Waste heat type automobile defrosting method, system and equipment

Abstract

The invention discloses a waste heat type automobile defrosting method, system and equipment. The method comprises the steps that the signal state of a defrosting demand improving signal and multiple state temperature values of a whole automobile are obtained; if at least one state temperature value is not smaller than the corresponding temperature limit value or the lifting defrosting demand signal is in a non-activated state, a defrosting mode corresponding to a defrosting assembly is controlled to be an exhaust defrosting mode, so that a proportional valve and a stop valve are in a full-closed state, and a throttling valve is in a full-open state; and if each state temperature value is smaller than the corresponding temperature limit value and the defrosting demand lifting signal is in an activated state, a defrosting mode corresponding to the defrosting assembly is controlled to be a waste heat defrosting mode, so that a stop valve is in a full-open state, the corresponding opening degrees of a proportional valve and a throttling valve in the waste heat defrosting mode are determined, and the corresponding opening degrees of the proportional valve and the throttling valve in the waste heat defrosting mode are determined. Engine exhaust gas with the opening degree corresponding to the proportion passes through the defrosting air duct; and under the condition that the heat loss value is larger than the preset threshold value, the defrosting assembly is controlled to exit the waste heat defrosting mode.

Description

Technical Field

[0001] The present application relates to the technical field of automobile defrosting, and in particular to a waste heat automobile defrosting method, system and equipment. Background Art

[0002] In winter, in cold areas, a thick layer of frost will form on the glass of cars parked outdoors. The car must be defrosted before driving to give the driver a better field of vision. For fuel vehicles, the traditional defrosting process uses a blower and a warm air core arranged in the air conditioning box to exchange the heat in the engine coolant into the air, and then blow it to the vicinity of the glass through the defrost air duct and defrost outlet, transferring the heat in the air to the inner surface of the glass and then to the outer surface of the glass until the frost layer absorbs enough heat and melts.

[0003] The heat source of traditional defrosting is the heat that enters the coolant from engine combustion. However, in areas with very low ambient temperatures, even if the engine speed is increased to quickly warm up the engine, the engine coolant temperature still rises very slowly. Due to insufficient heat provided by the engine, the defrosting air outlet temperature is low and the defrosting effect is poor.

[0004] At present, the waste heat of engine exhaust gas can be recovered into the engine coolant through a heat exchanger to increase the medium temperature on the hot side of the heater core and the temperature of the defrost airflow. However, the waste heat recovery device has a complex structure, and the amount of coolant entering the heater core only accounts for a very small part of the total engine coolant. Although this method can slowly increase the coolant temperature, it cannot meet the rapid defrosting requirements of the entire vehicle. In addition, the temperature of the defrost airflow can be controlled by arranging a PTC heater near the heater core. However, this method requires additional energy consumption, and for the engine, converting chemical energy into mechanical energy and then into electrical energy will cause energy loss, which greatly increases the energy consumption rate of fuel combustion and affects the economy of the vehicle. Summary of the invention

[0005] In order to solve the above problems, the present application proposes a residual heat automobile defrosting method, which is applied to a preset defrosting system, wherein the defrosting system includes a defrosting component and a throttle valve for providing back pressure for the defrosting component, and the defrosting component includes a proportional valve, a defrosting air duct arranged after the proportional valve, and a stop valve arranged after the defrosting air duct. The method includes:

[0006] Obtaining the signal status of the defrost demand signal and multiple state temperature values ​​of the vehicle;

[0007] If at least one of the state temperature values ​​is not less than the corresponding temperature limit value or the boost defrost demand signal is in an inactive state, the defrost mode corresponding to the defrost component is controlled to be an exhaust defrost mode, so that the proportional valve and the stop valve are in a fully closed state, and the throttle valve is in a fully open state;

[0008] If each state temperature value is less than its corresponding temperature limit value and the boost defrost demand signal is in an activated state, the defrost mode corresponding to the defrost component is controlled to be a residual heat defrost mode, so that the stop valve is in a fully open state, and the corresponding openings of the proportional valve and the throttle valve in the residual heat defrost mode are determined, so that the engine exhaust gas corresponding to the proportion of the opening passes through the defrost air duct;

[0009] When the whole vehicle is in the residual heat defrost mode, the first temperature and the second temperature corresponding to the proportional valve and the throttle valve are obtained respectively, and the heat loss value corresponding to the defrost duct is determined according to the first temperature and the second temperature. When the heat loss value is greater than a preset threshold, the defrost component is controlled to exit the residual heat defrost mode.

[0010] In one implementation of the present application, determining the openings of the proportional valve and the throttle valve respectively corresponding to the residual heat defrost mode specifically includes:

[0011] Obtaining the engine fuel consumption and the engine intake flow rate of the whole vehicle, and determining the exhaust flow rate corresponding to the whole vehicle according to the sum of the engine fuel consumption and the engine intake flow rate;

[0012] Acquire the exhaust temperature in the state temperature value, and determine the target exhaust flow rate of the vehicle in the residual heat defrosting mode according to the exhaust temperature and the exhaust flow rate; wherein the temperature value of the exhaust temperature when reaching the proportional valve through the connecting pipeline is not greater than the temperature threshold value of the proportional valve;

[0013] The openings of the proportional valve and the throttle valve are determined according to the ratio between the target exhaust flow rate and the exhaust flow rate of the entire vehicle.

