Vehicle temperature control system, on-board controller, vehicle and storage medium

Abstract

This invention discloses a vehicle temperature control system, an on-board controller, a vehicle, and a storage medium. The vehicle temperature control system includes a temperature control device, and two independent engine cooling circuits and an electric drive cooling circuit. The engine cooling circuit includes an intercooler, an exhaust gas recirculation valve, a first water pump, and an auxiliary radiator connected sequentially via a first pipe. The engine cooling circuit exchanges heat with the engine's airflow through the intercooler. The electric drive cooling circuit includes a second water pump, a three-electric system (battery, motor, and electronic control system), and a low-temperature radiator connected sequentially via a second pipe. The three-electric system includes an electronic control system, an electric drive system, and / or a battery system. The engine cooling circuit and the electric drive cooling circuit are independently controlled by the temperature control device. This design avoids the coupling and mutual interference of the two cooling circuits, effectively solving the vehicle safety hazard caused by low-temperature condensation in the EGR system due to the coupling of the two circuits.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a vehicle temperature control system, an on-board controller, a vehicle, and a storage medium. Background Technology

[0002] Compared to traditional gasoline vehicles, hybrid vehicles add three electric systems: electric drive, electric control, and battery system. Therefore, in addition to the original cooling requirements of the engine, hybrid vehicles also have increased cooling requirements for the three electric systems, which increases the thermal management requirements of hybrid vehicles.

[0003] In the existing temperature control system of hybrid vehicles, the water-cooled air cooler (WCAC) and exhaust gas recirculation (EGR) system of the engine air circuit, as well as the low-temperature radiator (LTR), are usually coupled to the components of the three-electric system in the same circuit. This couples the engine cooling circuit with the electric drive cooling circuit. When the engine intake air temperature drops, in order to ensure the normal operation of the three-electric system, the cooling flow of the intercooler and EGR system cannot be cut off. The EGR system is prone to producing a large amount of condensate at low temperatures, which can cause the vehicle to suddenly stall and pose a safety hazard. Summary of the Invention

[0004] This invention provides a vehicle temperature control system, an on-board controller, a vehicle, and a storage medium to solve the problem that in existing hybrid vehicles, the EGR system easily generates a large amount of condensate, causing the vehicle to suddenly stall and posing a safety hazard.

[0005] A vehicle temperature control system is provided, characterized in that it includes a temperature control device, an independent engine cooling circuit, and an electric drive cooling circuit;

[0006] The engine cooling circuit includes an intercooler, an exhaust gas recirculation valve, a first water pump, and an auxiliary radiator connected in sequence through a first pipeline. The engine cooling circuit exchanges heat with the engine's air passage through the intercooler.

[0007] The electric drive cooling circuit includes a second water pump, a three-electric system and a low-temperature radiator connected in sequence through a second pipeline. The three-electric system includes an electric control system, an electric drive system and / or a battery system.

[0008] The engine cooling circuit and the electric drive cooling circuit are each independently controlled by a temperature control device.

[0009] Optionally, the electric drive cooling circuit also includes a range extender, which is connected in parallel with the three-electric system.

[0010] Optionally, the auxiliary radiator is located at the front of the vehicle, and an auxiliary cooling fan is provided on the inner side of the auxiliary radiator.

[0011] Optionally, the vehicle temperature control system also includes a first expansion tank and a second expansion tank, with the engine cooling circuit connected in series with the first expansion tank and the electric drive cooling circuit connected in parallel with the second expansion tank.

[0012] Optionally, the electric drive cooling circuit also includes a high-temperature radiator and / or a cooling fan, with the high-temperature radiator located in front of the low-temperature radiator and the cooling fan located inside the low-temperature radiator.

[0013] Optionally, the low-temperature radiator, high-temperature radiator, cooling fan and air conditioning condenser are integrated into a front-end heat exchange module, which is located in the front engine compartment of the vehicle.

[0014] The high-temperature radiator is located in front of the low-temperature radiator, and the condenser is located inside the low-temperature radiator; the cooling fan is located inside the air conditioner condenser.

[0015] Optionally, the temperature control device is specifically used for:

[0016] Real-time monitoring of engine intake air temperature;

[0017] When the engine intake air temperature is less than or equal to the first preset temperature, the first water pump in the engine cooling circuit is shut down.

[0018] Optionally, the temperature control device is also used for:

[0019] When the engine intake air temperature is greater than the first preset temperature and less than or equal to the second preset temperature, the speed of the first water pump is adjusted according to the engine's cooling requirements.

[0020] When the engine intake air temperature is greater than the second preset opening degree, the first water pump is controlled to open at its maximum speed, and the auxiliary cooling fan of the engine cooling circuit is turned on.

[0021] Optionally, the speed of the first water pump can be adjusted according to the engine's cooling requirements, including:

[0022] When the vehicle is under rapid acceleration, control the first water pump to operate at maximum speed.

[0023] When the vehicle is not under rapid acceleration, the speed of the first water pump is controlled according to the engine's cooling requirements.

[0024] Optionally, the temperature control device is also used for:

[0025] Real-time monitoring of the medium temperature at the outlet of the second water pump in the electric drive cooling circuit;

[0026] The cooling flow rate of the electric drive cooling circuit is controlled based on the medium temperature at the outlet of the second water pump.

[0027] Optionally, the cooling flow rate of the electric drive cooling circuit is controlled based on the medium temperature at the outlet of the second water pump, including:

[0028] Based on the cooling requirements of the three-electric system, the target cooling temperature of the electric drive cooling circuit is determined.

