Vehicle heating control method, control device, storage medium and vehicle controller
By adjusting the electric heater setting to heat the engine coolant at low temperatures, the problem of incomplete combustion during vehicle start-up at low temperatures is solved, resulting in reduced fuel consumption and emissions, rapid increase in cab temperature, and improved customer comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-06-20
- Publication Date
- 2026-03-13
AI Technical Summary
In cold winter regions of northern China, incomplete combustion of fuel during vehicle start-up can lead to problems such as poor fuel atomization, wet cylinder walls, increased cylinder liner wear, increased engine oil levels, and engine oil dilution, resulting in increased fuel consumption and harmful emissions.
By responding to the vehicle's heating control command, the engine coolant temperature and the vehicle battery's SOC value are determined. Based on the coolant temperature, the target SOC value is determined, and the electric heater is adjusted to heat the engine coolant at different levels. Once the coolant temperature reaches the target temperature, the engine is warmed up at idle speed and the heater is turned on, avoiding direct engine start-up for warm-up.
It effectively reduces problems such as poor fuel atomization, cylinder wall wetting, cylinder liner wear, and excessive engine oil, thereby reducing fuel consumption and harmful emissions, shortening warm-up time, increasing cab temperature, and improving customer comfort.
Smart Images
Figure CN116587807B_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of vehicle manufacturing technology, and in particular to a vehicle heating control method, a vehicle heating control device, a storage medium, and a vehicle controller. Background Technology
[0002] With increasing environmental pollution and dwindling energy resources, my country is imposing increasingly stringent emission and fuel consumption regulations on automobiles, and modern vehicles are moving towards low-carbon and environmentally friendly designs. Reducing fuel consumption and harmful emissions presents a significant challenge for engineers. However, in northern regions with low winter temperatures, the cabin temperature is often low, leading to methods like idling the engine to warm it up. But starting the engine in cold conditions results in incomplete combustion, leading to poor fuel atomization, cylinder wall wetting, increased cylinder liner wear, oil dilution, and ultimately, increased fuel consumption and harmful emissions. Summary of the Invention
[0003] In view of this, the present disclosure aims to provide a vehicle heating control method, a storage medium, a vehicle controller, and a vehicle heating control device.
[0004] The technical solution disclosed herein is implemented as follows:
[0005] In one aspect, this disclosure provides a method for starting a vehicle engine.
[0006] The vehicle engine starting method provided in this disclosure includes:
[0007] In response to vehicle heating control commands, determine the engine coolant temperature and the actual SOC value of the vehicle battery;
[0008] Determine the target SOC value based on the engine coolant temperature;
[0009] When the electric heater is activated based on the target SOC value and the actual SOC value, the electric heater is adjusted to heat the engine coolant at different levels according to the actual SOC value.
[0010] Once the engine coolant temperature reaches the first target temperature, control the engine to idle and warm up, and turn on the heater.
[0011] In some embodiments, determining the target SOC value based on the engine coolant temperature includes:
[0012] Determine the SOC (State of Charge) requirement value for engine startup;
[0013] The SOC target value is determined based on the SOC requirement value and the engine coolant temperature.
[0014] In some embodiments, the SOC target value is calculated according to the following formula:
[0015] S1 = S0 + T * ML,
[0016] Wherein, S1 is the target SOC value, S0 is the required SOC value, T is the engine coolant temperature, and ML is the mechanical loss coefficient.
[0017] In some embodiments, determining to turn on the electric heater based on the target SOC value and the actual SOC value includes:
[0018] If the actual SOC value is greater than or equal to the target SOC value, the electric heater is turned on.
[0019] In some embodiments, after determining the target SOC value based on the engine coolant temperature, the method further includes:
[0020] If the actual SOC value is less than the target SOC value, then the engine is controlled to idle and warm up when the electric heater stops heating the engine coolant or does not start heating the engine coolant.
[0021] In some embodiments, the opening level of the electric heater is positively correlated with the actual SOC value, and the opening level is positively correlated with the heating power of the electric heater.
[0022] In some embodiments, after controlling the engine to idle and warm up, the method further includes:
[0023] When the engine coolant temperature reaches the second target temperature, the vehicle's air conditioning heating system is turned on, wherein the second target temperature is greater than the first target temperature.
