Control method of vehicle heat dissipation assembly, vehicle and program product

Abstract

The embodiment of the invention is suitable for the technical field of vehicles, and provides a control method of a vehicle heat dissipation assembly, a vehicle and a program product.The method comprises the steps that when the vehicle is in a forward gear idling state, the assembly temperature of a heating assembly in the vehicle and the external temperature working condition are determined; the heating assembly at least comprises an engine; based on the assembly temperature and the external temperature working condition, a target cooling strategy for controlling a heat dissipation assembly in the vehicle is determined; the heat dissipation assembly at least comprises a first fan which conducts heat dissipation on the heating assembly and is controlled by the rotating speed of the engine. And controlling a heat dissipation assembly to dissipate heat based on the target cooling strategy. By adopting the method, the appropriate target cooling strategy can be selected based on the assembly temperature and the external temperature working condition, and the first fan is controlled to cool the heating assembly.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular, relates to a control method for a vehicle heat dissipation component, a vehicle, and a program product. Background Art

[0002] When the vehicle is in the forward gear idle state (ie, D gear idle state) for a long time, the temperature of the heating components (eg, engine and transmission) in the vehicle will increase significantly. Therefore, it is necessary to cool the heating components.

[0003] At present, a fan (for example, a silicone oil fan) is usually installed on a vehicle to dissipate heat from a heating component, wherein the rotation speed of the silicone oil fan is usually limited by the rotation speed of the engine.

[0004] However, when the vehicle is in the forward gear idling state, although the engine speed is reduced, it still needs to run at a certain load. At this time, the engine water temperature and transmission oil temperature will continue to rise in the forward gear idling state. In addition, due to the reduction in engine speed, the heat dissipation capacity of the silicone oil fan will also be reduced. Therefore, the cooling strategy of existing vehicles has certain flaws and cannot effectively cool down the heating components. Summary of the invention

[0005] The embodiments of the present application provide a control method for a vehicle heat dissipation component, a vehicle, and a program product, which can solve the problem that the vehicle's cooling strategy cannot effectively cool the engine and transmission.

[0006] In a first aspect, an embodiment of the present application provides a method for controlling a vehicle heat dissipation component, the method comprising:

[0007] When the vehicle is in a forward gear idle state, determining a component temperature and an external temperature condition of a heating component in the vehicle; the heating component includes at least an engine;

[0008] Determining a target cooling strategy for controlling a heat dissipation component in a vehicle based on the component temperature and the external temperature conditions; the heat dissipation component at least includes a first fan that dissipates heat from the heat generating component and is controlled by the engine speed;

[0009] The heat dissipation components are controlled to dissipate heat based on the target cooling strategy.

[0010] In a second aspect, an embodiment of the present application provides a control device for a vehicle heat dissipation component, the device comprising:

[0011] The first determination module is used to determine the component temperature and external temperature conditions of the heating component in the vehicle when the vehicle is in a forward gear idle state; the heating component includes at least an engine.

[0012] A second determination module is used to determine a target cooling strategy for controlling a heat dissipation component in the vehicle based on the component temperature and the external temperature condition; the heat dissipation component at least includes a first fan that dissipates heat from the heat generating component and is controlled by the speed of the engine;

[0013] The control module is used to control the heat dissipation component to dissipate heat based on the target cooling strategy.

[0014] In a third aspect, an embodiment of the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method of the first aspect described above when executing the computer program.

[0015] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the method of the first aspect described above is implemented.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on a vehicle, enables the vehicle to execute the method of the first aspect.

[0017] Compared with the prior art, the embodiments of the present application have the following beneficial effects: when the vehicle is in the forward gear idling state, the component temperature and external temperature conditions of the heating component in the vehicle can be determined first. Then, the vehicle can determine the target cooling strategy for controlling the heat dissipation component in the vehicle based on the component temperature and the external temperature conditions. Among them, the heating component includes at least an engine, and because the heat dissipation component includes a first fan that dissipates heat for the heating component and is controlled by the engine speed. Therefore, it can be considered that the method of controlling the heat dissipation of the heat dissipation component based on the target cooling strategy includes adjusting the engine speed based on the target cooling strategy to control the speed of the first fan, thereby adjusting the heat dissipation capacity of the first fan. Based on this, when the vehicle is in the forward gear idling state, the engine speed can be adaptively adjusted based on the target cooling strategy determined by the actual external temperature conditions and the component temperature (engine temperature). Furthermore, in the forward gear idling state, the speed of the first fan can also be accurately adjusted by adjusting the engine speed to ensure the heat dissipation capacity of the first fan under the current external temperature conditions, and can effectively dissipate the current component temperature of the heating component. The engine speed is relatively reasonable and will not waste too much energy (for example, fuel consumption). BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 It is a structural schematic diagram of a heat dissipation component and a heat generation component in a vehicle provided by an embodiment of the present application;

[0020] Figure 2 This is a flow chart of a control method for a vehicle heat dissipation component provided by an embodiment of the present application;

[0021] Figure 3 is a flow chart of a control method for a vehicle heat dissipation component provided by another embodiment of the present application;

[0022] Figure 4 It is a structural schematic diagram of a control device for a vehicle heat dissipation component provided by an embodiment of the present application;

[0023] Figure 5 It is a structural schematic diagram of a vehicle provided in one embodiment of the present application. DETAILED DESCRIPTION

[0024] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0025] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0026] It should be noted that the information collection process (such as face image collection process, fingerprint information collection process, etc.) / feature extraction process involved in this application is performed with the user's knowledge and permission, that is, the information collection process / feature extraction process complies with the requirements of laws and regulations and does not constitute an act that harms the public interest.

[0027] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0028] When the vehicle is in the forward gear idling state for a long time, the temperature of the heating components (e.g., the engine and the transmission) in the vehicle will increase significantly. Therefore, it is necessary to cool the heating components.

[0029] At present, a silicone oil fan is usually installed on a vehicle to dissipate heat from a heating component, wherein the rotation speed of the silicone oil fan is limited by the rotation speed of the engine.

[0030] However, when the vehicle is in the forward gear idling state, although the engine speed is reduced, it still needs to run at a certain load. At this time, the engine water temperature and transmission oil temperature will continue to rise in the forward gear idling state, and the heat dissipation capacity of the silicone oil fan will also be reduced due to the reduction in engine speed. Therefore, the control strategy of the existing vehicle heat dissipation component has certain flaws.

