Method and device for controlling flow of cooling liquid, vehicle and storage medium

Abstract

The invention provides a cooling liquid flow control method and device, a vehicle and a storage medium. In a control process of maintaining an actual intake temperature of an intake manifold at a target intake temperature, the method takes into account an effect of a current temperature of a low temperature radiator on a first duty cycle of an electric pump. The current temperature can influence the air inlet temperature, the duty ratio of the electric pump can adjust the flow of the cooling liquid, and then the air inlet temperature is influenced. Therefore, according to the method, the first duty ratio of the electric pump can be determined through the current temperature of the low-temperature radiator and the actual air inlet temperature of the air inlet manifold, so that the flow of the cooling liquid is controlled to maintain the target air inlet temperature, and the control process is simplified. According to the method, the first duty ratio is determined through the first corresponding relation, and the vehicle can rapidly determine the first duty ratio. Therefore, the vehicle in the method can quickly and accurately maintain the actual air inlet temperature of the air inlet manifold at the target air inlet temperature.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method, a device, a vehicle and a storage medium for controlling a coolant flow in the field of vehicle technology. Background Art

[0002] With the development of vehicle technology, more and more hybrid vehicles are entering people's lives. However, there are more and more problems related to hybrid vehicles, including the problem of controlling the intake air temperature of the intake manifold of the engine in the hybrid vehicle.

[0003] In the process of controlling the intake air temperature of the intake manifold of the engine to obtain the target intake air temperature, the relevant technology is to control the intake air temperature of the intake manifold through a proportional integral derivative (PID) control system. The above control method can control the intake air temperature of the intake manifold of the engine to a certain extent, but the PID control system is extremely complex and often requires a long control time, thereby increasing the energy consumption of the hybrid vehicle.

[0004] Therefore, there is an urgent need for a method for controlling the coolant flow rate, so as to control the intake temperature of the intake manifold of the engine by adjusting the duty cycle of the electric pump, simplify the control process, and shorten the control time. Summary of the invention

[0005] The present application provides a method, device, vehicle and storage medium for controlling coolant flow. The method can control the intake temperature of the intake manifold of the engine by adjusting the duty cycle of the electric pump, thereby simplifying the control process and shortening the control time.

[0006] In a first aspect, a method for controlling coolant flow is provided, the method comprising: obtaining an actual intake temperature of an intake manifold of an engine in a target vehicle and a current temperature of a low-temperature radiator in a cooling circuit of the engine in response to a target instruction, the target instruction being used to instruct the actual intake temperature of the intake manifold to be maintained at a target intake temperature; determining a first duty cycle of an electric pump in the cooling circuit based on the actual intake temperature, the current temperature and a first corresponding relationship, the first corresponding relationship being used to indicate a correspondence between a sample intake temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake temperature is used as a target, and a first sample duty cycle of the electric pump; and controlling the flow of coolant in the cooling circuit based on the first duty cycle.

[0007] In the above technical solution, in the control process of maintaining the actual intake temperature of the intake manifold of the engine at the target intake temperature, the method considers the influence of the current temperature of the low-temperature radiator in the cooling circuit of the engine on the first duty cycle of the electric pump. This is because the current temperature of the low-temperature radiator will affect the intake temperature, and the duty cycle of the electric pump can adjust the flow rate of the coolant, thereby affecting the intake temperature. Specifically, the current temperature of the low-temperature radiator can reflect the heat dissipation capacity of the cooling circuit of the engine. If the current temperature of the low-temperature radiator is low, it indicates that the heat dissipation effect of the cooling circuit is good, and the low-temperature radiator can effectively take away the heat through the coolant, so that the actual intake temperature of the intake manifold is more easily maintained at the target intake temperature. The electric pump can control the flow rate of the coolant. Therefore, the method can determine the first duty cycle of the electric pump through the current temperature of the low-temperature radiator and the actual intake temperature of the intake manifold, thereby controlling the flow rate of the coolant to maintain the actual intake temperature at the target intake temperature, which simplifies the control process. In addition, the first correspondence is used to indicate the correspondence between the sample intake temperature of the intake manifold and the sample temperature of the low-temperature radiator when the target intake temperature is used as the target, and the first sample duty cycle of the electric pump. The method determines the first duty cycle through the first correspondence, and can determine the first duty cycle more quickly, thereby shortening the control time. Therefore, the vehicle in the method can maintain the actual intake temperature of the intake manifold at the target intake temperature more quickly and more accurately.

[0008] In combination with the first aspect, in some possible implementations, based on the actual intake temperature, the current temperature and the first corresponding relationship, determining a first duty cycle of the electric pump in the cooling circuit includes: comparing the actual intake temperature with multiple sample intake temperatures in the first corresponding relationship, and determining at least one candidate intake temperature that matches the actual intake temperature from the multiple sample intake temperatures; comparing the current temperature with at least one sample temperature corresponding to the at least one candidate intake temperature in the first corresponding relationship, and determining a candidate temperature that matches the current temperature from the at least one sample temperature; and determining the first sample duty cycle of the electric pump corresponding to the candidate temperature as the first duty cycle.

[0009] In the above technical solution, the first correspondence is used to indicate the correspondence between the sample intake temperature of the intake manifold and the sample temperature of the low-temperature radiator when the target intake temperature is used as the target, and the first sample duty cycle of the electric pump. There may be multiple identical sample intake temperatures and multiple identical sample temperatures in the first correspondence. In view of the above situation, the method first determines at least one candidate intake temperature that matches the actual intake temperature from the multiple sample intake temperatures, and then determines a candidate temperature that matches the current temperature from at least one sample temperature corresponding to at least one candidate intake temperature, and then obtains the first duty cycle. The method can determine an accurate first duty cycle through matching.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the first duty cycle, the flow rate of the coolant in the cooling circuit is controlled, including: when the target vehicle is in a driving state, obtaining the driving speed, driving mode and ambient temperature of the target vehicle's environment; based on the driving speed, the ambient temperature and a second corresponding relationship, determining the second duty cycle of the electric pump, the second corresponding relationship being used to indicate the correspondence between the sample driving speed of the vehicle and the sample ambient temperature of the vehicle's environment when the target intake temperature is used as the target, and the second sample duty cycle of the electric pump; based on the driving mode, correcting the second duty cycle to obtain a first corrected duty cycle; and based on the sum of the first duty cycle and the first corrected duty cycle, controlling the flow rate of the coolant.

[0011] In the above technical solution, the vehicle considers the influence of the driving speed and ambient temperature on the second duty cycle of the electric pump when the target vehicle is in a driving state. This is because in the process of controlling the intake temperature of the intake manifold, the driving speed of the target vehicle and the ambient temperature in which it is located will affect the intake temperature. In addition, the vehicle in the method also considers the influence of the driving mode of the target vehicle, corrects the second duty cycle by the driving mode, obtains the first corrected duty cycle, and then controls the flow of the coolant based on the sum of the first duty cycle and the first corrected duty cycle. This is because different driving modes will cause different working states of the engine, thereby affecting the intake temperature. Therefore, the first corrected duty cycle determined by the vehicle in the method through the above three influencing factors (driving speed, ambient temperature and driving mode) is more accurate, and the flow of the coolant can be more accurately controlled through the sum of the first duty cycle and the first corrected duty cycle, so that the actual intake temperature of the intake manifold is maintained at the target intake temperature.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the second duty cycle is corrected based on the driving mode to obtain a first corrected duty cycle, including: determining a correction factor based on the driving mode, the second duty cycle and the correction correspondence, the correction factor is used to correct the second duty cycle, and the correction correspondence is used to indicate the correspondence between the sample driving mode of the vehicle and the sample correction factor when the target intake temperature is used as the target and the second sample duty cycle is corrected; determining the first corrected duty cycle based on the product between the second duty cycle and the correction factor.