[0024] Secondly, this disclosure provides a vehicle heating control device, comprising:
[0025] The first determining module is used to respond to the vehicle heating control command and determine the engine coolant temperature and the actual SOC value of the vehicle battery.
[0026] The second determining module is used to determine the SOC target value based on the engine coolant temperature;
[0027] The control module is used to adjust the electric heater to heat the engine coolant at different levels according to the actual SOC value when the electric heater is determined to be turned on based on the target SOC value and the actual SOC value, and to control the engine to idle and warm up when the engine coolant temperature reaches the first target temperature.
[0028] Thirdly, this disclosure provides a computer-readable storage medium storing a vehicle heating control program thereon, which, when executed by a processor, implements the vehicle heating control method described in the first aspect above.
[0029] Fourthly, this disclosure provides a vehicle controller, characterized in that it includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the vehicle heating control method described in the first aspect above.
[0030] The vehicle heating control method according to embodiments of this disclosure includes, in response to a vehicle heating control command, determining the engine coolant temperature and the actual state of charge (SOC) value of the on-board battery; determining a target SOC value based on the engine coolant temperature; if, based on the target SOC value and the actual SOC value, it is determined that the electric heater should be activated, adjusting the electric heater to different settings to heat the engine coolant according to the actual SOC value; and when the engine coolant temperature reaches a first target temperature, controlling the engine to idle and warm up, and activating the heater. In this application, when the ambient temperature is too low and the engine coolant temperature is low, the method involves determining the target SOC value based on the engine coolant temperature, and if, based on the target SOC value and the actual SOC value, it is determined that the electric heater should be activated, adjusting the electric heater to different settings to heat the engine coolant according to the actual SOC value. When the engine coolant temperature reaches the first target temperature, controlling the engine to idle and warm up, and activating the heater, thereby increasing the temperature in the passenger compartment. Compared to directly starting the engine for idling warm-up when the engine coolant temperature is low, this application effectively reduces problems such as poor fuel atomization, cylinder wall wetting, accelerated cylinder liner wear, excessive engine oil, and engine oil dilution while increasing the cab temperature. It also effectively reduces fuel consumption and harmful emissions caused by incomplete combustion. Simultaneously, it heats the engine coolant at different settings, facilitating a rapid increase in coolant temperature, shortening the engine's idling warm-up time, and quickly raising the cab temperature, thus improving customer comfort.
[0031] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description
[0032] Figure 1 This is a flowchart illustrating a vehicle heating control method according to an exemplary embodiment;
[0033] Figure 2 This is a schematic diagram illustrating a vehicle heating control process according to an exemplary embodiment;
[0034] Figure 3This is a schematic diagram of a vehicle engine starting device according to an exemplary embodiment. Detailed Implementation
[0035] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein 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 with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.
[0036] With increasing environmental pollution and dwindling energy resources, my country is imposing increasingly stringent emission and fuel consumption regulations on automobiles, and modern vehicles are moving towards low-carbon and environmentally friendly designs. Reducing fuel consumption and harmful emissions presents a significant challenge for engineers. However, in northern regions with low winter temperatures, the cabin temperature is often low, leading to methods like idling the engine to warm it up. But starting the engine in cold conditions results in incomplete combustion, leading to poor fuel atomization, cylinder wall wetting, increased cylinder liner wear, oil dilution, and ultimately, increased fuel consumption and harmful emissions.
[0037] In view of the above situation, this disclosure provides a vehicle heating control method. Figure 1 This is a flowchart illustrating a vehicle heating control method according to an exemplary embodiment. Figure 1 As shown, the vehicle's heating control method includes:
[0038] Step 10: In response to the vehicle heating control command, determine the engine coolant temperature and the actual SOC value of the vehicle battery;
[0039] Step 11: Determine the target SOC value based on the engine coolant temperature;
[0040] Step 12: If the electric heater is turned on based on the target SOC value and the actual SOC value, the electric heater is adjusted to heat the engine coolant at different levels according to the actual SOC value.
[0041] Step 13: When the engine coolant temperature reaches the first target temperature, control the engine to idle and warm up by turning on the heater.
