Cooling method for vehicle heating assembly

Abstract

The embodiment of the invention is suitable for the technical field of vehicles, and provides a vehicle heating assembly cooling method which comprises the steps that when it is detected that a vehicle passes through a cross-country scene, assembly information of a heating assembly in the vehicle, the first temperature of a heat dissipation assembly and the environment temperature are determined; based on the environment temperature and the component information, determining a second temperature when the heat dissipation component normally dissipates heat; determining a target cooling strategy based on the first temperature and the second temperature; and controlling a heat dissipation assembly to dissipate heat based on the target cooling strategy. By adopting the method, the proper target cooling strategy can be selected to effectively cool the heating assembly based on the actual first temperature of the heat dissipation assembly and the second temperature during normal heat dissipation.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular relates to a method for cooling a heating component of a vehicle. Background Art

[0002] Currently, a heat dissipation component (eg, a high-temperature radiator, a low-temperature radiator) is usually installed on a vehicle to dissipate heat from a heat-generating component (eg, an engine).

[0003] However, when the vehicle frequently passes through mud, desert, mountain and other off-road scenes, the vehicle's cooling components are prone to blockage, resulting in reduced vehicle heat dissipation capacity. At this time, the vehicle may be limited in torque due to excessive engine water temperature, resulting in limited vehicle power.

[0004] Based on this, the cooling strategies of existing vehicles have certain flaws and are unable to effectively cool down heat-generating components in special scenarios. Summary of the invention

[0005] The embodiment of the present application provides a method for cooling a heating component of a vehicle, which can solve the problem that the cooling strategy of existing vehicles has certain flaws and cannot effectively cool the heating component in special scenarios.

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

[0007] When detecting that the vehicle passes through an off-road scene, determining component information of a heat generating component in the vehicle, a first temperature of a heat dissipating component, and an ambient temperature;

[0008] Based on the ambient temperature and the component information, determining a second temperature when the heat dissipation component is dissipating heat normally;

[0009] Determining a target cooling strategy based on the first temperature and the second temperature;

[0010] The heat dissipation components are controlled to dissipate heat based on the target cooling strategy.

[0011] In a second aspect, an embodiment of the present application provides a cooling device for a vehicle heating component, the device comprising:

[0012] A first determination module is used to determine component information of a heating component in the vehicle, a first temperature of a heat dissipation component, and an ambient temperature when detecting that the vehicle passes through an off-road scene;

[0013] A second determination module is used to determine a second temperature when the heat dissipation component is normally dissipating heat based on the ambient temperature and the component information;

[0014] A third determination module, configured to determine a target cooling strategy based on the first temperature and the second temperature;

[0015] The first control module is used to control the heat dissipation component to dissipate heat based on a target temperature reduction strategy.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] Compared with the prior art, the embodiments of the present application have the following beneficial effects: when it is detected that the vehicle passes through an off-road scene, the component information of the heating component in the vehicle, the first temperature of the heat dissipation component, and the ambient temperature can be determined. Among them, the component information and the ambient temperature can generally be used to describe the heat generation capacity of the heating component at the ambient temperature when it is in the state corresponding to the component information. Then, based on the ambient temperature and the component information, the vehicle can determine the second temperature at which the heat dissipation component performs normal heat dissipation on the heating component corresponding to the component information at the ambient temperature. Based on this, based on the actual first temperature of the heat dissipation component when passing through the off-road scene and the second temperature at which the heat dissipation component performs normal heat dissipation (not blocked), the vehicle can determine the actual heat dissipation capacity (or degree of blockage) of the heat dissipation component in the environment. Furthermore, the target cooling strategy is determined based on the first temperature and the second temperature that can characterize the actual heat dissipation capacity of the heat dissipation component, so that the heat dissipation component can effectively dissipate heat for the heating component when dissipating heat based on the target cooling strategy. That is, it is ensured that the heat dissipation capacity of the heat dissipation component when executing the target cooling strategy can be greater than the above-mentioned heat generation capacity. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] 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.