[0031] Furthermore, a condensing fan is usually provided in the vehicle for cooling. However, the original intention of the condensing fan is to cool the condenser (vehicle air conditioner), not the engine and transmission. The control of the condensing fan is mainly related to the heat dissipation strategy of the condenser. Therefore, when the temperature of the engine and the transmission is too high, the prior art does not have a strategy for controlling the condensing fan to assist in reducing the temperature of the engine and the transmission.

[0032] Reference Figure 1 , Figure 1 The schematic diagram of the structure of a heat dissipation component and a heating component in a vehicle provided by an embodiment of the present application is shown in FIG. The heat dissipation component includes but is not limited to a fan (silicone oil fan and condensing fan), an oil cooler, a low-temperature radiator and a high-temperature radiator.

[0033] Among them, the oil cooler is used to cool the transmission oil temperature. Usually, the vehicle is also equipped with an electronic water pump, which can control the flow rate of the oil passing through the oil cooler when it is working. When the oil passes through the oil cooler, the oil temperature will decrease. Then, when the oil with reduced oil temperature flows back to the transmission, it can cool the transmission. In addition, when the electronic water pump accelerates the flow rate of oil entering the oil cooler, it can be considered that it can accelerate the cooling effect of the oil cooler on the oil.

[0034] The low-temperature radiator is used to lower the intake air temperature of the engine to indirectly cool the temperature of the engine (for example, cooling the water temperature of the engine), and the high-temperature radiator is used to directly cool the engine water temperature.

[0035] And, based on the setting of the above-mentioned silicone oil fan, it can be considered that the airflow generated by the silicone oil fan when it is working will blow toward the low-temperature radiator, the high-temperature radiator and the oil cooler. Therefore, it can be considered that when the silicone oil fan is working, it can take away the heat of the low-temperature radiator and the high-temperature radiator to assist in cooling the engine water temperature. In addition, the airflow can also take away the heat of the oil cooler to assist the oil cooler in cooling the transmission. That is, the vehicle can cool down the engine and transmission only based on the silicone oil fan.

[0036] In another embodiment, the vehicle may also be provided with a radiator fan for cooling the low-temperature radiator and the high-temperature radiator, wherein the radiator fan may be considered to be the above-mentioned silicone oil fan.

[0037] And, although the condensing fan is used to cool the condenser. Figure 1 It can be seen from the structure that the airflow generated by the condensing fan when it is working can also be blown to the low-temperature radiator and the high-temperature radiator. Therefore, it can be considered that when the condensing fan is working, it can also take away the heat of the low-temperature radiator and the high-temperature radiator to assist in cooling the engine water temperature.

[0038] Based on this, as an example, take an off-road vehicle as an example. When the off-road vehicle is driving in off-road scenes such as jungles, muddy roads, deep pits, deserts, desert slopes, and desert escape, the ambient temperature is usually high, and the off-road vehicle will enter a high-load operating condition.

[0039] Under high-load operating conditions, the engine water temperature and transmission oil temperature will both rise. In order to cope with high-load operating conditions, not only will the silicone oil fan dissipate heat as the engine speed increases, but car owners will also usually turn on the car air conditioner to help lower the engine water temperature and transmission oil temperature.

[0040] However, when the off-road vehicle is in the forward gear idling state, the speed of the silicone oil fan will decrease as the engine speed decreases. Moreover, in the forward gear idling state, the engine still needs to run at a certain constant load, which causes the engine water temperature to continue to rise. At the same time, the transmission clutch is in a pre-clamped state, and the transmission oil temperature will continue to rise. At this time. The decrease in the speed of the silicone oil fan cannot meet the cooling demand, which will cause the engine water temperature and the transmission oil temperature to rise. When the engine water temperature and / or the transmission oil temperature reaches a certain level, not only will the vehicle torque be limited, but the on-board air conditioner will also be cut off, making the condensing fan unable to work until the engine water temperature and the transmission oil temperature automatically cool down.

[0041] However, based on the above example, it can be seen that the control of the condensing fan is also only controlled by adjusting the vehicle air conditioner based on the owner's experience. When the vehicle is in the forward gear state, causing the temperature of the engine and transmission to be too high, the control of the condensing fan cannot be combined with the silicone oil control to effectively reduce the engine water temperature and the transmission oil temperature.

[0042] Based on this, in order to reduce the temperature of the engine and transmission in the forward gear idle state, and to make the determined target cooling strategy more reasonable (for example, lower energy consumption, or effectively dissipate the temperature of the component of the heat-generating component), the embodiment of the present application provides a control method for a vehicle heat dissipation component, which can be applied to the vehicle. For example, it is applied to electronic devices such as the vehicle controller and the central controller on the vehicle. The embodiment of the present application does not impose any restrictions on the specific type of electronic equipment.

[0043] See also Figure 2 , Figure 2 A flow chart of a control method for a vehicle heat dissipation component provided in an embodiment of the present application is shown, and the method comprises the following steps:

[0044] S201. When the vehicle is in a forward gear idling state, determine the component temperature of a heating component in the vehicle and the external temperature condition.

[0045] In one embodiment, when the vehicle is in the forward gear idle state, although the vehicle speed is 0, the engine needs to run, so it can be considered that the heating component at least includes the engine. In addition, the transmission and the clutch will be in a pre-clamped state, and the oil temperature of the transmission will continue to rise. Based on this, it can be considered that the heating component can also include the transmission.

[0046] In another embodiment, the heating component may also include an air conditioner, a power battery, or a motor, etc., without limitation. For ease of explanation, in this embodiment, the following description is made by taking the heating component including an engine and a transmission as an example. Based on this, the component temperature may include the engine water temperature and the transmission oil temperature.

[0047] In one embodiment, the external temperature conditions can be divided into low temperature conditions, medium temperature conditions, high temperature conditions, etc., which are not limited. In this embodiment, low temperature conditions and high temperature conditions are taken as examples for explanation.

[0048] As an example, the above-mentioned external temperature condition can be determined based on the external environment temperature. For example, when the external environment temperature is lower than the preset temperature, the external temperature condition can be considered as a low temperature condition. And, when the external environment temperature is greater than or equal to the preset temperature, the external temperature condition can be considered as a high temperature condition. Among them, the preset temperature can be set according to actual conditions, and there is no limitation on this. Exemplarily, the above-mentioned preset temperature can be 30°C.

[0049] In one embodiment, the external environment temperature may be determined by an onboard terminal on the vehicle. It is understandable that the onboard terminal on the vehicle generally has a networking function, which may be provided with a weather forecast application to determine the above-mentioned external environment temperature.