[0042] In this exemplary embodiment, instead of directly starting the engine for warm-up at low temperatures, this application employs a control strategy to heat the engine coolant with an electric heater at different settings. Once the engine coolant temperature reaches a first target temperature, the engine is controlled to idle for warm-up. Specifically, this includes: responding to a vehicle heating control command, determining the engine coolant temperature and the actual State of Charge (SOC) value of the vehicle battery; determining a target SOC value based on the engine coolant temperature; if the electric heater is to be activated based on the target and actual SOC values, adjusting the electric heater to heat the engine coolant at different settings according to the actual SOC value; and controlling the engine to idle for warm-up and activating the heater when the engine coolant temperature reaches the first target temperature. Compared to directly starting the engine for idle warm-up at low engine coolant temperatures, this application can effectively reduce problems such as poor fuel atomization, cylinder wall wetting, increased cylinder liner wear, excessive engine oil, and oil dilution while increasing the cabin temperature. It also effectively reduces fuel consumption and harmful emissions caused by incomplete combustion. Simultaneously, the engine coolant is heated at different speeds to quickly raise its temperature, shortening the engine's warm-up time and rapidly increasing the cabin temperature, thus improving passenger comfort. The initial target temperature can be set as needed, such as 10℃, 20℃, etc.; this is just an example and not a limitation. The engine coolant temperature can be the temperature of the coolant in the engine's small circulation system. The actual SOC (State of Charge) value is the current SOC of the vehicle battery. The target SOC value is the minimum SOC value required to activate the electric heater at the current temperature.
[0043] In some embodiments, determining the target SOC value based on the engine coolant temperature includes:
[0044] Determine the SOC (State of Charge) requirement value for engine startup;
[0045] The SOC target value is determined based on the SOC requirement value and the engine coolant temperature.
[0046] In this exemplary embodiment, the SOC requirement value is the minimum SOC state value required for the vehicle battery to guide the engine startup. When the actual SOC value is less than the SOC requirement value, the vehicle battery will be unable to start the engine due to insufficient charge. Therefore, determining the target SOC value based on the SOC requirement value and the engine coolant temperature under the current vehicle conditions helps ensure that the vehicle battery can heat the engine coolant via the electric heater in the early stages of starting the engine, thereby reducing the consumption of vehicle battery power by the electric heater to heat the engine coolant, which could lead to insufficient battery power and prevent the engine from starting.
[0047] In some embodiments, the SOC target value is calculated according to the following formula:
[0048] S1 = S0 + T * ML,
[0049] Wherein, S1 is the target SOC value, S0 is the required SOC value, T is the engine coolant temperature, and ML is the mechanical loss coefficient.
[0050] In this exemplary embodiment, the aforementioned correlation exists between the target SOC value, the required SOC value, and the engine coolant temperature. However, different vehicle models may have different mechanical loss coefficients, resulting in variations in the correspondence between the target SOC value and the required SOC value across different vehicle models. Generally, a target SOC value greater than the required SOC value helps ensure that the vehicle battery can heat the engine coolant via the electric heater in the initial stages of engine start-up. This reduces the risk of the electric heater consuming battery power, potentially leading to insufficient battery charge and inability to start the engine.
[0051] In some embodiments, determining to turn on the electric heater based on the target SOC value and the actual SOC value includes:
[0052] If the actual SOC value is greater than or equal to the target SOC value, the electric heater is turned on.
[0053] In this exemplary embodiment, when the actual SOC value is greater than or equal to the target SOC value, the electric heater can be turned on to heat the engine coolant. During the heating process, the actual SOC value is monitored. If the actual SOC value is less than the target SOC value, the heating of the engine coolant by the electric heater is stopped, and the engine is controlled to idle for warm-up.
[0054] In this exemplary embodiment, after determining the target SOC value based on the engine coolant temperature, the method further includes:
[0055] If the actual SOC value is less than the target SOC value, then the engine is controlled to idle and warm up when the electric heater stops heating the engine coolant or does not start heating the engine coolant.
[0056] In this exemplary embodiment, after determining the target SOC value based on the engine coolant temperature, if the actual SOC value is less than the target SOC value, the engine is directly controlled to idle and warm up, without activating the electric heater to heat the engine coolant. This ensures the vehicle battery has sufficient charge to initiate engine startup.
[0057] In some embodiments, the opening level of the electric heater is positively correlated with the actual SOC value, and the opening level is positively correlated with the heating power of the electric heater.
