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

Abstract

The embodiment of the application 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 following steps: when the vehicle is in a forward gear idle state, determining a component temperature of a heat generating assembly in the vehicle and an external temperature condition; the heat generating assembly at least comprises an engine; based on the component temperature and the external temperature condition, determining a target cooling strategy for controlling a heat dissipation assembly in the vehicle; the heat dissipation assembly at least comprises a first fan for dissipating heat of the heat generating assembly and is controlled by the rotating speed of the engine; and based on the target cooling strategy, controlling the heat dissipation assembly to dissipate heat. By using the above method, a suitable target cooling strategy can be selected based on the component temperature and the external temperature condition, and the first fan is controlled to dissipate heat of the heat generating assembly.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicles, and particularly relates to a control method of a vehicle heat dissipation assembly, a vehicle, and a program product. BACKGROUND

[0002] When the vehicle is in a forward gear idle state for a long time, the temperature of heat generating assemblies (for example, an engine and a transmission) in the vehicle will be greatly increased. Therefore, the heat generating assemblies need to be cooled.

[0003] At present, a fan (for example, a silicon oil fan) is usually installed on the vehicle to dissipate heat of the heat generating assemblies. The rotating speed of the silicon oil fan is usually limited by the rotating speed of the engine.

[0004] However, when the vehicle is in the forward gear idle state, the rotating speed of the engine is reduced, but the engine still needs to run at a certain load. At this time, the forward gear idle state will cause the engine water temperature and the transmission oil temperature to continuously rise. Moreover, since the rotating speed of the engine is reduced, the heat dissipation capacity of the silicon oil fan will also be reduced. Furthermore, the cooling strategy of the existing vehicle has certain defects and cannot effectively cool the heat generating assemblies. SUMMARY

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

[0006] In a first aspect, the embodiments of the present application provide a control method of a vehicle heat dissipation assembly. The method comprises the following steps.

[0007] When the vehicle is in a forward gear idle state, determining a component temperature and an external temperature condition of a heat generating assembly in the vehicle; the heat generating assembly at least comprises an engine.

[0008] Based on the component temperature and the external temperature condition, determining a target cooling strategy for controlling a heat dissipation assembly in the vehicle; the heat dissipation assembly at least comprises a first fan for dissipating heat of the heat generating assembly and is controlled by the rotating speed of the engine.

[0009] Controlling the heat dissipation assembly to dissipate heat based on the target cooling strategy.

[0010] In a second aspect, the embodiments of the present application provide a control device of a vehicle heat dissipation assembly. The device comprises the following steps.

[0011] A first determining module is configured to determine a component temperature and an external temperature condition of a heat generating assembly in the vehicle when the vehicle is in a forward gear idle state; the heat generating assembly at least comprises an engine.

[0012] The second determining module is configured to determine a target cooling strategy for controlling the heat dissipation component in the vehicle based on the component temperature and the external temperature condition, wherein the heat dissipation component at least includes a first fan that dissipates heat of the heat generating component and is controlled by the engine speed.

[0013] The control module is configured 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, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to implement the method in the first aspect.

[0015] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executable by a processor to implement the method in the first aspect.

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

[0017] Compared with the prior art, the embodiment of the present application has the beneficial effects that: when the vehicle is in the forward gear idle state, the component temperature of the heat generating component in the vehicle and the external temperature condition can be determined first. Then, the vehicle can determine a target cooling strategy for controlling the heat dissipation component in the vehicle based on the component temperature and the external temperature condition. The heat generating component at least includes the engine, and the first fan that dissipates heat of the heat generating component and is controlled by the engine speed. Therefore, it can be considered that the way of controlling the heat dissipation component to dissipate heat 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, so as to adjust 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 based on the actual external temperature condition and the component temperature (the temperature of the engine). Further, in the forward gear idle state, the speed of the first fan can also be accurately adjusted by adjusting the engine speed, the heat dissipation capacity of the first fan under the current external temperature condition is guaranteed, the current component temperature of the heat generating component can be effectively dissipated, and the engine speed is reasonable and does not waste energy (for example, fuel consumption) too much. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

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

[0020] Figure 2 is an implementation flowchart of a control method of a vehicle heat dissipation assembly provided by an embodiment of the present application;

[0021] Figure 3 is an implementation flowchart of a control method of a vehicle heat dissipation assembly provided by another embodiment of the present application;

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

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

[0024] In the following description, specific details are set forth in order to provide a thorough understanding of embodiments of the present application. However, persons skilled in the art will understand that embodiments of the present application can be practiced without these specific details. In other instances, well-known systems, structures, circuits, and methods have not been described in detail in order to not unnecessarily obscure the description of the present application.

[0025] It should be understood that when used in the specification and the appended claims of the present application, the term "comprising" indicates the presence of the described features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups 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 the present application is executed with the user's knowledge and permission, i.e., the information collection process / feature extraction process meets the legal and regulatory requirements and does not belong to the act of obstructing public interests.