[0013] In the above technical solution, when the target vehicle is in a driving state, the vehicle in the method can obtain the corresponding correction factor from the correction correspondence through the driving mode, and directly correct the second duty cycle based on the correction factor to obtain the first corrected duty cycle. The above correction factor is determined based on the correction correspondence through a matching method, so the correction factor is more accurate, the first corrected duty cycle is more accurate, and the vehicle in the method can also quickly determine the correction factor and the first corrected duty cycle.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the first duty cycle, the flow rate of the coolant in the cooling circuit is controlled, including: obtaining the positional relationship between the air-conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit; based on the positional relationship and the current opening, determining a second corrected duty cycle; based on the first duty cycle, the sum of the first corrected duty cycle and the second corrected duty cycle, controlling the flow rate of the coolant, the first corrected duty cycle being determined based on the driving speed of the target vehicle, the driving mode and the ambient temperature of the environment in which the target vehicle is located.

[0015] In the above technical solution, the vehicle considers the positional relationship between the air conditioning condenser and the low-temperature radiator, and the influence of the current opening of the active air intake grille in the cooling circuit on the second modified duty cycle of the electric pump. This is because in the process of controlling the intake temperature of the intake manifold, the positional relationship between the air conditioning condenser and the low-temperature radiator, and the current opening of the active air intake grille will affect the intake temperature. The air conditioning condenser is used to dissipate heat from the refrigerant in the air conditioning system, and the low-temperature radiator is mainly used to cool the engine coolant. If the positional relationship between the two is unreasonable, it may cause mutual interference of heat. For example, if the air conditioning condenser is located on the downwind side of the low-temperature radiator and the distance is too close, the heat dissipated by the air conditioning condenser may be reabsorbed by the low-temperature radiator, which will affect the efficiency of the engine's cooling system and indirectly affect the intake temperature of the intake manifold. The opening of the active air intake grille affects the amount of air entering the cooling system. When the opening of the active air intake grille is large, the duty cycle of the electric pump may not need to be too high; when the opening of the active air intake grille is small, a higher duty cycle of the electric pump is required. Therefore, the vehicle in the method can determine an accurate second modified duty cycle. In addition, the vehicle in the method can most accurately control the flow rate of the coolant through the sum of the first duty cycle, the first corrected duty cycle and the second corrected duty cycle, so that the actual intake air temperature of the intake manifold is maintained at the target intake air temperature.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a second corrected duty cycle is determined based on the position relationship and the current opening, including: determining a reference duty cycle based on the current opening and a reference corresponding relationship, the reference corresponding relationship being used to indicate a corresponding relationship between a sample opening of the active air intake grille and a reference sample duty cycle of the electric pump when the target intake temperature is targeted; when the position relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator, determining the preset duty cycle as a third duty cycle; when the position relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, determining the third duty cycle based on the working state of the air-conditioning compressor in the target vehicle; and determining the sum of the reference duty cycle and the third duty cycle as the second corrected duty cycle.

[0017] In the above technical solution, the vehicle in the method can directly obtain the corresponding correction factor from the reference correspondence through the current opening of the active air intake grille to obtain the reference duty cycle. This makes it possible to obtain an accurate reference duty cycle more quickly. Furthermore, when the air-conditioning condenser is arranged behind the low-temperature radiator, the air-conditioning condenser does not affect the heat dissipation capacity of the low-temperature radiator, that is, the influence of the positional relationship on the intake air temperature is not very large. Therefore, when the air-conditioning condenser is arranged behind the low-temperature radiator, the vehicle in the method determines the preset duty cycle as the third duty cycle. When the air-conditioning condenser is arranged in front of the low-temperature radiator, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the working state of the air-conditioning compressor. Therefore, when the air-conditioning condenser is arranged in front of the low-temperature radiator, the vehicle determines the third duty cycle based on the working state of the air-conditioning compressor. In addition, the vehicle determines a second corrected duty cycle based on the sum of the reference duty cycle and the third duty cycle, and can consider the impact of the thermal management architecture in the target vehicle (components that affect the intake volume, such as the air conditioning condenser, active air intake grille, etc.) on the intake temperature of the intake manifold, thereby more accurately controlling the intake temperature.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the third duty cycle is determined based on the working state of the air-conditioning compressor in the target vehicle, including: when the working state is a closed state, the preset duty cycle is determined as the third duty cycle; when the working state is an open state, the air-conditioning pressure in the air-conditioning system of the target vehicle is obtained; based on the air-conditioning pressure and a third corresponding relationship, the third duty cycle is determined, and the third corresponding relationship is used to indicate the correspondence between the sample air-conditioning pressure and the third sample duty cycle of the electric pump when the target intake temperature is used as the target.

[0019] In the above technical solution, when the working state of the air-conditioning compressor is the closed state, the air-conditioning condenser and the air-conditioning compressor do not affect the heat dissipation capacity of the low-temperature radiator, that is, the positional relationship does not affect the intake air temperature very much. Therefore, in the method, the vehicle determines the preset duty cycle as the third duty cycle. When the working state of the air-conditioning compressor is the open state, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the specific working state of the air-conditioning compressor. When the air-conditioning compressor is working (at different air-conditioning pressures), the air-conditioning condenser dissipates heat and thus affects the surrounding air temperature. When the air-conditioning condenser is arranged behind the low-temperature radiator, the cooling air first passes through the low-temperature radiator and then passes through the air-conditioning condenser, and the heat dissipated by the air-conditioning condenser will change the temperature of the cooling air. The air around the intake manifold of the engine has heat exchange with the cooling air, so the working state of the air-conditioning compressor will affect the intake air temperature of the intake manifold. Therefore, the vehicle in the method considers the influence of the working state of the air-conditioning compressor being the closed state and the open state on the intake air temperature, as well as the influence of the specific opening pressure on the intake air temperature when in the open state, which can increase the accuracy of determining the third duty cycle.

[0020] In a second aspect, a device for controlling the flow of coolant is provided, the device comprising: an acquisition module for acquiring an actual intake temperature of an intake manifold of an engine in a target vehicle and a current temperature of a low-temperature radiator in a cooling circuit of the engine in response to a target instruction, the target instruction being used to instruct that the actual intake temperature of the intake manifold be maintained at a target intake temperature; a determination module for determining a first duty cycle of an electric pump in the cooling circuit based on the actual intake temperature, the current temperature and a first corresponding relationship, the first corresponding relationship being used to indicate a correspondence between a sample intake temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake temperature is used as the target, and a first sample duty cycle of the electric pump; and a control module for controlling the flow of coolant in the cooling circuit based on the first duty cycle.

[0021] In combination with the second aspect, in some possible implementations, the determination module is specifically used to: compare the actual intake temperature with multiple sample intake temperatures in the first correspondence, and determine at least one candidate intake temperature that matches the actual intake temperature from the multiple sample intake temperatures; compare the current temperature with at least one sample temperature corresponding to the at least one candidate intake temperature in the first correspondence, and determine a candidate temperature that matches the current temperature from the at least one sample temperature; and determine the first sample duty cycle of the electric pump corresponding to the candidate temperature as the first duty cycle.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is specifically used to obtain the driving speed, driving mode and ambient temperature of the target vehicle's environment when the target vehicle is in a driving state; the determination module is also specifically used to: determine the second duty cycle of the electric pump based on the driving speed, the ambient temperature and a second corresponding relationship, the second corresponding relationship being used to indicate the correspondence between the sample driving speed of the vehicle and the sample ambient temperature of the vehicle's environment when the target intake temperature is used as the target, and the second sample duty cycle of the electric pump; correct the second duty cycle based on the driving mode to obtain a first corrected duty cycle; the control module is specifically used to control the flow rate of the coolant based on the sum of the first duty cycle and the first corrected duty cycle.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine a correction factor based on the driving mode, the second duty cycle and the correction correspondence, the correction factor being used to correct the second sample duty cycle, the correction correspondence being used to indicate the correspondence between the sample driving mode of the vehicle and the sample correction factor when the target intake temperature is used as the target and the second duty cycle is corrected; determine the first corrected duty cycle based on the product of the second duty cycle and the correction factor.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is specifically used to obtain the positional relationship between the air-conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit; the determination module is specifically used to determine the second corrected duty cycle based on the positional relationship and the current opening; the control module is specifically used to control the flow rate of the coolant based on the first duty cycle, the sum of the first corrected duty cycle and the second corrected duty cycle, and the first corrected duty cycle is determined based on the driving speed of the target vehicle, the driving mode and the ambient temperature of the environment in which the target vehicle is located.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine a reference duty cycle based on the current opening and a reference correspondence, wherein the reference correspondence is used to indicate the correspondence between the sample opening of the active air intake grille and the reference sample duty cycle of the electric pump when the target intake temperature is used as the target; when the position relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator, the preset duty cycle is determined as the third duty cycle; when the position relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, the third duty cycle is determined based on the working state of the air-conditioning compressor in the target vehicle; and the sum of the reference duty cycle and the third duty cycle is determined as the second corrected duty cycle.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to determine the preset duty cycle as the third duty cycle when the working state is the closed state; the acquisition module is specifically used to obtain the air-conditioning pressure in the air-conditioning system of the target vehicle when the working state is the open state; the determination module is specifically used to determine the third duty cycle based on the air-conditioning pressure and the third corresponding relationship, and the third corresponding relationship is used to indicate the corresponding relationship between the sample air-conditioning pressure and the third sample duty cycle of the electric pump when the target intake temperature is used as the target.