[0014] In one implementation of the present application, the openings of the proportional valve and the throttle valve are determined according to the ratio between the target exhaust flow rate and the exhaust flow rate of the whole vehicle, specifically including:

[0015] Obtaining an opening storage list corresponding to the whole vehicle, and filtering an opening group corresponding to the ratio between the target exhaust flow rate and the exhaust flow rate of the whole vehicle from the opening storage list; wherein the opening storage list includes ratios between different target exhaust flow rates and exhaust flow rates, and opening groups corresponding to the ratios;

[0016] In the case where the ratio corresponds to multiple opening groups, the current opening corresponding to the throttle valve is determined to determine a designated opening group in which the difference between the opening corresponding to the throttle valve and the current opening is the smallest among the multiple opening groups, and the opening corresponding to the designated opening group is used as the opening corresponding to the proportional valve and the throttle valve respectively.

[0017] In one implementation of the present application, the defrost air duct includes an inner channel for circulating air blown out by an air conditioner blower, and an outer channel for circulating exhaust gas from the engine, and obtaining a first temperature and a second temperature respectively corresponding to the proportional valve and the throttle valve, and determining a heat loss value corresponding to the defrost air duct according to the first temperature and the second temperature, specifically including:

[0018] By means of temperature sensors respectively arranged on the proportional valve and the throttle valve, a first temperature and a second temperature respectively corresponding to the proportional valve and the throttle valve are obtained, and a heat release value released by the outer channel is determined according to the target exhaust flow rate, the first temperature and the second temperature;

[0019] By means of temperature sensors respectively arranged at the inlet and outlet of the inner channel, a third temperature at the inlet of the inner channel and a fourth temperature at the outlet of the inner channel are obtained, and the amount of circulating air in the inner channel is determined; and according to the third temperature, the fourth temperature and the amount of circulating air, a waste heat increase value obtained by the inner channel is determined;

[0020] The heat loss value corresponding to the defrost air duct is determined according to the difference between the released heat value and the waste heat increase value.

[0021] In one implementation of the present application, determining the heat value released by the outer channel according to the target exhaust flow rate, the first temperature and the second temperature specifically includes:

[0022] The heat released by the outer channel is determined by the following formula, which specifically includes:

[0023] Hout=Qx*Cpe 41 *T 41 -Qx*Cpe5*T5

[0024] Where Hout represents the released heat value, Qx represents the target exhaust flow rate, T 41 Indicates the first temperature, Cpe 41 represents the exhaust specific heat of the engine at the first temperature, T5 represents the second temperature, and Cpe5 represents the exhaust specific heat of the engine at the second temperature.

[0025] In an implementation of the present application, determining the waste heat increase value obtained by the inner channel according to the third temperature, the fourth temperature and the circulating air volume specifically includes:

[0026] The waste heat increase value obtained by the inner channel is determined by the following formula, which specifically includes:

[0027] Hin=Qin*Cpin2*Tin2-Qin*Cpin1*Tin1

[0028] Among them, Hin represents the waste heat increase value, Qin represents the circulating air volume, Cpin2 represents the air specific heat at the fourth temperature, Tin2 represents the fourth temperature, Cpin1 represents the air specific heat at the third temperature, and Tin1 represents the third temperature.

[0029] In one implementation of the present application, before obtaining the signal state of the defrost demand signal and a plurality of state temperature values ​​of the vehicle, the method further includes:

[0030] Acquire the glass image of the whole vehicle and the field of view area on the glass of the whole vehicle during driving;

[0031] Identify the glass image to determine whether the glass is frosted, and if so, determine the area of ​​the frosted region corresponding to the frosted region;

[0032] Determining the area of ​​the viewing area corresponding to the viewing area, and the area ratio between the area of ​​the frosted area and the area of ​​the viewing area;

[0033] When the area ratio is greater than a preset ratio, the defrost demand raising signal is activated.

[0034] In an implementation of the present application, the state temperature value includes at least one or more of the following: ambient temperature, engine coolant temperature, and exhaust temperature.

