Control methods for vehicle charging systems, vehicle charging systems, vehicles and charging media

Abstract

This invention provides a control method for a vehicle charging system, a vehicle charging system, a vehicle, and a medium. The control method for the charging liquid cooling system includes: in response to the vehicle starting charging and receiving a fault signal, acquiring predictive parameters; inputting the predictive parameters and a first condition into a predictive model to obtain a first predicted temperature of the charging harness, the first condition including that the heat dissipation component is in a closed state; when the first predicted temperature is greater than or equal to a first threshold and at most one of the coolant pump and fan is in a fault state, inputting the predictive parameters and a second condition into the predictive model to obtain a second predicted temperature of the charging harness, the second condition including that the heat dissipation component is in an operating state; when the second predicted temperature is greater than or equal to a second threshold, reducing the current charging current and re-acquiring the second predicted temperature until the second predicted temperature is less than the second threshold; in the event of a fault in the liquid cooling system, the method aims to meet the user's charging needs as much as possible while ensuring a low operating temperature for the charging harness.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a control method for a vehicle charging system, a vehicle charging system, a vehicle, and a charging medium. Background Technology

[0002] With the rapid popularization of electric vehicles, charging efficiency and safety have become key technological challenges. Currently, most methods aim to improve charging efficiency by increasing the charging current. While high-current charging can significantly shorten charging time and improve user experience, it also causes the high-voltage charging harness in the vehicle to overheat, necessitating consideration of cooling and heat dissipation. Cooling is required during charging, but if the liquid cooling system malfunctions, the current standard practice is to directly stop charging, which fails to meet users' charging needs. Summary of the Invention

[0003] This invention provides a control method for a vehicle charging system, a vehicle charging system, a vehicle, and a medium, which can meet the user's charging needs as much as possible in the event of a liquid cooling system failure, and ensure that the operating temperature of the charging harness is low.

[0004] According to a first aspect of the present invention, a control method for a charging system is applied to a vehicle charging system, the vehicle charging system including a charging harness and a liquid cooling module for dissipating heat from the charging harness, the liquid cooling module including a heat dissipation component, the heat dissipation component including a coolant pump and a fan, and the control method for the charging liquid cooling system including:

[0005] In response to the vehicle starting to charge and receiving a fault signal, predictive parameters are obtained, including the current ambient temperature, the current charging current of the charging harness, and the current temperature of the charging harness. The fault signal indicates that at least one of the coolant pump and the fan is in a fault state.

[0006] The prediction parameters and the first condition are input into the prediction model to obtain the first predicted temperature of the charging harness, wherein the first condition includes the heat dissipation component being in a closed state.

[0007] When the first predicted temperature is greater than or equal to the first threshold, and one of the coolant pump and the fan is in a fault state, the prediction parameters and the second condition are input into the prediction model to obtain the second predicted temperature of the charging harness. The second condition includes the heat dissipation component being in operation.

[0008] When the second predicted temperature is greater than or equal to the second threshold, the current charging current is reduced and the second predicted temperature is reacquired until the second predicted temperature is less than the second threshold, wherein the second threshold is greater than the first threshold.

[0009] The control method for the charging system according to embodiments of the present invention has at least the following beneficial effects:

[0010] If a fault signal is received from the heat dissipation component during charging, the system first obtains the predicted parameters, then inputs the predicted parameters and a first condition into the prediction model to obtain the first predicted temperature of the charging harness. The first condition indicates that the heat dissipation component is in a closed state. When the first predicted temperature is greater than or equal to the first threshold, it indicates that the charging harness has a heat dissipation requirement. If at most one of the coolant pump and fan is in a fault state at this time, it indicates that the heat dissipation component can still continue to operate. The predicted parameters and the second condition are then input into the prediction model to obtain the second predicted temperature of the charging harness. The second condition indicates that the heat dissipation component is in an operating state. When the second predicted temperature is greater than or equal to the second threshold, it indicates that if charging continues at the current charging current, the temperature of the charging harness is expected to exceed the safe temperature. At this time, the current charging current is reduced, and the predicted parameters and the second condition are input into the prediction model again to obtain a new second predicted temperature. If the second predicted temperature is still greater than or equal to the second threshold, the charging current is reduced again, and the above steps are repeated until the second predicted temperature is less than the second threshold. This ensures that the temperature of the charging harness is less than the second threshold during charging, avoiding overheating and damage to the charging harness, while meeting the user's charging needs.