[0027] In a third aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application;

[0030] Figure 2 It is a structural schematic diagram of a method for controlling the flow rate of coolant provided in an embodiment of the present application;

[0031] Figure 3 is a schematic diagram of a cooling circuit of an engine provided in an embodiment of the present application;

[0032] Figure 4 is a schematic structural diagram of a device for controlling coolant flow provided in an embodiment of the present application;

[0033] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0035] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0036] Figure 1 It is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application.

[0037] For example, Figure 1 The vehicle A shown is a hybrid vehicle. For the intake manifold of the engine in the vehicle A, a proper intake air temperature is beneficial to improving the performance of the engine and can ensure the normal operation of the internal parts of the engine. Therefore, it is necessary to control the actual intake air temperature of the intake manifold of the engine to maintain it at the target intake air temperature.

[0038] In the process of controlling the actual intake air temperature of the intake manifold of the engine, the relevant technology is to control the intake air temperature of the intake manifold through a proportional integral derivative (PID) control system. The above control method can control the intake air temperature of the intake manifold of the engine to a certain extent, but the PID control system is extremely complex and needs to frequently control the actual intake air temperature based on the target intake air temperature, which often requires a long control time, which increases the energy consumption of vehicle A.

[0039] In order to solve the above problems, this application proposes a method for controlling the coolant flow rate. The method controls the coolant flow rate in the engine's cooling circuit by adjusting the duty cycle of the electric pump, thereby controlling the actual intake air temperature of the intake manifold to simplify the control process and shorten the control time. The specific implementation process of the method can be referred to as follows Figure 2 .

[0040] Figure 2 It is a schematic flow chart of a method for controlling coolant flow provided in an embodiment of the present application.

[0041] It should be understood that the method for controlling the flow rate of cooling liquid provided in the embodiment of the present application can be applied to Figure 1 The vehicle shown (e.g. Figure 1 Specifically, the method for controlling the coolant flow rate can be applied to a vehicle controller in the vehicle.

[0042] For example, Figure 2 As shown, the method 200 includes:

[0043] Step 201, the vehicle responds to a target instruction to obtain the actual intake air temperature of the intake manifold of the engine in the target vehicle and the current temperature of the low-temperature radiator in the cooling circuit of the engine. The target instruction is used to instruct to maintain the actual intake air temperature of the intake manifold at the target intake air temperature.

[0044] It should be understood that the "intake manifold of the engine" in the above step 201 is an intake pipe at the front of the engine, which is used to introduce air into the engine. The "low-temperature radiator in the cooling circuit" in the above step 201 is used to dissipate the heat of the coolant in the cooling circuit after the coolant flows from the engine to the low-temperature radiator.

[0045] It should also be understood that in the above step 201, when the target vehicle has the actual intake temperature of the engine's intake manifold and the current temperature of the low-temperature radiator in the engine's cooling circuit, the target vehicle may be in a driving state (the target vehicle itself has a displacement change) or may not be in a driving state.

[0046] In some embodiments, the target vehicle is a hybrid vehicle or a fuel vehicle.

[0047] In some embodiments, step 201 includes: the vehicle obtains the actual intake temperature of the intake manifold through an intake temperature sensor installed on the intake manifold, and obtains the current temperature through a target sensor installed in front of the low-temperature radiator.

[0048] Step 202, the vehicle determines a first duty cycle of the electric pump in the cooling circuit based on the actual intake air temperature, the current temperature and a first corresponding relationship, wherein the first corresponding relationship is used to indicate a correspondence between a sample intake air temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake air temperature is used as the target, and a first sample duty cycle of the electric pump.

[0049] It should be understood that during a test, when the actual intake air temperature of the intake manifold is intake air temperature 1 and the temperature of the low-temperature radiator is temperature 2, after the electric pump controls the flow rate of the coolant in the cooling circuit at duty cycle 3, the actual intake air temperature of the intake manifold is maintained at the target intake air temperature. Therefore, the intake air temperature 1 and the temperature 2 can be corresponded to the duty cycle 3. In the first correspondence, a sample intake air temperature of the intake manifold and a sample temperature of the low-temperature radiator correspond to a first sample duty cycle of the electric pump.

[0050] It should also be understood that the "duty cycle" in the above step 202 refers to the ratio between the working time of the electric pump in one working cycle and the cycle time (the duration of one working cycle). In other words, the duty cycle of the electric pump is the ratio of the time when the electric pump is turned on and off when it is working. The definition of the duty cycle is: duty cycle = (working time of the electric pump in one working cycle / the duration of one working cycle) × 100%, and the duty cycle can be represented by a percentage (%).

[0051] In one possible implementation, the vehicle in step 202 determines a first duty cycle of the electric pump in the cooling circuit based on the actual intake temperature, the current temperature and the first corresponding relationship, including: the vehicle compares the actual intake temperature with a plurality of sample intake temperatures in the first corresponding relationship, and determines at least one candidate intake temperature that matches the actual intake temperature from the plurality of sample intake temperatures; the vehicle compares the current temperature with at least one sample temperature corresponding to the at least one candidate intake temperature in the first corresponding relationship, and determines a candidate temperature that matches the current temperature from the at least one sample temperature; the vehicle determines the first sample duty cycle of the electric pump corresponding to the candidate temperature as the first duty cycle.

[0052] It should be understood that in the "first corresponding relationship" in the above scheme, there are multiple sample intake temperatures and corresponding sample temperatures of the low-temperature radiator, and the multiple sample intake temperatures may have the same sample intake temperature, and the multiple sample temperatures may have the same sample temperature. Therefore, at least one candidate intake temperature matching the actual intake temperature can be determined from the multiple sample intake temperatures, and then a candidate temperature (one temperature) matching the current temperature can be determined from at least one sample temperature corresponding to the at least one candidate intake temperature, thereby obtaining the first duty cycle.

[0053] It should also be understood that in the above scheme, "at least one candidate intake temperature matching the actual intake temperature" means that the temperature difference between the actual intake temperature and at least one candidate intake temperature is less than a preset temperature. "Candidate temperature matching the current temperature" means that the temperature difference between the current temperature and the candidate temperature is less than the preset temperature. In some embodiments, the preset temperature is 1°.

[0054] In the above technical solution, the first correspondence is used to indicate the correspondence between the sample intake temperature of the intake manifold and the sample temperature of the low-temperature radiator when the target intake temperature is used as the target, and the first sample duty cycle of the electric pump. There may be multiple identical sample intake temperatures and multiple identical sample temperatures in the first correspondence. In view of the above situation, the method first determines at least one candidate intake temperature that matches the actual intake temperature from the multiple sample intake temperatures, and then determines a candidate temperature that matches the current temperature from at least one sample temperature corresponding to at least one candidate intake temperature, and then obtains the first duty cycle. The method can determine an accurate first duty cycle through matching.

[0055] Exemplarily, taking the target intake air temperature as 40° as an example, the first corresponding relationship shown in Table 1 is given.

[0056] Table 1

[0057]

[0058]

[0059] As shown in Table 1 above, the first sample duty cycle can be represented by a percentage. For example, when the sample intake temperature of the intake manifold is 50° and the sample temperature of the low-temperature radiator is -10°, the first sample duty cycle is 70%. When the actual intake temperature of the intake manifold of the engine is 30° and the current temperature of the low-temperature radiator is 10°, the first duty cycle of the electric pump can be determined to be 30% by Table 1 above.