[0027] In addition, in the description of the present application and the appended claims, the terms "first", "second", "third" and the like are used only to distinguish 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 heat generating components (e.g., the engine and the transmission) in the vehicle will be greatly increased. Therefore, it is necessary to cool the heat generating components.

[0029] At present, a silicon oil fan is usually installed on the vehicle to cool the heat generating components. The speed of the silicon oil fan is limited by the speed of the engine.

[0030] However, when the vehicle is in the forward gear idling state, the engine still needs to run at a certain load although the speed of the engine is reduced. At this time, the forward gear idling state will cause the engine water temperature and the transmission oil temperature to continue to rise, and because the engine speed is reduced, the cooling capacity of the silicon oil fan will also be reduced. Furthermore, the control strategy of the existing vehicle cooling assembly has certain defects.

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

[0032] Reference Figure 1 , Figure 1 is a structural schematic diagram of a cooling assembly and a heat generating assembly in a vehicle provided by an embodiment of the present application. The cooling assembly includes but is not limited to a fan (a silicon oil fan and a condenser fan), an oil cooler, a low-temperature radiator and a high-temperature radiator.

[0033] The oil cooler is used to cool the transmission oil temperature. Usually, an electronic water pump is also provided on the vehicle, and when the electronic water pump works, the flow rate of the oil passing through 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 temperature flows back to the transmission, the transmission can be cooled. In addition, the electronic water pump can accelerate the flow rate of the oil into the oil cooler, which can be considered to accelerate the cooling effect of the oil cooler on the oil.

[0034] The low-temperature radiator is used to reduce the intake air temperature of the engine to indirectly cool the temperature of the engine (e.g., the water temperature of the engine). In addition, the high-temperature radiator is used to directly cool the water temperature of the engine.

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

[0036] In another embodiment, the vehicle can also be provided with a radiator fan for radiating the low-temperature radiator and the high-temperature radiator. Among them, the radiator fan can be considered as the above-mentioned silicone oil fan.

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

[0038] Based on this, as an example, taking the vehicle as an off-road vehicle. When the off-road vehicle drives in off-road scenes such as jungle, muddy road, deep pit, desert, desert ramp, desert escape, etc., the environmental temperature is usually high, and the off-road vehicle will enter a high-load operating condition.

[0039] In the high-load operating condition, the engine water temperature and the transmission oil temperature will both rise. In order to cope with the high-load operating condition, not only the silicone oil fan will radiate with the engine speed, but the vehicle owner will usually turn on the vehicle air conditioner to assist in reducing the engine water temperature and the transmission oil temperature.

[0040] However, when the off-road vehicle is in the forward gear idle state, the speed of the silicone oil fan will decrease with the decrease of the engine speed. And, in the forward gear idle 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 the pre-clamping state, and the transmission oil temperature also continues to rise. At this time, the decrease of 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 degree, not only the vehicle is limited in torque, but the vehicle air conditioner will be turned off, so that the condenser fan cannot work until the engine water temperature and the transmission oil temperature are automatically cooled.

[0041] However, based on the above-mentioned example, it can be seen that the control of the condenser fan is only based on the experience of the vehicle owner to adjust the vehicle air conditioner. When the vehicle is in the forward gear state and the temperature of the engine and the transmission is too high, the control of the condenser fan cannot be combined with the control of the silicone oil to effectively reduce the engine water temperature and the transmission oil temperature.

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

[0043] Please refer to Figure 2 , Figure 2 The implementation flowchart of the control method of the vehicle heat dissipation component provided by the embodiment of the present application is shown, and the method comprises the following steps:

[0044] S201, when the vehicle is in the forward gear idle state, the component temperature of the heat generating component in the vehicle and the external temperature condition are determined.

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

[0046] In another embodiment, the above-mentioned heat generating component can also include air conditioners, power batteries or motors and other equipment, which are not limited. For ease of explanation, the embodiment takes the heat generating component including the engine and the transmission as an example for the following description. Based on this, the above-mentioned component temperature can include the engine water temperature and the transmission oil temperature.

[0047] In an embodiment, the above-mentioned external temperature condition can be divided into low temperature condition, medium temperature condition, high temperature condition, etc., which are not limited. In the embodiment, the low temperature condition and the high temperature condition are taken as examples for explanation and description.

[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, it can be considered that the external temperature condition is the low temperature condition. In addition, when the external environment temperature is greater than or equal to the preset temperature, it can be considered that the external temperature condition is the high temperature condition. The preset temperature can be set according to the actual situation, which is not limited. For example, the above-mentioned preset temperature can be 30℃.

[0049] In an embodiment, the external environment temperature can be determined by the vehicle terminal on the vehicle. It can be understood that the vehicle terminal on the vehicle usually has a networking function, which can be provided with a weather broadcast 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 in a high temperature condition or a low temperature condition. Generally, the self-heat dissipation effect of the vehicle in the high temperature condition is lower than that in the low temperature condition. That is, the vehicle is more easily heat dissipated in the low temperature condition.

