed; when the vehicle state and the aftertreatment state reach the regeneration requirement, the vehicle enters the parking regeneration state and sends information indicating that the parking regeneration is in progress; when it is verified that the information fed back by the vehicle meets the jump condition, the EFAN jumps from the conventional cooling mode to the parking regeneration cooling mode; the VCU issues a low-power request to the BMS to make the BMS cut off the high-power load relay; when it is verified again that the information fed back by the vehicle meets the jump condition and there is a situation of regeneration completion or regeneration failure interruption, the EFAN jumps from the parking regeneration cooling mode to the conventional cooling mode. This method realizes independent temperature reduction control for parking regeneration and distinguishes between the parking regeneration cooling mode and the conventional cooling mode.

Description

Technical Field

[0001] The present invention relates to the technical field of parking regeneration, and particularly to a parking regeneration cooling method and device. Background Art

[0002] With the application of the "National Sixth Stage Motor Vehicle Pollutant Emission Standards" regulations in the field of commercial vehicles, the DPF (Diesel Particulate Filter) regeneration function has become a standard configuration for commercial transport vehicles. The DPF regeneration function is divided into in-driving regeneration and parking regeneration. During the regeneration process, a large amount of heat is generated. If the cooling control is not proper, it will directly cause damage to the vehicle components. During the in-driving regeneration process, along with the high-speed driving of the vehicle, even if the fan speed is appropriately reduced considering economy, the heat dissipation requirements can still be met; while during the parking regeneration process, the engine of the whole vehicle is in the working condition of high in-situ rotation speed. Due to the in-cylinder combustion and post-injection of the engine cylinder, the temperature of the engine body and the DOC (Diesel Oxidation Catalyst) rises rapidly. At the same time, due to the narrow space near the engine, it brings potential risks to the service life and reliability of components such as electrical appliances and pipelines around the engine, and may even cause the vehicle to catch fire.

[0003] The patent with the application number CN201711383821.8 provides a DOC temperature control method. When the DOC temperature change rate is small, the fan speed is increased; when the DOC temperature change rate is large, the fan speed is decreased until the temperature of the DOC reaches the target temperature. Thus, while controlling the heating rate of the DOC, the fuel economy can be ensured. The above patent is an economic fan control strategy for DOC heating, which cannot achieve the cooling control under the high-temperature condition of parking regeneration and the thermal management control of the interaction and coordination of multiple controllers. The working sensitivity is low and the reference factors are few, which leads to low control accuracy and difficult temperature regulation. Summary of the Invention

[0004] The purpose of the present invention is to provide a parking regeneration cooling method and device to distinguish the working modes of the EFAN under parking conditions and driving conditions.

[0005] To achieve this purpose, the present invention adopts the following technical solutions:

[0006] The parking regeneration cooling method includes the following steps:

[0007] S10: Turn on the regeneration request switch under the condition that the vehicle is idling in place;

[0008] S20: Determine whether the vehicle meets the parking regeneration conditions. If so, proceed to S30; if not, send a regeneration failure message and turn off the regeneration request switch;

[0009] S30: Gradually increase the idle speed of the ECU;

[0010] S40: Determine whether the vehicle status and the after-treatment status meet the regeneration requirements. If so, the vehicle enters the parked regeneration state, sends the information that parked regeneration is in progress, and then proceeds to S50. If not, return to S30;

[0011] S50: The VCU receives the information that parked regeneration is in progress, and the EFAN operates in the normal cooling mode;

[0012] S60: The VCU verifies whether the information fed back by the vehicle meets the jump condition. If so, proceed to S70. If not, send the regeneration failure information and turn off the regeneration request switch;

[0013] S70: The VCU controls the EFAN to jump, from the normal cooling mode to the parked regeneration cooling mode. The VCU issues a low-power request to the BMS to make the BMS cut off the high-power load relay;

[0014] S80: The VCU verifies again whether the information fed back by the vehicle meets the jump condition. If so, monitor the situation of the regeneration process, and then proceed to S90. If not, the VCU controls the EFAN to jump, from the parked regeneration cooling mode to the normal cooling mode;

[0015] S90: Determine whether there is a situation of regeneration completion or regeneration failure interruption. If so, the VCU controls the EFAN to jump, from the parked regeneration cooling mode to the normal cooling mode. If not, return to S80.