[0035] The embodiment of the present application provides a residual heat automobile defrosting system, the system comprising a defrosting assembly and a throttle valve for providing back pressure for the defrosting assembly, the defrosting assembly comprising a proportional valve, a defrosting air duct arranged after the proportional valve, and a stop valve arranged after the defrosting air duct; a control unit is arranged on the defrosting air duct;

[0036] The control unit is used to obtain the signal state of the defrost demand signal and multiple state temperature values ​​of the whole vehicle;

[0037] If at least one of the state temperature values ​​is not less than the corresponding temperature limit value or the boost defrost demand signal is in an inactive state, the defrost mode corresponding to the defrost component is controlled to be an exhaust defrost mode, so that the proportional valve and the stop valve are in a fully closed state, and the throttle valve is in a fully open state;

[0038] If each state temperature value is less than its corresponding temperature limit value and the boost defrost demand signal is in an activated state, the defrost mode corresponding to the defrost component is controlled to be a residual heat defrost mode, so that the stop valve is in a fully open state, and the corresponding openings of the proportional valve and the throttle valve in the residual heat defrost mode are determined, so that the engine exhaust gas corresponding to the proportion of the opening passes through the defrost air duct;

[0039] When the whole vehicle is in the residual heat defrost mode, the first temperature and the second temperature corresponding to the proportional valve and the throttle valve are obtained respectively, and the heat loss value corresponding to the defrost duct is determined according to the first temperature and the second temperature. When the heat loss value is greater than a preset threshold, the defrost component is controlled to exit the residual heat defrost mode.

[0040] The embodiment of the present application provides a residual heat automobile defrosting device, which is applied to a preset defrosting system, wherein the defrosting system includes a defrosting component and a throttle valve for providing back pressure for the defrosting component, wherein the defrosting component includes a proportional valve, a defrosting air duct arranged after the proportional valve, and a stop valve arranged after the defrosting air duct, and the device includes:

[0041] at least one processor; and,

[0042] a memory communicatively connected to the at least one processor; wherein,

[0043] The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute a residual heat vehicle defrosting method as described in any one of the above items.

[0044] The waste heat automobile defrosting method proposed in this application can bring the following beneficial effects:

[0045] By improving the signal state of the defrost demand signal and the relationship between the state temperature value and its corresponding temperature limit, it is possible to determine whether the vehicle needs to utilize waste heat, adjust the corresponding defrost mode in time, and use it more flexibly. When waste heat utilization is not needed, the exhaust through the defrost pipeline is cut off by controlling the proportional valve and the stop valve to be fully closed. When waste heat utilization is needed, the waste heat of the engine exhaust gas is used to exchange heat with the defrost airflow in the defrost air duct, thereby increasing the outlet temperature of the defrost airflow without increasing energy consumption, shortening the time for the frost layer to melt, and having a simpler structure and better auxiliary defrosting effect. According to the heat loss value of the defrost air duct, the defrost system is self-diagnosed to see if it is operating normally, so that when the system is abnormal, the waste heat defrost mode can be exited in time to improve the defrost performance and improve the economy of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0047] Figure 1 A schematic diagram of the architecture of a waste heat automobile defrosting system provided in an embodiment of the present application;

[0048] Figure 2 A schematic diagram of a flow chart of a waste heat automobile defrosting method provided in an embodiment of the present application;

[0049] Figure 3 A car defrosting flow chart provided in an embodiment of the present application;

[0050] Figure 4 A schematic structural diagram of a waste heat type automobile defrosting device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] In order to make the purpose, technical solution and advantages of the present application clearer, the technical solution of the present application will be clearly and completely described below in combination with the specific embodiments of the present application and the corresponding drawings. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0052] The technical solutions provided by various embodiments of the present application are described in detail below in conjunction with the accompanying drawings.

[0053] The present application embodiment provides a waste heat automobile defrosting system, and its architecture diagram is as follows: Figure 1The defrost system includes an engine 1, an exhaust aftertreatment device 2, an exhaust tail pipe 3, a defrost assembly 4, and a throttle valve 5 for providing back pressure for the defrost assembly 4. The defrost assembly 4 includes a proportional valve 41, a defrost air duct 42 arranged after the proportional valve 41, and a stop valve 43 arranged after the defrost air duct 42. The proportional valve 41, the stop valve 43, and the throttle valve 5 are all provided with temperature sensors for collecting the airflow temperature at the valve.

[0054] The engine 1 is the power source of the car, and the engine exhaust gas discharged to the environment can be used as a heat source to defrost the whole vehicle. The exhaust after-treatment device 2 is a device that the engine comes with to treat the exhaust gas to meet the requirements of emission regulations. The exhaust tail pipe 3 is a metal pipe originally provided by the whole vehicle to lead the treated engine exhaust gas to a specified position. The proportional valve 41 is used to adjust the exhaust gas volume flowing through the defrost air duct 42 and to measure whether the exhaust gas temperature before entering the defrost air duct 42 reaches the high temperature limit. The stop valve 43 is used to measure the exhaust gas temperature after the defrost air duct 42, and to prevent the exhaust gas from overflowing from the rear end pipeline when the exhaust gas does not need to enter the defrost air duct 42. The defrost air duct 42 is a double-layer structure, including an inner channel for circulating the air blown out by the air conditioner blower, and an outer channel for circulating the engine exhaust gas. The outer channel and the inner channel can exchange heat through the middle interlayer. When the engine exhaust gas flows in the outer channel, the defrost airflow in the inner channel can be heated by the engine waste heat, thereby increasing the air temperature of the defrost outlet. The throttle valve 5 is installed between the engine aftertreatment device 2 and the exhaust tail pipe 3 to provide a back pressure slightly higher than normal for the defrost component 4 .

