Fan calibration method, device, apparatus and storage medium

Abstract

The application discloses a fan calibration method, device, equipment and storage medium, and belongs to the technical field of vehicle management. The method comprises the following steps: acquiring the temperature of a vehicle part and the temperature of cooling water of the vehicle; determining a target difference value of the temperature of the vehicle part and the temperature of the cooling water according to the temperature of the vehicle part and a reference temperature of the vehicle part; and determining a first rotating speed of a fan of the vehicle required for controlling the difference value of the temperature of the vehicle part and the temperature of the cooling water at the target difference value under the condition that an air conditioning system of the vehicle is not turned on, and determining a first proportion of a high-level pulse duration to an electric pulse cycle according to the first rotating speed of the fan of the vehicle, so that the calibration of the fan is realized, and the first proportion is used for adjusting the voltage of a motor of the fan by a controller of the fan, so that the difference value of the temperature of the vehicle part and the temperature of the cooling water is controlled at the target difference value. The fan is calibrated through the target difference value, and the fan of the vehicle can be controlled to be adjusted according to the temperature of the vehicle part.

Description

Technical Field

[0001] This application relates to the field of vehicle management technology, and in particular to a fan calibration method, apparatus, device, and storage medium. Background Technology

[0002] With the development of vehicle management technology and the increasing prevalence of vehicles, the power of vehicle power systems is constantly improving. This means that the motors in these systems will operate under high current for extended periods, thus generating heat. The more heat the motors generate, the higher the demands on the vehicle's cooling system. This system uses fans for heat dissipation, and these fans operate in different modes to handle different working conditions. Therefore, it is necessary to calibrate the fans. Summary of the Invention

[0003] This application provides a fan calibration method, apparatus, device, and storage medium, which can be used to calibrate fans. The technical solution is as follows:

[0004] On one hand, embodiments of this application provide a fan calibration method, the method comprising:

[0005] The temperatures of the vehicle's components and the vehicle's coolant temperature are obtained.

[0006] The target difference between the component temperature and the coolant temperature is determined based on the component temperature of the vehicle and the reference temperature of the component.

[0007] With the vehicle's air conditioning system off, determine the first rotational speed required for the vehicle's fan to control the difference between the component temperature and the coolant temperature to the target difference.

[0008] The first ratio of the high-level pulse duration to the electrical pulse period is determined based on the first rotational speed. The high-level pulse is a pulse whose pulse voltage meets the reference voltage. The first ratio is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled at the target difference.

[0009] On the other hand, a fan calibration device is provided, the device comprising:

[0010] The acquisition module is used to acquire the temperature of the vehicle's components and the temperature of the vehicle's coolant.

[0011] The first determining module is used to determine the target difference between the component temperature and the coolant temperature based on the component temperature of the vehicle and the reference temperature of the component of the vehicle.

[0012] The second determining module is used to determine, when the vehicle's air conditioning system is not turned on, the first rotation speed required for the vehicle's fan to control the difference between the component temperature and the coolant temperature to the target difference.

[0013] The third determining module is used to determine a first proportion of the high-level pulse duration to the electrical pulse period based on the first rotational speed. The high-level pulse is a pulse whose pulse voltage meets the reference voltage. The first proportion is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled at the target difference.

[0014] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement any of the fan calibration methods described above.

[0015] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored therein, the at least one computer program being loaded and executed by a processor to enable a computer to implement any of the fan calibration methods described above.

[0016] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform any of the fan calibration methods described above.

[0017] The technical solution provided in this application has at least the following beneficial effects:

[0018] The technical solution provided in this application determines a target difference between the vehicle's component temperature and the vehicle's coolant temperature based on the component temperatures and reference temperatures. By maintaining this target difference, the fan speed is determined. The fan's initial speed is used to determine the first proportion of the high-level pulse duration to the electrical pulse cycle, thus achieving fan calibration. Calibrating the fan using this target difference enables fan control under different operating environments. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0021] Figure 2 This is a flowchart of a fan control method provided in an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of the structure of a fan control device provided in an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of the structure of a server provided in an embodiment of this application;

[0024] Figure 5 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0026] It should be noted that the terms "first," "second," etc. (if applicable) used in the specification of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0027] This application provides a fan calibration method. Please refer to [link / reference]. Figure 1 The diagram illustrates an implementation environment for the method provided in this embodiment. This implementation environment may include: terminal 11 and vehicle 12.

[0028] The terminal 11 is located on the vehicle 12, which has a temperature sensor capable of collecting the temperatures of its components and coolant. When the temperature sensor needs to acquire the temperatures of the vehicle 12's components and coolant, it can operate using the method provided in this embodiment. The vehicle 12 can store the collected component and coolant temperatures. The terminal 11 can obtain the information required for operation from the vehicle 12 and perform corresponding related operations based on the information obtained from the vehicle 12.

[0029] Optionally, terminal 11 can be a device such as a fan in vehicle 12 capable of performing the required operations corresponding to the information. In one possible implementation, the environment also includes a server 13, through which vehicle 12 and terminal 11 establish a communication connection. Server 13 can be a single vehicle server, a server cluster consisting of multiple vehicle servers, or a cloud computing service center. Terminal 11, vehicle 12, and server 13 can establish communication connections via wired or wireless networks.

[0030] Those skilled in the art should understand that the above-described terminal 11 and vehicle 12 are merely examples, and other existing or future terminals or vehicles that are applicable to this application should also be included within the scope of protection of this application, and are hereby incorporated by reference.

[0031] Based on the above Figure 1 The implementation environment shown in this application provides a fan calibration method, such as... Figure 2 As shown, the vehicle avoidance method can be executed by a terminal or a server, and the fan calibration method includes steps 201-204.

[0032] Step 201: Obtain the temperature of the vehicle's components and the temperature of the vehicle's coolant.