[0060] Figure 3 It is a schematic diagram of a cooling circuit of an engine provided in an embodiment of the present application.

[0061] For example, Figure 3As shown, air enters the engine through the intake manifold of the engine. Inside the engine, fuel and air are mixed and burned to generate energy and heat. The actual intake temperature of the intake manifold affects the quality of air entering the cylinder. Generally, the vehicle requires the actual intake temperature of the intake manifold to be the target intake temperature to adjust the injection amount of fuel and ensure the appropriate air-fuel ratio, thereby improving combustion efficiency and reducing exhaust emissions. When the actual intake temperature of the intake manifold is greater than the target intake temperature, the electric pump will extract coolant from the low-temperature radiator and transport the coolant to the intercooler. After the intercooler cools (cools down) the incoming air, the cooled air is then transported to the cylinder head and cylinder block of the engine. If at this time, the actual temperature of the cooled air is maintained at the target intake temperature, the vehicle controls the thermostat to be closed. If at this time, the actual temperature of the cooled air is still greater than the target intake temperature, the vehicle controls the thermostat to be open, and the electric pump continues to extract coolant from the low-temperature radiator and transports the coolant to the intercooler. The intercooler cools the incoming air until the actual intake air temperature of the intake manifold is maintained at the target intake air temperature, and the vehicle controls the thermostat to the closed state.

[0062] In step 203 , the vehicle controls the flow rate of the coolant in the cooling circuit based on the first duty cycle.

[0063] It should be understood that "controlling the flow rate of the coolant in the cooling circuit based on the first duty cycle" in the above step 203 means changing the working time of the electric pump in a working cycle by adjusting the first duty cycle of the electric pump, thereby controlling the flow rate of the coolant. The higher the first duty cycle, the longer the working time of the electric pump in a working cycle, and the greater the flow rate of the coolant. The lower the first duty cycle, the shorter the working time of the electric pump in a working cycle, and the smaller the flow rate of the coolant.

[0064] The technical solution in this application provides multiple methods for determining the duty cycle of the electric pump to control the flow rate of the coolant in the cooling circuit based on various duty cycles. Specifically, the first determination method: corresponding to step 202, only the actual intake temperature of the intake manifold of the engine in the target vehicle and the current temperature of the low-temperature radiator in the cooling circuit of the engine are considered. Several other determination methods are described below.

[0065] The second method is to consider the actual intake air temperature of the intake manifold of the engine in the target vehicle and the current temperature of the low-temperature radiator in the cooling circuit of the engine, the driving speed and driving mode of the target vehicle when the target vehicle is in driving state, the ambient temperature of the environment in which the target vehicle is located, the positional relationship between the air conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit.

[0066] In a possible implementation, step 203 includes: when the target vehicle is in a driving state, the vehicle obtains the driving speed, driving mode and ambient temperature of the target vehicle; the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and a second corresponding relationship, and the second corresponding relationship is used to indicate the correspondence between the sample driving speed of the vehicle and the sample ambient temperature of the vehicle when the target intake temperature is used as the target, and the second sample duty cycle of the electric pump; the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle; the vehicle controls the flow rate of the coolant based on the sum of the first duty cycle and the first corrected duty cycle.

[0067] It should be understood that the "driving mode" in the above scheme is used to indicate different driving conditions. Different driving modes correspond to different performance parameters of the target vehicle, including but not limited to engine response, gearbox shifting logic, steering assistance, suspension hardness, four-wheel drive system allocation, etc. The driving modes include economic mode, standard mode, sports mode, snow mode, mud mode and sand mode, etc. In addition, the unit of the driving speed of the target vehicle is km / h.

[0068] It should also be understood that during a test, when the target vehicle's driving speed is driving speed 1 and the ambient temperature of the target vehicle's environment is ambient temperature 2, after the electric pump controls the flow of coolant in the cooling circuit at duty cycle 4, the actual intake air temperature of the intake manifold is maintained at the target intake air temperature. Therefore, driving speed 1 and ambient temperature 2 can be corresponded to duty cycle 4. In the second correspondence, a sample driving speed of the vehicle and a sample ambient temperature of the environment in which the vehicle is located correspond to a second sample duty cycle of the electric pump.

[0069] It should also be understood that the sum of the first duty cycle and the first modified duty cycle in the above scheme is the duty cycle. Therefore, the process of "the vehicle controls the flow rate of the coolant based on the sum of the first duty cycle and the first modified duty cycle" in the above scheme is similar to the process of "the vehicle controls the flow rate of the coolant based on the first duty cycle" in step 203, and will not be repeated here.

[0070] In the above technical solution, the vehicle considers the influence of the driving speed and ambient temperature on the second duty cycle of the electric pump when the target vehicle is in a driving state. This is because the driving speed of the target vehicle and the ambient temperature in which it is located will affect the intake temperature in the process of controlling the intake temperature of the intake manifold. When driving at high speed, the air flow rate in the intake manifold is accelerated, and the friction between air molecules increases, resulting in an increase in the intake temperature; while when driving at low speed, the intake temperature will be relatively low. In a high temperature environment, the air temperature in the intake manifold is high; while in a low temperature environment, the air temperature in the intake manifold is low. In addition, the vehicle in the method also considers the influence of the driving mode of the target vehicle, and corrects the second duty cycle through the driving mode to obtain the first corrected duty cycle, and then controls the flow rate of the coolant based on the sum of the first duty cycle and the first corrected duty cycle. This is because different driving modes will lead to different working states of the engine, thereby affecting the intake temperature. For example, in the economic mode, the load of the engine is relatively small, and the intake volume and intake speed of the engine will also decrease accordingly. Since the air flow speed in the intake manifold slows down, the heat exchange time with the intake manifold wall increases, and the intake temperature will rise. In sports mode, the engine load is large, and the engine intake volume and intake speed will increase. The fast-flowing air stays in the intake manifold for a shorter time, and the heat exchange with the wall is reduced, so the intake temperature will be relatively low. Therefore, the first corrected duty ratio determined by the vehicle in this method through the above three influencing factors (driving speed, ambient temperature and driving mode) is more accurate. The sum of the first duty ratio and the first corrected duty ratio can more accurately control the flow rate of the coolant so that the actual intake temperature of the intake manifold is maintained at the target intake temperature.

[0071] In some embodiments, the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship, including: the vehicle compares the driving speed with multiple sample driving speeds in the second corresponding relationship, and determines at least one candidate driving speed that matches the driving speed from the multiple sample driving speeds; the vehicle compares the ambient temperature with at least one sample ambient temperature corresponding to the at least one candidate driving speed in the second corresponding relationship, and determines a candidate ambient temperature that matches the ambient temperature from the at least one sample ambient temperature; the vehicle determines the second sample duty cycle of the electric pump corresponding to the candidate ambient temperature as the second duty cycle.

[0072] It should be understood that there are multiple sample driving speeds and corresponding sample ambient temperatures in the "second corresponding relationship" in the above solution, and the multiple sample driving speeds may have the same sample driving speed, and the multiple sample ambient temperatures may have the same sample ambient temperature. Therefore, at least one candidate driving speed matching the driving speed can be determined from the multiple sample driving speeds, and then a candidate ambient temperature (an ambient temperature) matching the ambient temperature can be determined from at least one sample ambient temperature corresponding to the at least one candidate driving speed, thereby obtaining the second duty cycle.

[0073] It should also be understood that in the above scheme, "at least one candidate driving speed matching the driving speed" means that the speed difference between the driving speed and at least one candidate driving speed is less than the preset speed. "Candidate ambient temperature matching the ambient temperature" means that the temperature difference between the ambient temperature and the candidate ambient temperature is less than the preset temperature.

[0074] Exemplarily, taking the target intake air temperature as 40° as an example, the second corresponding relationship shown in Table 2 is given.