[0055] A control unit is provided on the outer wall of the defrost duct 42 or on a bracket for fixing the defrost duct 42. The control unit can obtain signals or sensor signals on the vehicle CAN bus to control the proportional valve, stop valve and throttle valve accordingly to achieve defrost control of the entire vehicle.

[0056] A control unit, used to obtain a signal state of a defrost demand signal and multiple state temperature values ​​of the vehicle;

[0057] If at least one state temperature value is not less than its corresponding temperature limit value or the defrost demand signal is in an inactive state, the defrost mode corresponding to the defrost component is controlled to be an exhaust defrost mode, so that the proportional valve and the stop valve are in a fully closed state, and the throttle valve is in a fully open state;

[0058] If each state temperature value is less than its corresponding temperature limit and the defrost demand signal is activated, the defrost mode corresponding to the defrost component is controlled to be the residual heat defrost mode, so that the stop valve is in a fully open state, and the corresponding openings of the proportional valve and the throttle valve in the residual heat defrost mode are determined, so that the engine exhaust gas corresponding to the opening proportion passes through the defrost air duct;

[0059] When the whole vehicle is in the residual heat defrost mode, the first temperature and the second temperature corresponding to the proportional valve and the throttle valve are obtained respectively, and the heat loss value corresponding to the defrost duct is determined based on the first temperature and the second temperature. When the heat loss value is greater than the preset threshold, the defrost component is controlled to exit the residual heat defrost mode.

[0060] The above are system embodiments proposed in this application. Based on the same idea, some embodiments of this application also provide methods and devices corresponding to the above system.

[0061] like Figure 2 As shown, a residual heat automobile defrosting method provided in an embodiment of the present application comprises:

[0062] S201: Obtaining the signal status of a defrost demand signal and multiple status temperature values ​​of the entire vehicle.

[0063] Traditional defrosting simply uses engine coolant through a heat exchanger to heat the internal air of the defrost duct. If the engine coolant temperature is high enough, exhaust waste heat is not needed for defrosting. The double-layer structure of the defrost duct can defrost only by blowing out air from the air conditioning box blower circulating in the inner channel when the defrost effect meets the requirements. When the defrost airflow temperature is not high enough, the engine exhaust gas flow rate in the outer channel can be controlled by a proportional valve and a shut-off valve, and the defrost airflow in the inner channel can be heated by using the engine exhaust waste heat to increase the temperature of the defrost airflow and enhance the defrost effect. Based on this defrost duct structure, the embodiment of the present application provides two defrost modes, namely an exhaust defrost mode that does not require the use of waste heat, and a waste heat defrost mode that requires waste heat to increase the temperature.

[0064] The switch between the two defrost modes needs to be determined by the initial demand signal ask and multiple state temperature values ​​of the vehicle. Therefore, before defrosting the vehicle, the control unit needs to obtain the signal state of the defrost demand signal ask and multiple state temperature values ​​of the vehicle. The defrost demand signal is used to control whether the vehicle needs to be defrosted, and the state temperature value includes at least one or more of the following: ambient temperature, engine coolant temperature, and exhaust temperature.

[0065] It should be noted that the defrost demand signal can be directly activated by a user's trigger operation, or the signal state can be determined by comparing the glass image collected by the visual sensor with a known ideal image.

[0066] Specifically, the glass image of the whole vehicle and the field of view area on the glass of the whole vehicle during driving are obtained, and the field of view area refers to the field of view area of ​​the vehicle in the ideal image without frosted area. The glass image is identified to determine whether the glass is frosted. If so, the area of ​​the frosted area corresponding to the frosted area where frosting occurs is determined. After obtaining the area of ​​the frosted area, the area of ​​the field of view area corresponding to the field of view area and the area ratio between the frosted area area and the field of view area area are determined. If the area ratio is greater than the preset ratio, it means that the frosted area has affected normal driving and defrosting is required. At this time, the defrosting demand signal is activated.

[0067] S202: If at least one state temperature value is not less than its corresponding temperature limit or the defrost demand signal is in an inactive state, the defrost mode corresponding to the defrost component is controlled to be an exhaust defrost mode, so that the proportional valve and the stop valve are fully closed and the throttle valve is fully open.

[0068] The control unit stores the temperature limits corresponding to each state temperature value. The ambient temperature T1d is used to limit the situation where the ambient temperature T1 is too high and no waste heat is needed. The engine coolant temperature limit Twd is used to limit the situation where the engine coolant temperature Tw is high enough and no waste heat is needed. The exhaust temperature limit Ted is used to limit the exhaust temperature Te that is too high and may cause damage to the defrost air duct. The proportional valve 41 temperature limit T 41 d is used to limit the temperature of the outer exhaust entering the defrost air duct. If it is too high, it will damage the air duct and the stop valve. 43 Temperature limit T 43 d is also used to limit the temperature of the exhaust gas from the outer layer of the defrost air duct from being too high to damage the air duct.