[0011] According to some embodiments of the present invention, the control of reducing the current charging current and re-acquiring the second predicted temperature until the second predicted temperature is less than the first threshold includes:

[0012] When the current charging current is less than or equal to the third threshold, the vehicle charging system is controlled to stop charging.

[0013] According to some embodiments of the present invention, the control method of the vehicle charging system further includes:

[0014] When the first predicted temperature is greater than or equal to the second threshold, and both the coolant pump and the fan are in a fault state, the current charging current is reduced and the first predicted temperature is reacquired until the first predicted temperature is less than the second threshold.

[0015] According to some embodiments of the present invention, the control method of the vehicle charging system further includes:

[0016] When both the coolant pump and the fan are in a faulty state and the ambient temperature is greater than the fourth threshold, the current charging current is reduced and the first predicted temperature is obtained until the first predicted temperature is less than the second threshold.

[0017] According to some embodiments of the present invention, the control method of the vehicle charging system further includes:

[0018] When the first predicted temperature is less than the first threshold, or the second predicted temperature is less than the second threshold, the vehicle charging system is controlled to charge normally.

[0019] According to a second aspect of the present invention, a vehicle charging system is applied to a vehicle. The vehicle charging system includes: a charging harness; a liquid cooling module for dissipating heat from the charging harness, the liquid cooling module including a heat dissipation component, the heat dissipation component including a coolant pump and a fan; a prediction module for inputting prediction parameters and preset conditions into a prediction model to obtain a predicted temperature of the charging harness, the prediction parameters including the current charging current of the charging harness, the current temperature of the charging harness, and the current ambient temperature, the preset conditions including the operating state of the heat dissipation component; and a management module for reducing the current charging current until the predicted temperature is less than the second threshold when the heat dissipation component is in operation and the predicted temperature is greater than or equal to a second threshold.

[0020] The vehicle charging system according to embodiments of the present invention has at least the following beneficial effects:

[0021] By inputting the predicted parameters and the operating status of the heat dissipation components into the prediction model, the predicted temperature of the charging harness under the corresponding operating conditions can be obtained. When the predicted temperature is greater than or equal to the second threshold, the current charging current of the charging harness is reduced until the predicted temperature is less than the second threshold. This ensures that the operating temperature of the charging harness will not exceed the maximum safe temperature, thus preventing the charging harness from burning out and meeting the user's charging needs.

[0022] A vehicle according to a third aspect embodiment of the present invention includes a vehicle charging system according to a second aspect embodiment.

[0023] The vehicle according to the embodiments of the present invention, since it includes the vehicle charging system of the second aspect embodiment, has at least the above-mentioned beneficial effects, which will not be repeated here.

[0024] An electronic device according to a fourth aspect of the present invention includes: at least one processor; at least one memory for storing at least one program; when the at least one program is executed by the at least one processor, the at least one processor implements a control method for a vehicle charging system as described in the first aspect of the present invention.

[0025] The electronic device according to the embodiments of the present invention has at least the above-described beneficial effects because its processor implements the control method of the vehicle charging system of the above embodiments, and will not be repeated here.

[0026] According to a fifth aspect of the present invention, a computer-readable storage medium stores processor-executable instructions, which, when executed by a processor, are used to perform a control method for a vehicle charging system according to a second aspect of the present invention.

[0027] A computer program product according to a sixth aspect of the present invention includes a computer program that, when executed by a processor, implements the control method of the vehicle charging system of the first aspect of the present invention.