[0016] As a preferred technical solution of the parked regeneration cooling method, S20 includes the following detailed steps:

[0017] S21: Determine whether the carbon loading is within the first threshold range. If so, proceed to S22. If not, send the regeneration failure information and turn off the regeneration request switch;

[0018] S22: Determine whether the vehicle status meets the regeneration conditions. If so, proceed to S23. If not, send the regeneration failure information and turn off the regeneration request switch;

[0019] S23: Determine whether the speed of the vehicle exceeds the vehicle speed threshold. If so, proceed to S30. If not, send the regeneration failure information and turn off the regeneration request switch.

[0020] As a preferred technical solution of the parked regeneration cooling method, S40 includes the following detailed steps:

[0021] S41: Determine whether the DPF has reached the regeneration temperature. If so, the vehicle enters the parked regeneration state, sends the information that parked regeneration is in progress, and then proceeds to S50. If not, return to S30.

[0022] As a preferred technical solution of the parked regeneration cooling method, S60 includes the following detailed steps:

[0023] S61: Use the VCU to verify whether the rotational speed signal value of the ECU is within the second threshold range. If so, proceed to S62. If not, send the regeneration failure information and turn off the regeneration request switch.

[0024] S62: Use the VCU to verify whether the vehicle speed signal value sent by the IC exceeds the vehicle speed threshold. If so, proceed to S63. If not, send the regeneration failure information and turn off the regeneration request switch.

[0025] S63: Determine whether the vehicle is not in gear and the powertrain is not engaged. If so, proceed to S70. If not, send the regeneration failure information and turn off the regeneration request switch.

[0026] As a preferred technical solution of the parked regeneration cooling method, S80 includes the following detailed steps:

[0027] S81: Determine whether at least one of the following situations occurs: the rotational speed signal value of the ECU exceeds the second threshold range, the vehicle speed signal value sent by the IC exceeds the vehicle speed threshold, the vehicle is in gear, or the powertrain is engaged. If so, monitor the situation of the regeneration process and then proceed to S90. If not, the VCU controls the EFAN to toggle, and jumps from the parked regeneration cooling mode to the conventional cooling mode.

[0028] As a preferred technical solution of the parked regeneration cooling method, when determining whether the vehicle is not in gear and the powertrain is not engaged, if the vehicle is an automatic transmission model, it is determined by the transmission gear and the output shaft rotational speed; if the vehicle is a manual transmission model, it is determined by the switch state of the transmission in neutral.

[0029] A parked regeneration cooling device for implementing the above parked regeneration cooling method, including: the VCU and the ECU, the BMS, and the EFAN that are communicatively connected to the VCU.

[0030] As a preferred technical solution of the parked regeneration cooling device, the VCU is connected to the ECU through a power CAN signal line, the VCU is connected to the BMS through an energy CAN signal line, the VCU controls the EFAN through a PWM drive line, and the EFAN feeds back the rotational speed signal of the EFAN to the VCU through a pulse signal line.

[0031] As a preferred technical solution of the parking regeneration cooling device, the VCU is also communicatively connected to the TCU and the IC.

[0032] As a preferred technical solution of the parking regeneration cooling device, the VCU is connected to the TCU through a power CAN signal line, and the VCU is connected to the IC through a body CAN signal line.