[0050] It should be noted that the external temperature condition can be used to describe the heat dissipation environment of the vehicle. That is, to determine the environment in which the vehicle dissipates heat under high temperature conditions or low temperature conditions. Generally, the self-heat dissipation effect of the vehicle under high temperature conditions is lower than that under low temperature conditions. That is, it is easier for the vehicle to dissipate heat under low temperature conditions.

[0051] It should be noted that when the vehicle speed is not 0, it can be considered that the vehicle is not in the forward gear idle state, and therefore, there is no need to determine the target cooling strategy.

[0052] In another embodiment, when the vehicle is in gear P or N, the engine will run without load, and the transmission is also in a clutch disengaged state. Based on this, it can be considered that the engine water temperature and the transmission oil temperature will not increase significantly. At this time, the silicone oil fan can rely on the idle speed of the engine to meet the heat dissipation of the engine water temperature and the transmission oil temperature. Therefore, when the vehicle is in gear P or N, the vehicle does not need to determine the target cooling strategy.

[0053] Furthermore, when the component temperature of the heat generating component is low, it can be considered that the temperature of the heat generating component (engine and transmission) is normal. Therefore, the vehicle also does not need to determine a target cooling strategy.

[0054] For example, when the component temperature is greater than or equal to a preset temperature threshold, it can be determined that the heating component is at a high temperature. Then, the above-mentioned target cooling strategy needs to be determined to cool the heating component. Otherwise, when the component temperature is less than the preset temperature threshold, it is determined that the component temperature of the heating component is normal, and the vehicle does not need to determine the target cooling strategy.

[0055] In another embodiment, since the heat levels of the heating components vary under different external temperature conditions, in order to prevent the temperature of the heating components from rising further under extremely hot conditions, the vehicle may set different preset temperature thresholds based on different external temperature conditions to determine when to implement a target cooling strategy for cooling.

[0056] As an example, when the component temperature is greater than or equal to a preset temperature threshold corresponding to the external temperature condition, the vehicle can determine the target cooling strategy. Otherwise, when the component temperature is less than the preset temperature threshold corresponding to the external temperature condition, there is no need to determine the target cooling strategy.

[0057] In order to prevent the component temperature of the heat generating component from rising higher under extremely high temperature conditions, the preset temperature threshold under high temperature conditions is lower than the preset temperature threshold under low temperature conditions. That is, under high temperature conditions, when the component temperature reaches a lower temperature threshold, the target cooling strategy is determined and executed to timely reduce the component temperature of the heat generating component.

[0058] It should be noted that, based on the above example, when the heat generating component only includes the engine, the target cooling strategy can be determined based on the component temperature and the external environment temperature when the engine water temperature is greater than or equal to the preset temperature threshold. However, when the heat generating component also includes the transmission oil temperature, in order to reduce the component temperature, the vehicle can determine the target cooling strategy when any component temperature (for example, the engine water temperature or the transmission oil temperature) is greater than or equal to the preset temperature threshold.

[0059] As an example, the component temperature includes the engine water temperature and the transmission oil temperature, and the preset temperature threshold includes the preset water temperature and the preset oil temperature. Under high temperature conditions, the preset water temperature in the preset temperature threshold may be 105°C, and the preset oil temperature may be 113°C. At this time, when the engine water temperature is ≥105°C, and / or the transmission oil temperature is ≥113°C, the target cooling strategy is determined. Otherwise, when the engine water temperature is <105°C, and / or the transmission oil temperature is <113°C, there is no need to determine the target cooling strategy.

[0060] Also, under low temperature conditions, the preset water temperature in the preset temperature threshold may be 107°C, and the preset oil temperature may be 115°C. At this time, when the engine water temperature is ≥107°C, and / or the transmission oil temperature is ≥115°C, the target cooling strategy is determined. Otherwise, when the engine water temperature is <107°C, and / or the transmission oil temperature is <115°C, there is no need to determine the target cooling strategy.

[0061] The method of determining the target cooling strategy may refer to the example description of step S202 below.

[0062] S202: Determine a target cooling strategy for controlling a heat dissipation component in the vehicle based on the component temperature and external temperature conditions.

[0063] In one embodiment, the heat dissipation component at least includes a first fan that dissipates heat from the heat generating component and is controlled by the speed of the engine. Based on the above explanation of the silicone oil fan, it can be considered that the first fan is the silicone oil fan.

[0064] In another embodiment, the heat dissipation component may further include a second fan that is electrically controlled and dissipates heat from the heat generating component. In this case, the second fan may be considered a condensing fan. It should be noted that although the condensing fan is used to dissipate heat from the condenser, it can still take away some of the heat from the low-temperature radiator and the high-temperature radiator during operation. Furthermore, the low-temperature radiator and the high-temperature radiator may be assisted in dissipating heat from the engine water temperature.

[0065] The number of the first fan and the second fan may be one or more, and there is no limitation on this. Also, the first fan and the second fan may be single-speed fans, multi-speed fans, and PWM (Pulse Width Modulation) fans, and there is no limitation on this.

[0066] Based on the above example, the above target cooling strategy includes but is not limited to adjusting the engine speed to adjust the cooling capacity of the first fan, adjusting the duty cycle of the second fan to adjust the cooling capacity of the second fan, and adjusting the duty cycle of the electronic water pump to adjust the cooling capacity of the oil cooler to cool the transmission oil temperature. The target cooling strategy can be one or more of the above multiple cooling strategies, which is not limited.

[0067] In one embodiment, the duty cycle represents the ratio of the time that the signal is in a high level state to the entire cycle time in a periodic signal. It is usually expressed in the form of a percentage. When the duty cycle is larger, it can be considered that the device works longer in one cycle. In this embodiment, the cycle corresponding to the second fan and the electronic water pump is not limited.

[0068] It should be noted that when there are multiple cooling strategies, if one or more cooling strategies are randomly adopted as the target cooling strategy for heat dissipation, it is possible that the target cooling strategy cannot effectively reduce the temperature of the heat-generating component under the current external ambient temperature (that is, cannot effectively dissipate heat), or although it can effectively reduce the temperature of the heat-generating component under the current external ambient temperature, the required energy consumption is too high.

[0069] Based on this, in order to effectively dissipate the current component temperature of the heat-generating component and reduce energy consumption, the vehicle can pre-set multiple cooling strategies corresponding to each external temperature condition and the component temperature range corresponding to each cooling strategy. Then, the vehicle can determine the target cooling strategy from the multiple cooling strategies based on the external temperature condition and the temperature range of the component temperature.