[0028] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0029] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0030] Figure 1 This is a flowchart illustrating the steps of a control method for a vehicle charging system according to some embodiments of the present invention;

[0031] Figure 2 This is a flowchart illustrating the steps of a control method for a vehicle charging system according to some embodiments of the present invention;

[0032] Figure 3 This is a flowchart illustrating the steps of a control method for a vehicle charging system according to some embodiments of the present invention;

[0033] Figure 4 This is a schematic diagram of a vehicle charging system according to some embodiments of the present invention;

[0034] Figure 5 These are schematic diagrams of the hardware structure of electronic devices according to some embodiments of the present invention. Detailed Implementation

[0035] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0036] This invention provides a vehicle charging system, which is applied in a vehicle and includes a charging harness, a liquid cooling module, and a management module.

[0037] Specifically, the liquid cooling module includes heat dissipation components, which include liquid cooling pipes, a coolant pump, and a fan. The liquid cooling pipes are circulating pipes containing coolant. The coolant pump drives the coolant in the liquid cooling pipes to circulate along the pipes. When a large current passes through the charging harness, the charging harness will heat up. Excessive temperature may damage the charging harness. The liquid cooling pipes are arranged around the outer periphery of the charging harness to allow the coolant to dissipate heat from the charging harness. The coolant pump is used to drive the coolant to circulate, and the fan is used to dissipate heat from the liquid cooling pipes, carrying away the heat absorbed by the coolant, thereby achieving heat dissipation for the charging harness.

[0038] Reference Figure 4 As shown, this is a vehicle charging system according to an embodiment of the present invention. The radiator in the figure is the aforementioned fan, and the HCU in the figure is the Hybrid Control Unit.

[0039] Understandably, referring to Figure 4 As shown, the management module can be understood as the Battery Management System (BMS). The BMS is an intelligent electronic system mainly used to manage the power battery, ensure the safe and efficient operation of the power battery, monitor various parameters of the power battery at all times, and make corresponding controls. By optimizing the control strategy, the life of the power battery can be extended.

[0040] Electric vehicles typically use constant current charging mode for high-current charging. In constant current charging mode, the magnitude and duration of the charging current directly affect the temperature rise of the wiring harness. By sampling the charging current through the BMS, we can understand the magnitude and changes of the charging current, thus providing important information for predicting the temperature of the wiring harness.

[0041] In some embodiments, the vehicle charging system further includes an external temperature sensor and a charging harness temperature sensor. The external temperature sensor is used to detect the ambient temperature of the vehicle, and the charging harness temperature sensor is used to detect the current temperature of the charging harness. The management module can obtain the corresponding temperature data through the external temperature sensor and the charging harness temperature sensor.

[0042] When a liquid cooling module malfunctions, it should be considered from the perspective of whether it affects the heat dissipation capacity of the liquid cooling module. Since the core components of the liquid cooling module include the coolant pump and the fan, a failure in either the coolant pump or the fan will affect the heat dissipation capacity of the liquid cooling module. Specifically, it is possible that one of the coolant pump and the fan malfunctions, or it is possible that both the coolant pump and the fan malfunction.

[0043] Based on this, in some embodiments, the vehicle charging system further includes a prediction module. This prediction module has a built-in prediction model used to predict the temperature of the charging harness during charging. By inputting preset parameters and conditions into the prediction model, the predicted temperature of the charging harness can be obtained. Therefore, whether the charging harness can withstand the current charging current can be determined based on whether the predicted temperature is greater than the maximum safe temperature. The preset parameters include the current temperature of the charging harness, the current charging current of the charging harness, and the current ambient temperature. The current temperature of the charging harness can be obtained from a charging harness temperature sensor, the current charging current can be collected by the management module, and the current ambient temperature can be obtained from an external temperature sensor.

[0044] The preset conditions include the operating status of the heat dissipation components. Specifically, the heat dissipation components have four operating states: First, both the coolant pump and the fan are operating normally; second, the coolant pump is faulty, but the fan is operating normally; third, the fan is faulty, but the coolant pump is operating normally; and fourth, both the coolant pump and the fan are faulty. This can also be understood as four possible preset conditions. Among these, the second to fourth conditions will weaken the heat dissipation capacity of the heat dissipation components. The predictive model can predict the operating temperature of the charging harness under different operating states of the heat dissipation components.