[0033] Advantages of the present invention:

[0034] By re-planning the working process of the parking regeneration cooling device, the parking regeneration cooling method simplifies the working steps of the parking regeneration cooling method. For an independent temperature reduction control method that meets parking regeneration, a state machine model is established, and the fan cooling working modes under the parking regeneration working condition and the conventional cooling mode are distinguished, thereby ensuring that the EFAN can jump smoothly and accurately between the conventional cooling mode and the parking regeneration cooling mode. At the same time, the parking regeneration cooling mode receives and analyzes the communication messages on the CAN bus, and the VCU comprehensively judges the states of each controller and sensor, and then conducts drive control of the EFAN. Moreover, in the parking regeneration cooling mode, the VCU issues a low-power control requirement, disconnects high-power loads irrelevant to parking regeneration, reduces the fuel injection amount irrelevant to parking regeneration, and improves the energy-saving ability and operation safety of the device. Description of the Drawings

[0035] Figure 1 is the working flowchart of the starting part of the parking regeneration cooling method provided by the embodiment of the present invention;

[0036] Figure 2 is the working flowchart of the running part of the parking regeneration cooling method provided by the embodiment of the present invention;

[0037] Figure 3 is the network topology diagram of the parking regeneration cooling device provided by the embodiment of the present invention.

[0038] In the figure:

[0039] 100, VCU; 200, ECU; 300, TCU; 400, IC; 500, BMS; 600, EFAN; 710, power CAN signal line; 720, body CAN signal line; 730, energy CAN signal line; 740, PWM drive line; 750, pulse signal line. Detailed Embodiments

[0040] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Apparently, the described embodiments are only a part of the embodiments of the present invention, rather than all of them. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0041] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions. Moreover, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature has a higher horizontal height than the second feature. The first feature being "below", "under" and "beneath" the second feature includes the first feature being directly below and obliquely below the second feature, or simply indicating that the first feature has a lower horizontal height than the second feature.

[0042] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "mounted", "connected" and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0043] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present invention and cannot be construed as a limitation of the present invention.

[0044] For commercial vehicles based on the VCU (Vehicle Control Unit) network architecture, during the parking regeneration condition, interactions with the engine controller, transmission controller, instrument panel, and power management controller can be completed through CAN (Controller Area Network) message communication. Through comprehensive coordination, the control of the EFAN (Electronic Control Cooling Fan) can be achieved, and at the same time, high-power loads of the vehicle can be turned off, thus ensuring the safety of the vehicle during the parking regeneration condition.

[0045] In the existing conventional electronic and electrical architecture of commercial vehicles, the EFAN realizes relevant cooling strategies through the engine controller and lacks interaction with other controllers for the cooling condition during parking regeneration. However, for vehicles equipped with a VCU, the EFAN is driven by the VCU for thermal management. The VCU is the "brain" of the vehicle, integrating information collected by various vehicle sensors and driving conditions.

[0046] Parking regeneration is a special condition for commercial vehicles in the "National Sixth Stage Motor Vehicle Pollutant Emission Standards". Under the electronic and electrical architecture of the VCU, through the communication of the CAN network, a fan control state machine different from the conventional cooling mode can be enabled.

[0047] The following introduces the parking regeneration cooling fan control method based on the VCU architecture, which is applied to the parking regeneration thermal management control of commercial vehicles. During the parking regeneration condition, fan cooling control is coordinated with other controllers through CAN communication. Through interactive communication with multiple controllers, the regeneration mode of the vehicle and the vehicle state at this time can be more accurately identified, which has greater advantages in ensuring the regeneration safety of the vehicle.

[0048] As Figures 1 - 3 shown, this embodiment provides a parking regeneration cooling device, including: a VCU 100 and an ECU (engine controller) 200, a BMS (Battery Management System, power management controller) 500, and an EFAN 600 that are communicatively connected to the VCU 100.

[0049] Exemplarily, the VCU 100 is also communicatively connected to a TCU (Transmission Control Unit, automatic transmission controller) 300 and an IC (instrument system) 400.