[0029] The rotational speed of the second water pump is adjusted based on the target cooling temperature and the medium temperature at the outlet of the second water pump.

[0030] Optionally, based on the cooling requirements of the three-electric system, the target cooling temperature of the electric drive cooling circuit is determined, including:

[0031] Determine the cooling requirements of the range extender in the electric drive cooling circuit;

[0032] Based on the cooling requirements of the range extender and the three-electric system, the target cooling temperature of the electric drive cooling circuit is determined.

[0033] A vehicle is provided, including the aforementioned vehicle temperature control system.

[0034] An on-board controller is provided, including 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 function of the temperature control device of the vehicle temperature control system.

[0035] A readable storage medium is provided, which stores a computer program that, when executed by a processor, performs the function of a temperature control device as described above in a vehicle temperature control system.

[0036] In one solution provided by the aforementioned vehicle temperature control system, on-board controller, vehicle, and storage medium, the vehicle temperature control system includes a temperature control device, an independent engine cooling circuit, and an electric drive cooling circuit. The engine cooling circuit includes an intercooler, an exhaust gas recirculation valve, a first water pump, and an auxiliary radiator connected sequentially via a first pipe. The engine cooling circuit exchanges heat with the engine's airflow through the intercooler. The electric drive cooling circuit includes a second water pump, a three-electric system (battery, motor, and electronic control system), and a low-temperature radiator connected sequentially via a second pipe. The three-electric system includes an electronic control system, an electric drive system, and / or a battery system. The engine cooling circuit and the electric drive cooling circuit are independently controlled by the temperature control device. In this embodiment, the intercooler and the three-electric system are not on the same circuit, making the engine cooling circuit and the electric drive cooling circuit independent and independently controlled by the temperature control device. This avoids the two cooling circuits coupling and interfering with each other, reducing the possibility of the EGR system producing a large amount of condensate, thereby reducing vehicle safety hazards. This effectively solves the problem of vehicle safety hazards caused by low-temperature condensation in the EGR system due to the coupling of the two circuits. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of a vehicle temperature control system according to one embodiment of the present invention;

[0039] Figure 2 This is a flowchart illustrating the steps performed by the temperature control device in one embodiment of the present invention;

[0040] Figure 3 This is another flowchart illustrating the steps performed by the temperature control device in one embodiment of the present invention;

[0041] Figure 4 yes Figure 3 A schematic diagram of the implementation process of step S30;

[0042] Figure 5 This is another flowchart illustrating the steps performed by the temperature control device in one embodiment of the present invention;

[0043] Figure 6 yes Figure 5 A schematic diagram of the implementation process of step S60;

[0044] Figure 7 This is a schematic diagram of the structure of an on-board controller in one embodiment of the present invention.

[0045] The labels for the attached figures are as follows:

[0046] 11-Intercooler; 12-Exhaust Gas Recirculation (EGR) System; 13-First Water Pump; 14-Auxiliary Radiator; 15-Auxiliary Cooling Fan; 21-Second Water Pump; 22-Electrical Control System; 23-Electric Drive System; 24-Battery System; 25-Range Extender; 26-Low Temperature Radiator; 27-Cooling Fan; 28-High Temperature Radiator; 29-Condenser; 31-First Data Acquisition Device; 32-Second Data Acquisition Device; 41-First Expansion Tank; 42-Second Expansion Tank. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or collections thereof. It should also be understood that, as used in this specification and the appended claims, the term "and / or" refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0049] Furthermore, in the description of this invention and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0050] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of the invention include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0051] It should be understood that the sequence number of each step in the following embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0052] To illustrate the technical solution of the present invention, specific embodiments are described below.

[0053] like Figure 1 As shown, the vehicle temperature control system provided in this embodiment of the invention includes a temperature control device (not shown), an independent engine cooling circuit, and an electric drive cooling circuit. The engine cooling circuit includes an intercooler 11WCAC, an exhaust gas recirculation system (EGR system) 12, a first water pump 13, and an auxiliary radiator 14, connected sequentially via a first pipe. The engine cooling circuit exchanges heat with the engine's airflow through the intercooler 11. The electric drive cooling circuit includes a second water pump 21, a three-electric system (battery, motor, and electronic control system), and a low-temperature radiator 26, connected sequentially via a second pipe. The three-electric system includes an electronic control system 22, an electric drive system 23, and / or a battery system 24. The engine cooling circuit and the electric drive cooling circuit are independently controlled by the temperature control device.

[0054] The electronic control system 22 can be an adaptive cruise control system (ADC), an intrusion prevention system (IPS), an integrated power unit (IPU), or other electronic control structures. The electric drive system 23 can be various types of motors, such as a P4 rear-drive motor. The temperature control device can be an on-board controller, such as an electronic control unit (ECU), a domain controller, or a vehicle controller. In other embodiments, the temperature control device can also be various computer devices on the vehicle. The first water pump 13 and the second water pump 21 can be electronic pumps, so that they respond to the controller's instructions to control the cooling flow of the engine cooling circuit and the electric drive cooling circuit, respectively.