[0058] In this exemplary embodiment, the activation level of the electric heater is positively correlated with the actual SOC value, and the activation level is also positively correlated with the heating power of the electric heater. That is, the higher the actual SOC value of the vehicle battery, the higher the activation level of the electric heater. Since a higher actual SOC value indicates a higher current battery charge, a higher power output level can be activated to heat the engine coolant.
[0059] Table 1 Temperature Threshold Range for a Certain Vehicle Model
[0060]
[0061]
[0062] Table 1 shows the temperature threshold range for a specific vehicle model. As shown in Table 1, there is a correspondence between the actual State of Charge (SOC) value and the activation level of the electric heater; the higher the actual SOC value, the higher the heater activation level. Furthermore, the lower the engine coolant temperature, the higher the actual SOC value corresponding to the same heater activation level.
[0063] In some embodiments, adjusting the electric heater to heat the engine coolant at different levels according to the actual SOC value includes:
[0064] The heating level of the electric heater is adjusted according to the engine coolant temperature and the actual SOC value.
[0065] For example, the temperature can be divided into a first temperature threshold range, a second temperature threshold range, a third temperature threshold range, and a fourth temperature threshold range according to the order of decreasing temperature. The first temperature threshold range is 0 to -10℃, the second temperature threshold range is -10℃ to -20℃, the third temperature threshold range is -20℃ to -30℃, and the fourth temperature threshold range is -30℃ to -40℃. Each temperature threshold range corresponds to a heating level switching strategy.
[0066] The electric heater has four heating levels: neutral, level 1, level 2, and level 3. The heating power of level 3 is greater than that of level 2, and the heating power of level 2 is greater than that of level 1.
[0067] Each heating level switching strategy defines four SOC state ranges; each SOC state range corresponds to one heating level; wherein, in a heating level switching strategy, the higher the SOC state threshold of the SOC state range, the greater the heating power of the heating level corresponding to that SOC level.
[0068] As shown in Table 1, if the engine coolant temperature is within the first temperature threshold range, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is determined based on the actual SOC value and the first heating level switching strategy. The target SOC value is 50%, the second threshold is 60%, and the third threshold is 70%. When the engine coolant temperature is within the first temperature threshold range (0 to -10℃), if the actual SOC value is less than 50%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to neutral, and the engine is started directly. At this time, if the electric heater is used to heat the coolant in the engine's small circulation system, there may not be enough electrical power to start the engine. Therefore, the engine can be started directly. If the actual SOC value is greater than 50% but less than 60%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to level one, and the corresponding heating power is used to heat the coolant in the engine's small circulation system. If the actual SOC value is greater than 60% but less than 70%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to level two, and the corresponding heating power is used to heat the coolant. If the actual SOC value is greater than 70%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to level three, and the corresponding heating power is used to heat the coolant. Since the heating power corresponding to level three is greater than that corresponding to level two, and the heating power corresponding to level two is greater than that corresponding to level one, a higher heating power can be used when the electric heater has sufficient power, and a lower heating power can be used when the power is low. This effectively increases the temperature rise rate of the coolant in the engine's small circulation system while ensuring that the engine can start.
[0069] During the heating process, if the engine coolant temperature rises from -25℃ to -5℃, the heating level of the electric heater can be adjusted according to the correspondence between the temperature range and the actual SOC value shown in Table 1. For example, if the engine coolant temperature is -25℃ and the actual SOC value is 80%, the heating level of the electric heater should be adjusted to level two. If the engine coolant temperature reaches -5℃ during the heating process, and the actual SOC value is 70%, the heating level of the electric heater can be adjusted to level three. Thus, by implementing a different heating level switching strategy based on the change in engine coolant temperature and the actual SOC value during heating, the electric heater can adapt to a heating power more suitable for the current vehicle condition, thereby facilitating a rapid increase in engine coolant temperature, shortening the engine's warm-up time at idle, and quickly raising the temperature in the passenger compartment, thus improving passenger comfort.
[0070] In some embodiments, after controlling the engine to idle and warm up, the method further includes:
[0071] When the engine coolant temperature reaches the second target temperature, the vehicle's air conditioning heating system is turned on, wherein the second target temperature is greater than the first target temperature.
[0072] In this exemplary embodiment, when the engine coolant temperature reaches the first target temperature, the engine is turned on for idling warm-up. When the engine coolant temperature reaches the second target temperature, the vehicle's air conditioning heating system is turned on, which can further increase the temperature inside the driver's cabin.