[0021] 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;

[0022] Figure 2This is a flow chart of a method for cooling a heating component of a vehicle provided in one embodiment of the present application;

[0023] Figure 3 This is a schematic diagram of an implementation method for determining a target cooling strategy in a cooling method for a vehicle heating component provided in an embodiment of the present application;

[0024] Figure 4 This is a schematic diagram of an implementation method for determining a target cooling strategy in a cooling method for a vehicle heating component provided in another embodiment of the present application;

[0025] Figure 5 is a flow chart of a method for cooling a heating component of a vehicle provided in another embodiment of the present application;

[0026] Figure 6 It is a structural schematic diagram of a cooling device for a vehicle heating component provided by an embodiment of the present application;

[0027] Figure 7 It is a structural schematic diagram of a vehicle provided in one embodiment of the present application. DETAILED DESCRIPTION

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] Currently, a heat dissipation component (eg, a high-temperature radiator, a low-temperature radiator) is usually installed on a vehicle to dissipate heat from a heat-generating component (eg, an engine).

[0033] Also, a fan (e.g., a silicone oil fan) is usually installed on the vehicle to dissipate heat from heat-generating components (e.g., the engine). Among them, the speed of the silicone oil fan is usually limited by the speed of the engine. Therefore, when the vehicle is traveling at high speed, although the engine is at risk of increasing temperature due to the increase in engine speed, the speed of the silicone oil fan will also increase when the engine speed increases, and the engine at high speed can be cooled. Also, when the engine speed decreases, the temperature of the engine will also decrease. At this time, although the speed of the silicone oil fan also decreases, it can also dissipate heat from the engine at a low speed.

[0034] However, when the vehicle frequently passes through mud, desert, mountains and other off-road scenes, the vehicle's cooling components are prone to blockage, resulting in reduced vehicle cooling capacity. At this time, the vehicle is prone to torque limitation due to excessive engine water temperature, resulting in limited vehicle power. In turn, the heat dissipation capacity of the silicone oil fan will be further reduced.

[0035] Based on this, the cooling strategies of existing vehicles have certain flaws and are unable to effectively cool down heat-generating components in special scenarios.

[0036] In addition, 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 transmission is too high, the prior art does not have a strategy for controlling the condensing fan to assist the silicone oil fan in lowering the temperature of the engine and transmission.

[0037] 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.

[0038] 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.

[0039] In addition, the electronic water pump is also responsible for driving the coolant circulation. During the coolant circulation process, it can absorb the excess heat of the engine and transfer it to the outside air through the heat dissipation device (for example, the high-temperature radiator and the low-temperature radiator) to prevent the engine temperature from being too high. Based on this, it can be considered that the electronic water pump can also cool the engine.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] And, although the condensing fan is used to cool the condenser. Figure 1 From the structure, it can be seen that the airflow generated by the condensing fan when it is working can also blow 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.

[0044] Based on this, in order to effectively reduce the temperature of the heating component when the vehicle passes through an off-road scene, the embodiment of the present application provides a cooling method for the heating component of the vehicle, which can be applied to the vehicle. For example, it can be 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.

[0045] See also Figure 2 , Figure 2 A flowchart of a method for cooling a heating component of a vehicle provided in an embodiment of the present application is shown. The method comprises the following steps:

[0046] S201. When it is detected that a vehicle passes through an off-road scene, component information of a heating component in the vehicle, a first temperature of a heat dissipation component, and an ambient temperature are determined.

[0047] In one embodiment, the above-mentioned off-road scene includes but is not limited to mud, desert, mountain and other scenes, which are not limited to this. Exemplarily, the vehicle is usually provided with an image sensor, which can take a road surface image. The vehicle can recognize the road surface image based on a preset scene recognition neural network model to determine whether the vehicle has passed through an off-road scene.

[0048] In another embodiment, the vehicle may also receive scene input information from the vehicle owner, and when the scene input information is determined to be preset information corresponding to an off-road scene, determine that the vehicle has passed through an off-road scene. In this embodiment, the method for determining that the vehicle has passed through an off-road scene is not limited.