[0055] like Figure 1 As shown, the cooling medium in the engine cooling circuit is transferred from the first water pump 13 to the auxiliary radiator 14, then flows through the intercooler (WCAC) 11 and the EGR system 12, and finally returns to the first water pump 13, forming the engine's intermediate-temperature cooling circuit, i.e., the engine cooling circuit. During vehicle operation, the auxiliary radiator 14 cools the intercooler 11 and the EGR system 12 through heat exchange between the natural air entering from the front of the vehicle and the cooling medium, achieving the target temperature requirement. The engine's airflow path is formed by the engine exhaust gas and the treated engine intake air. The exhaust gas discharged from the engine is treated by the EGR cooler (not shown) and then mixed with fresh air. The high-temperature mixture of fresh air and EGR exhaust gas is pressurized to form a high-temperature gas that enters the intercooler 11. The high-temperature mixture flows into the intercooler 11, is cooled by the cooling medium in the engine cooling circuit, and then enters the engine. The temperature control device can control the cooling flow rate of the engine cooling circuit according to the actual cooling needs of the engine, thereby controlling the engine intake air temperature and reducing the possibility of engine overheating or excessive condensation in the intercooler 11, thus reducing vehicle safety risks.

[0056] like Figure 1 As shown, the cooling medium in the electric drive cooling circuit is transferred to the electronic control system 22, electric drive system 23, and battery system 24 via the second water pump 21. After heat exchange with the three electric systems, the heated cooling medium flows into the low-temperature radiator 26, where it is cooled before flowing back to the second water pump 21. The temperature control device can adjust the cooling flow rate of the electric drive cooling circuit according to the actual cooling needs of the three electric systems, thereby controlling the temperature of the three electric systems, reducing the possibility of overheating or overcooling, and thus reducing vehicle safety risks.

[0057] In this embodiment, the intercooler 11 and the three-electric system are not on the same circuit, so that the engine cooling circuit and the electric drive cooling circuit are independent of each other and are independently controlled by the temperature control device. This can avoid the situation where the two cooling circuits are coupled and affect each other, reduce the possibility of the EGR system 12 producing a large amount of condensate, and thus reduce vehicle safety hazards. This effectively solves the problem of vehicle safety hazards caused by low-temperature condensation of the EGR system due to the coupling of the two circuits.

[0058] Furthermore, in traditional cooling system designs, the auxiliary radiator 14, connected to the intercooler 11, is typically located behind the fog lights at the front of the vehicle due to space constraints. This low ground clearance means that in the event of a minor collision, the circuit containing it may leak, and because it is coupled in series with the electric drive cooling circuit, overheating can trigger the vehicle's malfunction prevention system. In this embodiment, however, the engine cooling circuit and the electric drive cooling circuit are independent. Even if the auxiliary radiator 14 is damaged in a collision, only the engine cooling circuit will malfunction; the electric drive cooling circuit will continue to operate normally, thus not affecting low-speed vehicle operation and allowing the vehicle to be driven smoothly to a repair shop. Compared to the configuration where the auxiliary radiator 14 and the electric drive circuit are coupled, this embodiment effectively solves the problem of the vehicle being unable to run due to overheating of the electric drive circuit caused by damage to the auxiliary radiator 14.

[0059] In one embodiment, such as Figure 1 As shown, the electric drive cooling circuit also includes a range extender 25, which is connected in parallel with the three-electric system. The electric drive cooling circuit can cool the three-electric system and the range extender 25. The parallel design of the two can simultaneously meet the different cooling requirements of different structures, further increasing the temperature control range and temperature control effect of the hybrid vehicle.

[0060] In one embodiment, the vehicle temperature control system further includes a first data acquisition device 31 and a second data acquisition device 32. For example... Figure 1 As shown, the first acquisition device 31 can be a water temperature and pressure sensor, and the second acquisition device 32 can be a temperature sensor. In other embodiments, both the first acquisition device 31 and the second acquisition device 32 can be water temperature sensors.

[0061] The first data acquisition device 31 is located at the outlet of the intercooler 11 and is used to monitor and acquire the engine's intake air temperature in real time. This allows the temperature control device to control the first water pump 13 in the engine cooling circuit based on the acquired intake air temperature, thereby adjusting the cooling flow rate of the engine cooling circuit. This regulates the gas temperature after the intercooler 11, preventing engine overheating or excessive condensation within the intercooler 11. Compared to adding a temperature and humidity sensor at the intake end of the intercooler 11 to control the EGR exhaust gas flow based on ambient temperature and humidity, the vehicle temperature control system in this embodiment, without adding a humidity sensor, effectively addresses the safety hazard caused by sudden engine shutdown due to EGR condensation, especially in high-humidity environments and high-speed driving conditions, while also reducing costs.

[0062] The second data acquisition device 32 is installed at the outlet of the second water pump 21 to collect the actual water temperature at the outlet of the second water pump 21, that is, the medium temperature at the outlet of the second water pump 21, which is also the water temperature flowing into the three-electric system (and the range extender 25). This allows the subsequent temperature control device to control the medium temperature at the outlet of the second water pump 21 in real time based on the cooling requirements of the three-electric system (and the range extender 25), thereby achieving the purpose of dynamically adjusting the temperature of the three-electric system (and the range extender 25) to reach the target temperature.

[0063] In one embodiment, such as Figure 1 As shown, the auxiliary radiator 14 is located at the front of the vehicle, and an auxiliary cooling fan 15 is provided inside the auxiliary radiator 14. At low to medium speeds or idling speeds, the cooling effect of the auxiliary radiator 14 is poor due to the low airflow speed. In this embodiment, without changing the thermal management architecture, adding an auxiliary cooling fan 15 behind the auxiliary radiator 14 can increase the airflow speed at low to medium speeds and idling speeds, thereby increasing the cooling effect of the auxiliary radiator 14, expanding the functionality of the auxiliary radiator 14, improving the heat exchange capacity of the engine cooling circuit, and thus meeting the overall vehicle heat exchange requirements. Furthermore, it provides solutions for diverse styling (such as small openings in electrified grilles), markets with high ambient temperatures, and shortened development cycles.