[0073] In some embodiments, the method further includes:
[0074] The system receives vehicle heating control commands from a remote control terminal. In practical applications, customers can remotely control the vehicle's heating system from home via a mobile app before traveling. The control unit first powers on the vehicle, then uses onboard sensors to identify the engine coolant temperature and actual SOC (State of Charge). If the actual SOC is lower than the target SOC, the engine starts directly, operating at high idle speed for rapid warm-up. If the actual SOC is higher than the target SOC, the control unit controls the heater to operate at different settings to heat the engine coolant to the target temperature. Once the engine coolant temperature reaches the first target temperature, the engine starts, and the vehicle enters idle warm-up mode. When the engine temperature rises to the second target temperature, the air conditioning and heating system activates, providing a warm and comfortable experience for the customer upon entering the vehicle.
[0075] Figure 2 This is a schematic diagram illustrating a vehicle heating control process according to an exemplary embodiment. Figure 2 As shown, the vehicle heating control process includes:
[0076] Step 20: The APP sends a command to start the heater;
[0077] Step 21: Power on the vehicle;
[0078] Step 22: The ECU identifies the engine coolant temperature and the actual SOC value of the battery;
[0079] Step 23: Based on the database, synchronously monitor the actual SOC value and engine coolant temperature value, and the ECM sends the vehicle heating control command;
[0080] Step 24: If the actual SOC value is greater than or equal to the required SOC value but less than the target SOC value, then start the engine and turn on the heater directly.
[0081] Step 25: When the engine coolant temperature is greater than or equal to the SOC target value, the heater turns on at different heating levels;
[0082] Step 26: When the engine coolant temperature meets the requirements, start the engine and turn on the heater.
[0083] For example, when a customer remotely powers on the engine via an app: ① If the control unit detects that the engine coolant temperature is within the range of 0 to -10℃ and the actual SOC value is <50%, the heater is in neutral and not working. The engine is then started directly, allowing it to idle at high speed for rapid warm-up. ② If the control unit detects that the engine coolant temperature is within the range of 0 to -10℃ and the target SOC value is ≥50%, the heater is working; if the actual SOC is 50%, heater I (600W) is working; if the actual SOC is 60%, heater II (600W*2) is working; if the actual SOC is 70%, heater III is working. Heater III has the highest power output.
[0084] Remote power-on via customer APP: ① When the control unit detects that the engine coolant temperature is within the range of -10 to -20℃ and the actual SOC value is <55%, the heater is in neutral and not working. The engine is started directly and brought to a high idle speed for rapid warm-up. ② When the control unit detects that the engine coolant temperature is within the range of -10 to -20℃ and the target SOC value is ≥55%, the heater is working; when the actual SOC is 55%, heater I is working; when the actual SOC is 65%, heater II is working; when the actual SOC is 75%, heater III is working.
[0085] Remote power-on via customer APP: ① When the control unit detects that the engine coolant temperature is within the range of -20 to -30℃ and the actual SOC value is <60%, the heater is in neutral and not working. The engine is started directly and brought to a high idle speed for rapid warm-up. ② When the control unit detects that the engine coolant temperature is within the range of -20 to -30℃ and the target SOC value is ≥60%, the heater is working; when the actual SOC is 60%, heater I is working; when the actual SOC is 70%, heater II is working; when the actual SOC is 80%, heater III is working.
[0086] Remote power-on via customer APP: ① When the control unit detects the engine coolant temperature in the range of -30 to -40℃ and the actual SOC value is <70%, the heater is in neutral and not working. The engine is started directly and brought to a high idle speed for rapid warm-up. ② When the control unit detects the engine coolant temperature in the range of -20 to -30℃ and the target SOC value is ≥70%, the heater is working; when the actual SOC is 70%, heater I is working; when the actual SOC is 80%, heater II is working; when the actual SOC is 90%, heater III is working.
[0087] When the vehicle is powered on, the engine coolant temperature is within the fourth temperature threshold range, the actual SOC is 70%, and the heater is in position I. After heating for a while, when the engine coolant temperature rises to the third temperature threshold range and the actual SOC is still 70%, the heater is adjusted to position II. Similarly, if the engine coolant temperature and the actual SOC value change during the heating process, the control unit will adjust the heater position according to the actual situation.