[0033] For example, the vehicle's VCU (vehicle control unit) obtains the temperature of vehicle components through temperature sensors on the vehicle's components. The vehicle's VCU is the vehicle's control module, used to control and manage various functions of the vehicle, such as vehicle temperature monitoring and vehicle speed monitoring.

[0034] A vehicle component temperature sensor is a device used to acquire the temperature of vehicle components. This sensor can acquire the temperature of vehicle components through contact or non-contact methods. The sensor can be a standalone device specifically designed for acquiring vehicle component temperatures, or it can utilize the temperature acquisition function of existing temperature sensors. This application does not limit the method by which the vehicle component temperature sensor acquires the temperature of vehicle components. For example, the temperature of vehicle components can be acquired using a temperature resistor within the component temperature sensor. A temperature resistor is a sensor whose resistance changes with temperature; temperature resistors include, but are not limited to, platinum resistance thermometers, and there is a relationship between the resistance value of the temperature resistor and the component temperature. Alternatively, the temperature of vehicle components can be acquired using an infrared thermometer within the component temperature sensor. This infrared thermometer acquires the temperature of vehicle components by receiving infrared radiation emitted by the vehicle components.

[0035] Vehicle components are the parts that constitute the structure and function of a vehicle. Vehicle components include, but are not limited to, vehicle batteries and vehicle motors. In this embodiment, the vehicle components include at least one of the vehicle battery and the vehicle motor. The temperature of a vehicle component refers to the temperature of the vehicle component itself. The vehicle battery temperature and vehicle motor temperature in this embodiment are merely illustrative examples.

[0036] The vehicle's VCU obtains the vehicle's coolant temperature through a coolant temperature sensor. This coolant temperature sensor is used to acquire the temperature of the vehicle's coolant, and it can acquire the temperature through contact or non-contact methods. The coolant temperature sensor can be a dedicated device for acquiring the coolant temperature, or it can utilize the temperature acquisition function of an existing temperature sensor. This application does not limit the method by which the vehicle's coolant temperature sensor acquires the coolant temperature.

[0037] Vehicle coolant refers to the liquid used to cool vehicle components. When vehicle components generate heat during operation, the coolant cools the components to ensure their normal operation.

[0038] For example, cooling water is a mixed liquid that can consist of water and a coolant. The coolant is used to raise the boiling point of the cooling water, which may also include additives such as corrosion inhibitors and antioxidants to protect the vehicle's cooling system pipes and vehicle components.

[0039] Step 202: Determine the target difference between the component temperature and the coolant temperature based on the component temperature of the vehicle and the reference temperature of the vehicle components.

[0040] If the vehicle's component temperatures and coolant temperatures are obtained through step 201, the vehicle's VCU will obtain the vehicle's component temperatures. If the obtained component temperatures are within the vehicle's component reference temperature range, it is determined that the vehicle's component temperatures do not need to be adjusted; if the obtained component temperatures are outside the vehicle's component reference temperature range, it is determined that the vehicle's component temperatures need to be adjusted.

[0041] In one possible implementation, the temperature adjustment of vehicle components is achieved through the absorption and dissipation of heat by the vehicle's coolant, ensuring that the component temperatures remain within the vehicle's component reference temperature range. This reference temperature range is experimentally determined during the vehicle's manufacturing and design process, representing the temperature range within which vehicle components can function normally without damage. Different vehicles may have the same or different reference temperature ranges for their components.

[0042] The vehicle's VCU measures the target difference between the vehicle's component temperature and the coolant temperature by measuring the temperature of the vehicle's components. The vehicle's VCU determines a first difference between the component temperature and the coolant temperature corresponding to different coolant temperatures, and determines the time it takes for the component temperature to reach a reference temperature based on the first difference. If the time meets the reference time, the first difference is determined as the target difference. This application does not limit the method by which the vehicle's VCU measures the target difference between the vehicle's component temperature and the coolant temperature by measuring the temperature of the vehicle's components.

[0043] For example, in this embodiment of the application, based on the vehicle's VCU obtaining the temperature of the vehicle's components, the vehicle's VCU selects multiple different coolant temperatures, and different coolant temperatures correspond to different first differences. The different first differences described in this embodiment of the application are the temperature differences between different coolant temperatures and the temperatures of the vehicle's components.

[0044] Through simulation calculations using the vehicle's VCU, different durations are determined based on different first differences to ensure that the vehicle's component temperatures reach their target temperatures. If the duration meets a reference duration, the first difference is determined as the target difference. The reference duration is the time it takes for the vehicle's component temperatures to reach a reference temperature, set during the vehicle's research and manufacturing process. The reference duration needs to be determined in conjunction with the structure of the vehicle's components and other conditions to identify a suitable reference duration for the vehicle's operating conditions. This application does not limit the method for determining the reference duration.

[0045] Step 203: With the vehicle's air conditioning system off, determine the first speed required for the vehicle's fan to control the difference between the component temperature and the coolant temperature to the target difference.

[0046] For example, the vehicle's VCU determines whether the air conditioning system is on based on the air conditioning switch signal of the vehicle's air conditioning system. The vehicle's air conditioning system is a system used to regulate the temperature and humidity inside the vehicle. When the air conditioning system is turned on or off, the air conditioning system sends an air conditioning switch signal to the vehicle's VCU. The air conditioning switch signal is a signal that can indicate whether the air conditioning system is on or off.

[0047] For example, an air conditioning system includes, but is not limited to, an air conditioning compressor. The air conditioning compressor compresses the refrigerant gas, increasing its pressure and temperature. The high-pressure refrigerant gas enters the condenser, where it releases heat through dissipation, cooling and becoming a liquid refrigerant. The liquid refrigerant then enters the evaporator through the expansion valve, absorbing heat from the air and cooling it before entering the vehicle interior.