[0064] In one embodiment, such as Figure 1 As shown, there are two auxiliary radiators 14, namely, a first auxiliary radiator 14 and a second auxiliary radiator 14, and each of the two auxiliary radiators 14 has an auxiliary cooling fan 15 on its inner side. The two auxiliary radiators 14 can be respectively located below the left headlight and the right headlight at the front of the vehicle.

[0065] It is important to understand that with the widespread application of electrification in vehicle design, the opening area of ​​the vehicle's front end is gradually decreasing, resulting in insufficient projected area for the auxiliary radiator 14. A single auxiliary radiator 14 cannot meet the heat exchange requirements. In this embodiment, by increasing the number of auxiliary radiators 14 and adding an auxiliary cooling fan 15 after each auxiliary radiator 14, the cooling effect of the auxiliary radiators 14 can be further enhanced, improving the heat exchange capacity of the engine cooling circuit and thus meeting the overall vehicle heat exchange requirements.

[0066] In one embodiment, such as Figure 1 As shown, the vehicle temperature control system also includes a first expansion tank 41 and a second expansion tank 42. The engine cooling circuit is connected in series with the first expansion tank 41. The electric drive cooling circuit is connected in parallel with the second expansion tank 42. Since the intercooler 11 is mounted on top of the engine, connecting the auxiliary radiator 14, intercooler 11, and EGR system 12 in series with the first expansion tank 41 solves the problem of insufficient Z-axis layout space caused by the engine-mounted intercooler 11, thus meeting the Z-axis clearance requirements for a five-star collision. The electric drive cooling circuit contains various electrical systems, resulting in a complex circuit layout. Connecting the electric drive cooling circuit in parallel with the second expansion tank 42, which serves as a water replenishment and venting structure, enhances the system's filling and venting performance.

[0067] In one embodiment, such as Figure 1 As shown, the electric drive cooling circuit also includes a high-temperature radiator 28 and / or a cooling fan 27. The high-temperature radiator 28 is located in front of the low-temperature radiator 26, and the cooling fan 27 is located inside the low-temperature radiator 26. During vehicle operation, the low-temperature radiator 26 cools the system through heat exchange between the cold side air brought by the cooling fan 27 and the circuit medium, improving the temperature control effect of the electric drive cooling circuit and ensuring that the temperatures of the three-electric system and the range extender 25 meet the requirements. The placement of the high-temperature radiator 28 in front of the low-temperature radiator 26 integrates two heat exchangers with different functions into a single heat exchanger, improving heat dissipation efficiency and thus enhancing the temperature control effect of the electric drive cooling circuit.

[0068] In one embodiment, such as Figure 1 As shown, the low-temperature radiator 26, high-temperature radiator 28, cooling fan 27, and air conditioning condenser 29 are integrated into a front-end heat exchange module, which is located in the front engine compartment of the vehicle. Specifically, the high-temperature radiator 28 is located in front of the low-temperature radiator 26, and the condenser 29 is located inside the low-temperature radiator 26; the cooling fan 27 is located inside the air conditioning condenser 29. This design facilitates smooth airflow at the front of the vehicle, enhances the functionality of the front-end heat exchange module, and improves heat dissipation efficiency and effectiveness.

[0069] In one embodiment, the electric drive cooling circuit further includes a first branch and a second branch, which are connected in parallel. A first solenoid valve, electric drive system 23, electronic control system 22, and battery system 24 are connected in series in the first branch. A second solenoid valve and range extender 25 are connected in series in the second branch. The first solenoid valve controls the cooling flow through the three-electric system in response to commands from the temperature control device, and the second solenoid valve controls the cooling flow through the range extender 25 in response to commands from the temperature control device. By controlling the flow rates of the first and second branches respectively through the first and second solenoid valves, the temperature control accuracy can be further increased, ensuring the cooling effect of different system devices, thereby further improving the system's heat dissipation capacity and reliability.

[0070] In one embodiment, such as Figure 2 As shown, the temperature control device is specifically used to achieve the following steps:

[0071] S10: Real-time monitoring of engine intake air temperature.

[0072] S20: When the engine intake air temperature is less than or equal to the first preset temperature, shut down the first water pump 13 of the engine cooling circuit.

[0073] During vehicle operation, the temperature control device needs to keep the first water pump 13, auxiliary radiator 14, and intercooler 11 of the engine cooling circuit in an open state to allow the engine cooling circuit to cool and dissipate heat from the engine. During this process, the temperature control device needs to monitor the engine's intake air temperature in real time via a first data acquisition device 31 located at the outlet of the intercooler 11. Since the engine cooling circuit and the electric drive circuit are independent of each other, only the cooling flow rate of the engine cooling circuit needs to be controlled based on the engine's intake air temperature to achieve a good control effect.

[0074] Specifically, when the engine intake air temperature is less than or equal to a first preset temperature, it indicates that the engine intake air temperature is low. To prevent the EGR system 12 from producing condensate, the temperature control device needs to send a shutdown command to the first water pump 13 in the engine cooling circuit, so that the first water pump 13 responds to the shutdown command and shuts down. The first preset temperature is a temperature calibrated based on actual engine measurement data, and the first preset temperature can be 45°C.