[0045] During charging, if at least one of the coolant pump and fan is in a faulty state, the prediction module predicts the charging harness temperature while the heat dissipation components continue to operate. The management module reduces the charging current based on the predicted temperature of the charging harness being greater than or equal to a second threshold, and then re-acquires the predicted temperature of the charging harness. If the predicted temperature of the charging harness is still greater than or equal to the second threshold, the charging current is reduced again. This process is repeated until the predicted temperature of the charging harness is less than the second threshold. This ensures that the operating temperature of the charging harness is low, protecting the charging harness while simultaneously meeting the user's charging needs.

[0046] In some embodiments, when the heat dissipation component is in the second operating state described above, the fan can be operated at maximum power to increase the fan speed. When the heat dissipation component is in the third operating state described above, the coolant pump can be operated at maximum power to increase the coolant flow rate.

[0047] In some embodiments, the prediction module can be built into the management module, and the management module can implement the functions of the prediction module.

[0048] It should be noted that in some embodiments, the charging harness temperature is monitored in real time, and the charging current is reduced based on the real-time temperature exceeding the maximum safe temperature. However, this approach is not sufficiently effective in protecting the charging harness because the real-time temperature has already exceeded the maximum safe temperature, still causing damage. This embodiment predicts the charging harness temperature. When the predicted temperature exceeds the maximum safe temperature, the charging current can be reduced in advance, preventing the charging harness temperature from exceeding the maximum safe temperature and providing better protection for the charging harness.

[0049] Reference Figure 1 and Figure 3 The diagram illustrates a control method for a vehicle charging system according to an embodiment of the present invention. This control method is applied to the vehicle charging system described above. The control method for the charging liquid cooling system includes steps S100, S200, S300, and S400.

[0050] Step S100: In response to the vehicle starting to charge and receiving a fault signal, obtain prediction parameters, including the current ambient temperature, the current charging current of the charging harness and the current temperature of the charging harness. The fault signal indicates that at least one of the coolant pump and the fan is in a fault state.

[0051] It should be noted that during this step, the charging liquid cooling system is charging the vehicle's power battery. When a fault signal is received from the heat dissipation components, one or both of the coolant pump and fan may be in a faulty state and unable to work properly. This indicates that the heat dissipation capacity of the heat dissipation components may be reduced. It is expected that the temperature of the charging harness will gradually rise during the subsequent charging process, and may exceed the maximum safe temperature. In response, the system needs to take action. At this time, predictive parameters are obtained to prepare for the subsequent steps. The predictive parameters include the vehicle's current ambient temperature, the current charging current of the charging harness, and the current temperature of the charging harness.

[0052] Step S200: Input the prediction parameters and the first condition into the prediction model to obtain the first predicted temperature of the charging harness. The first condition includes that the heat dissipation component is in the off state.

[0053] It should be noted that in this step, the first predicted temperature can be understood as the predicted temperature of the charging harness when the heat dissipation component is not working. The magnitude of the first predicted temperature can be used to determine whether the charging harness has a heat dissipation requirement. It can be understood that when the ambient temperature is low, the charging harness is easy to cool down, and even if the heat dissipation component is not activated, the operating temperature of the charging harness will not exceed the maximum safe temperature.

[0054] Step S300: When the first predicted temperature is greater than or equal to the first threshold, and one of the coolant pump and the fan is in a fault state, the prediction parameters and the second condition are input into the prediction model to obtain the second predicted temperature of the charging harness. The second condition includes that the heat dissipation components are in operation.

[0055] It should be noted that in this step, when the first predicted temperature is greater than or equal to the first threshold, it indicates that the charging harness has a heat dissipation requirement. Furthermore, at this time, at most one of the coolant pump and the fan is in a fault state; that is, the heat dissipation component is in the second or third operating state described above, where one of the coolant pump and the fan is functioning normally while the other is not. Even so, the heat dissipation component still has a certain heat dissipation function, and the operating temperature of the charging harness under the current conditions can be predicted using a prediction model to obtain the second predicted temperature. In some embodiments, the second condition includes the heat dissipation component operating at maximum power. For example, when the coolant pump is in a fault state but the fan can operate normally, the fan speed is set to the highest; when the fan is in a fault state but the coolant pump can operate normally, the coolant pump speed is set to the highest.