[0075] Table 2

[0076]

[0077] As shown in Table 2 above, the second sample duty cycle can be represented by a percentage. For example, when the sample ambient temperature is -10° and the sample driving speed is 90 km / h, the second sample duty cycle is 3%. When the driving speed of the target vehicle is 90 km / h and the ambient temperature of the target vehicle is 10°, the second duty cycle of the electric pump can be determined to be 5% by Table 2 above. Among them, some of the second sample duty cycles in Table 2 are negative values ​​to indicate that the duty cycle is reduced based on the original duty cycle.

[0078] In one possible implementation, the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle, including: the vehicle determines a correction factor based on the driving mode, the second duty cycle and the correction correspondence, the correction factor is used to correct the second duty cycle, the correction correspondence is used to indicate the correspondence between the vehicle's sample driving mode and the sample correction factor when the target intake temperature is used as the target and the second sample duty cycle is corrected; the vehicle determines the first corrected duty cycle based on the product of the second duty cycle and the correction factor.

[0079] It should be understood that the "corrected correspondence" in the above scheme is determined when the target intake temperature is taken as the target and the second sample duty cycle is corrected. During a test, when the driving speed of the target vehicle is driving speed 1 and the ambient temperature of the environment in which the target vehicle is located is ambient temperature 2, after the electric pump controls the flow rate of the coolant in the cooling circuit with a duty cycle of 4, there is still a small temperature deviation between the actual intake temperature of the intake manifold and the target intake temperature. When the driving mode of the target vehicle is driving mode 1, the corresponding correction factor is correction factor 1. Duty cycle 5 is obtained by correcting duty cycle 4 by correction factor 1. After the electric pump controls the flow rate of the coolant in the cooling circuit with a duty cycle of 5, the actual intake temperature of the intake manifold is maintained at the target intake temperature. Therefore, driving mode 1 can be corresponded to correction factor 1. In this correction correspondence, one sample driving mode of the vehicle corresponds to one sample correction factor.

[0080] In the above technical solution, when the target vehicle is in a driving state, the vehicle in the method can obtain the corresponding correction factor from the correction correspondence through the driving mode, and directly correct the second duty cycle based on the correction factor to obtain the first corrected duty cycle. The above correction factor is determined based on the correction correspondence through a matching method, so the correction factor is more accurate, the first corrected duty cycle is more accurate, and the vehicle in the method can also quickly determine the correction factor and the first corrected duty cycle.

[0081] In some embodiments, the vehicle determines a correction factor based on the driving mode, the second duty cycle and the correction correspondence, including: the vehicle compares the second duty cycle with multiple second sample duty cycles in the correction correspondence, and determines a candidate second duty cycle that is the same as the second duty cycle from the multiple second sample duty cycles; the vehicle compares the driving mode with multiple sample driving modes corresponding to the candidate second duty cycle in the correction correspondence, and determines a candidate driving mode that is the same as the driving mode from the multiple sample driving modes; the vehicle determines the sample correction factor corresponding to the candidate driving mode in the correction correspondence as the correction factor.

[0082] Exemplarily, taking the target intake air temperature as 40° and the second duty cycle as 5% as an example, the corresponding relationship between the sample driving mode and the sample correction factor in the correction corresponding relationship shown in Table 3 is given.

[0083] Table 3

[0084]

[0085]

[0086] As shown in Table 3 above, for example, when the sample driving mode is the economic mode, the sample correction factor is 0.95. When the driving mode of the target vehicle is the snow mode, the correction factor for correcting the second duty cycle can be determined to be 1.1 through Table 3 above, and the vehicle determines the first corrected duty cycle to be 5.5% (5%*1.1).

[0087] In one possible implementation, the vehicle controls the flow rate of the coolant in the cooling circuit based on the first duty cycle, including: the vehicle obtains the positional relationship between the air-conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit; the vehicle determines a second corrected duty cycle based on the positional relationship and the current opening; the vehicle controls the flow rate of the coolant based on the first duty cycle, the sum of the first corrected duty cycle and the second corrected duty cycle, and the first corrected duty cycle is determined based on the driving speed of the target vehicle, the driving mode and the ambient temperature of the environment in which the target vehicle is located.

[0088] It should be understood that the "air conditioning condenser" in the above scheme serves as a cooling device for the air conditioning system in the target vehicle. The condenser can also be used to cool the air entering the intake manifold of the engine. When the air conditioning system is running, the air conditioning condenser cools the refrigerant from a gas state to a liquid state, releasing heat to the outside air. In this process, the temperature of the air around the air conditioning condenser will decrease. By designing the intake manifold of the engine close to the air conditioning condenser, the low-temperature air around the air conditioning condenser can be used to cool the air entering the intake manifold, thereby maintaining the intake temperature of the intake manifold.

[0089] It should also be understood that the "active air intake grille" in the above scheme is located at the front end of the engine's cabin and serves as an inlet for air to flow into the cabin. The amount of air intake entering the engine's cabin can be adjusted by adjusting the opening of the active air intake grille. In addition, the positions of the active air intake grille and the intake manifold in the engine are relatively independent, but they are both related to the engine's intake system. The intake manifold is part of the intake system and is responsible for distributing air to each cylinder. The active air intake grille controls the total amount of air entering the cabin, including the amount of air entering the intake manifold.

[0090] In the above technical solution, the vehicle considers the positional relationship between the air conditioning condenser and the low-temperature radiator, and the influence of the current opening of the active air intake grille in the cooling circuit on the second modified duty cycle of the electric pump. This is because in the process of controlling the intake temperature of the intake manifold, the positional relationship between the air conditioning condenser and the low-temperature radiator, and the current opening of the active air intake grille will affect the intake temperature. The air conditioning condenser is used to dissipate heat from the refrigerant in the air conditioning system, and the low-temperature radiator is mainly used to cool the engine coolant. If the positional relationship between the two is unreasonable, it may cause mutual interference of heat. For example, if the air conditioning condenser is located on the downwind side of the low-temperature radiator and the distance is too close, the heat dissipated by the air conditioning condenser may be reabsorbed by the low-temperature radiator, which will affect the efficiency of the engine cooling system. In the process of controlling the intake temperature of the intake manifold, when this heat affects the efficiency of the cooling system, it will indirectly affect the intake temperature of the intake manifold. The opening of the active air intake grille affects the amount of air entering the cooling system. When the opening of the active air intake grille is large, more cold air can enter the cooling system, which helps to reduce the temperature of the coolant. At this time, the duty cycle of the electric pump may not need to be too high; when the active air intake grille is opened at a small degree, a higher duty cycle of the electric pump is required. Therefore, the vehicle in the method can determine an accurate second corrected duty cycle. In addition, the vehicle in the method can also most accurately control the flow rate of the coolant through the sum of the first duty cycle, the first corrected duty cycle, and the second corrected duty cycle, so that the actual intake temperature of the intake manifold is maintained at the target intake temperature.

[0091] In one possible implementation, the vehicle determines a second corrected duty cycle based on the position relationship and the current opening, including: the vehicle determines a reference duty cycle based on the current opening and a reference corresponding relationship, the reference corresponding relationship being used to indicate a corresponding relationship between a sample opening of the active air intake grille and a reference sample duty cycle of the electric pump when the target intake temperature is targeted; when the position relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator, the vehicle determines the preset duty cycle as a third duty cycle; when the position relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, the vehicle determines the third duty cycle based on the working state of the air-conditioning compressor in the target vehicle; the vehicle determines the sum of the reference duty cycle and the third duty cycle as the second corrected duty cycle.

[0092] It should be understood that the "reference correspondence" in the above scheme is determined when the target intake air temperature is the target. In a test process, when the opening of the active air intake grille is opening 3, after the electric pump controls the flow of coolant in the cooling circuit with a duty cycle of 6, the actual intake air temperature of the intake manifold is maintained at the target intake air temperature. Therefore, the opening 3 can be corresponded to the duty cycle 6. In the reference correspondence, a sample opening of the active air intake grille corresponds to a reference sample duty cycle of the electric pump.

[0093] It should also be understood that the “preset duty cycle” in the above solution is 0%.

[0094] It should also be understood that the "air conditioning compressor" in the above scheme plays a role in regulating the cooling capacity in the process of controlling the intake air temperature of the intake manifold. When the intake air temperature needs to be lowered, the air conditioning compressor works to compress the gaseous refrigerant into a high-temperature, high-pressure gas, which is then converted into a liquid refrigerant after passing through components such as the air conditioning condenser. The liquid refrigerant is evaporated in the evaporator, thereby absorbing heat and lowering the temperature of the air flowing near the evaporator. This part of the air can be used to lower the intake air temperature of the intake manifold. Therefore, the working state of the air conditioning compressor affects the intake air temperature of the intake manifold.