[0070] In another embodiment, based on the explanation of S101 above, when the heat generating component also includes a transmission, and the component temperature includes the engine water temperature and the transmission oil temperature, it can be considered that the vehicle can determine the target cooling strategy when any component temperature (for example, the engine water temperature or the transmission oil temperature) is greater than or equal to the preset temperature threshold. Therefore, it can be considered that the scenarios for determining the target cooling strategy based on the component temperature and the preset temperature threshold can be divided into three scenarios.

[0071] To further describe in detail the method of determining the target cooling strategy in each scenario, each scenario will be described separately. The details are as follows:

[0072] The first scenario:

[0073] When the engine water temperature is greater than or equal to the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature, the vehicle can determine the target cooling strategy based on the external temperature conditions.

[0074] In one embodiment, the engine water temperature, the preset water temperature, the transmission oil temperature, the preset oil temperature and the external temperature conditions have been explained above and will not be described again.

[0075] It is understandable that since there are multiple external temperature conditions, such as the high temperature condition and the low temperature condition in the above example, it can be considered that in the first scenario, when determining the target cooling strategy based on the external temperature condition, it will also be divided into two sub-scenarios.

[0076] Specifically, in the first sub-scenario, when the external temperature condition is a high temperature condition, it can be considered that the vehicle's heat dissipation environment is poor. Based on this, in order to enable the determined target cooling strategy to effectively reduce the transmission oil temperature and engine water temperature, the vehicle can obtain the heat dissipation scenario information of the heat dissipation component and the external environment, and determine the target cooling strategy based on the heat dissipation scenario information.

[0077] It is understandable that the obtained heat dissipation scenario information of the heat dissipation component and the external environment can be used to describe factors in the external environment that have an impact on the heat dissipation of the heat dissipation component.

[0078] Exemplarily, the heat dissipation scene information includes but is not limited to the relative state between the heat dissipation window of the heat dissipation component and the wind direction, and the wind speed when the relative state is the headwind state, and weather information (for example, rainy day, sunny day, etc.). For ease of explanation, in this embodiment, the following description is made by taking the relative state and the wind speed when the headwind state is an example.

[0079] The wind direction and wind speed may be determined based on the weather forecast application described above, or may be determined based on an on-board ultrasonic anemometer on the vehicle, without limitation.

[0080] Specifically, refer to Figure 1 , Figure 1 The arc dotted line in can be considered as the front grille, that is, the heat dissipation window. Based on this, when the relative state is the headwind state, it can be considered that the airflow corresponding to the wind can cool the transmission and the engine through the heat dissipation window.

[0081] Furthermore, it is understandable that when the relative state is a headwind state, the wind speed is different, and the airflow cooling effect on the transmission and the engine is usually different. Based on this, when the relative state is a headwind state, the vehicle can also obtain the wind speed and determine the target cooling strategy based on the wind speed.

[0082] For example, the vehicle may determine a target speed of the engine based on the wind speed, and then determine a strategy of increasing the speed of the engine to the target speed as the target cooling strategy.

[0083] It is understandable that the greater the wind speed, the more heat the wind will take away from the transmission and the engine. That is, the greater the wind speed, the better the heat dissipation effect of the wind on the transmission and the engine. Based on this, on the basis of the better heat dissipation effect of the wind, the speed of the first fan does not need to be too high. Furthermore, on the basis of ensuring that the first fan can effectively dissipate heat for the transmission and the engine, energy consumption can be reduced (for example, reducing the fuel consumption required to increase the engine speed).

[0084] Based on this, it can be considered that the wind speed and the target speed are inversely proportional. The greater the wind speed, the smaller the increase in the engine speed can be. That is, the speed difference between the target speed and the current speed of the engine can be smaller. Furthermore, the increase in the speed of the first wind speed will also be smaller. And, the smaller the wind speed, the greater the increase in the engine speed can be. That is, the speed difference between the target speed and the current speed of the engine will become larger. Furthermore, the increase in the speed of the first wind speed will also be greater.

[0085] It is understandable that, when the speed of the engine is increased to a smaller extent, the required fuel consumption will be smaller. Also, when the speed of the engine is increased to a greater extent, the required fuel consumption will be greater.

[0086] As an example, if the wind speed is greater than or equal to the preset wind speed, the strategy of increasing the engine speed to the fourth preset speed is determined as the target cooling strategy. And if the wind speed is less than the preset wind speed, the strategy of increasing the engine speed to the fifth preset speed is determined as the target cooling strategy.

[0087] The fifth preset speed must be greater than the fourth preset speed. Also, the preset wind speed, the fourth speed and the fifth speed can be set according to actual conditions, and there is no limitation on this. For example, the preset wind speed can be 5m / s, the fourth speed can be 1000rpm, and the fifth speed can be 1200rpm.

[0088] It should be noted that in the headwind state, since the wind can pass through the heat dissipation window to dissipate heat to the transmission and the engine at the same time, and the wind direction is the same as the wind direction when the condensing fan is working, in the headwind state, it is not necessary to control the condensing fan for heat dissipation.

[0089] And, when the relative state is a tailwind state, it can be considered that the environmental factors of the heat dissipation scene information cannot affect the heat dissipation of the heat dissipation component. That is, it is impossible to assist the heat dissipation component to dissipate heat. Based on this, in order to effectively dissipate the heat of the engine and transmission under high temperature conditions, the vehicle can increase the duty cycle to the first preset duty cycle, and increase the engine speed to the third preset speed. The strategy is determined as the target cooling strategy. That is, under high temperature conditions and in a tailwind state, the vehicle can simultaneously combine the first fan and the second fan to effectively dissipate heat.

[0090] The first preset duty cycle and the third preset speed can be set according to the actual scenario, and there is no limitation on this. It should be noted that since the vehicle is in a high temperature condition and environmental factors cannot affect the heat dissipation of the heat dissipation component, based on this, the third preset speed can be higher than the first preset speed and the second preset speed.

[0091] Exemplarily, the first preset duty cycle may be 60%, and the third preset rotation speed may be 1500 rpm.

[0092] It should be noted that the second fan (condensing fan) described above is used to cool the condenser, and its control strategy is a strategy controlled by the temperature of the condenser. Based on this, the duty cycle of the second fan may also be greater than the first preset duty cycle. When the duty cycle of the second fan is greater than the first preset duty cycle, in order to give priority to the cooling of the condenser, when the duty cycle is greater than the first preset duty cycle, the vehicle can maintain the duty cycle of the second fan and increase the engine speed to the third preset speed. The strategy is determined as the target cooling strategy.