[0056] Step S400: When the second predicted temperature is greater than or equal to the second threshold, control the current charging current to decrease and then reacquire the second predicted temperature until the second predicted temperature is less than the second threshold, wherein the second threshold is greater than the first threshold.

[0057] In this step, if the second predicted temperature is less than the second threshold, it indicates that the current heat dissipation capacity of the heat dissipation component can meet the heat dissipation requirements of the charging harness. If the second predicted temperature is greater than or equal to the second threshold, it indicates that the current heat dissipation capacity of the heat dissipation component cannot meet the heat dissipation requirements of the charging harness. In this case, the current charging current of the charging harness needs to be reduced first, and then steps S100 and S300 are repeated to obtain new prediction parameters. These new prediction parameters are then input into the prediction model again to obtain a new second predicted temperature. If the second predicted temperature is still greater than or equal to the second threshold, the current charging current is further reduced, and the above steps are repeated until the second predicted temperature is less than the second threshold, ensuring that the user's charging needs are met. It should be noted that the current charging current can be reduced according to a certain gradient value, which is a pre-set value that can be obtained through simulation experiments.

[0058] Reference Figure 2 As shown, in some embodiments, in step S400, the current charging current is reduced and the second predicted temperature is reacquired until the second predicted temperature is less than the first threshold, after which step S410 is included.

[0059] Step S410: When the current charging current is less than or equal to the third threshold, control the vehicle charging system to stop charging.

[0060] It should be noted that in this step, when the current charging current of the charging harness is less than the third threshold, it means that the current charging current is too small and cannot meet the normal charging requirements. At this time, the vehicle charging system can be controlled to stop charging and an alarm signal can be issued to remind the user that the liquid cooling module is in a faulty state and cannot meet the heat dissipation requirements of the charging harness. The user should go to a repair shop for repair as soon as possible.

[0061] Reference Figure 2 As shown, in some embodiments, the control method for the vehicle charging system further includes step S500.

[0062] Step S500: When the first predicted temperature is less than the first threshold, or the second predicted temperature is less than the second threshold, control the vehicle charging system to charge normally.

[0063] In this step, it is understood that when the first predicted temperature is less than the first threshold, it means that the temperature of the charging cable harness is low and the charging cable harness does not have a heat dissipation requirement. It can charge normally without activating the heat dissipation component. When the second predicted temperature is less than the second threshold, it means that even if the heat dissipation component fails, the second predicted temperature will not exceed the maximum safe temperature, ensuring that the charging cable harness will not be burned out.

[0064] In some embodiments, step S600 is further included after step S200.

[0065] Step S600: When the first predicted temperature is greater than or equal to the second threshold, and both the coolant pump and the fan are in a fault state, control the reduction of the current charging current of the charging harness and reacquire the first predicted temperature until the first predicted temperature is less than the second threshold.

[0066] It should be noted that in this step, when the first predicted temperature is greater than or equal to the second threshold, it indicates that the charging harness cannot withstand the current charging current. Furthermore, at this time, both the coolant pump and the fan are in a faulty state. The first predicted temperature corresponds to the condition where the heat dissipation components are not working, indicating that the heat dissipation components cannot meet the cooling requirements of the charging harness. Therefore, the current charging current must be reduced to lower the operating temperature of the charging harness. Similarly, in this step, when the current charging current of the charging harness is less than the third threshold, it indicates that the current charging current is too low to meet normal charging requirements. In this case, the vehicle charging system can be controlled to stop charging, and an alarm signal can be issued to remind the user that the liquid cooling module is in a faulty state and cannot meet the cooling requirements of the charging harness, requiring immediate repair at a service center.

[0067] In some embodiments, the control method for the vehicle charging system further includes step S700.

[0068] Step S700: When both the coolant pump and the fan are in a fault state and the ambient temperature is greater than the fourth threshold, control the current charging current to decrease and obtain the first predicted temperature until the first predicted temperature is less than the second threshold.