[0050] In this embodiment, the VCU100 is connected to the ECU200 through the power CAN signal line 710, the VCU100 is connected to the BMS500 through the energy CAN signal line 730, the VCU100 controls the EFAN600 through the PWM (Pulse Width Modulation) drive line 740, and the EFAN600 feeds back the rotational speed signal of the EFAN600 to the VCU100 through the pulse signal line 750; the VCU100 is connected to the TCU300 through the power CAN signal line 710, and the VCU100 is connected to the IC400 through the vehicle body CAN signal line 720.

[0051] The VCU100 and the ECU200 interact in the following way: the ECU200 sends signals such as the regeneration request switch state, the DPF regeneration status indicator state, the vehicle regeneration mode state, the engine speed, the coolant temperature, and the intake air temperature to the VCU100. After comprehensive analysis and judgment by the VCU100, the rotational speed of the EFAN600 is set to control the engine temperature in a closed loop.

[0052] The VCU100 and the TCU300 interact in the following way: the VCU100 receives the gear position signal and the output shaft rotational speed signal of the automatic transmission of the automatic transmission vehicle (detects the neutral switch signal state of the manual transmission vehicle). During parking regeneration, the VCU100 sends a neutral gear request signal to the automatic transmission.

[0053] The VCU100 and the IC400 interact in the following way: the VCU100 receives the vehicle speed signal from the IC400, and further redundantly checks the motion state of the whole vehicle to ensure the safety of vehicle parking regeneration.

[0054] The VCU100 and the BMS500 interact in the following way: during the parking regeneration stage, the VCU100 sends a low-power consumption control requirement to the BMS500 to disconnect the relays of the high-power loads of the vehicle (such as the superstructure device and the modified generator, etc.).

[0055] The control of the VCU100 over the EFAN600: when receiving the regeneration request signal of the engine, after comprehensively analyzing the regeneration mode and the vehicle motion state, the cooling control of the EFAN600 is switched to a separate parking regeneration cooling state machine mode. In this mode, by monitoring the engine coolant temperature and the engine intake air temperature, different fan rotational speed settings are made to achieve the cooling control during parking regeneration and ensure the safety of the vehicle.

[0056] The parking regeneration cooling device includes the following sensors and actuators: coolant temperature sensor, intake air temperature sensor, vehicle speed sensor, shift mechanism (gear sensor), output shaft speed sensor, high-power component relay, and electronic control fan assembly, etc.

[0057] Through the above structural design, the parking regeneration cooling device can be powered on and initialized normally. After the vehicle starts, the driver can achieve the cooling control of EFAN600 by turning on the regeneration request switch under the in-situ idle condition, enabling EFAN600 to jump smoothly and accurately between the conventional cooling mode and the parking regeneration cooling mode.

[0058] The regeneration request switch is only used in the case of parking regeneration. The driving regeneration of EFAN600 is automatically triggered without manual intervention. When the vehicle disengages from the parked state, the parking regeneration cooling device automatically shuts down, and the driving regeneration cooling device automatically turns on. The structure of the driving regeneration cooling device is common knowledge in the art and will not be elaborated here.

[0059] As Figure 1 and Figure 2 shown, this embodiment also provides a parking regeneration cooling method, which is applied to the above parking regeneration cooling device and includes the following steps:

[0060] Step 1: Turn on the regeneration request switch under the in-situ idle condition of the vehicle.

[0061] Step 2: Determine whether the vehicle meets the parking regeneration conditions. If so, proceed to Step 3; if not, send a regeneration failure message and turn off the regeneration request switch.

[0062] Step 3: Gradually increase the idle speed of the ECU200.

[0063] Step 4: Determine whether the vehicle state and the after-treatment state meet the regeneration requirements. If so, the vehicle enters the parking regeneration state, send a message indicating that parking regeneration is in progress, and then proceed to Step 5; if not, return to Step 3.