[0095] In the above technical solution, the vehicle in the method can directly obtain the corresponding correction factor from the reference correspondence through the current opening of the active air intake grille to obtain the reference duty cycle. This makes it possible to obtain an accurate reference duty cycle more quickly. Furthermore, when the air-conditioning condenser is arranged behind the low-temperature radiator, the air-conditioning condenser does not affect the heat dissipation capacity of the low-temperature radiator, that is, the influence of the positional relationship on the intake air temperature is not very large. Therefore, when the air-conditioning condenser is arranged behind the low-temperature radiator, the vehicle in the method determines the preset duty cycle as the third duty cycle. When the air-conditioning condenser is arranged in front of the low-temperature radiator, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the working state of the air-conditioning compressor. Therefore, when the air-conditioning condenser is arranged in front of the low-temperature radiator, the vehicle determines the third duty cycle based on the working state of the air-conditioning compressor. In addition, the vehicle determines a second corrected duty cycle based on the sum of the reference duty cycle and the third duty cycle, and can consider the impact of the thermal management architecture in the target vehicle (components that affect the intake volume, such as the air conditioning condenser, active air intake grille, etc.) on the intake temperature of the intake manifold, thereby more accurately controlling the intake temperature.

[0096] In some embodiments, the vehicle determines a reference duty cycle based on the current opening and a reference correspondence, including: the vehicle compares the current opening with multiple sample openings in the reference correspondence, and determines a candidate opening that matches the current opening from the multiple sample openings; the vehicle determines the reference sample duty cycle corresponding to the candidate opening in the reference correspondence as the reference duty cycle.

[0097] Exemplarily, taking the target intake air temperature as 40° as an example, the reference corresponding relationship shown in Table 4 is given.

[0098] Table 4

[0099]

[0100] As shown in Table 4 above, the sample opening can be expressed as a percentage. For example, when the sample opening of the active air intake grille is 40, the reference sample duty cycle is 40%. When the current opening of the active air intake grille in the cooling circuit of the engine in the target vehicle is 20%, the reference duty cycle of the electric pump can be determined to be 20% by Table 4 above.

[0101] In one possible implementation, the vehicle determines the third duty cycle based on the operating state of the air-conditioning compressor in the target vehicle, including: when the operating state is a closed state, the vehicle determines the preset duty cycle as the third duty cycle; when the operating state is an open state, the vehicle obtains the air-conditioning pressure in the air-conditioning system of the target vehicle; the vehicle determines the third duty cycle based on the air-conditioning pressure and a third corresponding relationship, and the third corresponding relationship is used to indicate the corresponding relationship between the sample air-conditioning pressure and the third sample duty cycle of the electric pump when the target intake temperature is used as the target.

[0102] It should be understood that the "air conditioning pressure" in the above solution refers to the pressure corresponding to different positions of the refrigerant in the air conditioning system when it circulates in the air conditioning pipeline. The unit of the air conditioning pressure P is MPa.

[0103] It should also be understood that the "third correspondence" in the above scheme is determined when the target intake air temperature is the target. During a test, when the air conditioning pressure is pressure 4, after the electric pump controls the flow of coolant in the cooling circuit with a duty cycle of 7, the actual intake air temperature of the intake manifold is maintained at the target intake air temperature. Therefore, pressure 4 can be corresponded to duty cycle 7. A sample air conditioning pressure in the third correspondence corresponds to a third sample duty cycle of the electric pump.

[0104] It should also be understood that the specific process of "the vehicle determines the third duty cycle based on the air-conditioning pressure and the third corresponding relationship" and the specific process of "the vehicle determines the reference duty cycle based on the current opening and the reference corresponding relationship" in the above scheme will not be repeated here.

[0105] In the above technical solution, when the working state of the air-conditioning compressor is the closed state, the air-conditioning condenser and the air-conditioning compressor do not affect the heat dissipation capacity of the low-temperature radiator, that is, the positional relationship does not affect the intake air temperature very much. Therefore, in the method, the vehicle determines the preset duty cycle as the third duty cycle. When the working state of the air-conditioning compressor is the open state, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the specific working state of the air-conditioning compressor. When the air-conditioning compressor is working (at different air-conditioning pressures), the air-conditioning condenser dissipates heat and thus affects the surrounding air temperature. When the air-conditioning condenser is arranged behind the low-temperature radiator, the cooling air first passes through the low-temperature radiator and then passes through the air-conditioning condenser, and the heat dissipated by the air-conditioning condenser will change the temperature of the cooling air. The air around the intake manifold of the engine has heat exchange with the cooling air, so the working state of the air-conditioning compressor will affect the intake air temperature of the intake manifold. Therefore, the vehicle in the method considers the influence of the working state of the air-conditioning compressor being the closed state and the open state on the intake air temperature, as well as the influence of the specific opening pressure on the intake air temperature when in the open state, which can increase the accuracy of determining the third duty cycle.

[0106] It should be understood that the above-mentioned second determination method corresponds to the technical solution of claim 5.

[0107] Exemplarily, taking the target intake air temperature as 40° as an example, the third corresponding relationship shown in Table 5 is given.

[0108] Table 5

[0109]

[0110] As shown in Table 5 above, illustratively, when the sample air-conditioning pressure is 1.8 MPa, the third sample duty cycle is 25%. When the air-conditioning pressure of the air-conditioning system in the target vehicle is 1.2 MPa, the third duty cycle of the electric pump can be determined to be 20% by Table 5 above.

[0111] The third type: only consider the target vehicle's driving speed, driving mode and the ambient temperature of the target vehicle's environment when the target vehicle is in driving state

[0112] In some embodiments, when the target vehicle is in a driving state, the vehicle obtains the driving speed, driving mode and ambient temperature of the target vehicle's environment; the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and a second corresponding relationship, and the second corresponding relationship is used to indicate the correspondence between the sample driving speed of the vehicle and the sample ambient temperature of the vehicle's environment when the target intake temperature is used as the target, and the second sample duty cycle of the electric pump; the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle; the vehicle controls the flow rate of coolant in the cooling circuit based on the first corrected duty cycle.

[0113] It should be understood that the implementation process of "the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship" in the above scheme is the same as the implementation process of "the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship" in the second determination method, and will not be repeated here.

[0114] It should also be understood that the implementation process of "the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle" in the above scheme is the same as the implementation process of "the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle" in the second determination method, and will not be repeated here.

[0115] It should also be understood that the process of "the vehicle controls the flow rate of the coolant in the cooling circuit based on the first corrected duty cycle" in the above scheme is similar to the process of "the vehicle controls the flow rate of the coolant based on the first duty cycle" in step 203, and will not be repeated here.

[0116] The fourth type: only considers the positional relationship between the air conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit

[0117] In some embodiments, the vehicle obtains the positional relationship between the air-conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit; the vehicle determines a second corrected duty cycle based on the positional relationship and the current opening; the vehicle controls the flow rate of coolant in the cooling circuit based on the second corrected duty cycle.

[0118] It should be understood that the implementation process of "the vehicle determines the second corrected duty cycle based on the position relationship and the current opening" in the above scheme is the same as the implementation process of "the vehicle determines the second corrected duty cycle based on the position relationship and the current opening" in the second determination method, and will not be repeated here.

[0119] It should also be understood that the process of "the vehicle controls the flow rate of the coolant in the cooling circuit based on the second corrected duty cycle" in the above scheme is similar to the process of "the vehicle controls the flow rate of the coolant based on the first duty cycle" in step 203, and will not be repeated here.