[0069] Understandably, in this step, when both the coolant pump and fan are faulty, the heat dissipation capacity of the heat dissipation components is weak. Furthermore, when the ambient temperature exceeds the fourth threshold, it indicates a high ambient temperature, necessitating a reduction in the current charging current. Therefore, the initial temperature prediction calculation step can be skipped to save computational resources. The charging current is reduced first, followed by temperature prediction, and this process is repeated until the first predicted temperature is below the second threshold. This embodiment involves fewer calculation steps and is faster. It should be noted that the fourth threshold is a pre-set value, which can be obtained through simulation testing.

[0070] In some embodiments, the heat dissipation components are classified into three levels based on their failure type: Level 1 failure, Level 2 failure, and Level 3 failure. In Level 1 failure, the heat dissipation capacity of the heat dissipation components is not affected; while Level 2 and Level 3 failures will affect the heat dissipation capacity of the heat dissipation components.

[0071] In some embodiments, the fault types of the coolant pump and fan include overcurrent faults. An overcurrent fault refers to a current passing through the coolant pump or fan exceeding a certain threshold. When the current exceeds 40A but is less than 45A, it is judged as a minor overcurrent fault, recorded as a Level 1 fault, and the fault status is stored without further action. When the current exceeds 45A, the controller reduces the speed of the coolant pump or fan to maintain the current below 70A to protect the controller, and it is recorded as a Level 2 fault. If the current exceeds 70A, the output is stopped, and it is recorded as a Level 3 fault.

[0072] In some embodiments, the fault types of the heat dissipation components also include overvoltage fault, undervoltage fault, and overtemperature fault. An overvoltage fault occurs when the supply voltage to the coolant pump or fan exceeds the overvoltage protection value for 1 second, causing the corresponding component to shut down and recording it as a level three fault. If the supply voltage recovers for 2 seconds after restarting, the cooling component resumes operation, and the fault is cleared. An undervoltage fault occurs when the supply voltage to the coolant pump or fan is lower than the undervoltage protection value for 1 second, causing the corresponding component to shut down and recording it as a level three fault. If the supply voltage recovers for 2 seconds after restarting, the cooling component resumes operation, and the fault is cleared. An overtemperature fault occurs when the temperature of the internal temperature sensor of the coolant pump or fan is greater than or equal to 140°C, indicating that the internal temperature may exceed the normal range. In this case, the corresponding component shuts down and is recorded as a level three fault.

[0073] It should be noted that, to avoid potential system oscillations or damage, a hysteresis zone of 20°C is defined. When the temperature of its internal temperature sensor is less than 120°C, the corresponding component resumes operation and the fault is cleared. In some embodiments, the fault types of the heat dissipation component also include overcurrent faults and stall faults. When an overcurrent fault or stall fault is detected, if the speed command of the corresponding component is not zero, the component enters a restart mode. If an overcurrent fault or stall fault is still detected after restarting or is still in the restart process, it is recorded as a level two fault. If the fault does not exist when detected again after restarting, the fault is cleared. If the fault still exists after multiple restarts, it is recorded as a level three fault, and it is judged as a restart failure. At this time, no further restarting is performed.

[0074] In some embodiments, when the coolant pump or fan is recorded as a Level 1 fault, the heat dissipation performance is not affected, and the control system charges normally; when one or both of the coolant pump and fan are recorded as Level 2 or Level 3 faults, the heat dissipation performance is affected. In this case, the component with the Level 2 or Level 3 fault is considered to be in a fault state and cannot operate normally.

[0075] It should be noted that in some cases, when the coolant pump or fan malfunctions, restarting it can restore it to normal operation. If the coolant pump or fan can return to normal, the corresponding component is not considered to be in a faulty state. Therefore, before step S100, it is possible to first determine which component of the coolant pump or fan is in a faulty state, and then attempt to restart the corresponding component to restore it to normal. If it returns to normal, the fault status is canceled, and the fault signal is removed. If the fault still exists, then the subsequent steps are executed.