[0048] By determining whether the air conditioning system is on, the following situations exist: the air conditioning system is on; the air conditioning system is not on.

[0049] Scenario 1: The air conditioning system is not turned on.

[0050] When the vehicle's VCU determines that the air conditioning system is not turned on via the air conditioning switch signal, the VCU calculates or simulates the initial fan speed required to control the temperature difference between vehicle components and coolant to a target value. The vehicle's fan generates airflow by rotating, thereby reducing the coolant temperature. The initial fan speed indicates the fan's operating status; different initial fan speeds result in different coolant temperature changes. By calculating and controlling the initial fan speed, the VCU maintains the target temperature difference between vehicle components and coolant, thus reducing the temperature of the vehicle components.

[0051] Step 204: Determine the first proportion of the high-level pulse duration to the electrical pulse cycle based on the first rotational speed. The high-level pulse is a pulse whose pulse voltage meets the reference voltage. The first proportion is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled within the target difference.

[0052] When the first rotational speed is determined in step 203, the vehicle's VCU determines a first duty cycle signal based on the first rotational speed and the parameters of the vehicle's fan. The first duty cycle signal includes a first duty cycle, which is a first proportion of the duration of a high-level pulse to the period of an electrical pulse. The first proportion is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the coolant temperature is controlled within the target difference.

[0053] The first duty cycle signal is determined based on the fan's first rotational speed and fan parameters. When the fan's first rotational speed is calculated or simulated by the vehicle's VCU, the fan's first efficiency is determined using the fan parameters and the first rotational speed. The fan parameters include, but are not limited to, the fan's first rotational speed and the corresponding first efficiency. This embodiment uses 5,000 revolutions per minute as an example of the fan's maximum rotational speed. When the fan's first rotational speed is 1,000 revolutions per minute, the fan's first efficiency is 20%. This embodiment is merely illustrative; determining the fan's first efficiency based on the fan's first rotational speed requires experimental measurement. The vehicle's VCU determines a first percentage based on the fan's first efficiency. The fan's first efficiency has a corresponding first percentage within the fan's set parameters, which are established during the fan's manufacturing process.

[0054] The first duty cycle signal includes a first duty cycle, which refers to the first proportion of the high-level pulse duration within the entire electrical pulse cycle supplied to the vehicle's fan. An electrical pulse is a brief change in an electrical signal. The electrical pulse cycle is the time it takes for the electrical pulse signal to transition from one high level to the next. The high-level pulse is a pulse whose voltage satisfies a reference voltage, which is set during the manufacturing process of the vehicle's fan.

[0055] A high-level pulse is used to indicate the effective state of an electrical pulse signal. For example, in a first duty cycle signal, the first proportion of the high-level pulse duration to the entire electrical pulse cycle determines the first speed of the fan motor. The first proportion of the high-level pulse duration to the entire electrical pulse cycle is positively correlated with the first speed of the fan motor. For instance, if the first proportion of the high-level pulse duration to the entire electrical pulse cycle is 50%, then the fan efficiency is also 50%.

[0056] In one possible implementation, the first ratio is determined based on safety protection principles. This first ratio controls the fan speed, thereby controlling the cooling water temperature and ultimately keeping the component temperature within its safe range. The safe temperature range for the components is determined based on their operating conditions at different component temperatures.

[0057] For example, if the safe temperature range of the component corresponding to the first proportional control is between 20°C and 100°C, then when the component temperature is below 20°C, the fan speed controlled by the first proportional control should be the lowest speed within the fan speed range, or the fan speed should be controlled to zero, thereby reducing the fan's power consumption. When the component temperature is near 100°C, such as between 95°C and 100°C or above 100°C, the fan speed controlled by the first proportional control should be the highest speed within the fan speed range, thereby controlling the component temperature to remain within the safe temperature range. The fan speed range is determined by the requirements of the fan's design and manufacturing process. Furthermore, this application embodiment does not limit the values ​​of the minimum or maximum fan speed.

[0058] For example, based on the description of determining the first ratio in steps 201-204, the first ratio corresponding to the difference between different component temperatures and component reference temperatures can be obtained. This embodiment of the application uses the motor temperature difference between the motor temperature and the motor reference temperature, and the battery temperature difference between the battery temperature and the battery reference temperature as examples for illustration. For instance, the correspondence between the motor temperature difference or battery temperature difference and the first ratio can be shown in Tables 1 and 2 below. The motor temperature difference is represented by ΔTm1, ΔTm2, and ΔTm3; the battery temperature difference is represented by ΔTb1, ΔTb2, and ΔTb3; and the first difference is represented by pct1, pct2, pct3, pct4, pct5, and pct6.

[0059] Table 1

[0060] Motor temperature difference △Tm1 △Tm2 △Tm3 First proportion pct1 pct2 pct3

[0061] Table 2

[0062] Battery temperature difference △Tb1 △Tb2 △Tb3 First proportion pct4 pct5 pct6

[0063] When the duration of the high-level pulse is determined to be a first proportion of the electrical pulse period based on the first rotational speed, the vehicle's VCU sends a first duty cycle signal to the fan controller. This embodiment of the application illustrates this by showing the vehicle's VCU sending the first duty cycle signal to the fan controller via the vehicle's CAN (Controller Area Network).

[0064] For example, a vehicle's CAN bus is a bus architecture used to connect various control units, such as the vehicle's VCU and fan controller. These control units can communicate with each other via the CAN bus, sharing data and control information. When the vehicle's VCU needs to send a first duty cycle signal to the fan controller, the VCU converts the first duty cycle signal into a first CAN message. The first CAN message includes, but is not limited to, information such as the first duty cycle. The vehicle's VCU sends the first CAN message to the fan controller via the CAN bus. The fan controller receives the first CAN message from the vehicle's VCU and extracts the first duty cycle based on the first CAN message.