[0051] It should be particularly 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, the target cooling strategy can not be determined.

[0052] In another embodiment, when the gear of the vehicle is in the P gear or the N gear, the engine will be unloaded and the transmission will also be in the clutch disengaged state. Based on this, it can be considered that the engine water temperature and the transmission oil temperature will not be greatly increased. 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 gear of the vehicle is in the P gear or the N gear, the vehicle can also not need to determine the target cooling strategy.

[0053] In addition, 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 can also not need to determine the 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 heat generating component is in a high temperature. Further, the target cooling strategy needs to be determined to cool the heat generating component. Otherwise, when the component temperature is less than the preset temperature threshold, it is determined that the component temperature of the heat generating component is normal, and the vehicle does not need to determine the target cooling strategy.

[0055] In another embodiment, since the heat generating component is heated differently in different external temperature conditions, in order to prevent the component temperature of the heat generating component from rising higher in the extremely hot high temperature condition, the vehicle can set different preset temperature thresholds based on different external temperature conditions to determine the timing of determining the target cooling strategy for cooling.

[0056] As an example, when the component temperature is greater than or equal to the preset temperature threshold corresponding to the external temperature condition, the vehicle can determine the target cooling strategy. Otherwise, when it is less than the preset temperature threshold corresponding to the external temperature condition, the target cooling strategy is not determined.

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

[0058] It should be noted that, based on the above examples, when the heat-generating assembly only includes the engine, the target cooling strategy can be determined based on the assembly 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 assembly also includes the transmission oil temperature, in order to reduce the assembly temperature, the vehicle can determine the target cooling strategy when any assembly temperature (e.g., engine water temperature or transmission oil temperature) is greater than or equal to the preset temperature threshold.

[0059] As an example, when the assembly 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, in the high-temperature working condition, the preset water temperature in the preset temperature threshold can be 105°C, and the preset oil temperature can be 113°C. At this time, when the engine water temperature is greater than or equal to 105°C, and / or the transmission oil temperature is greater than or equal to 113°C, the target cooling strategy is determined. Otherwise, when the engine water temperature is less than 105°C, and / or the transmission oil temperature is less than 113°C, the target cooling strategy does not need to be determined.

[0060] In addition, in the low-temperature working condition, the preset water temperature in the preset temperature threshold can be 107°C, and the preset oil temperature can be 115°C. At this time, when the engine water temperature is greater than or equal to 107°C, and / or the transmission oil temperature is greater than or equal to 115°C, the target cooling strategy is determined. Otherwise, when the engine water temperature is less than 107°C, and / or the transmission oil temperature is less than 115°C, the target cooling strategy does not need to be determined.

[0061] The way of determining the target cooling strategy can refer to the example of the following S202 step.

[0062] S202, based on the assembly temperature and the external temperature condition, determining a target cooling strategy for controlling the heat dissipation assembly in the vehicle.

[0063] In an embodiment, the heat dissipation assembly at least includes a first fan that dissipates heat from the heat-generating assembly and is controlled by the engine speed. Based on the above explanation of the silicon oil fan, the first fan can be considered as the above-mentioned silicon oil fan.

[0064] In another embodiment, the heat dissipation assembly can also include a second fan that dissipates heat from the heat-generating assembly and is electrically controlled. At this time, the second fan can be considered as a condenser fan. It should be noted that although the condenser fan is used to dissipate heat from the condenser, it can still carry away part of the heat of the low-temperature radiator and the high-temperature radiator when working. In turn, it can assist the low-temperature radiator and the high-temperature radiator to dissipate heat from the engine water temperature.

[0065] The number of the first fan and the second fan can be one or multiple, and the number is not limited. The first fan and the second fan can be a single-stage fan, a multi-stage fan, or a PWM (Pulse Width Modulation) fan, and the number is not limited.

[0066] Based on the above examples, the target cooling strategy includes but is not limited to the cooling strategy of adjusting the speed of the engine to adjust the cooling capacity of the first fan, the cooling strategy of adjusting the duty cycle of the second fan to adjust the cooling capacity of the second fan, and the cooling strategy of 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 cooling strategies, and the number is not limited.

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

[0068] It should be particularly pointed out that when the cooling strategy has multiple, if one or more cooling strategies are randomly used as the target cooling strategy for heat dissipation, there can be a situation that the target cooling strategy cannot effectively reduce the temperature of the heating component under the current external environment temperature (i.e., cannot effectively dissipate heat), or although it can effectively reduce the temperature of the heating component under the current external environment temperature, but the required energy consumption is too high.

[0069] Therefore, in order to effectively dissipate the current component temperature of the heating component and reduce the energy consumption, the vehicle can be pre-set with multiple cooling strategies corresponding to each external temperature condition, and a component temperature interval 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 interval in which the component temperature is located.