[0064] Step 5: The VCU100 receives the message indicating that parking regeneration is in progress, and EFAN600 operates in the conventional cooling mode.

[0065] Step 6: The VCU100 checks whether the information fed back by the vehicle meets the jump condition. If so, proceed to Step 7; if not, send a regeneration failure message and turn off the regeneration request switch.

[0066] Step 7: The VCU100 controls EFAN600 to jump from the conventional cooling mode to the parking regeneration cooling mode. The VCU100 issues a low-power request to the BMS500 to make the BMS500 cut off the high-power load relay.

[0067] Step 8: VCU100 checks again whether the information fed back by the vehicle meets the jump condition. If so, it monitors the situation of the regeneration process and then proceeds to Step 9. If not, VCU100 controls EFAN600 to jump from the parked regeneration cooling mode to the normal cooling mode.

[0068] Step 9: Determine whether the regeneration is completed or interrupted due to regeneration failure. If so, VCU100 controls EFAN600 to jump from the parked regeneration cooling mode to the normal cooling mode. If not, return to Step 8.

[0069] In this embodiment, after EFAN600 jumps from the parked regeneration cooling mode to the normal cooling mode, VCU100 issues a normal power consumption request to BMS500 through the PWM drive line 740.

[0070] This parked regeneration cooling method simplifies the working steps of the parked regeneration cooling method by re-planning the working process of the parked regeneration cooling device, establishes a state machine model for an independent temperature reduction control method to meet parked regeneration, and distinguishes the fan cooling working modes under parked regeneration conditions and normal cooling modes, thus ensuring that EFAN600 can jump smoothly and accurately between the normal cooling mode and the parked regeneration cooling mode. At the same time, the parked regeneration cooling mode receives and analyzes the communication messages of the CAN bus, and VCU100 comprehensively judges the states of each controller and sensor, and then conducts the drive control of EFAN600. Moreover, in the parked regeneration cooling mode, VCU100 issues a low power consumption control requirement to BMS500 through the PWM drive line 740, and then BMS500 disconnects the high-power loads unrelated to parked regeneration, minimizing the load on the engine from other systems (such as the upper-mounted power-taking system, modified generator circuit, etc.), reducing the fuel injection amount unrelated to parked regeneration, and avoiding overheating of the engine body by reducing the total fuel injection amount, thereby improving the energy-saving ability of the device and the safety level of operation.

[0071] The speed setting of EFAN600 mainly depends on the values of the engine coolant temperature and the intake air temperature, and the set fan speed can be revised through calibration values. Among them, the engine coolant temperature reflects the real temperature of the engine at this time; the intake air temperature reflects the engine temperature state at the air intake.

[0072] In this embodiment, Step 2 includes the following detailed steps: Determine whether the carbon loading is within the first threshold range. If it is, proceed to the subsequent steps; if not, send a regeneration failure message and turn off the regeneration request switch. Determine whether the vehicle status meets the regeneration conditions. If it does, proceed to the subsequent steps; if not, send a regeneration failure message and turn off the regeneration request switch. Determine whether the vehicle speed exceeds the vehicle speed threshold. If it does, proceed to Step 3; if not, send a regeneration failure message and turn off the regeneration request switch. The above detailed steps can determine whether the carbon loading and other vehicle statuses are in a situation that meets the regeneration conditions, thereby determining whether the vehicle meets the parked regeneration conditions. If it meets the conditions, then as the idle speed of the ECU200 gradually increases, the vehicle also enters the regeneration preparation state, and then enters the regeneration in-progress state after reaching the predetermined temperature. During this process, the ECU200 sends the regeneration request switch status signal, the regeneration status indicator light, and the regeneration mode status information to the VCU100 through the power CAN signal line 710.

[0073] After receiving the regeneration request switch status signal from the ECU200, the VCU100 changes the regeneration status of the message from the regeneration preparation state to the regeneration in-progress state, and the regeneration status indicator light signal synchronously changes from preparing for regeneration to the regeneration in-progress state.