[0065] The fan controller adjusts the voltage of the fan motor based on the received first duty cycle to control the difference between the component temperature and the coolant temperature within a target range. For example, the fan motor voltage controls the fan motor speed, which drives the fan to rotate at a first speed. This fan rotation regulates the coolant temperature, thereby controlling the difference between the component temperature and the coolant temperature within the target range. This application does not limit the control algorithm for adjusting the fan motor voltage based on the received first duty cycle to control the difference between the component temperature and the coolant temperature within the target range; the control algorithm varies depending on the vehicle's design and requirements. Furthermore, the fan controller can send the fan's operating status to the vehicle's VCU via the vehicle's CAN bus, so that the VCU can adjust the first duty cycle signal based on the fan's operating status. This application is merely illustrative and does not limit the manner in which the vehicle's VCU adjusts the first duty cycle signal based on the fan's operating status.

[0066] Scenario 2: When the air conditioning system is on.

[0067] When the vehicle's VCU determines that the air conditioning system is on via an air conditioning switch signal, the VCU obtains the pressure value of the air conditioning system from the air conditioning compressor and determines the corresponding pressure reference range based on this pressure value. The division of the pressure reference range is based on experimental measurements. In this embodiment, three pressure values—low pressure, medium pressure, and high pressure—are used as the basis for dividing the pressure reference range, classifying the pressure value levels into four levels: the first pressure level is below low pressure, the second pressure level is between low and medium pressure, the third pressure level is between medium and high pressure, and the fourth pressure level is above high pressure. The pressure value level within which the pressure value falls determines the pressure value level of the air conditioning system; for example, if the pressure value is below low pressure, the pressure level is the first pressure level.

[0068] The method by which the vehicle's VCU determines the target difference between the vehicle's component temperatures and the vehicle's coolant temperature is detailed in step 202 and will not be repeated here. Once the target difference and pressure level are determined, the vehicle's VCU determines the second duty cycle signal based on the target difference between the vehicle's component temperatures and the vehicle's coolant temperature, the vehicle's fan parameters, and the pressure level.

[0069] For example, the vehicle's VCU calculates or simulates the fan speed to ensure that the temperature difference between the vehicle's components and the coolant temperature is within a target range. The vehicle's fan generates airflow by rotating, thereby reducing the coolant temperature. The fan speed indicates the fan's operation; different fan speeds result in different coolant temperature variations.

[0070] The vehicle's VCU (Vehicle Control Unit) calculates and controls the fan speed to maintain a constant target temperature difference between vehicle components and coolant, thereby reducing component temperatures. In addition, the VCU calculates or simulates the fan speed required to ensure the vehicle's air conditioning system operates at a reference pressure level. The reference pressure level is the pressure at which the air conditioning system functions normally, while the target pressure level is determined during vehicle design and manufacturing to ensure stable operation of the air conditioning system.

[0071] The vehicle's VCU calculates the fan speed by comparing the calculated or simulated fan speed based on the target difference between the vehicle's component temperatures and coolant temperatures, with the calculated or simulated fan speed based on the target pressure level of the vehicle's air conditioning system. This application does not limit the method of calculating the second fan speed; the method may vary depending on the vehicle's design and requirements.

[0072] The vehicle's VCU determines a second duty cycle signal based on the second rotational speed and the vehicle's fan parameters. This second duty cycle signal includes the second duty cycle, which is the second proportion of the high-level pulse duration to the electrical pulse cycle. This second proportion is used by the fan controller to adjust the fan motor voltage to control the temperature difference between components and coolant within a target range, and to maintain the pressure level within a reference range. The second duty cycle signal is determined based on the fan's second rotational speed and fan parameters. When the second rotational speed is calculated or simulated by the vehicle's VCU, the second efficiency of the fan is determined using the fan parameters and the second rotational speed. The vehicle's VCU determines a second proportion based on the second efficiency of the fan. This second efficiency corresponds to a second proportion within the fan's set parameters, which are established during the fan's manufacturing process.

[0073] The second duty cycle signal includes a second duty cycle, which refers to the second proportion of the high-level pulse duration within the entire electrical pulse cycle supplied to the vehicle's fan. This second proportion is positively correlated with the second rotational speed of the fan motor. For example, if the high-level pulse duration accounts for 50% of the entire electrical pulse cycle, then the fan efficiency is also 50%.

[0074] In one possible implementation, the second ratio is used to further control the air conditioning system pressure within the safe range for both the component temperature and the air conditioning system pressure, while ensuring that the component temperature is controlled within the safe range. The safe air conditioning system pressure range is determined during the design and manufacturing process of the air conditioning system.

[0075] For example, if the air conditioner's pressure value is within the range of P1 to P2, the air conditioning system's pressure value can be considered within the pressure reference level range, i.e., the normal operating pressure range of the air conditioning system. If the air conditioning system's pressure is within the range of P2 to P3, the air conditioning system's pressure value can be considered within the low-performance pressure level range. The low-performance pressure level means that within this pressure range, the air conditioning system's lifespan and other performance characteristics are lower compared to air conditioning systems within the P1 to P2 range. If the air conditioning system's pressure is above P3, the air conditioning system can be considered within the inoperable pressure level range. That is, within this range, the air conditioning system cannot operate.

[0076] Therefore, after determining the first ratio to control the difference between component temperature and cooling water temperature within the target range, a second ratio is used for further limitation, namely, controlling the air conditioning system pressure within a safe range using the fan. For example, if the first ratio is 30%, and it is necessary to further reduce the air conditioning system pressure to within the pressure reference level, then the corresponding second ratio can be 40%, that is, using a 10% ratio to control the air conditioning system pressure, thereby achieving the effect of controlling the difference between component temperature and cooling water temperature within the target range and controlling the pressure level within the pressure reference level.