[0120] Fifth: Consider the actual intake air temperature of the intake manifold of the engine in the target vehicle and the current temperature of the low-temperature radiator in the cooling circuit of the engine, as well as the driving speed, driving mode and ambient temperature of the environment in which the target vehicle is located when the target vehicle is in motion

[0121] In some embodiments, when the target vehicle is in a driving state, the vehicle obtains an actual intake temperature of an intake manifold of an engine in the target vehicle, a current temperature of a low-temperature radiator in a cooling circuit of the engine, a driving speed of the target vehicle, a driving mode, and an ambient temperature of an environment in which the target vehicle is located; the vehicle determines a first duty cycle of an electric pump in the cooling circuit based on the actual intake temperature, the current temperature, and a first correspondence, the first correspondence being used to indicate a correspondence between a sample intake temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake temperature is used as a target, and a first sample duty cycle of the electric pump; the vehicle determines a second duty cycle of the electric pump based on the driving speed, the ambient temperature, and a second correspondence, the second correspondence being used to indicate a correspondence between a sample driving speed of the vehicle and a sample ambient temperature of the environment in which the vehicle is located when the target intake temperature is used as a target, and a second sample duty cycle of the electric pump; the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle; the vehicle controls the flow rate of coolant in the cooling circuit based on the sum of the first duty cycle and the first corrected duty cycle.

[0122] It should be understood that the implementation process of "the vehicle determines the first duty cycle of the electric pump in the cooling circuit based on the actual intake temperature, the current temperature and the first corresponding relationship" in the above scheme is the same as the implementation process of "the vehicle determines the first duty cycle of the electric pump in the cooling circuit based on the actual intake temperature, the current temperature and the first corresponding relationship" in the first determination method, and will not be repeated here.

[0123] It should also be understood that the implementation process of "the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship" in the above scheme is the same as the implementation process of "the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship" in the second determination method, and will not be repeated here.

[0124] It should also be understood that the implementation process of "the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle" in the above scheme is the same as the implementation process of "the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle" in the second determination method, and will not be repeated here.

[0125] It should also be understood that the sum of the first duty cycle and the first modified duty cycle in the above solution is the duty cycle. Therefore, the process of "the vehicle controls the flow rate of the coolant in the cooling circuit based on the sum of the first duty cycle and the first modified duty cycle" in the above solution is similar to "the vehicle controls the flow rate of the coolant based on the first duty cycle" in step 203, and will not be repeated here.

[0126] It should be understood that the fifth determination method described above corresponds to the technical solution of claim 3.

[0127] The sixth type: considering the actual intake air temperature of the intake manifold of the engine in the target vehicle and the current temperature of the low-temperature radiator in the cooling circuit of the engine, as well as the positional relationship between the air conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit

[0128] In some embodiments, the vehicle obtains an actual intake temperature of an intake manifold of an engine in the target vehicle, a current temperature of a low-temperature radiator in a cooling circuit of the engine, a positional relationship between an air-conditioning condenser and the low-temperature radiator in the target vehicle, and a current opening of an active air intake grille in the cooling circuit; the vehicle determines a first duty cycle of an electric pump in the cooling circuit based on the actual intake temperature, the current temperature, and a first corresponding relationship, the first corresponding relationship being used to indicate a correspondence between a sample intake temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake temperature is used as a target, and a first sample duty cycle of the electric pump; the vehicle determines a second corrected duty cycle based on the positional relationship and the current opening; the vehicle controls the flow rate of coolant in the cooling circuit based on the sum of the first duty cycle and the second corrected duty cycle.

[0129] It should be understood that the implementation process of "the vehicle determines the first duty cycle of the electric pump in the cooling circuit based on the actual intake temperature, the current temperature and the first corresponding relationship" in the above scheme is the same as the implementation process of "the vehicle determines the first duty cycle of the electric pump in the cooling circuit based on the actual intake temperature, the current temperature and the first corresponding relationship" in the first determination method, and will not be repeated here.

[0130] It should also be understood that the implementation process of "the vehicle determines the second corrected duty cycle based on the position relationship and the current opening" in the above scheme is the same as the implementation process of "the vehicle determines the second corrected duty cycle based on the position relationship and the current opening" in the second determination method, and will not be repeated here.

[0131] It should also be understood that the sum of the first duty cycle and the second modified duty cycle in the above solution is the duty cycle. Therefore, the process of "the vehicle controls the flow rate of the coolant in the cooling circuit based on the sum of the first duty cycle and the second modified duty cycle" in the above solution is similar to "the vehicle controls the flow rate of the coolant based on the first duty cycle" in step 203, and will not be repeated here.

[0132] The seventh type: considering the driving speed, driving mode and ambient temperature of the target vehicle when the target vehicle is in driving state, as well as the positional relationship between the air conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit

[0133] In some embodiments, when the target vehicle is in a driving state, the vehicle obtains the driving speed, driving mode, ambient temperature of the target vehicle's environment, the positional relationship between the air-conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit; the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship, and the second corresponding relationship is used to indicate the correspondence between the sample driving speed of the vehicle and the sample ambient temperature of the vehicle's environment when the target intake temperature is used as the target, and the second sample duty cycle of the electric pump; the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle; the vehicle determines the second corrected duty cycle based on the positional relationship and the current opening; the vehicle controls the flow rate of coolant in the cooling circuit based on the sum of the first corrected duty cycle and the second corrected duty cycle.

[0134] It should be understood that the implementation process of "the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship" in the above scheme is the same as the implementation process of "the vehicle determines the second duty cycle of the electric pump based on the driving speed, the ambient temperature and the second corresponding relationship" in the second determination method, and will not be repeated here.

[0135] It should also be understood that the implementation process of "the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle" in the above scheme is the same as the implementation process of "the vehicle corrects the second duty cycle based on the driving mode to obtain a first corrected duty cycle" in the second determination method, and will not be repeated here.

[0136] It should also be understood that the implementation process of "the vehicle determines the second corrected duty cycle based on the position relationship and the current opening" in the above scheme is the same as the implementation process of "the vehicle determines the second corrected duty cycle based on the position relationship and the current opening" in the second determination method, and will not be repeated here.

[0137] It should also be understood that the sum of the first modified duty cycle and the second modified duty cycle in the above scheme is the duty cycle. Therefore, the process of "the vehicle controls the flow rate of the coolant in the cooling circuit based on the sum of the first modified duty cycle and the second modified duty cycle" in the above scheme is similar to "the vehicle controls the flow rate of the coolant based on the first duty cycle" in step 203, and will not be repeated here.

[0138] Figure 4 It is a structural schematic diagram of a device for controlling coolant flow provided in an embodiment of the present application.

[0139] For example, Figure 4 As shown, the device 400 includes:

[0140] An acquisition module 401 is used to acquire an actual intake air temperature of an intake manifold of an engine in a target vehicle and a current temperature of a low-temperature radiator in a cooling circuit of the engine in response to a target instruction, wherein the target instruction is used to instruct to maintain the actual intake air temperature of the intake manifold at a target intake air temperature;

[0141] Determining module 402: used to determine a first duty cycle of the electric pump in the cooling circuit based on the actual intake air temperature, the current temperature and a first corresponding relationship, the first corresponding relationship being used to indicate a corresponding relationship between a sample intake air temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake air temperature is used as a target, and a first sample duty cycle of the electric pump;

[0142] The control module 403 is configured to control the flow rate of the coolant in the cooling circuit based on the first duty cycle.

[0143] Optionally, the determination module 401 is specifically used to: compare the actual intake temperature with multiple sample intake temperatures in the first corresponding relationship, and determine at least one candidate intake temperature that matches the actual intake temperature from the multiple sample intake temperatures; compare the current temperature with at least one sample temperature corresponding to the at least one candidate intake temperature in the first corresponding relationship, and determine a candidate temperature that matches the current temperature from the at least one sample temperature; and determine the first sample duty cycle of the electric pump corresponding to the candidate temperature as the first duty cycle.

[0144] Optionally, the acquisition module 401 is specifically used to acquire the driving speed, driving mode and ambient temperature of the target vehicle's environment when the target vehicle is in a driving state; the determination module 402 is also specifically used to: determine the second duty cycle of the electric pump based on the driving speed, the ambient temperature and a second corresponding relationship, the second corresponding relationship being used to indicate the correspondence between the sample driving speed of the vehicle and the sample ambient temperature of the vehicle's environment when the target intake temperature is used as the target, and the second sample duty cycle of the electric pump; correct the second duty cycle based on the driving mode to obtain a first corrected duty cycle; the control module 403 is specifically used to control the flow rate of the coolant based on the sum of the first duty cycle and the first corrected duty cycle.