[0093] In the second sub-scenario, when the external temperature is low, it can be considered that the heat dissipation environment of the vehicle is good. Based on this, in order to reduce energy consumption, the vehicle does not need to control the second fan, and only determines the strategy of increasing the engine speed to the second preset speed as the target cooling strategy.

[0094] It is understandable that since the second fan cannot cool the transmission oil temperature when it is working, and the first fan can not only cool the engine water temperature but also the transmission oil temperature when it is working, the vehicle may not need to control the second fan to reduce energy consumption.

[0095] In one embodiment, the second preset speed can be set according to actual conditions, and is not limited thereto. For example, the second preset speed can be 1200 rpm.

[0096] To summarize the above examples, when the engine water temperature is greater than or equal to the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature, the target cooling strategy under different external temperature conditions is determined. Using the above method, under high temperature conditions, the appropriate target cooling strategy can be selected in combination with the heat dissipation scenario information that affects the heat dissipation of the heat dissipation component to ensure that the heat dissipation of the heat generating component can be effectively dissipated while reducing energy consumption. Also, under low temperature conditions, only the strategy of increasing the engine speed to the second preset speed is determined as the target cooling strategy, which can also reduce energy consumption while ensuring the effective heat dissipation of the heat generating component.

[0097] Second scenario:

[0098] If the engine water temperature is greater than or equal to the preset water temperature, and the transmission oil temperature is less than the preset oil temperature, the duty cycle of the second fan is obtained, and a target cooling strategy is determined based on the duty cycle.

[0099] In one embodiment, based on the above Figure 1 It can be seen from the explanation in that when the second fan (condensing fan) is working, the airflow it blows can assist the low-temperature radiator in dissipating heat. And the low-temperature radiator can dissipate heat from the engine water temperature. Based on this, when the engine water temperature is greater than or equal to the preset water temperature, the second fan can also be controlled to assist in heat dissipation.

[0100] It should be noted that the first fan (silicone oil fan) can also dissipate heat from the engine water temperature. At this time, if the first fan and the second fan are controlled at the same time to dissipate heat, energy may be wasted. In addition, the first fan is controlled by the engine speed, and when the engine speed is adjusted, fuel consumption is required. However, the second fan is an electrically controlled fan, which consumes electrical energy when working. Generally, compared to adjusting the engine speed by using fuel to cool down the engine water temperature by adjusting the speed of the first fan, the energy required to cool down the engine water temperature by using electricity to adjust the duty cycle of the second fan is lower.

[0101] Based on this, in order to save energy as much as possible, the vehicle can determine the target cooling strategy based on the duty cycle.

[0102] As an example, when the duty cycle is greater than or equal to the second preset duty cycle, the vehicle may determine the strategy of increasing the engine speed to the fourth preset speed as the target cooling strategy. And when the duty cycle is less than the second preset duty cycle, the strategy of increasing the duty cycle to the second preset duty cycle and maintaining the engine speed is determined as the target cooling strategy.

[0103] In one embodiment, the fourth preset speed and the second preset duty cycle can be set according to actual conditions and are not limited thereto.

[0104] In one embodiment, it has been described above that the second fan (condensing fan) is used to cool the condenser, and its control strategy is a strategy of being controlled by the temperature of the condenser. Based on this, the duty cycle of the second fan may also be greater than the second preset duty cycle.

[0105] However, when the engine water temperature is greater than or equal to the preset water temperature and the transmission oil temperature is less than the preset oil temperature, if the duty cycle of the second fan is greater than or equal to the second preset duty cycle, it can be considered that the second fan is already in a high-load working state. At this time, further adjusting the duty cycle of the second fan may not effectively cool down the engine water temperature.

[0106] Based on this, in order to effectively cool down the engine water temperature, the vehicle can determine the strategy of increasing the engine speed to the fourth preset speed as the target cooling strategy. That is, the engine water temperature is cooled down by combining the condensing fan and the silicone oil fan at the same time.

[0107] Similarly, when the duty cycle is less than the second preset duty cycle, the transmission oil temperature is still within the normal range because only the engine water temperature is too high. Based on this, in order to reduce energy consumption, the vehicle can only increase the duty cycle to the second preset duty cycle and maintain the engine speed as the target cooling strategy. That is, the vehicle can maintain the forward gear idle state and only cool the engine water temperature by increasing the duty cycle of the second fan. In addition, there is no need to waste a lot of fuel consumption.

[0108] It should be added that the execution time of each target cooling strategy can be a preset time. After the preset time, the vehicle can execute the above step S202 again and determine the target cooling strategy again. At this time, in the second scenario, since the duty cycle of the second fan is the second preset duty cycle, the target control strategy this time will be a strategy of increasing the engine speed to the fourth preset speed.

[0109] In one embodiment, the second preset duty cycle and the fourth preset speed can be set according to actual conditions. For example, the second preset duty cycle can be 90%, and the fourth preset speed can be 1000 rpm.

[0110] It should be particularly noted that, since the self-heating effects of the vehicle under the heat dissipation environments corresponding to high temperature conditions and low temperature conditions are different, the fourth preset speed corresponding to different external temperature conditions may be different.

[0111] As a specific example, since the self-heating effect of the vehicle is worse under high temperature conditions, the fourth preset speed under high temperature conditions may be greater than the fourth preset speed under low temperature conditions. Exemplarily, the fourth preset speed under high temperature conditions may be 1000 rpm, and the fourth preset speed under low temperature conditions may be 900 rpm.

[0112] In summary of the above examples, when only the engine water temperature is greater than or equal to the preset water temperature, the engine water temperature is cooled by adjusting the speed of the first fan due to the fuel consumption to adjust the engine speed, which requires lower energy consumption than adjusting the duty cycle of the second fan to cool the engine water temperature. Based on this, in order to be able to reduce energy consumption on the basis of effectively dissipating the engine water temperature, the vehicle can increase the duty cycle to the second preset duty cycle when the duty cycle is less than the second preset duty cycle, and determine the strategy of maintaining the engine speed as the target cooling strategy. And, when the duty cycle is greater than or equal to the second preset duty cycle, in order to effectively cool down, the vehicle can directly determine the strategy of increasing the engine speed to the fourth preset speed as the target cooling strategy.

[0113] The third scenario:

[0114] If the engine water temperature is lower than the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature, a strategy of increasing the engine speed to a first preset speed of 1000 rpm is determined as the target cooling strategy.

[0115] In one embodiment, based on Figure 1 It can be seen from the structure in that when the second fan is working, it cannot assist the oil cooler in cooling the transmission oil temperature. Therefore, in the scenario where the engine water temperature is lower than the preset water temperature (i.e., the engine water temperature is normal) and the transmission oil temperature is greater than or equal to the preset oil temperature (i.e., the transmission oil temperature is at a high temperature), the vehicle can only cool the transmission oil temperature based on the first fan.