[0070] In another embodiment, based on the explanation of S101, when the heating component further 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 (e.g., engine water temperature or transmission oil temperature) is greater than or equal to a preset temperature threshold. Therefore, it can be considered that the scenario of 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 the way of determining the target cooling strategy in each scenario, each scenario will be described respectively. 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 condition.

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

[0075] It can be understood that since the external temperature condition is divided into multiple types, such as the high-temperature condition and the low-temperature condition in the above examples. Therefore, it can be considered that in the first scenario, when the target cooling strategy is determined 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 the high-temperature condition, it can be considered that the heat dissipation environment of the vehicle is poor. Based on this, in order to enable the determined target cooling strategy to effectively reduce the transmission oil temperature and the engine water temperature, the vehicle can obtain heat dissipation scene information of the heat dissipation component and the external environment, and determine the target cooling strategy based on the heat dissipation scene information.

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

[0078] Exemplarily, the heat dissipation scene information includes but is not limited to the relative state of the heat dissipation window of the heat dissipation component and the wind direction, and the wind speed when the relative state is the adverse wind state, weather information (for example, information such as rainy day, sunny day, etc.). For ease of explanation, in this embodiment, the relative state, and the wind speed when the relative state is the adverse wind state are taken as examples for the following description.

[0079] Among them, the wind direction and the wind speed can be determined according to the weather broadcast application described above, or the wind direction and the wind speed can be determined based on the vehicle-mounted ultrasonic wind speed and direction instrument on the vehicle, which is not limited.

[0080] Specifically, referring to the arc-shaped dashed line in Figure 1 , Figure 1 can be considered as the front grille, that is, the heat dissipation window. Based on this, when the relative state is the adverse wind state, it can be considered that the airflow corresponding to the wind can pass through the heat dissipation window to cool the transmission and the engine.

[0081] And it can be understood that when the relative state is the adverse wind state, the wind speed is different, and the effect of the airflow on the transmission and the engine for cooling is also generally different. Based on this, when the relative state is the adverse wind 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 can determine the target speed of the engine based on the wind speed. Then, a strategy of increasing the speed of the engine to the target speed is determined as the target cooling strategy.

[0083] It can be understood 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, the speed of the first fan can not be too large based on the better heat dissipation effect of the wind. Further, the energy consumption (e.g., the fuel consumption required to increase the speed of the engine) can be reduced while ensuring that the first fan can effectively dissipate heat from the transmission and the engine.

[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 speed of the engine can be. That is, the speed difference between the target speed and the current speed of the engine can be smaller. Further, the increase in the speed of the first fan can also be smaller. And the smaller the wind speed, the greater the increase in the speed of the engine can be. That is, the speed difference between the target speed and the current speed of the engine will be larger. Further, the increase in the speed of the first fan will also be greater.

[0085] It can be understood that the smaller the increase in the speed of the engine, the less fuel consumption required. And the greater the increase in the speed of the engine, the greater the fuel consumption required.

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

[0087] Wherein, the fifth preset speed is greater than the fourth preset speed. And the preset wind speed, the fourth speed and the fifth speed can be set according to actual conditions, which is not limited. For example, the preset wind speed can be 5 m / s, the fourth speed can be 1000 rpm, and the fifth speed can be 1200 rpm.

[0088] It should be noted that in the headwind state, the wind can pass through the heat dissipation window to dissipate heat from the transmission and the engine, and the wind direction is the same as that of the condensing fan when it is working. Based on this, in the headwind state, the condensing fan can not need to be controlled to dissipate heat.

[0089] And, when the relative state is the downwind state, it can be considered that the environmental factors of the heat dissipation scene information pair cannot affect the heat dissipation of the heat dissipation assembly. That is, it cannot assist the heat dissipation assembly to dissipate heat. Based on this, in order to effectively dissipate heat for the engine and the transmission under the high-temperature working condition, the vehicle can determine the strategy of increasing the duty cycle to the first preset duty cycle and increasing the engine speed to the third preset speed as the target cooling strategy. That is, under the high-temperature working condition and the downwind state, the vehicle can effectively dissipate heat by combining the first fan and the second fan at the same time.

[0090] Wherein, the first preset duty cycle and the third preset speed can be set according to the actual scene, which is not limited. It should be noted that since the vehicle is in a high-temperature working condition, and the environmental factors cannot affect the heat dissipation of the heat dissipation assembly. Based on this, the above-mentioned third preset speed can be higher than the above-mentioned first preset speed and second preset speed.

[0091] For example, the first preset duty cycle can be 60%, and the third preset speed can be 1500 rpm.

[0092] It should be particularly pointed out that the above-mentioned second fan (condenser fan) 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 above-mentioned second fan can also exist a scene greater than the first preset duty cycle. When the duty cycle of the second fan at this time is greater than the first preset duty cycle, in order to be able to give priority to guarantee the cooling of the condenser, when the duty cycle is greater than the first preset duty cycle, the vehicle can determine the strategy of maintaining the duty cycle of the second fan and increasing the engine speed to the third preset speed as the target cooling strategy.