[0069] When at least one state temperature value is not less than its corresponding temperature limit, that is, one or more of the three conditions, ambient temperature T1 is lower than T1d, engine coolant temperature Tw is lower than Twd, and exhaust temperature Te is lower than Ted, is not met, or the defrost demand signal is inactive, it means that the residual heat defrosting condition is not met at present, and the control unit can control the defrost mode corresponding to the defrost component to the exhaust defrost mode. At this time, only the air blower of the air conditioner box can be used for defrosting. The control unit needs to set the proportional valve and the stop valve to the fully closed state so that the outer channel does not allow the engine exhaust gas to pass through. At the same time, the throttle valve is fully open to ensure the normal circulation of the air in the inner channel.

[0070] It should be noted that the stop valve in the embodiment of the present application has only two states, fully open and fully closed, while the control signals of the proportional valve and the throttle valve, in addition to the fully open signal and the fully closed signal, also include an intermediate signal that can randomly adjust the valve opening.

[0071] S203: If each state temperature value is less than its corresponding temperature limit and the defrost demand signal is activated, the defrost mode corresponding to the defrost component is controlled to be the residual heat defrost mode, so that the stop valve is fully open, and the corresponding openings of the proportional valve and the stop valve in the residual heat defrost mode are determined, so that the engine exhaust gas corresponding to the opening proportion passes through the defrost air duct.

[0072] Whether the residual heat defrost mode is turned on or not depends on the size relationship between the state temperature value and its corresponding temperature limit and the signal state of the boost defrost demand signal. When the boost defrost demand signal ask is not activated, or when the boost defrost demand signal ask is activated and each state temperature value is less than its corresponding temperature limit, that is, when the ambient temperature T1 is lower than T1d, the engine coolant temperature Tw is lower than Twd, and the exhaust temperature Te is lower than Ted, the control unit can control the defrost component to enter the residual heat defrost mode. In the residual heat defrost mode, there is airflow in both the inner and outer channels of the defrost air duct, so that when the temperature cannot meet the ideal defrosting effect, the temperature of the defrost airflow is increased by the residual heat of the engine exhaust gas.

[0073] In the residual heat defrost mode, the stop valve is fully open, and the proportional valve and the throttle valve are in the open state. At this time, the corresponding openings of the proportional valve and the stop valve need to be determined according to the vehicle data obtained from the CAN bus, so that the engine exhaust gas corresponding to the opening can pass through the defrost air duct and exchange heat with the defrost airflow in the inner channel.

[0074] In one embodiment, the control unit can obtain the engine fuel consumption Qf and the engine intake flow Qa of the whole vehicle through the CAN bus, and then determine the exhaust flow Qe corresponding to the whole vehicle based on the sum of the engine fuel consumption and the engine intake flow. The control unit obtains the exhaust temperature in the state temperature value. Since the exhaust temperature is the temperature measured by the CAN bus, the target exhaust flow Qx of the whole vehicle can be determined based on the exhaust temperature and the exhaust flow when the connecting pipeline and the air duct structure are determined. The target exhaust flow indicates that the temperature at the location of the CAN bus measurement point when it passes through the connecting pipeline to the proportional valve is not greater than the proportional valve temperature threshold T 41 d, the maximum exhaust flow of the vehicle. The cooling effect of the connecting pipeline on the high-temperature airflow with different exhaust flow rates is different. Therefore, the target exhaust flow rate at a certain exhaust temperature and exhaust flow rate can be determined through the mapping table stored in the control unit. The details are shown in Table 1:

[0075] Table 1

[0076]

[0077] As shown in Table 1, the rows represent the exhaust temperature of the vehicle, the columns represent the exhaust flow rate, and the intersection of the rows and columns indicates that the temperature does not exceed T41 Target exhaust flow rate at time d.

[0078] After obtaining the exhaust flow rate and the target exhaust flow rate, the control unit can determine the openings of the proportional valve and the throttle valve respectively according to the ratio between the target exhaust flow rate and the exhaust flow rate of the whole vehicle.

[0079] Specifically, the opening storage list corresponding to the whole vehicle is obtained, and according to the ratio between the target exhaust flow rate and the exhaust flow rate of the whole vehicle, the opening group corresponding to the ratio is screened from the opening storage list. Among them, the opening storage list includes the ratio between different target exhaust flow rates and exhaust flow rates, and the opening groups corresponding to the ratios. Each opening group consists of the opening of the proportional valve and the opening of the throttle valve. The opening storage list is shown in Table 2:

[0080] Table 2

[0081]

[0082] As shown in Table 2, the rows represent the opening of the proportional valve, the columns represent the opening of the throttle valve, the rows and columns can constitute multiple opening groups, and the intersection of the rows and columns represents the ratio between the target exhaust flow rate and the exhaust flow rate at the opening.