[0116] The first preset speed can be set according to actual conditions and is not limited thereto. For example, the first preset speed can be 1000 rpm.

[0117] It should be noted that, based on the content described in the second scenario: since the self-heating effects of the vehicle in the heat dissipation environments corresponding to the high temperature condition and the low temperature condition are different, the fourth preset speed corresponding to the different external temperature conditions may be different. In this embodiment, the first preset speed corresponding to the different external temperature conditions may also be different.

[0118] As a specific example, since the self-heating effect of the vehicle is worse under high temperature conditions, the first preset speed under high temperature conditions may be greater than the first preset speed under low temperature conditions. Exemplarily, the first preset speed under high temperature conditions may be 1000 rpm, and the first preset speed under low temperature conditions may be 900 rpm.

[0119] In summary, when the transmission oil temperature is greater than or equal to the preset oil temperature, the first fan cannot assist the oil cooler in cooling the transmission oil temperature. Therefore, the vehicle can just increase the engine speed to the first preset speed. Furthermore, on the basis of effectively dissipating the transmission oil temperature, there is no need to control the second fan to work, thus reducing energy consumption.

[0120] The descriptions corresponding to the above three scenarios are examples of determining the target cooling strategy when the heating component is at high temperature in the forward gear idling state. Determining the target cooling strategy based on the actual external temperature conditions and component temperature can reduce energy consumption while effectively cooling the heating component.

[0121] It should be added that, when the electronic water pump is working, the flow rate of the oil in the oil cooler can be controlled. When the oil passes through the oil cooler, the oil temperature will be reduced. Then, when the oil with reduced oil temperature flows back to the transmission, it can cool the transmission. In addition, the oil cooler is only used to cool the transmission oil temperature.

[0122] Based on this, when determining the above-mentioned target cooling strategy, the duty cycle of the electronic water pump can also be adaptively adjusted. For example, when the transmission oil temperature is greater than or equal to the preset oil temperature, the duty cycle of the electronic water pump is increased to the third preset duty cycle. And, when the transmission oil temperature is less than the preset oil temperature, the duty cycle of the electronic water pump is maintained unchanged. Alternatively, in the entire scenario of determining the target cooling strategy, the duty cycle of the electronic water pump is maintained at the fourth preset duty cycle. In this embodiment, the control strategy of the electronic water pump is not limited.

[0123] Exemplarily, taking maintaining the duty cycle of the electronic water pump as the fourth preset duty cycle as an example, the fourth preset duty cycle may be 30%.

[0124] S203: Control the heat dissipation component to dissipate heat based on the target cooling strategy.

[0125] In one embodiment, based on the target cooling strategy in the above step 202, it can be known that the above cooling method includes adjusting the speed of the engine to cool down by adjusting the speed of the first fan, adjusting the duty cycle of the second fan to cool down, or one or more of the above methods.

[0126] It should be noted that, in the process of executing the target cooling strategy, the vehicle can execute the above steps S101-S102 again in real time or at preset intervals to re-determine the target cooling strategy based on the vehicle's external temperature conditions at the current moment (the external temperature conditions may change) and component temperature (component temperature after cooling). Furthermore, a suitable target cooling strategy can be selected for cooling based on the changed external temperature conditions and component temperature.

[0127] The preset duration can be set according to actual conditions and is not limited thereto. For example, the preset duration can be 30 seconds.

[0128] In this embodiment, when the vehicle is in the forward gear idle state, the component temperature and external temperature conditions of the heating component in the vehicle can be determined first. Then, the vehicle can determine the target cooling strategy for controlling the heat dissipation component in the vehicle based on the component temperature and the external temperature conditions. Wherein, the heating component includes at least an engine, and because the heat dissipation component includes a first fan that dissipates heat for the heating component and is controlled by the engine speed. Therefore, it can be considered that the method of controlling the heat dissipation of the heat dissipation component based on the target cooling strategy includes adjusting the engine speed based on the target cooling strategy to control the speed of the first fan, thereby adjusting the heat dissipation capacity of the first fan. Based on this, when the vehicle is in the forward gear idle state, the engine speed can be adaptively adjusted based on the target cooling strategy determined by the actual external temperature conditions and the component temperature (engine temperature). Furthermore, in the forward gear idle state, the speed of the first fan can also be accurately adjusted by adjusting the engine speed to ensure the heat dissipation capacity of the first fan under the current external temperature conditions, and the current component temperature of the heating component can be effectively dissipated, and the engine speed is more reasonable, and energy consumption (for example, fuel consumption) will not be wasted too much.

[0129] In order to more clearly illustrate the scheme in this application, the scheme in this application is described below using specific embodiments. Figure 3 , Figure 3 It is a flow chart of an implementation of a control method for a vehicle heat dissipation component provided in another embodiment of the present application.

[0130] When it is determined that the vehicle is in the forward gear idle state, the transmission oil temperature of the transmission in the vehicle, the engine water temperature of the engine, and the external ambient temperature are determined. Then, the external temperature condition of the vehicle is determined based on the external ambient temperature, and a preset temperature threshold corresponding to the external temperature condition is determined.

[0131] For example, when the external temperature condition is a high temperature condition, the preset water temperature may be 105° C. and the preset oil temperature may be 113° C. Also, when the external temperature condition is a low temperature condition, the preset water temperature may be 107° C. and the preset oil temperature may be 115° C.

[0132] Afterwards, when the engine water temperature is greater than or equal to the preset water temperature corresponding to the external temperature condition, and / or the transmission oil temperature is greater than or equal to the preset oil temperature corresponding to the external temperature condition, the target cooling strategy is determined based on the following multiple scenarios. Details are as follows:

[0133] For the first scenario where the engine water temperature is greater than or equal to the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature.

[0134] Under high temperature conditions:

[0135] The vehicle can obtain the cooling scenario information of the cooling component and the external environment, for example, the relative state of the cooling window of the cooling component and the wind direction.

[0136] When the relative state is a headwind state, the vehicle can obtain the wind speed. Then, the target speed of the engine is determined based on the wind speed, and the strategy of increasing the engine speed to the target speed is determined as the target cooling strategy. Among them, the wind speed and the target speed are inversely proportional;

[0137] Exemplarily, if the wind speed is greater than or equal to a preset wind speed (eg, 5 m / s), the target rotation speed may be 1000 rpm; if the wind speed is less than 5 m / s, the target rotation speed may be 1200 rpm.