[0075] In this embodiment, by monitoring the engine's intake air temperature in real time, when the engine's intake air temperature is less than or equal to a first preset temperature, the first water pump 13 in the engine cooling circuit is shut off. This rapidly reduces the cooling flow rate in the engine cooling circuit, thereby increasing the gas temperature after the intercooler 11, i.e., increasing the engine's intake air temperature. This prevents the generation of condensate in the EGR system 12 and avoids excessive condensate causing engine stalling and creating a safety hazard. The control strategy is simple and effective, requiring no additional humidity sensor for ambient temperature monitoring. It addresses the safety hazard caused by sudden engine stalling due to EGR condensation in high-humidity environments and high-speed driving conditions, while also reducing costs.

[0076] In one embodiment, such as Figure 3 As shown, the temperature control device is also used to achieve the following steps:

[0077] S30: When the engine intake air temperature is greater than the first preset temperature and less than or equal to the second preset temperature, adjust the speed of the first water pump 13 according to the engine cooling requirements.

[0078] The second preset temperature is a temperature calibrated based on actual engine test data, and the second preset temperature can be 75℃.

[0079] After monitoring the engine's intake air temperature in real time, when the engine's intake air temperature is greater than a first preset temperature but less than or equal to a second preset temperature, the speed of the first water pump 13 is adjusted according to the engine's cooling requirements. The greater the engine's cooling requirements, the greater the cooling flow rate of the engine cooling circuit needs to be, and the faster the speed of the first water pump 13 should be.

[0080] S40: When the engine intake air temperature is greater than the second preset opening degree, control the first water pump 13 to be fully opened at maximum speed and turn on the auxiliary cooling fan 15 of the engine cooling circuit.

[0081] After real-time monitoring of the engine intake air temperature, when the engine intake air temperature is greater than the second preset opening degree, it indicates that the engine intake air temperature is high and the auxiliary radiator 14 is unable to meet the engine cooling requirements. The vehicle may be in a low speed or idling situation. In this case, it is necessary to control the first water pump 13 to be fully opened at the maximum speed and turn on the auxiliary cooling fan 15 of the engine cooling circuit to increase the wind speed and thus increase the heat dissipation efficiency of the auxiliary radiator 14 and reduce the engine intake air temperature.

[0082] In this embodiment, when the engine intake air temperature is greater than a first preset temperature and less than or equal to a second preset temperature, the speed of the first water pump 13 is adjusted according to the engine's cooling requirements. When the engine intake air temperature is greater than the second preset opening temperature, the first water pump 13 is controlled to operate at its maximum speed, and the auxiliary cooling fan 15 of the engine cooling circuit is activated. The speed of the first water pump 13 can be adjusted according to the actual cooling requirements of the engine to achieve engine heat dissipation and ensure the normal operation of the engine. When the engine intake air temperature is too high, the auxiliary cooling fan 15 of the engine cooling circuit is activated to assist in heat dissipation, increase the functional expandability and heat dissipation efficiency of the auxiliary radiator 14, and reduce the engine intake air temperature.

[0083] In one embodiment, such as Figure 4 As shown, step S30, which involves adjusting the speed of the first water pump 13 according to the engine's cooling requirements, specifically includes the following steps:

[0084] S31: Determine if the vehicle is under rapid acceleration.

[0085] When the engine intake air temperature is greater than the first preset temperature but less than or equal to the second preset temperature, it is also necessary to determine whether the vehicle is under rapid acceleration. For example, determine whether the vehicle acceleration or engine speed suddenly (e.g., within a short period of time) increases by more than a calibrated value. If it suddenly increases by more than a calibrated value, it indicates that the vehicle is under rapid acceleration.

[0086] S32: When the vehicle is under rapid acceleration, control the first water pump 13 to be fully opened at maximum speed.

[0087] When the vehicle is under rapid acceleration, the engine boost ratio increases sharply. Under these conditions, the temperature control device controls the first water pump 13 to operate at its maximum speed to prevent the gas temperature after the intercooler 11, i.e., the engine intake air temperature, from becoming too high and causing boiling, thus ensuring system reliability. This maximum speed is the maximum speed that the first water pump 13 can reach.

[0088] S33: When the vehicle is not under rapid acceleration, control the speed of the first water pump 13 according to the engine's cooling requirements.

[0089] When the vehicle is not under rapid acceleration, the speed of the first water pump 13 is controlled according to the engine's cooling requirements.

[0090] For example, the speed of the first water pump 13 can be calibrated under different engine cooling requirements based on the measured data of the engine beforehand, thus obtaining the speed data of the first water pump 13. When the engine intake air temperature is greater than the first preset temperature and less than or equal to the second preset temperature, if the vehicle is not under rapid acceleration, the current cooling requirement of the engine is determined based on the engine heat dissipation. Then, the speed of the first water pump 13 corresponding to the current cooling requirement of the engine is found in the speed data of the first water pump 13, and the first water pump 13 is controlled to operate at that speed to provide sufficient cooling flow to the engine.

[0091] In this embodiment, when the vehicle is in a rapid acceleration condition, the first water pump 13 is controlled to operate at its maximum speed. When the vehicle is not in a rapid acceleration condition, the speed of the first water pump 13 is controlled according to the engine's cooling requirements. This clarifies the specific process of adjusting the speed of the first water pump 13 according to the engine's cooling requirements, ensuring that the engine will not be too cold or too hot, and guaranteeing the reliability of the system.

[0092] In one embodiment, such as Figure 5 As shown, the temperature control device is also used to achieve the following steps:

[0093] S50: Real-time monitoring of the medium temperature at the outlet of the second water pump 21 in the electric drive cooling circuit.