[0077] For example, based on the description of determining the second ratio in step 204, the second ratio corresponding to different pressure levels and different differences between component temperatures and component reference temperatures can be obtained. This embodiment of the application uses the motor temperature difference and pressure level corresponding to the motor temperature and motor reference temperature as an example for illustration. For instance, the correspondence between the motor temperature difference, pressure level, and the second ratio can be shown in Table 3 below. Wherein, the motor temperature difference is represented by ΔTn1, ΔTn2, and ΔTn3; the pressure level is represented by S1, S2, S3, and S4; and the second difference is represented by pct7, pct8, pct9, pct10, pct11, pct12, pct13, pct14, pct15, pct16, pct17, and pct18.

[0078] Table 3

[0079]

[0080] When the second proportion of the high-level pulse duration to the electrical pulse period is determined based on the second rotational speed, the vehicle's VCU sends the second duty cycle signal to the fan controller. This embodiment illustrates this by showing the vehicle's VCU sending the second duty cycle signal to the fan controller via the vehicle's CAN bus.

[0081] For example, a vehicle's CAN bus is a bus architecture used to connect various control units, such as the vehicle's VCU and fan controller. These control units can communicate with each other via the CAN bus, sharing data and control information. When the vehicle's VCU needs to send a second duty cycle signal to the fan controller, the VCU converts the second duty cycle signal into a second CAN message. The second CAN message contains, but is not limited to, information such as the second duty cycle. The vehicle's VCU sends the second CAN message to the fan controller via the CAN bus. The fan controller receives the second CAN message from the vehicle's VCU and extracts the second duty cycle based on it. The fan controller adjusts the fan motor voltage according to the received second duty cycle to control the difference between the component temperature and the coolant temperature within a target range and to maintain the pressure level at a reference pressure level. For example, the voltage of the fan motor controls the speed of the fan motor, the fan motor drives the fan to rotate so that the fan speed is a second speed. The rotation of the fan can regulate the temperature of the cooling water, so that the difference between the component temperature and the cooling water temperature is controlled within the target difference value. In addition, the rotation of the fan can regulate the pressure of the air conditioning system, so that the pressure value level is controlled within the pressure value reference level.

[0082] This application does not limit the control algorithm used to adjust the fan motor voltage based on the received second duty cycle to control the difference between component temperature and coolant temperature within a target range, and to control the pressure level within a reference pressure level. The control algorithm varies depending on the vehicle's design and requirements. This achieves fan speed regulation. Furthermore, the fan controller can send the fan's operating status to the vehicle's VCU via the vehicle's CAN bus, allowing the VCU to adjust the second duty cycle signal based on the fan's operating status. This application is merely illustrative and does not limit the method by which the vehicle's VCU adjusts the second duty cycle signal based on the fan's operating status.

[0083] In addition to the situations described in Situations 1 and 2 above, there are also situations where, even when the air conditioning system is not turned on, the ambient temperature level of the vehicle's surroundings is obtained, and the vehicle's fan is controlled within the target difference between the component temperature and the coolant temperature at the ambient temperature level.

[0084] The vehicle's VCU (Vehicle Temperature Control Unit) obtains the ambient temperature of the vehicle's surroundings using the vehicle's ambient temperature sensor and determines the corresponding ambient temperature reference range based on this temperature. The division of the ambient temperature reference range is determined experimentally. This embodiment uses two ambient temperatures—low and high—as the basis for dividing the ambient temperature reference range, classifying the ambient temperature into three levels: the first ambient temperature reference level is below the low temperature, the second is between the low and high temperature, and the third is above the high temperature. The ambient temperature level within which the ambient temperature falls determines the ambient temperature level of the vehicle's environment. For example, if the ambient temperature is below the low temperature, the ambient temperature level is the first ambient temperature level.

[0085] The method by which the vehicle's VCU determines the target difference between the vehicle's component temperatures and the vehicle's coolant temperature is detailed in step 202 and will not be repeated here. The vehicle's VCU determines the third duty cycle signal based on the target difference between the vehicle's component temperatures and the vehicle's coolant temperature, the vehicle's fan parameters, and the ambient temperature level.

[0086] For example, the vehicle's VCU calculates or simulates the third fan speed required to control the difference between component temperature and coolant temperature within a target range under a given ambient temperature level. The vehicle's fan generates airflow through its rotation to lower the coolant temperature. The coolant temperature is affected by both the fan speed and the ambient temperature level. The fan's temperature-determining speed indicates the fan's operation; different fan speeds result in different coolant temperature changes. By calculating and controlling the fan's temperature-determining speed within the specified ambient temperature level, the vehicle's VCU maintains the target difference between component temperature and coolant temperature, thereby reducing the component temperature.

[0087] The vehicle's VCU calculates or simulates the third fan speed required to control the difference between component temperature and coolant temperature within a target range under ambient temperature conditions. This application does not limit the method of calculating the third fan speed; the method varies depending on the vehicle's design and requirements.

[0088] The vehicle's VCU determines the third duty cycle signal based on the third rotational speed and the vehicle's fan parameters. This third duty cycle signal includes the third duty cycle itself, which is the third proportion of the high-level pulse duration to the electrical pulse cycle. This third proportion is used by the fan controller to adjust the fan motor voltage to control the temperature difference between components and coolant within a target range at the ambient temperature level. The third duty cycle signal is determined based on the fan's third rotational speed and fan parameters. With the third rotational speed calculated or simulated by the vehicle's VCU, the fan's third efficiency is determined using the fan parameters and the third rotational speed. The vehicle's VCU then determines the third proportion based on the fan's third efficiency. This third proportion corresponds to the fan's third efficiency within the fan's set parameters, which are established during the fan's manufacturing process.