[0076] In some embodiments, the first and second predicted temperatures can be corrected using previously recorded historical temperature values. When there is a deviation between the first or second predicted temperature and the historical temperature value, the historical temperature value is used to replace the first or second predicted temperature under the corresponding operating condition. Since the historical temperature value is the actual temperature value recorded under the corresponding operating condition, correction using the historical temperature value can yield a more accurate judgment result. Specifically, the historical charging data for the corresponding vehicle can be obtained through extensive testing during the vehicle manufacturer's development phase, or the vehicle can download and expand historical data through periodic OTA upgrades. Simultaneously, the vehicle records data during each charging process and uploads it to the cloud server via a TBOX. After processing by the vehicle manufacturer, historical charging data can be downloaded for vehicles of the same model and configuration. If no historical temperature value matching the current ambient temperature is available, the charging process can be directly exited, and charging can be stopped.

[0077] In some embodiments, the prediction model can be understood as a relational function, such as relational function F: (A, T1, T2, K) → T3, where A is the current charging current of the charging harness, T1 is the current temperature of the charging harness, T2 is the current ambient temperature of the vehicle, K represents the fault state of the heat dissipation component, and K can also be understood as the first or second condition described in the above embodiments. K has three possible values, which correspond to the second to fourth operating states of the heat dissipation component. Among these three values, one corresponds to both the coolant pump and the fan being in a fault state, which can also be understood as the heat dissipation component being in a closed state; one corresponds to the coolant pump being in a fault state and the fan being working normally; and one corresponds to the fan being in a fault state and the coolant pump being working normally. T3 is the predicted temperature of the charging harness, and the values ​​of A, T1, T2, and K all affect the value of T3. By inputting A, T1, T2, and K into function F, the first predicted temperature or the second predicted temperature of the above embodiments can be obtained. The first predicted temperature corresponds to both the coolant pump and the fan being in a fault state, and the second predicted temperature corresponds to...

[0078] In some embodiments, the prediction model can be obtained by establishing a neural network model to obtain the mapping relationship between input and output and thus the result. The specific algorithm implementation is not required. Specifically, the following data is collected: the current charging current of the charging harness (directly affecting the harness temperature rise), ambient temperature (affecting heat dissipation), charging time, operating power of the heat dissipation components, and the current temperature of the charging harness. The above data is normalized to ensure that the ranges of data with different characteristics are similar. A multi-layer feedforward neural network is constructed to achieve temperature prediction. The input layer accepts all input data, the hidden layers are connected by a weight matrix W and a bias vector b, and the output layer outputs the estimated harness temperature. Through training with a large amount of data, the neural network model gradually adjusts the weight matrix and bias vector of each layer, ultimately obtaining the mapping relationship between the input data and the output temperature.

[0079] In some embodiments, the prediction model can be obtained through simulation testing. For example, given the ambient temperature, the current charging current of the charging harness, the current temperature of the charging harness, the charging time, and the operating power of the heat dissipation component, the operating temperature of the charging harness can be simulated. By conducting a large number of simulation tests, multiple data points can be obtained. The mapping relationship of the prediction model can be obtained by interpolating multiple discrete data points.

[0080] This invention also provides a vehicle, including the vehicle charging system described above.

[0081] Specifically, the vehicles in this embodiment of the invention can be private cars, such as sedans, SUVs, MPVs, or pickup trucks. Vehicles can also be commercial vehicles, such as vans, buses, small trucks, or large semi-trailers. Vehicles can be gasoline-powered or new energy vehicles. When a vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0082] This invention also provides an electronic device, including at least one processor and at least one memory, the memory storing at least one program. When the at least one program is executed by the at least one processor, the at least one processor implements the control method of the vehicle charging system as described in the above embodiments.

[0083] Reference Figure 5 As shown, Figure 5 The illustration shows the hardware structure of an electronic device according to another embodiment. The electronic device includes: a processor, which can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, for executing related programs to implement the technical solutions provided in the embodiments of this application; and a memory, which can be implemented using a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM), etc. The memory can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory and called by the processor to execute the control method of the vehicle charging system of the embodiments of this application. The input / output interface is used to realize information input and output. The communication interface is used to realize communication interaction between this device and other devices. Communication can be realized through wired means (such as USB, network cable, etc.) or through wireless means (such as mobile network, WIFI, Bluetooth, etc.). The bus transmits information between the various components of the device (such as processor, memory, input / output interface and communication interface). The processor, memory, input / output interface and communication interface realize communication connection between each other within the device through the bus.