[0088] This disclosure provides a vehicle engine starting device. Figure 3 This is a schematic diagram illustrating the structure of a vehicle engine starting device according to an exemplary embodiment. Figure 3 As shown, the vehicle engine starting device includes:
[0089] The first determining module 30 is used to respond to the vehicle heating control command and determine the engine coolant temperature and the actual SOC value of the vehicle battery.
[0090] The second determining module 31 is used to determine the SOC target value based on the engine coolant temperature;
[0091] Control module 32 is used to adjust the electric heater to heat the engine coolant at different levels according to the actual SOC value when the electric heater is determined to be turned on based on the target SOC value and the actual SOC value, and to control the engine to idle and warm up when the engine coolant temperature reaches the first target temperature.
[0092] In this exemplary embodiment, instead of directly starting the engine for warm-up at low temperatures, this application employs a control strategy to heat the engine coolant with an electric heater at different settings. Once the engine coolant temperature reaches a first target temperature, the engine is controlled to idle for warm-up. Specifically, this includes: responding to a vehicle heating control command, determining the engine coolant temperature and the actual State of Charge (SOC) value of the vehicle battery; determining a target SOC value based on the engine coolant temperature; if the electric heater is to be activated based on the target and actual SOC values, adjusting the electric heater to heat the engine coolant at different settings according to the actual SOC value; and controlling the engine to idle for warm-up and activating the heater when the engine coolant temperature reaches the first target temperature. Compared to directly starting the engine for idle warm-up when the engine coolant temperature is low, this application can effectively reduce problems such as poor fuel atomization, cylinder wall wetting, increased cylinder liner wear, excessive engine oil, and engine oil dilution while increasing the cabin temperature. It can also effectively reduce increased fuel consumption and harmful emissions caused by incomplete combustion. The first target temperature can be set as needed, such as 10℃, 20℃, etc. This is just an example and not a limitation. The engine coolant temperature can be the temperature of the coolant in the engine's small circulation system. The actual SOC value is the current SOC state value of the vehicle battery. The target SOC value is the minimum SOC state value when the electric heater is turned on under the current temperature environment.
[0093] In some embodiments, the second determining module is used for
[0094] Determine the SOC (State of Charge) requirement value for engine startup;
[0095] The SOC target value is determined based on the SOC requirement value and the engine coolant temperature.
[0096] In this exemplary embodiment, the SOC requirement value is the minimum SOC state value required for the vehicle battery to guide engine startup. When the actual SOC value is less than the SOC requirement value, the vehicle battery will be unable to start the engine due to insufficient charge. Therefore, determining the target SOC value based on the SOC requirement value and the engine coolant temperature under the current vehicle conditions helps ensure that the vehicle battery can heat the engine coolant via the electric heater in the early stages of starting the engine, thereby reducing the possibility of the electric heater consuming battery power to heat the engine coolant, which could lead to insufficient battery charge and prevent the engine from starting.
[0097] In some embodiments, the SOC target value is calculated according to the following formula:
[0098] S1 = S0 + T * ML,
[0099] Wherein, S1 is the target SOC value, S0 is the required SOC value, T is the engine coolant temperature, and ML is the mechanical loss coefficient.
[0100] In this exemplary embodiment, the aforementioned correlation exists between the target SOC value, the required SOC value, and the engine coolant temperature. However, different vehicle models may have different mechanical loss coefficients, resulting in variations in the correspondence between the target SOC value and the required SOC value across different vehicle models. Generally, a target SOC value greater than the required SOC value helps ensure that the vehicle battery can heat the engine coolant via the electric heater in the initial stages of engine start-up. This reduces the risk of the electric heater consuming battery power, potentially leading to insufficient battery charge and inability to start the engine.
[0101] In some embodiments, the control module is used for
[0102] If the actual SOC value is greater than or equal to the target SOC value, the electric heater is turned on.
[0103] In this exemplary embodiment, when the actual SOC value is greater than or equal to the target SOC value, the electric heater can be turned on to heat the engine coolant. During the heating process, the actual SOC value is monitored. If the actual SOC value is less than the target SOC value, the electric heater stops heating the engine coolant, and the engine is controlled to idle and warm up by turning on the heater.
[0104] In this exemplary embodiment, after determining the target SOC value based on the engine coolant temperature, the method further includes:
[0105] If the actual SOC value is less than the target SOC value, then the engine is controlled to idle and warm up when the electric heater stops heating the engine coolant or does not start heating the engine coolant.