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

[0094] It can be understood that since the second fan cannot cool the transmission oil temperature when it works, and the first fan not only can cool the engine water temperature when it works, but also can cool the transmission oil temperature. Therefore, in order to reduce energy consumption, the vehicle can not need to control the second fan.

[0095] In an embodiment, the above-mentioned second preset speed can be set according to the actual situation, which is not limited. For example, the above-mentioned second preset speed can be 1200 rpm.

[0096] In summary, the above examples are the determination manners of the target cooling strategies in different external temperature conditions 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. In the high temperature condition, the above manners can be used to select the appropriate target cooling strategy in combination with the heat dissipation scene information that affects the heat dissipation of the heat dissipation component, so as to reduce the energy consumption on the basis of effectively dissipating heat of the heat generating component. In the low temperature condition, only the strategy of increasing the engine speed to the second preset speed is determined as the target cooling strategy, which also can reduce the energy consumption on the basis of effectively dissipating heat of the heat generating component.

[0097] The 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 the target cooling strategy is determined based on the duty cycle.

[0099] In an embodiment, based on the above Figure 1 As can be known from the above explanation, when the second fan (condenser fan) works, the airflow blown by the second fan can assist the low temperature radiator to dissipate heat. In addition, the low temperature radiator can dissipate heat of the engine water temperature. Therefore, when the engine water temperature is greater than or equal to the preset water temperature, the second fan can also be controlled to assist heat dissipation.

[0100] It should be noted that the first fan (silicone oil fan) can also dissipate heat of the engine water temperature. At this time, if the first fan and the second fan are controlled to dissipate heat at the same time, energy consumption may be wasted. In addition, the first fan is controlled by the engine speed, and adjusting the engine speed needs to consume oil. However, the second fan is an electric fan, and the energy consumed when the second fan works is electric energy. Generally, compared with adjusting the engine speed to consume oil, adjusting the speed of the first fan to dissipate heat of the engine water temperature, and adjusting the duty cycle of the second fan to dissipate heat of the engine water temperature need less energy consumption.

[0101] Therefore, 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, the vehicle can determine the strategy of increasing the engine speed to the fourth preset speed as the target cooling strategy when the duty cycle is greater than or equal to the second preset duty cycle. In addition, 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 an embodiment, the above fourth preset speed and second preset duty cycle can be set according to actual conditions, which are not limited.

[0104] In an embodiment, the second fan (condenser fan) described above is used to cool the condenser, and the control strategy thereof is a strategy controlled by the temperature of the condenser. Based on this, there can be a scenario in which the duty cycle of the second fan is greater than the second preset duty cycle.

[0105] However, in a scenario in which 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 in a high-load working state. At this time, readjusting the duty cycle of the second fan can also not effectively cool the engine water temperature.

[0106] Based on this, in order to effectively cool 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 by the condenser fan and the silicone oil fan at the same time.

[0107] Similarly, when the duty cycle is less than the second preset duty cycle, since only the engine water temperature is too high, the transmission oil temperature is still in a normal range. Based on this, in order to be able to reduce energy consumption, the vehicle can determine the strategy of only increasing the duty cycle to the second preset duty cycle and maintaining 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 based on the way of increasing the duty cycle of the second fan. Further, it can not be necessary to waste a lot of fuel consumption.

[0108] It needs to be supplemented that the duration for which each target cooling strategy is executed can be a preset duration, and after the preset duration, the vehicle can execute the above S202 step 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 the strategy of increasing the engine speed to the fourth preset speed.

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

[0110] It needs to be specially pointed out that since the self-cooling effect of the vehicle is different in the cooling environment corresponding to the high-temperature working condition and the low-temperature working condition, the fourth preset speed corresponding to different external temperature working conditions can be different.

[0111] As a specific example, since the vehicle has a poorer self-heat dissipation effect in the high-temperature working condition, the fourth preset rotating speed in the high-temperature working condition can be greater than the fourth preset rotating speed in the low-temperature working condition. For example, the fourth preset rotating speed in the high-temperature working condition can be 1000 rpm, and the fourth preset rotating speed in the low-temperature working condition can be 900 rpm.

[0112] In the above examples, only when the engine water temperature is greater than or equal to the preset water temperature, the rotating speed of the engine is adjusted by the fuel consumption to adjust the rotating speed of the first fan to cool the engine water temperature, which has lower energy consumption than adjusting the duty cycle of the second fan to cool the engine water temperature. Based on this, in order to effectively dissipate heat from the engine water temperature and reduce energy consumption, the vehicle can determine the strategy of increasing the duty cycle to the second preset duty cycle and maintaining the rotating speed of the engine as the target cooling strategy when the duty cycle is less than the second preset duty cycle. And when the duty cycle is greater than or equal to the second preset duty cycle, in order to effectively cool, the vehicle can directly determine the strategy of increasing the rotating speed of the engine to the fourth preset rotating speed as the target cooling strategy.