[0145] Optionally, the determination module 402 is further specifically used to: determine a correction factor based on the driving mode, the second duty cycle and the correction correspondence, the correction factor being used to correct the second duty cycle, the correction correspondence being used to indicate the correspondence between the sample driving mode of the vehicle and the sample correction factor when the target intake temperature is used as the target and the second sample duty cycle is corrected; determine the first corrected duty cycle based on the product of the second duty cycle and the correction factor.

[0146] Optionally, the acquisition module 401 is further used to obtain the positional relationship between the air-conditioning condenser and the low-temperature radiator in the target vehicle, and the current opening of the active air intake grille in the cooling circuit; the determination module 402 is further used to determine the second corrected duty cycle based on the positional relationship and the current opening; the control module 403 is further used to control the flow rate of the coolant based on the first duty cycle, the sum of the first corrected duty cycle and the second corrected duty cycle, and the first corrected duty cycle is determined based on the driving speed of the target vehicle, the driving mode and the ambient temperature of the environment in which the target vehicle is located.

[0147] Optionally, the determination module 402 is further specifically used to: determine a reference duty cycle based on the current opening and a reference correspondence, the reference correspondence being used to indicate a correspondence between a sample opening of the active air intake grille and a reference sample duty cycle of the electric pump when the target intake temperature is used as the target; determine the preset duty cycle as a third duty cycle when the positional relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator; determine the third duty cycle based on the working state of the air-conditioning compressor in the target vehicle when the positional relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator; and determine the sum of the reference duty cycle and the third duty cycle as the second corrected duty cycle.

[0148] Optionally, the determination module 402 is further specifically used to determine the preset duty cycle as the third duty cycle when the working state is the off state; the acquisition module 401 is further specifically used to acquire the air-conditioning pressure in the air-conditioning system of the target vehicle when the working state is the on state; the determination module 402 is further specifically used to determine the third duty cycle based on the air-conditioning pressure and a third corresponding relationship, and the third corresponding relationship is used to indicate the corresponding relationship between the sample air-conditioning pressure and the third sample duty cycle of the electric pump when the target intake temperature is used as the target.

[0149] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling the coolant flow provided in the above embodiment.

[0150] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0151] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a method for controlling the flow of coolant.

[0152] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for controlling the flow of coolant provided in an embodiment of the present application.

[0153] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0154] In the case of dividing each functional module according to each function, the device may further include an acquisition module, a determination module, a control module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0155] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of controlling the flow rate of coolant, and thus can achieve the same effect as the above-mentioned implementation method.

[0156] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0157] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0158] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for controlling the flow of coolant provided in the above embodiment.

[0159] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for controlling the flow of coolant provided in the above embodiment.

[0160] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0161] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0162] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0163] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling the flow rate of a coolant, characterized in that: The method comprises: In response to a target instruction, obtaining an actual intake air temperature of an intake manifold of an engine in a target vehicle and a current temperature of a low-temperature radiator in a cooling circuit of the engine, wherein the target instruction is used to instruct to maintain the actual intake air temperature of the intake manifold at a target intake air temperature; determining a first duty cycle of the electric pump in the cooling circuit based on the actual intake air temperature, the current temperature, and a first correspondence relationship, the first correspondence relationship being used to indicate a correspondence between a sample intake air temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake air temperature is taken as a target, and a first sample duty cycle of the electric pump; Based on the first duty cycle, a flow rate of coolant in the cooling circuit is controlled.

2. The method according to claim 1, characterized in that: The determining, based on the actual intake air temperature, the current temperature and the first corresponding relationship, a first duty cycle of the electric pump in the cooling circuit comprises: comparing the actual intake air temperature with a plurality of sample intake air temperatures in the first corresponding relationship, and determining at least one candidate intake air temperature matching the actual intake air temperature from the plurality of sample intake air temperatures; comparing the current temperature with at least one sample temperature corresponding to the at least one candidate intake temperature in the first corresponding relationship, and determining a candidate temperature matching the current temperature from the at least one sample temperature; A first sample duty cycle of the electric pump corresponding to the candidate temperature is determined as the first duty cycle.

3. The method according to claim 1 or 2, characterized in that: The controlling the flow rate of the coolant in the cooling circuit based on the first duty cycle includes: When the target vehicle is in a driving state, obtaining the driving speed, driving mode and ambient temperature of the environment in which the target vehicle is located; determining a second duty cycle of the electric pump based on the driving speed, the ambient temperature, and a second corresponding relationship, the second corresponding relationship being used to indicate a corresponding relationship between a sample driving speed of the vehicle and a sample ambient temperature of the environment in which the vehicle is located when the target intake air temperature is taken as a target, and a second sample duty cycle of the electric pump; Correcting the second duty cycle based on the driving mode to obtain a first corrected duty cycle; The flow rate of the coolant is controlled based on the sum of the first duty cycle and the first corrected duty cycle.

4. The method according to claim 3, characterized in that The step of correcting the second duty cycle based on the driving mode to obtain a first corrected duty cycle includes: determining a correction factor based on the driving mode, the second duty cycle and a correction correspondence, the correction factor being used to correct the second duty cycle, the correction correspondence being used to indicate a correspondence between a sample driving mode of the vehicle and a sample correction factor when the target intake air temperature is taken as a target and the second sample duty cycle is corrected; The first corrected duty cycle is determined based on a product of the second duty cycle and the correction factor.

5. The method according to claim 1 or 3, characterized in that: The controlling the flow rate of the coolant in the cooling circuit based on the first duty cycle includes: Acquiring a positional relationship between an air conditioning condenser and the low-temperature radiator in the target vehicle, and a current opening of an active air intake grille in the cooling circuit; determining a second modified duty cycle based on the positional relationship and the current opening degree; The flow rate of the coolant is controlled based on the sum of the first duty cycle, the first modified duty cycle and the second modified duty cycle, wherein the first modified duty cycle is determined based on the driving speed and driving mode of the target vehicle and the ambient temperature of the environment in which the target vehicle is located.

6. The method according to claim 5, characterized in that The determining of a second modified duty cycle based on the position relationship and the current opening degree includes: determining a reference duty cycle based on the current opening and a reference corresponding relationship, the reference corresponding relationship being used to indicate a corresponding relationship between a sample opening of the active air intake grille and a reference sample duty cycle of the electric pump when the target intake air temperature is taken as a target; In a case where the positional relationship indicates that the air conditioning condenser is arranged behind the low-temperature radiator, determining the preset duty cycle as a third duty cycle; determining the third duty cycle based on an operating state of an air-conditioning compressor in the target vehicle when the positional relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator; The sum of the reference duty cycle and the third duty cycle is determined as the second corrected duty cycle.

7. The method according to claim 6, characterized in that The determining the third duty cycle based on the operating state of the air-conditioning compressor in the target vehicle includes: When the working state is the off state, determining the preset duty cycle as the third duty cycle; When the working state is the on state, obtaining the air-conditioning pressure in the air-conditioning system of the target vehicle; The third duty ratio is determined based on the air-conditioning pressure and a third correspondence relationship indicating a correspondence relationship between the sample air-conditioning pressure and a third sample duty ratio of the electric pump when the target intake air temperature is targeted.

8. A device for controlling the flow of coolant, characterized in that: The device comprises: a determination module, configured to obtain an actual intake air temperature of an intake manifold of an engine in a target vehicle and a current temperature of a low-temperature radiator in a cooling circuit of the engine in response to a target instruction, wherein the target instruction is used to instruct to maintain the actual intake air temperature of the intake manifold at a target intake air temperature; a determination module, configured to determine a first duty cycle of the electric pump in the cooling circuit based on the actual intake air temperature, the current temperature, and a first correspondence relationship, wherein the first correspondence relationship is used to indicate a correspondence relationship between a sample intake air temperature of the intake manifold and a sample temperature of the low-temperature radiator when the target intake air temperature is taken as a target, and a first sample duty cycle of the electric pump; A control module is used to control the flow rate of the coolant in the cooling circuit based on the first duty cycle.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores an executable program code, and when the executable program code is executed, the method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

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