[0106] In this exemplary embodiment, after determining the target SOC value based on the engine coolant temperature, if the actual SOC value is less than the target SOC value, the engine is directly controlled to idle and warm up, without activating the electric heater to heat the engine coolant. This ensures the vehicle battery has sufficient charge to initiate engine startup.
[0107] In some embodiments, the opening level of the electric heater is positively correlated with the actual SOC value, and the opening level is positively correlated with the heating power of the electric heater.
[0108] In this exemplary embodiment, the activation level of the electric heater is positively correlated with the actual SOC value, and the activation level is also positively correlated with the heating power of the electric heater. That is, the higher the actual SOC value of the vehicle battery, the higher the activation level of the electric heater. Since a higher actual SOC value indicates a higher current battery charge, a higher power output level can be activated to heat the engine coolant.
[0109] As shown in Table 1, there is a corresponding relationship between the actual SOC value and the opening level of the electric heater. The higher the actual SOC value, the higher the heater opening level. Furthermore, the lower the engine coolant temperature, the higher the actual SOC value corresponding to the same heater opening level.
[0110] In some embodiments, adjusting the electric heater to heat the engine coolant at different levels according to the actual SOC value includes:
[0111] The heating level of the electric heater is adjusted according to the engine coolant temperature and the actual SOC value.
[0112] For example, the temperature can be divided into a first temperature threshold range, a second temperature threshold range, a third temperature threshold range, and a fourth temperature threshold range according to the order of decreasing temperature. The first temperature threshold range is 0 to -10℃, the second temperature threshold range is -10℃ to -20℃, the third temperature threshold range is -20℃ to -30℃, and the fourth temperature threshold range is -30℃ to -40℃. Each temperature threshold range corresponds to a heating level switching strategy.
[0113] The electric heater has four heating levels: neutral, level 1, level 2, and level 3. The heating power of level 3 is greater than that of level 2, and the heating power of level 2 is greater than that of level 1.
[0114] Each heating level switching strategy defines four SOC state ranges; each SOC state range corresponds to one heating level; wherein, in a heating level switching strategy, the higher the SOC state threshold of the SOC state range, the greater the heating power of the heating level corresponding to that SOC level.
[0115] As shown in Table 1, if the engine coolant temperature is within the first temperature threshold range, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is determined based on the actual SOC value and the first heating level switching strategy. The target SOC value is 50%, the second threshold is 60%, and the third threshold is 70%. When the engine coolant temperature is within the first temperature threshold range (0 to -10℃), if the actual SOC value is less than 50%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to neutral, and the engine is started directly. At this time, if the electric heater is used to heat the coolant in the engine's small circulation system, there may not be enough electrical power to start the engine. Therefore, the engine can be started directly. If the actual SOC value is greater than 50% but less than 60%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to level one, and the corresponding heating power is used to heat the coolant in the engine's small circulation system. If the actual SOC value is greater than 60% but less than 70%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to level two, and the corresponding heating power is used to heat the coolant. If the actual SOC value is greater than 70%, the heating level of the in-vehicle electric heater for the coolant in the engine's small circulation system is set to level three, and the corresponding heating power is used to heat the coolant. Since the heating power corresponding to level three is greater than that corresponding to level two, and the heating power corresponding to level two is greater than that corresponding to level one, a higher heating power can be used when the electric heater has sufficient power, and a lower heating power can be used when the power is low. This effectively increases the temperature rise rate of the coolant in the engine's small circulation system while ensuring that the engine can start.
[0116] During the heating process, if the engine coolant temperature rises from -25℃ to -5℃, the heating level of the electric heater can be adjusted according to the correspondence between the temperature range and the actual SOC value shown in Table 1. For example, if the engine coolant temperature is -25℃ and the actual SOC value is 80%, the heating level of the electric heater should be adjusted to level two. If the engine coolant temperature reaches -5℃ during the heating process, and the actual SOC value is 70%, the heating level of the electric heater can be adjusted to level three.
[0117] In some embodiments, after controlling the engine to idle and warm up, the method further includes:
[0118] When the engine coolant temperature reaches the second target temperature, the vehicle's air conditioning heating system is turned on, wherein the second target temperature is greater than the first target temperature.