[0113] The third scenario:

[0114] If the engine water temperature is less 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 rotating speed of the engine to the first preset rotating speed 1000 rpm is determined as the target cooling strategy.

[0115] In an embodiment, based on Figure 1 As can be seen from the structure in the second scenario, the second fan cannot assist the oil cooler in cooling the transmission oil temperature when it is working. Therefore, in the scenario where the engine water temperature is less 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 rotating speed can be set according to actual conditions, which is not limited. For example, the first preset rotating speed can be 1000 rpm.

[0117] It should be noted that based on the content explained in the second scenario: since the vehicle has different self-heat dissipation effects in the high-temperature working condition and the low-temperature working condition, the fourth preset rotating speed corresponding to different external temperature working conditions can be different. In this embodiment, the first preset rotating speed corresponding to different external temperature working conditions can also be different.

[0118] As a specific example, since the vehicle is less effective in self-heat dissipation under high-temperature working conditions, the first preset rotating speed under the high-temperature working conditions can be greater than the first preset rotating speed under the low-temperature working conditions. For example, the first preset rotating speed under the high-temperature working conditions can be 1000 rpm, and the first preset rotating speed under the low-temperature working conditions can be 900 rpm.

[0119] In summary of the above examples, only 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 only correspondingly increase the rotating speed of the engine to the first preset rotating speed. Further, on the basis of effectively cooling the transmission oil temperature, the second fan does not need to be controlled to work, thereby reducing energy consumption.

[0120] The above three scenarios correspond to the description that the target cooling strategy is determined when the heat-generating components are in high temperature under the forward gear idle state. Based on the actual external temperature working conditions and the component temperature, the target cooling strategy is determined, which can effectively cool the heat-generating components and reduce energy consumption.

[0121] It should be noted that since 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. Further, when the oil backflowing to the transmission after the oil temperature is reduced, the transmission can be cooled. Moreover, the oil cooler is only used to cool the transmission oil temperature.

[0122] Based on this, when the above target cooling strategy is determined, 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 a third preset duty cycle. When the transmission oil temperature is less than the preset oil temperature, the duty cycle of the electronic water pump is maintained unchanged. Or, in the whole scenario of determining the target cooling strategy, the duty cycle of the electronic water pump is maintained as a fourth preset duty cycle. In this embodiment, the control strategy of the electronic water pump is not limited.

[0123] For example, the fourth preset duty cycle of the electronic water pump can be 30%.

[0124] S203, controlling the heat dissipation components to dissipate heat based on the target cooling strategy.

[0125] In an embodiment, based on the target cooling strategy in the above step 202, the cooling method includes one or more of adjusting the rotating speed of the engine, adjusting the rotating speed of the first fan, and adjusting the duty cycle of the second fan.

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

[0127] The preset time interval can be set according to actual conditions, and is not limited. For example, the preset time interval can be 30s.

[0128] In this embodiment, when the vehicle is in the forward gear idling state, the component temperature of the heat-generating component in the vehicle and the external temperature condition can be determined first. Then, the vehicle can determine the target cooling strategy for controlling the heat-dissipating component in the vehicle based on the component temperature and the external temperature condition. The heat-generating component at least includes an engine, and the heat-dissipating component includes a first fan for dissipating heat from the heat-generating component and is controlled by the engine speed. Therefore, it can be considered that the way of controlling the heat-dissipating component to dissipate heat 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, so as to adjust the heat-dissipating 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 based on the actual external temperature condition and the component temperature (the temperature of the engine). Further, in the forward gear idling state, the speed of the first fan can also be accurately adjusted by adjusting the engine speed, so as to ensure the heat-dissipating capacity of the first fan under the current external temperature condition, effectively dissipate the current component temperature of the heat-generating component, and the engine speed is reasonable, without wasting energy (such as fuel consumption) too much.

[0129] In order to more clearly illustrate the scheme in the present application, the scheme in the present application will be described using specific embodiments. For details, please refer to Figure 3 , Figure 3 is an implementation flowchart of a vehicle heat-dissipating component control method provided by another embodiment of the present application.

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

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

[0132] After 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 multiple scenarios. Details are as follows:

[0133] For a first scenario that 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] In the high temperature condition:

[0135] The vehicle can obtain the cooling scene information of the cooling assembly and the external environment. For example, the relative state of the cooling window of the cooling assembly and the wind direction.

[0136] When the relative state is the 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 speed of the engine to the target speed is determined as the target cooling strategy. Wherein, the wind speed and the target speed are in inverse proportion;

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

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

[0139] In the low temperature condition:

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

[0141] For a second scenario that 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.