[0094] During vehicle operation, the temperature control device needs to control the second water pump 21 of the electric drive cooling circuit to be turned on, and the low-temperature radiator 26 and cooling fan 27 (and / or high-temperature radiator 28) to be turned on, so that the circuit medium in the electric drive cooling circuit can cool and dissipate heat from the three-electric system and the range extender 25. During this process, the temperature control device needs to monitor the temperature of the medium at the outlet of the second water pump 21 in real time through the second acquisition device 32 located at the outlet of the second water pump 21, that is, the temperature of the circuit medium flowing through the three-electric system and the range extender 25.

[0095] S60: Control the cooling flow rate of the electric drive cooling circuit based on the medium temperature at the outlet of the second water pump 21.

[0096] Then, based on the medium temperature at the outlet of the second water pump 21, the cooling flow rate of the electric drive cooling circuit is controlled. For example, with a calibrated temperature as the target, the medium temperature at the outlet of the second water pump 21 is controlled by PID (Proportional-Integral-Derivative) to meet the cooling requirements of different systems. This calibrated temperature is obtained based on actual vehicle test data and is a suitable temperature that meets the cooling requirements of the three-electric system and the range extender 25.

[0097] In this embodiment, the medium temperature at the outlet of the second water pump 21 in the electric drive cooling circuit is monitored in real time, and the cooling flow rate of the electric drive cooling circuit is controlled based on the medium temperature at the outlet of the second water pump 21. Since the engine cooling circuit and the electric drive circuit are independent of each other, it is only necessary to control the cooling flow rate of the electric drive cooling circuit based on the medium temperature at the outlet of the second water pump 21 to meet the cooling requirements of the three-electric system and the range extender 25. This is simple, convenient, and has good temperature control effect.

[0098] In one embodiment, such as Figure 6 As shown, in step S60, the cooling flow rate of the electric drive cooling circuit is controlled based on the medium temperature at the outlet of the second water pump 21, specifically including the following steps:

[0099] S61: Based on the cooling requirements of the three-electric system, determine the target cooling temperature of the electric drive cooling circuit.

[0100] During vehicle operation, the temperature control device needs to meet the cooling requirements of each system in the three-electric system, and determines the target cooling temperature of the electric drive cooling circuit based on the cooling requirements of each system in the three-electric system.

[0101] For example, the cooling requirements of each system in the three-electric system can be determined, and the largest cooling requirement can be directly selected as the target cooling temperature of the electric drive cooling circuit, which is simple and convenient. In other embodiments, to prevent overheating of each system in the three-electric system, the sum of the cooling requirements of each system can be used as the target cooling temperature of the electric drive cooling circuit.

[0102] S62: Adjust the rotational speed of the second water pump 21 based on the target cooling temperature and the medium temperature at the outlet of the second water pump 21.

[0103] After determining the target cooling temperature of the electric drive cooling circuit, the temperature control device needs to adjust the speed of the second water pump 21 based on the target cooling temperature and the medium temperature at the outlet of the second water pump 21, thereby adjusting the cooling flow of the electric drive cooling circuit to meet the cooling requirements of the three-electric system.

[0104] For example, by using the target cooling temperature as the control target and the monitored medium temperature at the outlet of the second water pump 21 as feedback, the speed of the second water pump 21 can be adjusted by PID control, which is simple and has high control accuracy.

[0105] In this embodiment, based on the cooling requirements of the three-electric system, the target cooling temperature of the electric drive cooling circuit is determined. Based on the target cooling temperature and the medium temperature at the outlet of the second water pump 21, the rotational speed of the second water pump 21 is adjusted. The specific steps for controlling the cooling flow rate of the electric drive cooling circuit based on the medium temperature at the outlet of the second water pump 21 are clearly defined. By adjusting the rotational speed of the second water pump 21, the cooling flow rate of the electric drive cooling circuit is adjusted to meet the cooling requirements of the three-electric system, which is simple and intuitive.

[0106] In one embodiment, step S61, which involves determining the target cooling temperature of the electric drive cooling circuit based on the cooling requirements of the three-electric system, includes the following steps:

[0107] S611: Determine the cooling requirements of the range extender 25 in the electric drive cooling circuit;

[0108] S612: Based on the cooling requirements of the range extender 25 and the three-electric system, determine the target cooling temperature of the electric drive cooling circuit.

[0109] During vehicle operation, the temperature control device needs to determine the cooling requirements of each system in the three-electric system and the cooling requirements of the range extender 25 in the electric drive cooling circuit. Then, based on the cooling requirements of the range extender 25 and the cooling requirements of each system in the three-electric system, the target cooling temperature of the electric drive cooling circuit is determined.

[0110] For example, the cooling requirements of the range extender 25 and the cooling requirements of each system in the three-electric system can be determined, and the largest cooling requirement can be directly selected as the target cooling temperature of the electric drive cooling circuit, which is simple and convenient. In other embodiments, in order to prevent the range extender 25 and each system in the three-electric system from overheating, the cooling requirements of the range extender 25 and each system can be summed, and the summation result can be directly used as the target cooling temperature of the electric drive cooling circuit.

[0111] In this embodiment, the cooling requirements of the range extender 25 in the electric drive cooling circuit are obtained. Then, based on the cooling requirements of the range extender 25 and the cooling requirements of the three electric systems, the target cooling temperature of the electric drive cooling circuit is determined. Then, based on the target cooling temperature, the speed of the second water pump 21 is controlled, so that the cooling flow rate in the electric drive cooling circuit can meet the cooling requirements of the range extender 25 and each system, thus providing system reliability.