[0089] The third duty cycle signal includes a third duty cycle, which refers to the third proportion of the high-level pulse duration within the electrical pulse cycle supplied to the vehicle's fan. This third proportion of the high-level pulse duration is positively correlated with the third rotational speed of the fan motor. For example, if the high-level pulse duration accounts for 50% of the total electrical pulse cycle, then the fan efficiency will also be 50%.

[0090] In one possible implementation, the third ratio is determined based on the first ratio. This third ratio is used to control the component temperature within a safe range under different ambient temperature conditions. The cooling effect of the fan varies under different ambient temperature conditions.

[0091] For example, taking 25°C as the standard ambient temperature, the first ratio obtained from the measurement controls the temperature of the components within their safe range. When the ambient temperature is 35°C, the first ratio needs to be adjusted accordingly, resulting in a third ratio. At 35°C, the fan's ratio might be adjusted from 30% at 25°C to 50%, meaning a 20% adjustment is used to address the impact of ambient temperature changes, thereby increasing the fan speed and again controlling the component temperature within its safe range. This ensures the same temperature control effect under different ambient temperatures.

[0092] Based on the third rotational speed, the vehicle's VCU determines the third duty cycle signal as a proportion of the high-level pulse duration to the electrical pulse period, and then sends this signal to the fan controller. This embodiment illustrates the example of the vehicle's VCU sending the third duty cycle signal to the fan controller via the vehicle's CAN bus.

[0093] For example, a vehicle's CAN bus is a bus architecture used to connect various control units, such as the vehicle's VCU and fan controller. These control units can communicate with each other via the CAN bus, sharing data and control information. When the vehicle's VCU needs to send a third duty cycle signal to the fan controller, the VCU converts the third duty cycle signal into a third CAN message. The third CAN message contains, but is not limited to, information such as the third duty cycle. The vehicle's VCU sends the third CAN message to the fan controller via the CAN bus. The fan controller receives the third CAN message from the vehicle's VCU and extracts the third duty cycle based on the third CAN message.

[0094] The fan controller adjusts the voltage of the fan motor based on the received third duty cycle to control the difference between the component temperature and the cooling water temperature within a target range at the ambient temperature level. For example, the fan motor voltage controls the fan motor speed, which in turn drives the fan to rotate at the third speed. This fan rotation regulates the cooling water temperature, thereby controlling the difference between the component temperature and the cooling water temperature within the target range at the ambient temperature level.

[0095] This application does not limit the control algorithm used to adjust the fan motor voltage based on the received third duty cycle, thereby controlling the difference between component temperature and coolant temperature within a target range at the ambient temperature level. The control algorithm varies depending on the vehicle's design and requirements. This achieves fan speed regulation. Furthermore, the fan controller can send the fan's operating status to the vehicle's VCU via the vehicle's CAN bus, allowing the VCU to adjust the third duty cycle signal based on the fan's operating status. This application's embodiments are merely illustrative and do not limit the manner in which the vehicle's VCU adjusts the third duty cycle signal based on the fan's operating status.

[0096] Furthermore, the third ratio described in this application embodiment can also be determined when the air conditioner is on. In this case, the third ratio is expressed as a fourth ratio, that is, in the case of determining the second ratio as described in Case 2, the corresponding fourth ratio is determined according to different ambient temperatures. For example, if the second ratio measured in Case 2 is 30% when the ambient temperature is 25°C, then relative to the ambient temperature of 40°C, the fourth ratio can be 50%, that is, using a 20% ratio to cope with the impact of changes in ambient temperature, thereby achieving the same component temperature control and air conditioning pressure control effect at an ambient temperature of 40°C as at an ambient temperature of 25°C.

[0097] In summary, the fan calibration method provided in this application determines the target difference between the vehicle's component temperature and the vehicle's coolant temperature based on the component temperature and a reference temperature of the vehicle's components. By maintaining the temperature difference between the vehicle's components and coolant at the target difference, the fan speed is determined. The first proportion of the high-level pulse duration to the electrical pulse cycle is determined by the first fan speed, thus achieving fan calibration. Calibrating the fan using the target difference enables fan control under different operating environments.

[0098] See Figure 3 This application provides a fan calibration device, which includes:

[0099] The acquisition module 301 is used to acquire the temperature of vehicle components and the temperature of vehicle coolant.

[0100] The first determining module 302 is used to determine the target difference between the component temperature and the coolant temperature based on the component temperature of the vehicle and the component reference temperature of the vehicle.

[0101] The second determining module 303 is used to determine, when the vehicle's air conditioning system is not turned on, the first speed required for the vehicle's fan to control the difference between the component temperature and the coolant temperature to the target difference.

[0102] The third determining module 304 is used to determine the first proportion of the high-level pulse duration to the electrical pulse cycle based on the first rotational speed. The high-level pulse is a pulse whose pulse voltage meets the reference voltage. The first proportion is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled within the target difference.

[0103] In one possible implementation, the device further includes:

[0104] The fourth determining module is used to determine the pressure level of the air conditioning system by means of the air conditioning compressor when the vehicle's air conditioning system is turned on.

[0105] The fifth determining module is used to determine the vehicle's fan to control the difference between component temperature and coolant temperature within a target difference, and to control the pressure level at the second speed required for the pressure reference level.

[0106] The sixth determining module is used to determine a second ratio of the high-level pulse duration to the electrical pulse cycle based on the second rotation speed. The second ratio is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled within the target difference, and the pressure value level is controlled within the pressure value reference level.

[0107] In one possible implementation, the fourth determining module is used to obtain the pressure value of the air conditioning system through the air conditioning compressor of the air conditioning system, determine the pressure value reference range corresponding to the pressure value, and take the pressure value level corresponding to the pressure value reference range as the pressure value level of the air conditioning system.