[0119] In this exemplary embodiment, when the engine coolant temperature reaches the first target temperature, the engine is turned on for idling warm-up. When the engine coolant temperature reaches the second target temperature, the vehicle's air conditioning heating system is turned on, which can further increase the temperature inside the driver's cabin.
[0120] In some embodiments, the method further includes:
[0121] The system receives vehicle heating control commands from a remote control terminal. In practical applications, customers can remotely control the vehicle's heating system from home via a mobile app before traveling. The control unit first powers on the vehicle, then uses onboard sensors to identify the engine coolant temperature and actual SOC (State of Charge). If the actual SOC is lower than the target SOC, the engine starts directly, operating at high idle speed for rapid warm-up. If the actual SOC is higher than the target SOC, the control unit controls the heater to operate at different settings to heat the engine coolant to the target temperature. Once the engine coolant temperature reaches the first target temperature, the engine starts, and the vehicle enters idle warm-up mode. When the engine temperature rises to the second target temperature, the air conditioning and heating system activates, providing a warm and comfortable experience for the customer upon entering the vehicle.
[0122] This disclosure provides a computer-readable storage medium storing a vehicle heating control program thereon, which, when executed by a processor, implements the vehicle heating control method described in the above embodiments.
[0123] This disclosure provides a vehicle controller, characterized in that it 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 vehicle heating control method described in the above embodiments.
[0124] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.
[0125] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.
[0126] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0127] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.
[0128] Furthermore, the terms "first," "second," etc., used in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this disclosure can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this disclosure, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly specified in the embodiments.
[0129] In this disclosure, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing," etc., appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific implementation.
[0130] In this disclosure, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0131] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.
Claims
1. A method for controlling vehicle heating, characterized in that, include: In response to vehicle heating control commands, determine the engine coolant temperature and the actual SOC value of the vehicle battery; Determine the target SOC value based on the engine coolant temperature; When the electric heater is activated based on the target SOC value and the actual SOC value, the electric heater is adjusted to heat the engine coolant at different levels according to the actual SOC value. Once the engine coolant temperature reaches the first target temperature, control the engine to idle and warm up, and turn on the heater. Determining the target SOC value based on the engine coolant temperature includes: Determine the SOC (State of Charge) requirement value for engine startup; The target SOC value is determined based on the required SOC value and the engine coolant temperature. The target SOC value is calculated using the following formula: S1 = S0 + T * ML, Wherein, S1 is the target SOC value, S0 is the required SOC value, T is the engine coolant temperature, and ML is the mechanical loss coefficient; Determining to turn on the electric heater based on the target SOC value and the actual SOC value includes: If the actual SOC value is greater than or equal to the target SOC value, the electric heater is turned on.
2. The vehicle heating control method according to claim 1, characterized in that, After determining the target SOC value based on the engine coolant temperature, the method further includes: If the actual SOC value is less than the target SOC value, then the engine is controlled to idle and warm up when the electric heater stops heating the engine coolant or does not start heating the engine coolant.
3. The vehicle heating control method according to claim 1, characterized in that, The opening level of the electric heater is positively correlated with the actual SOC value, and the opening level is positively correlated with the heating power of the electric heater.
4. The vehicle heating control method according to claim 1, characterized in that, After controlling the engine to idle and warm up, the method further includes: When the engine coolant temperature reaches the second target temperature, the vehicle's air conditioning heating system is turned on, wherein the second target temperature is greater than the first target temperature.
5. A vehicle heating control device, characterized in that, For implementing the vehicle heating control method according to any one of claims 1-4, the apparatus comprises: The first determining module is used to respond to the vehicle heating control command and determine the engine coolant temperature and the actual SOC value of the vehicle battery. The second determining module is used to determine the SOC target value based on the engine coolant temperature; The control module is used to adjust the electric heater to heat the engine coolant at different levels according to the actual SOC value when the electric heater is determined to be turned on based on the target SOC value and the actual SOC value, and to control the engine to idle and warm up when the engine coolant temperature reaches the first target temperature.
6. A computer-readable storage medium, characterized in that, It stores a vehicle heating control program, which, when executed by a processor, implements the vehicle heating control method as described in any one of claims 1-4.
7. A vehicle controller, characterized in that, The system 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 vehicle heating control method according to any one of claims 1-4.
Citation Information
Patent Citations
Vehicle control device
US20150105957A1