[0112] In one embodiment, the target cooling temperature of the electric drive cooling circuit includes a first target temperature of the first branch and a second target temperature of the second branch. Step S612, which determines the target cooling temperature of the electric drive cooling circuit based on the cooling requirements of the range extender 25 and the three-electric system, includes the following steps:

[0113] S601: Based on the cooling requirements of each system in the three-electric system, determine the first target temperature of the first branch.

[0114] For example, the temperature control device can determine the cooling requirements of each system in the three-electric system and directly select the largest cooling requirement as the first target temperature of the first branch, which is simple and convenient. In other embodiments, to prevent overheating of each system in the three-electric system, the sum of the cooling requirements of each system can be used as the first target temperature of the first branch.

[0115] S602: Determine the second target temperature of the second branch based on the cooling requirements of the range extender 25.

[0116] For example, the cooling requirement of the range extender 25 can be directly used as the second target temperature of the second branch.

[0117] In this embodiment, based on the cooling requirements of each system in the three-electric system, the first target temperature of the first branch is determined, and based on the cooling requirements of the range extender 25, the second target temperature of the second branch is determined. Clarifying the target temperatures of the two branches provides a basis for accurate cooling flow control, facilitating the subsequent control of the solenoid valves on different branches, thereby achieving cooling for different devices and systems. This further increases temperature control accuracy, ensures the cooling effect of different system devices, and ultimately improves the system's heat dissipation capacity and reliability.

[0118] In one embodiment, the target cooling temperature of the electric drive cooling circuit includes a first target temperature of the first branch and a second target temperature of the second branch. Step S62, which involves adjusting the rotational speed of the second water pump 21 based on the target cooling temperature and the medium temperature at the outlet of the second water pump 21, includes the following steps:

[0119] S621: Adjust the rotational speed of the second water pump 21 based on the total target temperature of the first target temperature and the second target temperature.

[0120] The target cooling temperature of the electric drive cooling circuit includes the first target temperature of the first branch and the second target temperature of the second branch.

[0121] After obtaining the target cooling temperature of the electric drive cooling circuit, the temperature control device needs to determine the total target temperature of the first target temperature and the second target temperature, and adjust the speed of the second water pump 21 based on the total target temperature.

[0122] For example, pre-calibrated second water pump 21 speed data is obtained, including the second water pump 21 speed under different target temperatures (the target temperature being the total temperature of the first and second branches). This second water pump 21 speed data is pre-calibrated based on actual vehicle measurement data, specifying the required second water pump 21 speed at different target temperatures. Then, after determining the total target temperature of the first and second target temperatures, the second water pump 21 speed corresponding to this total target temperature is found in the second water pump 21 speed data, and the second water pump 21 is controlled based on this second water pump 21 speed, which is simple, convenient, and more accurate.

[0123] S622: Based on the proportions of the first target temperature and the second target temperature in the total target temperature, determine the opening degree of the first solenoid valve in the first branch and the opening degree of the second solenoid valve in the second branch.

[0124] Simultaneously, the temperature control device also needs to determine the opening degree of the first solenoid valve in the first branch and the opening degree of the second solenoid valve in the second branch based on the proportion of the first target temperature to the total target temperature and the proportion of the second target temperature to the total target temperature. For example,

[0125] The greater the proportion of the first target temperature (second target temperature) in the total target temperature, the greater the opening degree of the first solenoid valve (second solenoid valve). Conversely, the smaller the proportion of the first target temperature (second target temperature) in the total target temperature, the smaller the opening degree of the first solenoid valve (second solenoid valve).

[0126] That is, the proportion of the first target temperature to the total target temperature, i.e., the proportion of the opening degree of the first solenoid valve to the total opening degree (i.e., the total opening degree of the first solenoid valve and the second solenoid valve), and the proportion of the opening degree of the second solenoid valve to the total opening degree. The opening degree of the first solenoid valve and the opening degree of the second solenoid valve are negatively correlated, so that the cooling flow of the first branch and the second branch can respectively meet the cooling needs of the devices on each branch.

[0127] In this embodiment, the rotational speed of the second water pump 21 is adjusted based on the total target temperature of the first target temperature and the second target temperature. Based on the proportion of the first target temperature and the second target temperature to the total target temperature, the opening degree of the first solenoid valve in the first branch and the opening degree of the second solenoid valve in the second branch are determined. This ensures that the cooling flow of the first branch and the second branch can meet the cooling needs of the devices on each branch, further increasing the temperature control accuracy and ensuring the cooling of different system devices, thereby further improving the heat dissipation capacity and reliability of the system.

[0128] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0129] Specific limitations regarding the temperature control device can be found in the limitations of each step above, and will not be repeated here. Each module in the aforementioned temperature control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of a computer device in hardware form or independent of it, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0130] In one embodiment, a vehicle is provided that includes the aforementioned vehicle temperature control system. In this vehicle's temperature control system, the intercooler 11 and the three-electric system are not on the same circuit, making the engine cooling circuit and the electric drive cooling circuit independent of each other and independently controlled by the temperature control device. This avoids the two cooling circuits from coupling and affecting each other, reducing the possibility of the EGR system 12 producing a large amount of condensate, thereby reducing vehicle safety hazards. This effectively solves the problem of vehicle safety hazards caused by low-temperature condensation in the EGR system due to the coupling of the two circuits.