[0142] No matter whether it is the high temperature condition or the low temperature condition, the vehicle can determine the strategy of increasing the speed of the engine to a fourth preset speed as the target cooling strategy when the duty cycle of the second fan is greater than or equal to a second preset duty cycle (for example, 90%). 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 speed of the engine is determined as the target cooling strategy.

[0143] The fourth preset speed under high temperature conditions can be 1000 rpm, and the fourth preset speed under low temperature conditions can be 900 rpm.

[0144] This is for the third scenario where the engine coolant temperature is lower than the preset coolant temperature, but the transmission oil temperature is greater than or equal to the preset oil temperature.

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

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

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

[0148] Finally, the vehicle can control the cooling components to dissipate heat based on the target cooling strategy. Furthermore, after executing the target strategy, the vehicle can re-execute the step of determining the target cooling strategy at preset intervals until it is no longer necessary to determine the target cooling strategy. That is, in the fourth scenario where the engine coolant temperature is lower than the preset coolant 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, it is not necessary to determine the target cooling strategy.

[0149] In summary, based on the above examples, by selecting an appropriate target cooling strategy under different external temperature conditions and different scenarios where heat-generating components are at high temperatures, energy consumption can be reduced while effectively dissipating heat from the heat-generating components.

[0150] Please see Figure 4 , Figure 4 This is a structural block diagram of a control device for a vehicle cooling system provided in an embodiment of this application. The control device for the vehicle cooling system in this embodiment includes modules for executing... Figures 1 to 3 The steps in the corresponding embodiments. Please refer to the details. Figures 1 to 3 as well as Figures 1 to 3 The relevant descriptions in the corresponding embodiments are shown below. For ease of explanation, only the parts relevant to this embodiment are shown. See also... Figure 4 The control device 400 for the vehicle cooling system may include: a first determining module 410, a second determining module 420, and a control module 430, wherein:

[0151] The first determining module 410 is used to determine the component temperature and external temperature conditions of the heat-generating components in the vehicle when the vehicle is in forward gear idling. The heat-generating components include at least the engine.

[0152] The second determining module 420 is configured to determine a target cooling strategy for controlling the heat dissipation components in the vehicle based on the component temperature and the external temperature condition, wherein the heat dissipation components at least include a first fan for dissipating heat of the heat generating components and controlled by the engine speed.

[0153] The control module 430 is configured to control the heat dissipation components to dissipate heat based on the target cooling strategy.

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

[0155] The third determining module is configured to determine the target cooling strategy when the component temperature is greater than or equal to a preset temperature threshold corresponding to the external temperature condition, wherein the preset temperature threshold in the high temperature condition is less than the preset temperature threshold in the low temperature condition.

[0156] In an embodiment, the heat generating components further include 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, the heat dissipation components further include a second fan for dissipating heat of the heat generating components and controlled electrically, and the second determining module 420 is configured 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, the 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 less than the preset oil temperature, a 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 less 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.

[0159] In an embodiment, the second determining module 420 is configured to:

[0160] If the external temperature condition is the high temperature condition, heat dissipation scene information of the heat dissipation components and the external environment is obtained, and the target cooling strategy is determined based on the heat dissipation scene 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 cooling strategy.

[0161] In an embodiment, the heat dissipation scene information includes a relative state of a heat dissipation window of the heat dissipation components and a wind direction, and the second determining module 420 is configured to:

[0162] If the relative state is a headwind state, a 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.

[0163] In an embodiment, the second determining module 420 is configured to:

[0164] determine a target speed of the engine based on the wind speed; the wind speed and the target speed are inversely proportional; and determine a strategy of increasing the speed of the engine to the target speed as the target cooling strategy.

[0165] In an embodiment, the second determining module 420 is configured to:

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

[0167] In an embodiment, the first preset speed in the high-temperature working condition is greater than the first preset speed in the low-temperature working condition, and the fourth preset speed in the high-temperature working condition is greater than the fourth preset speed in the low-temperature working condition.

[0168] It is understood that, Figure 4 The structure block diagram of the control device of the vehicle cooling assembly is shown, each module is configured to perform Figures 1 to 3 each step in the corresponding embodiment, and for Figures 1 to 3 each step in the corresponding embodiment has been explained in detail in the above embodiments, please refer to Figures 1 to 3 and Figures 1 to 3 the related description in the corresponding embodiment, which will not be repeated here.

[0169] Figure 5 is a structure block diagram of a vehicle provided by an embodiment of the present application. As Figure 5 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 by the processor 510, such as a program of a vehicle cooling assembly control method. The processor 510 implements the steps in each embodiment of the vehicle cooling assembly control method described above when executing the computer program 530, such as Figure 2 shown as S201 to S203. Alternatively, the processor 510 implements the functions of each module in the corresponding embodiment when executing the computer program 530, such as Figure 4 the functions of each module shown as Figure 4 please refer to Figure 4 the related description in the corresponding embodiment.