[0138] Furthermore, when the relative state is a tailwind state, a strategy of increasing the duty cycle of the second fan to 60% and increasing the engine speed to 1500 rpm may be determined as a target cooling strategy.

[0139] In low temperature conditions:

[0140] The vehicle may determine a strategy of increasing the engine speed to a second preset speed (eg, 1200 rpm) as the target cooling strategy.

[0141] The second scenario is for the engine water temperature being greater than or equal to the preset water temperature, and the transmission oil temperature being less than the preset oil temperature.

[0142] Regardless of whether it is a high temperature working condition or a low temperature working condition, when the duty cycle of the second fan is greater than or equal to the second preset duty cycle (for example, 90%), the vehicle can determine the strategy of increasing the engine speed to the fourth preset speed as the target cooling strategy. Otherwise, when the duty cycle is less than the second preset duty cycle, the strategy of increasing the duty cycle to the second preset duty cycle and maintaining the engine speed is determined as the target cooling strategy.

[0143] Among them, the fourth preset speed under high temperature conditions may be 1000 rpm, and the fourth preset speed under low temperature conditions may be 900 rpm.

[0144] For the third scenario where the engine water temperature is lower than the preset water temperature and the transmission oil temperature is greater than or equal to the preset oil temperature.

[0145] Regardless of high temperature or low temperature conditions, the vehicle can determine the strategy of increasing the engine speed to a first preset speed as the target cooling strategy.

[0146] The first preset rotation speed under high temperature conditions may be 1000 rpm, and the first preset rotation speed under low temperature conditions may be 900 rpm.

[0147] Furthermore, after determining the target cooling strategy, the vehicle may also increase the duty cycle of the electronic water pump to a fourth preset duty cycle (eg, 30%) to cool the transmission oil temperature.

[0148] Finally, the vehicle can control the heat dissipation component to dissipate heat based on the target cooling strategy. Moreover, after executing the target strategy, the vehicle can re-execute the step of determining the target cooling strategy at a preset time interval until there is no need to determine the target cooling strategy. That is, in the fourth scenario where the engine water temperature is lower than the preset water temperature corresponding to the external temperature condition, and the transmission oil temperature is lower than the preset oil temperature corresponding to the external temperature condition, there is no need to determine the target cooling strategy.

[0149] In summary, based on the above examples, under different external temperature conditions and in scenarios where different heat-generating components are at high temperatures, selecting a suitable target cooling strategy can reduce energy consumption while being able to effectively dissipate heat from the heat-generating components.

[0150] See also Figure 4 , Figure 4 1 is a block diagram of a control device for a vehicle heat dissipation component provided in an embodiment of the present application. The control device for a vehicle heat dissipation component in this embodiment includes modules for executing Figures 1 to 3 For details, please refer to the steps in the corresponding embodiment. Figures 1 to 3 as well as Figures 1 to 3 For the convenience of explanation, only the parts related to this embodiment are shown. Figure 4 , the control device 400 of the vehicle heat dissipation component may include: a first determination module 410, a second determination module 420 and a control module 430, wherein:

[0151] The first determination module 410 is used to determine the component temperature and external temperature conditions of the heating component in the vehicle when the vehicle is in a forward gear idle state; the heating component includes at least the engine.

[0152] The second determination module 420 is used to determine a target cooling strategy for controlling a heat dissipation component in the vehicle based on the component temperature and the external temperature condition; the heat dissipation component at least includes a first fan that dissipates heat from the heat generating component and is controlled by the engine speed.

[0153] The control module 430 is used to control the heat dissipation component to dissipate heat based on the target temperature reduction strategy.

[0154] In one embodiment, the external temperature condition includes a high temperature condition and a low temperature condition; the control device 400 of the vehicle heat dissipation component further includes:

[0155] The third determination module is used to determine the target cooling strategy when the component temperature is greater than or equal to the preset temperature threshold corresponding to the external temperature condition; the preset temperature threshold under the high temperature condition is less than the preset temperature threshold under the low temperature condition.

[0156] In one embodiment, the heating component further includes a transmission, the component temperature includes an engine water temperature and a transmission oil temperature, the preset temperature threshold includes a preset water temperature and a preset oil temperature, and the heat dissipation component further includes a second fan that dissipates heat from the heating component and is electrically controlled; the second determination module 420 is used to:

[0157] If the engine water temperature is greater than or equal to the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature, a target cooling strategy is determined based on the external temperature condition;

[0158] If the engine water temperature is greater than or equal to the preset water temperature, and the transmission oil temperature is lower than the preset oil temperature, the duty cycle of the second fan is obtained, and the target cooling strategy is determined based on the duty cycle; if the engine water temperature is lower than the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature, the strategy of increasing the engine speed to the first preset speed is determined as the target cooling strategy.

[0159] In one embodiment, the second determining module 420 is used to:

[0160] If the external temperature condition is a high temperature condition, the heat dissipation scenario information of the heat dissipation component and the external environment is obtained, and the target cooling strategy is determined based on the heat dissipation scenario information; if the external temperature condition is a low temperature condition, the strategy of increasing the engine speed to a second preset speed is determined as the target cooling strategy.

[0161] In one embodiment, the heat dissipation scene information includes the relative state of the heat dissipation window of the heat dissipation component and the wind direction; the second determination module 420 is used to:

[0162] If the relative state is a headwind state, the wind speed is obtained and the target cooling strategy is determined based on the wind speed; if the relative state is a tailwind state, the strategy of increasing the duty cycle to the first preset duty cycle and increasing the engine speed to the third preset speed is determined as the target cooling strategy.

[0163] In one embodiment, the second determination module 420 is used to:

[0164] The target speed of the engine is determined based on the wind speed; the wind speed is inversely proportional to the target speed; and the strategy of increasing the speed of the engine to the target speed is determined as the target cooling strategy.

[0165] In one embodiment, the second determination module 420 is used to:

[0166] If the duty cycle is greater than or equal to the second preset duty cycle of 90%, the strategy of increasing the engine speed to the fourth preset speed of 1000 or 900 rpm is determined as the target cooling strategy; if the duty cycle is less than 90% of the second preset duty cycle, the strategy of increasing the duty cycle to the second preset duty cycle and maintaining the engine speed is determined as the target cooling strategy.

[0167] In one embodiment, the first preset speed under high temperature conditions is greater than the first preset speed under low temperature conditions, and the fourth preset speed under high temperature conditions is greater than the fourth preset speed under low temperature conditions.