[0083] If a ratio corresponds to multiple opening groups, the control unit needs to determine the current opening corresponding to the throttle valve, and then determine the designated opening group with the smallest difference between the opening corresponding to the throttle valve and the current opening among the multiple opening groups, and use the opening corresponding to the designated opening group as the opening corresponding to the proportional valve and the throttle valve. In the case where there are multiple opening groups that can achieve waste heat heating, the opening that is closer to the current opening of the throttle valve is selected as its final opening, so that the throttle valve can be adjusted as little as possible and the target flow can be controlled by adjusting the proportional valve, which is conducive to the rapid response of flow adjustment, higher efficiency and more stability.

[0084] like Figure 3 As shown in the automobile defrosting flow chart, the control unit needs to obtain the state temperature value and the defrosting demand signal through the sensor, obtain the engine coolant temperature Tw, the engine fuel consumption Qf, the engine intake flow Qa and the exhaust temperature Te through the CAN bus, and determine the current state signal X corresponding to the current proportional valve, the stop valve and the throttle valve respectively. 41 , X 42and X5. The status signal is used to characterize the current opening of the control valve and is a numerical value of the opening percentage. After obtaining the above information, the control unit determines whether the signal state of the defrost demand signal is in an activated state. If not, it directly enters the exhaust defrost mode. If so, it determines in turn whether each state temperature value exceeds its corresponding temperature limit. If none of them exceeds the temperature limit, the whole vehicle is controlled to enter the residual heat defrost mode, and the defrost airflow is secondary heated by the residual heat of the engine exhaust gas, and the state signals of the proportional valve, stop valve and throttle valve are controlled by the whole vehicle data obtained through the CAN bus. If any state temperature value exceeds its corresponding temperature limit, it means that the defrost demand can be met at the current temperature without residual heat heating. At this time, the control unit needs to control the whole vehicle to enter the exhaust defrost mode.

[0085] S204: When the vehicle is in the residual heat defrost mode, the heat loss value corresponding to the defrost duct is determined by the first temperature sensor and the second temperature sensor, and when the heat loss value is greater than a preset threshold, the defrost component is controlled to exit the residual heat defrost mode.

[0086] When the vehicle is in the residual heat defrost mode, the first temperature sensor and the second temperature sensor are required to determine the heat loss value corresponding to the defrost duct. When the heat loss value is greater than the preset threshold, the defrost component is controlled to exit the residual heat defrost mode to reduce heat loss and improve defrost performance.

[0087] Specifically, the first temperature and the second temperature collected by the first temperature sensor and the second temperature sensor are obtained, and the heat released by the outer channel is determined according to the target exhaust flow, the first temperature and the second temperature. The third temperature at the inlet of the inner channel and the fourth temperature at the outlet of the inner channel are obtained by temperature sensors respectively arranged at the inlet and outlet of the inner channel, and the air volume of the inner channel is determined. The residual heat gain obtained by the inner channel is determined according to the third temperature, the fourth temperature and the air volume. After obtaining the heat release value of the outer channel and the residual heat gain value of the inner channel, the heat loss value corresponding to the defrost air duct can be determined according to the difference between the heat release value and the residual heat gain value.

[0088] The heat released by the outer channel is determined by the following formula, specifically including:

[0089] Hout=Qx*Cpe 41 *T 41 -Qx*Cpe5*T5

[0090] Where Hout represents the released heat value, Qx represents the target exhaust flow rate, T 41 Indicates the first temperature, Cpe 41represents the exhaust specific heat of the engine at the first temperature, T5 represents the second temperature, and Cpe5 represents the exhaust specific heat of the engine at the second temperature.

[0091] The added value of waste heat obtained by the inner channel is determined by the following formula, including:

[0092] Hin=Qin*Cpin2*Tin2-Qin*Cpin1*Tin1

[0093] Among them, Hin represents the residual heat increase value, Qin represents the circulating air volume, Cpin2 represents the air specific heat at the fourth temperature, Tin2 represents the fourth temperature, Cpin1 represents the air specific heat at the third temperature, and Tin1 represents the third temperature. When the defrost air duct structure is determined, Qin can be determined by the gear of the defrost fan, and the circulating air volume corresponding to each gear is determined.

[0094] According to the law of conservation of energy, the heat gained by the inner channel after being heated and the heat lost by the outer channel should be the same. Based on the difference between the two, the heat loss value of the defrost duct can be determined, and thus whether the defrost system is operating normally can be judged based on the heat loss value. When the heat loss value is within the allowable range, it indicates that the current system is normal and the next cycle can be started. When the heat loss value is greater than the preset threshold, it means that the heat difference between the inner channel and the outer channel is large. At this time, it means that the defrost system is operating abnormally and it is necessary to exit the residual heat defrost mode to reduce energy loss and improve defrost performance. It should be noted that the released heat value and the residual heat increase value are both in the form of absolute values.