[0049] In one embodiment, the above-mentioned heat generating components include but are not limited to engines, transmissions, air conditioners, power batteries or motors, etc., and are not limited thereto. For ease of explanation, in this embodiment, the following description is made by taking the heat generating components including engines as an example.

[0050] Since the heat generating component needs to be cooled, the component information at least includes the component temperature of the heat generating component. A corresponding sensor may be provided on the vehicle to detect the component information. Exemplarily, the heat generating component may include an engine, and the vehicle may obtain the engine water temperature and / or the engine compartment temperature and other component temperatures based on a preset temperature sensor.

[0051] In another embodiment, the above-mentioned component information may also include information such as the intake temperature and rotation speed of the engine, which is not limited to this.

[0052] In one embodiment, based on the above Figure 1 It can be considered that the above heat dissipation components include but are not limited to silicone oil fans, condensing fans, electronic water pumps, low-temperature radiators, and high-temperature radiators, and no limitation is made to this. For the convenience of explanation, the heat dissipation component is taken as an example of a high-temperature radiator.

[0053] It is understandable that, since the high-temperature radiator can directly dissipate heat from the heat generating component (engine water temperature), the temperature of the high-temperature radiator itself can reflect the heat dissipation capacity of the high-temperature radiator. That is, the temperature of the high-temperature radiator itself is usually low, and can then exchange heat with the engine water temperature to lower the engine water temperature. Based on this, obtaining the first temperature of the heat dissipation component can assist the vehicle in determining the heat dissipation capacity of the current heat dissipation component. Among them, when the heat dissipation component is a high-temperature radiator, the above-mentioned first temperature can be considered as the radiator outlet water temperature.

[0054] In one embodiment, the above-mentioned ambient temperature can be determined by an onboard terminal on the vehicle. It is understandable that the onboard terminal on the vehicle usually has a networking function, which can be provided with a weather forecast application to determine the above-mentioned ambient temperature.

[0055] It is understandable that the ambient temperature 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.

[0056] As an example, when the ambient temperature is lower than the preset ambient temperature, the external temperature condition can be considered as a low temperature condition. Also, when the ambient temperature is greater than or equal to the preset ambient temperature, the external temperature condition can be considered as a high temperature condition. The preset ambient temperature can be set according to actual conditions and is not limited thereto. For example, the preset temperature can be 30°C.

[0057] It should be noted that the vehicle can obtain the above-mentioned component information and the first temperature when it detects that it is passing through an off-road scene. However, during the driving of the vehicle, the component information of the heating component (for example, the component temperature) and the first temperature of the heat dissipation component may fluctuate greatly. As a result, the obtained component information and the first temperature are not accurate, resulting in the subsequent target cooling strategy may not be able to effectively dissipate the heat of the heating component, or it can effectively dissipate the heat of the heating component, but the required energy consumption is high.

[0058] Furthermore, when the heat generating component needs to be cooled, the component temperature of the heat generating component is usually high, or the external ambient temperature is high (when the ambient temperature is high, the heat dissipation capacity of the heat generating component is usually poor), causing the heat generating component to be at high temperature.

[0059] Based on this, in order to accurately obtain component information and the first temperature to effectively dissipate heat from the heat-generating component, the vehicle can determine the driving state of the vehicle when it detects that the vehicle passes through an off-road scene. Then, when the driving state is stationary, the ambient temperature and the component temperature of the heat-generating component are obtained. Finally, when the ambient temperature and the component temperature meet the preset high temperature scenario, the component information and the first temperature can be determined after a preset time.

[0060] In one embodiment, the driving state can be divided into a driving state and a stationary state (i.e., the vehicle speed is 0). Based on this, the vehicle can determine the driving state according to the vehicle speed. It can be understood that the component temperature of the heating component is relatively stable in the stationary state, and therefore, it can accurately reflect whether the temperature of the heating component is abnormal.