[0108] In one possible implementation, the device further includes:

[0109] The seventh module is used to determine the ambient temperature level of the environment in which the vehicle is located.

[0110] The eighth determining module is used to determine the third speed required for the vehicle's fan to control the difference between the component temperature and the coolant temperature to the target difference under the ambient temperature level.

[0111] The ninth determining module is used to determine the third proportion of the high-level pulse duration to the electrical pulse cycle based on the third rotation speed. The third proportion is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled within the target difference under the ambient temperature level.

[0112] In one possible implementation, the seventh determining module is used to obtain the ambient temperature of the environment in which the vehicle is located through the vehicle's ambient temperature sensor, determine the ambient temperature reference range corresponding to the ambient temperature, and use the ambient temperature level corresponding to the ambient temperature reference range as the ambient temperature level of the environment in which the vehicle is located.

[0113] In one possible implementation, the first determining module 302 is used to determine a first difference between the component temperature and the cooling water temperature corresponding to different cooling water temperatures, and to determine the time it takes for the component temperature of the vehicle to reach the component reference temperature based on the first difference; if the time meets the reference time, the first difference is determined as the target difference.

[0114] It should be noted that the apparatus provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0115] Figure 4This is a schematic diagram of a server structure provided in an embodiment of this application. The server can vary significantly due to differences in configuration or performance. It may include one or more processors 1101 and one or more memories 1102. The one or more memories 1102 store at least one computer program, which is loaded and executed by the one or more processors 1101 to enable the server to implement the fan calibration methods provided in the various method embodiments described above. Of course, the server may also have wired or wireless network interfaces, a keyboard, and input / output interfaces for input and output. The server may also include other components for implementing device functions, which will not be elaborated upon here.

[0116] Figure 5 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application. The terminal may be, for example, an in-vehicle terminal, a smartphone, a tablet computer, a media player, a laptop computer, or a desktop computer. The terminal may also be referred to as user equipment, a portable terminal, a laptop terminal, a desktop terminal, or other names.

[0117] Typically, a terminal includes a processor 1501 and a memory 1502.

[0118] Processor 1501 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 1501 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 1501 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 1501 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, processor 1501 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0119] The memory 1502 may include one or more computer-readable storage media, which may be non-transitory. The memory 1502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 1502 is used to store at least one instruction, which is executed by the processor 1501 to cause the terminal to implement the fan calibration method provided in the method embodiments of this application.

[0120] In some embodiments, the terminal may also optionally include: a peripheral device interface 1503 and at least one peripheral device. The processor 1501, memory 1502, and peripheral device interface 1503 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 1503 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of: a radio frequency circuit 1504, a display screen 1505, a camera assembly 1506, an audio circuit 1507, and a power supply 1508.

[0121] Peripheral interface 1503 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 1501 and memory 1502. In some embodiments, processor 1501, memory 1502 and peripheral interface 1503 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 1501, memory 1502 and peripheral interface 1503 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0122] The radio frequency (RF) circuit 1504 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 1504 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 1504 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 1504 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 1504 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: metropolitan area networks (MANs), various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks (WLANs), and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 1504 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0123] Display screen 1505 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 1505 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 1501 for processing. In this case, display screen 1505 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, display screen 1505 can be a single screen, located on the front panel of the terminal; in other embodiments, display screen 1505 can be at least two screens, respectively located on different surfaces of the terminal or in a folded design; in other embodiments, display screen 1505 can be a flexible display screen, located on a curved or folded surface of the terminal. Furthermore, display screen 1505 can be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. Display screen 1505 can be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0124] The camera assembly 1506 is used to acquire images or videos. Optionally, the camera assembly 1506 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the terminal, and the rear-facing camera is located on the back of the terminal. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 1506 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0125] The audio circuit 1507 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 1501 for processing, or input to the radio frequency circuit 1504 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each positioned at a different location on the terminal. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 1501 or the radio frequency circuit 1504 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 1507 may also include a headphone jack.

[0126] Power supply 1508 is used to power the various components in the terminal. Power supply 1508 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 1508 includes a rechargeable battery, the rechargeable battery can support wired or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0127] In some embodiments, the terminal further includes one or more sensors 1509. The one or more sensors 1509 include, but are not limited to: an acceleration sensor 1510, a gyroscope sensor 1511, a pressure sensor 1512, an optical sensor 1513, and a proximity sensor 1514.

[0128] Accelerometer 1510 can detect the magnitude of acceleration along the three coordinate axes of a coordinate system established by the terminal. For example, accelerometer 1510 can be used to detect the components of gravitational acceleration along the three coordinate axes. Processor 1501 can control display screen 1505 to display the user interface in either a landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 1510. Accelerometer 1510 can also be used for games or for acquiring user motion data.

[0129] The gyroscope sensor 1511 can detect the terminal's orientation and rotation angle. The gyroscope sensor 1511 can work in conjunction with the accelerometer sensor 1510 to collect the user's 3D movements on the terminal. Based on the data collected by the gyroscope sensor 1511, the processor 1501 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0130] The pressure sensor 1512 can be disposed on the side bezel of the terminal and / or the lower layer of the display screen 1505. When the pressure sensor 1512 is disposed on the side bezel of the terminal, it can detect the user's grip signal on the terminal, and the processor 1501 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 1512. When the pressure sensor 1512 is disposed on the lower layer of the display screen 1505, the processor 1501 can control the operable controls on the UI interface based on the user's pressure operation on the display screen 1505. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0131] Optical sensor 1513 is used to collect ambient light intensity. In one embodiment, processor 1501 can control the display brightness of display screen 1505 based on the ambient light intensity collected by optical sensor 1513. Specifically, when the ambient light intensity is high, the display brightness of display screen 1505 is increased; when the ambient light intensity is low, the display brightness of display screen 1505 is decreased. In another embodiment, processor 1501 can also dynamically adjust the shooting parameters of camera assembly 1506 based on the ambient light intensity collected by optical sensor 1513.