[0095] Figure 4 A structural schematic diagram of a waste heat automobile defrosting device provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, the device is applied to a preset defrost system, the defrost system includes a defrost component and a throttle valve for providing back pressure for the defrost component, the defrost component includes a proportional valve, a defrost air duct arranged after the proportional valve, and a stop valve arranged after the defrost air duct, and the device includes:

[0096] at least one processor; and,

[0097] a memory communicatively connected to at least one processor; wherein,

[0098] The memory stores instructions executable by at least one processor, and the instructions are executed by at least one processor to enable the at least one processor to perform:

[0099] Obtaining the signal status of the defrost demand signal and multiple state temperature values ​​of the vehicle;

[0100] If at least one state temperature value is not less than its corresponding temperature limit value or the defrost demand signal is in an inactive state, the defrost mode corresponding to the defrost component is controlled to be an exhaust defrost mode, so that the proportional valve and the stop valve are in a fully closed state, and the throttle valve is in a fully open state;

[0101] If each state temperature value is less than its corresponding temperature limit and the defrost demand signal is activated, the defrost mode corresponding to the defrost component is controlled to be the residual heat defrost mode, so that the stop valve is in a fully open state, and the corresponding openings of the proportional valve and the throttle valve in the residual heat defrost mode are determined, so that the engine exhaust gas corresponding to the opening proportion passes through the defrost air duct;

[0102] When the whole vehicle is in the residual heat defrost mode, the first temperature and the second temperature corresponding to the proportional valve and the throttle valve are obtained respectively, and the heat loss value corresponding to the defrost duct is determined based on the first temperature and the second temperature. When the heat loss value is greater than the preset threshold, the defrost component is controlled to exit the residual heat defrost mode.

[0103] Each embodiment in this application is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0104] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0105] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A waste heat automobile defrosting method, characterized in that: Applied in a preset defrost system, the defrost system includes a defrost component and a throttle valve for providing back pressure for the defrost component, the defrost component includes a proportional valve, a defrost air duct arranged after the proportional valve, and a stop valve arranged after the defrost air duct, the method includes: Obtaining the signal status of the defrost demand signal and multiple state temperature values ​​of the vehicle; If at least one of the state temperature values ​​is not less than the corresponding temperature limit value or the boost defrost demand signal is in an inactive state, the defrost mode corresponding to the defrost component is controlled to be an exhaust defrost mode, so that the proportional valve and the stop valve are in a fully closed state, and the throttle valve is in a fully open state; If each state temperature value is less than its corresponding temperature limit value and the boost defrost demand signal is in an activated state, the defrost mode corresponding to the defrost component is controlled to be a residual heat defrost mode, so that the stop valve is in a fully open state, and the corresponding openings of the proportional valve and the throttle valve in the residual heat defrost mode are determined, so that the engine exhaust gas corresponding to the proportion of the opening passes through the defrost air duct; When the whole vehicle is in the residual heat defrost mode, the first temperature and the second temperature corresponding to the proportional valve and the throttle valve are obtained respectively, and the heat loss value corresponding to the defrost duct is determined according to the first temperature and the second temperature. When the heat loss value is greater than a preset threshold, the defrost component is controlled to exit the residual heat defrost mode.

2. A waste heat automobile defrosting method according to claim 1, characterized in that: Determining the opening degrees of the proportional valve and the throttle valve respectively corresponding to the residual heat defrost mode specifically includes: Obtaining the engine fuel consumption and the engine intake flow rate of the whole vehicle, and determining the exhaust flow rate corresponding to the whole vehicle according to the sum of the engine fuel consumption and the engine intake flow rate; Acquire the exhaust temperature in the state temperature value, and determine the target exhaust flow rate of the vehicle in the residual heat defrosting mode according to the exhaust temperature and the exhaust flow rate; wherein the temperature value of the exhaust temperature when reaching the proportional valve through the connecting pipeline is not greater than the temperature threshold value of the proportional valve; The openings of the proportional valve and the throttle valve are determined according to the ratio between the target exhaust flow rate and the exhaust flow rate of the entire vehicle.

3. A waste heat automobile defrosting method according to claim 2, characterized in that: Determining the openings of the proportional valve and the throttle valve respectively according to the ratio between the target exhaust flow rate and the exhaust flow rate of the whole vehicle, specifically includes: Obtaining an opening storage list corresponding to the whole vehicle, and filtering an opening group corresponding to the ratio between the target exhaust flow rate and the exhaust flow rate of the whole vehicle from the opening storage list; wherein the opening storage list includes ratios between different target exhaust flow rates and exhaust flow rates, and opening groups corresponding to the ratios; In the case where the ratio corresponds to multiple opening groups, the current opening corresponding to the throttle valve is determined to determine a designated opening group in which the difference between the opening corresponding to the throttle valve and the current opening is the smallest among the multiple opening groups, and the opening corresponding to the designated opening group is used as the opening corresponding to the proportional valve and the throttle valve respectively.