[0074] Exemplarily, Step 4 includes the following detailed steps: Determine whether the DPF has reached the regeneration temperature. If it has, the vehicle enters the parked regeneration state, sends a message indicating that parked regeneration is in progress, and then proceeds to Step 5; if not, return to Step 3. Specifically, whether the vehicle status and the aftertreatment status meet the regeneration requirements also need to consider other engine conditions such as the water temperature.

[0075] In this embodiment, Step 6 includes the following detailed steps: Use the VCU100 to verify whether the rotational speed signal value of the ECU200 is within the second threshold range. If it is, proceed to the subsequent steps; if not, send a regeneration failure message and turn off the regeneration request switch. Use the VCU100 to verify whether the vehicle speed signal value sent by the IC400 exceeds the vehicle speed threshold. If it does, proceed to the subsequent steps; if not, send a regeneration failure message and turn off the regeneration request switch. Determine whether the vehicle is not in gear and the driveline is not engaged. If it is, proceed to Step 7; if not, send a regeneration failure message and turn off the regeneration request switch. By verifying the vehicle speed signal value sent by the IC400, it is possible to determine whether the vehicle is in the parked working condition at this time.

[0076] Exemplarily, step eight includes the following detailed steps: determining whether at least one of the following conditions occurs: the rotational speed signal value of ECU200 exceeds the second threshold range, the vehicle speed signal value sent by IC400 exceeds the vehicle speed threshold, the vehicle is in gear or the driveline is engaged. If so, monitor the situation of the regeneration process and then proceed to step nine. If not, VCU100 controls EFAN600 to switch, from the parking regeneration cooling mode to the normal cooling mode. Specifically, the purpose of checking the vehicle speed signal value sent by IC400 is mainly for safety judgment. When a vehicle speed signal is suddenly detected, there may be something abnormal with the vehicle, and in this case, the vehicle needs to immediately exit the parking regeneration cooling mode.

[0077] When the regeneration state changes from in-progress regeneration to non-regeneration (including the cases of regeneration completed and regeneration failed and interrupted), or when the conditions of gear position, vehicle speed, and output shaft rotational speed are not met, the fan control state machine of the parking regeneration mode will be exited.

[0078] Further, when determining whether the vehicle is not in gear and the driveline is not engaged, for an automatic transmission vehicle, it is determined by the transmission gear position and the output shaft rotational speed; for a manual transmission vehicle, it is determined by the switch state of the transmission in neutral. By obtaining and testing the above information, it is possible to accurately determine whether a manual transmission vehicle and an automatic transmission vehicle are in gear and whether the driveline is engaged.

[0079] Obviously, the above embodiments of the present invention are merely examples for clearly explaining the present invention, and are not intended to limit the implementation manners of the present invention. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation manners here. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. Parking regeneration cooling method, characterized in that, It includes the following steps: S10: Turn on the regeneration request switch under the condition that the vehicle is idling in place; S20: Determine whether the vehicle meets the parking regeneration condition. If so, proceed to S30. If not, send a regeneration failure message and turn off the regeneration request switch; S30: Gradually increase the idle speed of the ECU (200); S40: Determine whether the vehicle status and the after-treatment status meet the regeneration requirements. If so, the vehicle enters the parking regeneration state, sends a message indicating that parking regeneration is in progress, and then proceed to S50. If not, return to S30; S50: The VCU (100) receives the message indicating that parking regeneration is in progress, and the EFAN (600) operates in the normal cooling mode; S60: The VCU (100) checks whether the information fed back by the vehicle meets the jump condition. If so, proceed to S70. If not, send the regeneration failure message and turn off the regeneration request switch; S70: The VCU (100) controls the EFAN (600) to jump from the normal cooling mode to the parking regeneration cooling mode. The VCU (100) issues a low-power consumption request to the BMS (500) to make the BMS (500) cut off the high-power load relay; S80: The VCU (100) checks again whether the information fed back by the vehicle meets the jump condition. If so, monitor the situation of the regeneration process, and then proceed to S90. If not, the VCU (100) controls the EFAN (600) to jump from the parking regeneration cooling mode to the normal cooling mode; S90: Determine whether there is a situation of regeneration completion or regeneration failure interruption. If so, the VCU (100) controls the EFAN (600) to jump from the parking regeneration cooling mode to the normal cooling mode. If not, return to S80.