[0131] Furthermore, in traditional cooling system designs, the auxiliary radiator 14, connected to the intercooler 11, is typically located behind the front fog lights due to space constraints, at a low ground position. In the event of a minor collision, damage or leakage in its circuit can lead to overheating and vehicle malfunction due to its series coupling with the electric drive cooling circuit. However, in this embodiment, the engine cooling circuit and the electric drive cooling circuit are independent. Even if the auxiliary radiator 14 is damaged in a collision, only the engine cooling circuit malfunctions; the electric drive cooling circuit continues to operate normally, thus not affecting low-speed vehicle operation and allowing the vehicle to reach a repair shop smoothly. Compared to the coupled configuration of the auxiliary radiator 14 and the electric drive circuit in the engine cooling circuit, this embodiment effectively solves the problem of vehicle malfunction caused by overheating of the electric drive circuit due to damage to the auxiliary radiator 14.

[0132] Provide an on-board controller, such as Figure 7 As shown, it includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor. When the processor executes the computer program, it implements the function of the temperature control device of the aforementioned vehicle temperature control system.

[0133] A readable storage medium is provided, which stores a computer program that, when executed by a processor, performs the function of a temperature control device as described above in a vehicle temperature control system.

[0134] Those skilled in the art will understand that all or part of the functions of the above-described vehicle temperature control system can be implemented by a computer program instructing the relevant hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it implements the functional steps of the temperature control device in the above-described vehicle temperature control system.

[0135] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0136] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A vehicle temperature control system, characterized in that, This includes a temperature control device, independent engine cooling circuits, and electric drive cooling circuits; The engine cooling circuit includes an intercooler, an exhaust gas recirculation valve, a first water pump, and an auxiliary radiator connected in sequence through a first pipeline. The engine cooling circuit exchanges heat with the engine's air passage through the intercooler. The electric drive cooling circuit includes a second water pump, a three-electric system and a low-temperature radiator connected in sequence through a second pipeline. The three-electric system includes an electric control system, an electric drive system and / or a battery system. The engine cooling circuit and the electric drive cooling circuit are each independently controlled by the temperature control device; The temperature control device is used to: monitor the intake air temperature of the engine in real time; and shut down the first water pump of the engine cooling circuit when the intake air temperature of the engine is less than or equal to a first preset temperature. The temperature control device is also used for: When the intake air temperature of the engine is greater than the first preset temperature and less than or equal to the second preset temperature, the speed of the first water pump is adjusted according to the cooling requirements of the engine. When the intake air temperature of the engine is greater than the second preset temperature, the first water pump is controlled to run at its maximum speed and the auxiliary cooling fan of the engine cooling circuit is turned on.

2. The vehicle temperature control system as described in claim 1, characterized in that, The electric drive cooling circuit also includes a range extender, which is connected in parallel with the three-electric system.

3. The vehicle temperature control system as described in claim 1, characterized in that, The auxiliary radiator is located at the front of the vehicle, and an auxiliary cooling fan is provided on the inner side of the auxiliary radiator.

4. The vehicle temperature control system as described in claim 1, characterized in that, The vehicle temperature control system also includes a first expansion tank and a second expansion tank. The engine cooling circuit is connected in series with the first expansion tank, and the electric drive cooling circuit is connected in parallel with the second expansion tank.

5. The vehicle temperature control system as described in claim 1, characterized in that, The electric drive cooling circuit also includes a high-temperature radiator and / or a cooling fan, wherein the high-temperature radiator is located in front of the low-temperature radiator and the cooling fan is located inside the low-temperature radiator.

6. The vehicle temperature control system as described in claim 5, characterized in that, The low-temperature radiator, the high-temperature radiator, the cooling fan, and the air conditioning condenser are integrated into a front-end heat exchange module, which is arranged in the front engine compartment of the vehicle. The high-temperature radiator is located in front of the low-temperature radiator, and the condenser is located inside the low-temperature radiator; the cooling fan is located inside the air conditioner condenser.

7. The vehicle temperature control system as described in claim 1, characterized in that, Adjusting the speed of the first water pump according to the cooling requirements of the engine includes: When the vehicle is under rapid acceleration, the first water pump is controlled to operate at its maximum speed. When the vehicle is not under rapid acceleration, the speed of the first water pump is controlled according to the cooling requirements of the engine.

8. The vehicle temperature control system according to any one of claims 1-7, characterized in that, The temperature control device is also used for: Real-time monitoring of the medium temperature at the outlet of the second water pump in the electric drive cooling circuit; The cooling flow rate of the electric drive cooling circuit is controlled based on the medium temperature at the outlet of the second water pump.

9. The vehicle temperature control system as described in claim 8, characterized in that, The control of the cooling flow rate of the electric drive cooling circuit based on the medium temperature at the outlet of the second water pump includes: Based on the cooling requirements of the three-electric system, the target cooling temperature of the electric drive cooling circuit is determined. The rotational speed of the second water pump is adjusted based on the target cooling temperature and the medium temperature at the outlet of the second water pump.

10. The vehicle temperature control system as described in claim 9, characterized in that, Determining the target cooling temperature of the electric drive cooling circuit based on the cooling requirements of the three-electric system includes: Determine the cooling requirements of the range extender in the electric drive cooling circuit; Based on the cooling requirements of the range extender and the three-electric system, the target cooling temperature of the electric drive cooling circuit is determined.

11. An on-board controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the function of the temperature control device of the vehicle temperature control system as described in any one of claims 1 to 10.

12. A vehicle, characterized in that, Including the vehicle temperature control system as described in any one of claims 1-10.

13. A readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the function of the temperature control device of the vehicle temperature control system as described in any one of claims 1 to 10.

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