[0168] When it is understood that Figure 4 In the structural block diagram of the control device of the vehicle cooling component shown, each module is used to execute Figures 1 to 3 The steps in the corresponding embodiments, and for Figures 1 to 3 Each step in the corresponding embodiment has been explained in detail in the above embodiment. Figures 1 to 3 as well as Figures 1 to 3 The relevant descriptions in the corresponding embodiments are not repeated here.

[0169] Figure 5 is a structural block diagram of a vehicle provided by an embodiment of the present application. Figure 5 As shown, the vehicle 500 of this embodiment includes: a processor 510, a memory 520, and a computer program 530 stored in the memory 520 and executable on the processor 510, such as a program of a control method for a vehicle heat dissipation component. When the processor 510 executes the computer program 530, the steps in each embodiment of the control method for each vehicle heat dissipation component described above are implemented, such as Figure 2 Alternatively, the processor 510 implements the above when executing the computer program 530 Figure 4 The functions of each module in the corresponding embodiment are, for example, Figure 4 For details on the functions of each module shown, please refer to Figure 4 Related description in the corresponding embodiment.

[0170] Exemplarily, the computer program 530 may be divided into one or more modules, one or more modules are stored in the memory 520, and are executed by the processor 510 to implement the control method of the vehicle heat dissipation component provided in the embodiment of the present application. One or more modules may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program 530 in the vehicle 500. For example, the computer program 530 may implement the control method of the vehicle heat dissipation component provided in the embodiment of the present application.

[0171] The vehicle 500 may include, but is not limited to, a processor 510 and a memory 520. Those skilled in the art will appreciate that Figure 5 This is only an example of vehicle 500 and does not constitute a limitation of vehicle 500 , which may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the vehicle may also include input and output devices, network access devices, buses, etc.

[0172] The processor 510 may be a central processing unit, or other general-purpose processors, digital signal processors, application-specific integrated circuits, off-the-shelf programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0173] The memory 520 may be an internal storage unit of the vehicle 500, such as a hard disk or memory of the vehicle 500. The memory 520 may also be an external storage device of the vehicle 500, such as a plug-in hard disk, a smart memory card, a flash memory card, etc. equipped on the vehicle 500. Furthermore, the memory 520 may also include both an internal storage unit of the vehicle 500 and an external storage device.

[0174] An embodiment of the present application provides a computer-readable storage medium, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, a control method for a vehicle heat dissipation component as in the above-mentioned embodiments is implemented.

[0175] An embodiment of the present application provides a computer program product. When the computer program product is run on a vehicle, the vehicle executes the control method of the vehicle heat dissipation component in the above-mentioned embodiments.

[0176] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A control method for a vehicle heat dissipation component, characterized in that: The method comprises: When the vehicle is in a forward gear idle state, determining a component temperature and an external temperature condition of a heating component in the vehicle; the heating component includes at least an engine; Based on the component temperature and the external temperature condition, determining a target cooling strategy for controlling a heat dissipation component in the vehicle; the heat dissipation component at least includes a first fan that dissipates heat from the heat generating component and is controlled by a speed of the engine; The heat dissipation component is controlled to dissipate heat based on the target temperature reduction strategy.

2. The method according to claim 1, characterized in that The external temperature condition includes a high temperature condition and a low temperature condition; before determining a target cooling strategy for controlling the heat dissipation component in the vehicle based on the component temperature and the external temperature condition, the method further includes: When the component temperature is greater than or equal to a preset temperature threshold corresponding to the external temperature condition, the target cooling strategy is determined; and the preset temperature threshold under the high temperature condition is less than the preset temperature threshold under the low temperature condition.

3. The method according to claim 1 or 2, characterized in that: The heating component further includes a transmission, the component temperature includes an engine water temperature and a transmission oil temperature, the heat dissipation component further includes an electronically controlled second fan for dissipating heat from the heating component; the target cooling strategy for controlling the heat dissipation component in the vehicle based on the component temperature and the external temperature condition includes: If the engine water temperature is greater than or equal to the preset water temperature corresponding to the external temperature condition, and the transmission oil temperature is greater than or equal to the preset oil temperature corresponding to the external temperature condition, determining the target cooling strategy based on the external temperature condition; If the engine water temperature is greater than or equal to the preset water temperature, and the transmission oil temperature is less than the preset oil temperature, obtaining a duty cycle of the second fan, and determining the target cooling strategy based on the duty cycle; If the engine water temperature is lower than the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature, a strategy of increasing the engine speed to a first preset speed is determined as the target cooling strategy.

4. The method according to claim 3, characterized in that The determining the target cooling strategy based on the external temperature condition includes: If the external temperature condition is the high temperature condition, obtaining heat dissipation scenario information of the heat dissipation component and the external environment, and determining the target cooling strategy based on the heat dissipation scenario information; If the external temperature condition is the low temperature condition, a strategy of increasing the engine speed to a second preset speed is determined as the target temperature reduction strategy.

5. The method according to claim 4, characterized in that The heat dissipation scenario information includes a relative state between a heat dissipation window of the heat dissipation component and a wind direction; and determining the target cooling strategy based on the heat dissipation scenario information includes: If the relative state is a headwind state, the wind speed is obtained, and the target cooling strategy is determined based on the wind speed; If the relative state is a tailwind state, a strategy of increasing the duty cycle to a first preset duty cycle and increasing the engine speed to a third preset speed is determined as the target cooling strategy.

6. The method according to claim 5, characterized in that The determining the target cooling strategy based on the wind speed includes: Determining a target speed of the engine based on the wind speed; the wind speed and the target speed are inversely proportional; A strategy of increasing the engine speed to a target speed is determined as the target temperature reduction strategy.

7. The method according to claim 3, characterized in that The determining the target cooling strategy based on the duty cycle includes: If the duty cycle is greater than or equal to the second preset duty cycle, a strategy of increasing the engine speed to a fourth preset speed is determined as the target temperature reduction strategy; If the duty cycle is less than the second preset duty cycle, the strategy of increasing the duty cycle to the second preset duty cycle and maintaining the speed of the engine is determined as the target cooling strategy.

8. The method according to claim 7, characterized in that The first preset speed under the high temperature condition is greater than the first preset speed under the low temperature condition, and the fourth preset speed under the high temperature condition is greater than the fourth preset speed under the low temperature condition.

9. A computer program product, characterized in that The invention comprises a computer program, which, when being executed, enables the method according to any one of claims 1 to 8 to be performed.

10. A vehicle, characterized in that: The vehicle comprises a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the vehicle implements the method according to any one of claims 1 to 8.

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