[0084] This invention also provides a computer-readable storage medium, which includes a stored program, wherein the program, when running, controls the execution of the control method of the vehicle charging system described above in the processor of the device.

[0085] This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the control method for the vehicle charging system described above.

[0086] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0087] In the description of this invention, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features or their sequential relationship.

[0088] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0089] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings 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, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatuses.

[0090] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0091] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the couplings or direct couplings or communication connections shown or discussed may be indirect couplings or communication connections through some interfaces, apparatuses, or units, and may be electrical, mechanical, or other forms.

[0092] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0093] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0094] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0095] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0096] The step numbers in the above method embodiments are set only for ease of explanation and do not impose any restrictions on the order of the steps. The execution order of each step in the embodiments can be adaptively adjusted according to the understanding of those skilled in the art.

Claims

1. A control method for a vehicle charging system, characterized in that, The vehicle charging system includes a charging harness and a heat dissipation component for cooling the charging harness. The heat dissipation component includes a coolant pump and a fan. The control method for the charging liquid cooling system includes: In response to the vehicle starting to charge and receiving a fault signal, predictive parameters are obtained, including the current ambient temperature, the current charging current of the charging harness, and the current temperature of the charging harness. The fault signal indicates that at least one of the coolant pump and the fan is in a fault state. The prediction parameters and the first condition are input into the prediction model to obtain the first predicted temperature of the charging harness, wherein the first condition includes the heat dissipation component being in a closed state. When the first predicted temperature is greater than or equal to the first threshold, and one of the coolant pump and the fan is in a fault state, the prediction parameters and the second condition are input into the prediction model to obtain the second predicted temperature of the charging harness. The second condition includes the heat dissipation component being in operation. When the second predicted temperature is greater than or equal to the second threshold, the current charging current is reduced and the second predicted temperature is reacquired until the second predicted temperature is less than the second threshold, wherein the second threshold is greater than the first threshold.

2. The control method for the vehicle charging system according to claim 1, characterized in that, The control to reduce the current charging current and reacquire the second predicted temperature until the second predicted temperature is less than the first threshold includes: When the current charging current is less than or equal to the third threshold, the vehicle charging system is controlled to stop charging.

3. The control method for the vehicle charging system according to claim 1, characterized in that, The control method for the vehicle charging system also includes: When the first predicted temperature is greater than or equal to the second threshold, and both the coolant pump and the fan are in a fault state, the current charging current is reduced and the first predicted temperature is reacquired until the first predicted temperature is less than the second threshold.

4. The control method for the vehicle charging system according to claim 1, characterized in that, The control method for the vehicle charging system also includes: When both the coolant pump and the fan are in a faulty state, and the ambient temperature is greater than the fourth threshold, the current charging current is reduced and the first predicted temperature is obtained until the first predicted temperature is less than the second threshold.

5. The control method for the vehicle charging system according to claim 1, characterized in that, The control method for the vehicle charging system also includes: When the first predicted temperature is less than the first threshold, or the second predicted temperature is less than the second threshold, the vehicle charging system is controlled to charge normally.

6. A vehicle charging system, characterized in that, The vehicle charging system, applied to vehicles, includes: Charging cable harness; A liquid cooling module is used to dissipate heat from the charging cable harness. The liquid cooling module includes a heat dissipation component, which includes a coolant pump and a fan. The prediction module is used to input prediction parameters and preset conditions into the prediction model to obtain the predicted temperature of the charging cable harness. The prediction parameters include the current charging current of the charging cable harness, the current temperature of the charging cable harness, and the current ambient temperature. The preset conditions include the working state of the heat dissipation component. The management module is used to reduce the current charging current when the heat dissipation component is in operation and the predicted temperature is greater than or equal to a second threshold, until the predicted temperature is less than the second threshold.

7. A vehicle, characterized in that, Includes the vehicle charging system as described in claim 6.

8. An electronic device, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the control method for the vehicle charging system as described in any one of claims 1 to 5.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the execution of the control method of the vehicle charging system according to any one of claims 1 to 5 in the processor of the device.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the control method of the vehicle charging system as described in claims 1 to 5.

Images