4. A waste heat automobile defrosting method according to claim 2, characterized in that: The defrost air duct includes an inner channel for circulating air blown out by an air conditioner blower, and an outer channel for circulating exhaust gas from the engine, obtaining a first temperature and a second temperature respectively corresponding to the proportional valve and the throttle valve, and determining a heat loss value corresponding to the defrost air duct according to the first temperature and the second temperature, specifically including: By means of temperature sensors respectively arranged on the proportional valve and the throttle valve, a first temperature and a second temperature respectively corresponding to the proportional valve and the throttle valve are obtained, and a heat release value released by the outer channel is determined according to the target exhaust flow rate, the first temperature and the second temperature; By means of temperature sensors respectively arranged at the inlet and outlet of the inner channel, a third temperature at the inlet of the inner channel and a fourth temperature at the outlet of the inner channel are obtained, and the amount of circulating air in the inner channel is determined; and according to the third temperature, the fourth temperature and the amount of circulating air, a waste heat increase value obtained by the inner channel is determined; The heat loss value corresponding to the defrost air duct is determined according to the difference between the released heat value and the waste heat increase value.

5. A waste heat automobile defrosting method according to claim 4, characterized in that: Determining a heat release value released by the outer channel according to the target exhaust flow rate, the first temperature, and the second temperature specifically includes: The heat released by the outer channel is determined by the following formula, which specifically includes: Hout=Qx*Cpe 41 *T 41 -Qx*Cpe5*T5 Where Hout represents the released heat value, Qx represents the target exhaust flow rate, T 41 Indicates the first temperature, Cpe 41 represents the exhaust specific heat of the engine at the first temperature, T5 represents the second temperature, and Cpe5 represents the exhaust specific heat of the engine at the second temperature.

6. A waste heat automobile defrosting method according to claim 4, characterized in that: Determining the waste heat increase value obtained by the inner channel according to the third temperature, the fourth temperature and the circulating air volume, specifically includes: The waste heat increase value obtained by the inner channel is determined by the following formula, which specifically includes: Hin=Qin*Cpin2*Tin2-Qin*Cpin1*Tin1 Among them, Hin represents the waste heat increase value, Qin represents the circulating air volume, Cpin2 represents the air specific heat at the fourth temperature, Tin2 represents the fourth temperature, Cpin1 represents the air specific heat at the third temperature, and Tin1 represents the third temperature.

7. A waste heat automobile defrosting method according to claim 1, characterized in that: Before obtaining the signal state of the defrost demand signal and a plurality of state temperature values ​​of the vehicle, the method further includes: Acquire the glass image of the whole vehicle and the field of view area on the glass of the whole vehicle during driving; Identify the glass image to determine whether the glass is frosted, and if so, determine the frosted area corresponding to the frosted area; Determining the area of ​​the viewing area corresponding to the viewing area, and the area ratio between the area of ​​the frosted area and the area of ​​the viewing area; When the area ratio is greater than a preset ratio, the defrost demand raising signal is activated.

8. A waste heat automobile defrosting method according to claim 1, characterized in that: The state temperature value includes at least one or more of the following: ambient temperature, engine coolant temperature and exhaust temperature.

9. A waste heat automobile defrosting system, characterized in that: The system comprises a defrost assembly and a throttle valve for providing back pressure for the defrost assembly, wherein the defrost assembly comprises a proportional valve, a defrost air duct arranged after the proportional valve, and a stop valve arranged after the defrost air duct; a control unit is arranged on the defrost air duct; The control unit is used to obtain the signal state of the defrost demand signal and multiple state temperature values ​​of the whole vehicle; If at least one of the state temperature values ​​is not less than the corresponding temperature limit value or the boost defrost demand signal is in an inactive state, the defrost mode corresponding to the defrost component is controlled to be an exhaust defrost mode, so that the proportional valve and the stop valve are in a fully closed state, and the throttle valve is in a fully open state; If each state temperature value is less than its corresponding temperature limit value and the boost defrost demand signal is in an activated state, the defrost mode corresponding to the defrost component is controlled to be a residual heat defrost mode, so that the stop valve is in a fully open state, and the corresponding openings of the proportional valve and the throttle valve in the residual heat defrost mode are determined, so that the engine exhaust gas corresponding to the proportion of the opening passes through the defrost air duct; When the whole vehicle is in the residual heat defrost mode, the first temperature and the second temperature corresponding to the proportional valve and the throttle valve are obtained respectively, and the heat loss value corresponding to the defrost duct is determined according to the first temperature and the second temperature. When the heat loss value is greater than a preset threshold, the defrost component is controlled to exit the residual heat defrost mode.

10. A waste heat automobile defrosting device, characterized in that: Applied in a preset defrost system, the defrost system includes a defrost component and a throttle valve for providing back pressure for the defrost component, the defrost component includes a proportional valve, a defrost air duct arranged after the proportional valve, and a stop valve arranged after the defrost air duct, and the device includes: at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the residual heat vehicle defrosting method as described in any one of claims 1-8.

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