2. The parking regeneration cooling method according to claim 1, wherein, S20 includes the following detailed steps: S21: Determine whether the carbon loading is within the first threshold range. If so, proceed to S22. If not, send the regeneration failure message and turn off the regeneration request switch; S22: Determine whether the vehicle status meets the regeneration condition. If so, proceed to S23. If not, send the regeneration failure message and turn off the regeneration request switch; S23: Determine whether the speed of the vehicle exceeds the vehicle speed threshold. If so, proceed to S30. If not, send the regeneration failure message and turn off the regeneration request switch.

3. The parking regeneration cooling method according to claim 1, characterized in that S40 includes the following detailed steps: S41: Determine whether the DPF has reached the regeneration temperature. If so, the vehicle enters the parking regeneration state, sends the message indicating that parking regeneration is in progress, and then proceed to S50. If not, return to S30.

4. The parking regeneration cooling method according to claim 1, wherein S60 includes the following detailed steps: S61: Use the VCU (100) to check whether the rotational speed signal value of the ECU (200) is within the second threshold range. If so, proceed to S62. If not, send the regeneration failure message and turn off the regeneration request switch; S62: Use the VCU (100) to check whether the vehicle speed signal value sent by the IC (400) exceeds the vehicle speed threshold. If so, proceed to S63; if not, send the regeneration failure information and turn off the regeneration request switch. S63: Determine whether the vehicle is not in gear and the driveline is not engaged. If so, proceed to S70; if not, send the regeneration failure information and turn off the regeneration request switch.

5. The parking regeneration cooling method according to claim 1, characterized in that S80 includes the following detailed steps: S81: Determine whether at least one of the following conditions occurs: the rotational speed signal value of the ECU (200) exceeds the second threshold range, the vehicle speed signal value sent by the IC (400) exceeds the vehicle speed threshold, the vehicle is in gear, or the driveline is engaged. If so, monitor the regeneration process and then proceed to S90; if not, the VCU (100) controls the EFAN (600) to switch, from the parked regeneration cooling mode to the normal cooling mode.

6. The parking regeneration cooling method according to claim 4 or 5, characterized in that, When determining whether the vehicle is not in gear and the driveline is not engaged, if the vehicle is an automatic transmission model, it is determined by the transmission gear position and the output shaft rotational speed; if the vehicle is a manual transmission model, it is determined by the switch state of the transmission neutral gear.

7. Parking regeneration cooling device, characterized in that For implementing the parked regeneration cooling method according to any one of claims 1-6, including: the VCU (100), and the ECU (200), the BMS (500), and the EFAN (600) communicatively connected to the VCU (100).

8. The parking regeneration cooling device according to claim 7, wherein, The VCU (100) is connected to the ECU (200) through the power CAN signal line (710), the VCU (100) is connected to the BMS (500) through the energy CAN signal line (730), the VCU (100) controls the EFAN (600) through the PWM drive line (740), and the EFAN (600) feeds back the rotational speed signal of the EFAN (600) to the VCU (100) through the pulse signal line (750).

9. The parking regeneration cooling device according to claim 7, characterized in that, The VCU (100) is also communicatively connected to the TCU (300) and the IC (400).

10. The parking regeneration cooling device according to claim 9, characterized in that, The VCU (100) is connected to the TCU (300) through the power CAN signal line (710), and the VCU (100) is connected to the IC (400) through the body CAN signal line (720).

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