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

[0171] The vehicle 500 can include, but is not limited to, the processor 510 and the memory 520. Those skilled in the art can understand that the vehicle 500 can include more or fewer components than those shown, or combine some components, or include different components, for example, the vehicle can also include an input / output device, a network access device, a bus, etc. Figure 5 The vehicle 500 is only an example and does not constitute a limitation on the vehicle 500, and can include more or fewer components than those shown, or combine some components, or different components, for example, the vehicle can also include an input / output device, a network access device, a bus, etc.

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

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

[0174] The embodiments of the present application provide a computer readable storage medium, including a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to implement the control method of the vehicle heat dissipation assembly in each of the above embodiments.

[0175] The embodiments of the present application provide a computer program product, when the computer program product is executed on the vehicle, the vehicle executes the control method of the vehicle heat dissipation assembly in each of the above embodiments.

[0176] The above examples are only used to illustrate the technical solutions of the present application, but not limit the same; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that the technical solutions recorded in the foregoing examples can be modified, or some technical features can be replaced by equivalent ones; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A control method of a vehicle heat dissipation assembly, characterized by, The method comprises: determining component temperatures of heat-generating components and an external temperature condition in a vehicle when the vehicle is in an idle state in a forward gear; the heat-generating components at least include an engine and a transmission, and the component temperatures at least include an engine water temperature and a transmission oil temperature; determining a target cooling strategy for controlling a heat-dissipating component in the vehicle based on the component temperatures and the external temperature condition; the heat-dissipating component at least includes a first fan for dissipating heat from the engine and the transmission in the heat-generating components and controlled by a rotating speed of the engine, and a second fan for dissipating heat from the engine in the heat-generating components and electrically controlled; controlling the heat-dissipating component to dissipate heat based on the target cooling strategy; the determining of the target cooling strategy for controlling the heat-dissipating component in the vehicle based on the component temperatures and the external temperature condition comprises: if the engine water temperature is greater than or equal to a preset water temperature corresponding to the external temperature condition, and the transmission oil temperature is greater than or equal to a 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 less than the preset water temperature, and the transmission oil temperature is greater than or equal to the preset oil temperature, determining a strategy of increasing the rotating speed of the engine to a first preset rotating speed as the target cooling strategy.

2. The method of claim 1, wherein, the external temperature condition comprises a high-temperature condition and a low-temperature condition; before the determining of the target cooling strategy for controlling the heat-dissipating component in the vehicle based on the component temperatures and the external temperature condition, the method further comprises: determining the target cooling strategy when the component temperatures are greater than or equal to a preset temperature threshold corresponding to the external temperature condition; the preset temperature threshold in the high-temperature condition is less than the preset temperature threshold in the low-temperature condition.

3. The method of claim 1, wherein, the determining of the target cooling strategy based on the external temperature condition comprises: if the external temperature condition is the high-temperature condition, obtaining heat-dissipating scene information of the heat-dissipating component and an external environment and determining the target cooling strategy based on the heat-dissipating scene information; if the external temperature condition is the low-temperature condition, determining a strategy of increasing the rotating speed of the engine to a second preset rotating speed as the target cooling strategy.

4. The method of claim 3, wherein, the heat-dissipating scene information comprises a relative state of a heat-dissipating window of the heat-dissipating component and a wind direction; the determining of the target cooling strategy based on the heat-dissipating scene information comprises: if the relative state is a headwind state, obtaining a wind speed and determining the target cooling strategy based on the wind speed; if the relative state is a tailwind state, determining a strategy of increasing the duty cycle to a first preset duty cycle and increasing the rotating speed of the engine to a third preset rotating speed as the target cooling strategy.

5. The method of claim 4, wherein, the determining of the target cooling strategy based on the wind speed comprises: determining a target rotating speed of the engine based on the wind speed; the wind speed and the target rotating speed are in an inverse relationship. The strategy of increasing the rotation speed of the engine to a target rotation speed is determined as the target cooling strategy.

6. The method of claim 1, wherein, The target cooling strategy is determined based on the duty cycle, including: If the duty cycle is greater than or equal to a second preset duty cycle, a strategy of increasing the rotation speed of the engine to a fourth preset rotation speed is determined as the target cooling strategy; If the duty cycle is less than the second preset duty cycle, a strategy of increasing the duty cycle to the second preset duty cycle and maintaining the rotation speed of the engine is determined as the target cooling strategy.

7. The method of claim 6, wherein, The external temperature conditions include a high temperature condition and a low temperature condition, and a first preset rotation speed in the high temperature condition is greater than a first preset rotation speed in the low temperature condition, and a fourth preset rotation speed in the high temperature condition is greater than a fourth preset rotation speed in the low temperature condition.

8. A computer program product, characterised in that, A computer program is included, which, when executed, causes the method of any one of claims 1-7 to be performed.

9. A vehicle characterized by comprising: A processor, a memory, and a computer program stored in the memory and executable on the processor are included, and when the processor executes the computer program, the vehicle implements the method of any one of claims 1-7.

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