[0132] The proximity sensor 1514, also known as a distance sensor, is typically installed on the front panel of the terminal. The proximity sensor 1514 is used to detect the distance between the user and the front of the terminal. In one embodiment, when the proximity sensor 1514 detects that the distance between the user and the front of the terminal is gradually decreasing, the processor 1501 controls the display screen 1505 to switch from a screen-on state to a screen-off state; when the proximity sensor 1514 detects that the distance between the user and the front of the terminal is gradually increasing, the processor 1501 controls the display screen 1505 to switch from a screen-off state to a screen-on state.

[0133] Those skilled in the art will understand that Figure 5 The structure shown does not constitute a limitation on the terminal and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0134] In an exemplary embodiment, a computer device is also provided, comprising a processor and a memory storing at least one computer program. The at least one computer program is loaded and executed by one or more processors to enable the computer device to implement any of the fan calibration methods described above.

[0135] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one computer program that is loaded and executed by a processor of a computer device to enable the computer to implement any of the fan calibration methods described above.

[0136] In one possible implementation, the aforementioned computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0137] In an exemplary embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the fan calibration methods described above.

[0138] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the fan calibration information involved in this application was obtained with full authorization.

[0139] It should be understood that "multiple" as used in this article refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0140] The above description is merely an exemplary embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A fan calibration method, characterized in that, The method includes: The temperatures of the vehicle's components and the vehicle's coolant temperature are obtained. The target difference between the component temperature and the coolant temperature is determined based on the component temperature of the vehicle and the reference temperature of the component. With the vehicle's air conditioning system off, determine the first rotational speed required for the vehicle's fan to control the difference between the component temperature and the coolant temperature to the target difference. The first proportion of the high-level pulse duration to the electrical pulse cycle is determined based on the first rotational speed. The high-level pulse is a pulse whose pulse voltage meets the reference voltage. The first proportion is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled at the target difference. When the vehicle's air conditioning system is turned on, the pressure level of the air conditioning system is determined by the air conditioning compressor of the air conditioning system; The vehicle's fan controls the difference between the component temperature and the coolant temperature at the target difference value, and controls the pressure level at the second speed required for the pressure reference level; The second ratio of the duration of the high-level pulse to the period of the electrical pulse is determined based on the second rotation speed. The second ratio is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled at the target difference value, and the pressure value level is controlled at the pressure value reference level. Determine the ambient temperature level of the environment in which the vehicle is located; Determine the third rotational speed required to control the difference between the component temperature and the coolant temperature at the target difference for the vehicle's fan under the ambient temperature level. The third ratio of the duration of the high-level pulse to the electrical pulse cycle is determined based on the third rotation speed. The third ratio is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled at the target difference under the ambient temperature level.

2. The method according to claim 1, characterized in that, Determining the pressure rating of the air conditioning system through the air conditioning compressor includes: The pressure value of the air conditioning system is obtained by the air conditioning compressor of the air conditioning system, the pressure value reference range corresponding to the pressure value is determined, and the pressure value level corresponding to the pressure value reference range is taken as the pressure value level of the air conditioning system.

3. The method according to claim 1, characterized in that, Determining the ambient temperature level of the environment in which the vehicle is located includes: The ambient temperature of the vehicle's environment is obtained by the vehicle's ambient temperature sensor, an ambient temperature reference range is determined, and the ambient temperature level corresponding to the ambient temperature reference range is taken as the ambient temperature level of the vehicle's environment.

4. The method according to any one of claims 1-3, characterized in that, Determining the target difference between the component temperature and the coolant temperature based on the component temperature of the vehicle and a reference temperature of the vehicle components includes: Determine a first difference between the component temperature and the cooling water temperature corresponding to different cooling water temperatures; The duration for the temperature of the vehicle's component to reach the component's reference temperature is determined based on the first difference. If the duration meets the reference duration, the first difference is determined to be the target difference.

5. A fan calibration apparatus, said apparatus being used to perform the fan calibration method as described in any one of claims 1 to 4, characterized in that, The device includes: The acquisition module is used to acquire the temperature of the vehicle's components and the temperature of the vehicle's coolant. The first determining module is used to determine the target difference between the component temperature and the coolant temperature based on the component temperature of the vehicle and the reference temperature of the component of the vehicle. The second determining module is used to determine, when the vehicle's air conditioning system is not turned on, the first rotation speed required for the vehicle's fan to control the difference between the component temperature and the coolant temperature to the target difference. The third determining module is used to determine a first proportion of the high-level pulse duration to the electrical pulse period based on the first rotational speed. The high-level pulse is a pulse whose pulse voltage meets the reference voltage. The first proportion is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled at the target difference.

6. The apparatus according to claim 5, characterized in that, The device further includes: The fourth determining module is used to determine the pressure level of the air conditioning system by means of the air conditioning compressor when the air conditioning system of the vehicle is turned on. The fifth determining module is used to determine that the vehicle's fan controls the difference between the component temperature and the coolant temperature at the target difference value, and controls the pressure value level at the second speed required for the pressure value reference level; The sixth determining module is used to determine a second ratio of the duration of the high-level pulse to the period of the electrical pulse based on the second rotational speed. The second ratio is used by the fan controller to adjust the voltage of the fan motor so that the difference between the component temperature and the cooling water temperature is controlled at the target difference value, and the pressure value level is controlled at the pressure value reference level.

7. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement the fan calibration method as described in any one of claims 1 to 4.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the fan calibration method as described in any one of claims 1 to 4.

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