[0061] In one embodiment, the above-mentioned preset high temperature scenario can be set according to actual conditions, and there is no limitation on this. Among them, when the ambient temperature of the vehicle is greater than or equal to the preset ambient temperature, and / or the component temperature is greater than or equal to the preset component temperature, it can be considered that the heat dissipation capacity of the heat-generating component in the current heat dissipation environment is low, and / or the temperature of the heat-generating component is too high. Therefore, it can be determined that the ambient temperature and the component temperature meet the preset high temperature scenario. Then, the subsequent step of determining the target cooling strategy to cool down is executed.

[0062] Otherwise, when the ambient temperature is lower than the preset ambient temperature and the component temperature is lower than the preset component temperature, it can be considered that the heat dissipation capacity of the heat-generating component in the current heat dissipation environment is relatively high, so that the temperature of the heat-generating component in the current heat dissipation environment is also relatively low. That is, the heat dissipation component can effectively dissipate the heat of the heat-generating component. Therefore, there is no need to perform the step of determining the target cooling strategy for cooling.

[0063] As an example, the preset ambient temperature may be 30°C, and when the component temperature is the engine water temperature, the preset component temperature may be 100°C.

[0064] In one embodiment, the preset time length can be set according to actual conditions, and is not limited thereto. For example, the preset time length can be 30 seconds.

[0065] It is understandable that obtaining the component information and the first temperature after a preset time period can further reduce the fluctuation of the component information (e.g., component temperature) of the heat generating component and the first temperature of the heat dissipating component, thereby further improving the accuracy of the obtained component information and the first temperature.

[0066] It should be noted that after obtaining the component information, the first temperature and the ambient temperature, the vehicle does not need to be in a stationary state. That is, the vehicle can subsequently drive normally, and the target cooling strategy determined by the vehicle can also be executed during driving.

[0067] In another embodiment, when the vehicle does not pass through an off-road scene, it can be considered that the heat dissipation component in the vehicle does not have the risk of being blocked. That is, the heat dissipation capacity is not reduced. Based on this, it can be considered that the vehicle can normally dissipate heat from the heat generating component. Furthermore, it is not necessary to determine a target cooling strategy for cooling.

[0068] S202: Determine a second temperature when the heat dissipation component dissipates heat normally based on the ambient temperature and component information.

[0069] In one embodiment, the second temperature may be used to indicate the normal temperature of the heat dissipation component after the heat dissipation component corresponding to the component information is cooled under the current ambient temperature when the heat dissipation component is not blocked (ie, the heat dissipation capacity is normal).

[0070] As an example, the vehicle may be pre-set with an association relationship between the ambient temperature, component information, and a normal temperature corresponding to the heat dissipation component, and the vehicle may determine the second temperature based on the association relationship.

[0071] For ease of explanation, the heating component is taken as an engine, the component information is the engine water temperature and the engine speed, and the heat dissipation component is a high-temperature radiator as an example, wherein the above association relationship can be shown in the following Table 1:

[0072] Table 1:

[0073]

[0074] S203: Determine a target cooling strategy based on the first temperature and the second temperature.

[0075] In one embodiment, based on the explanation of S201 and S202 above, it can be known that the first temperature is the actual temperature of the heat dissipation component after the first temperature of the heating component corresponding to the component information is dissipated under the current ambient temperature. And the second temperature is the normal temperature of the heat dissipation component after the heating component corresponding to the component information is dissipated under the current ambient temperature when the heat dissipation component is not blocked (i.e., the heat dissipation capacity is normal).

[0076] Based on this, it can be considered that the first temperature and the second temperature can reflect the change in the heat dissipation capacity of the heat dissipation component to a certain extent. For example, when the first temperature is equal to the second temperature, the heat dissipation capacity of the heat dissipation component can be considered normal. However, when the first temperature is greater than the second temperature, it can be considered that the heat dissipation capacity is reduced, and the greater the difference between the first temperature and the second temperature, the greater the reduction in the heat dissipation capacity (that is, the greater the degree of blockage of the heat dissipation component). And, when the first temperature is less than the second temperature, the heat dissipation component is not blocked, and the heat dissipation capacity may be affected by other heat dissipation factors, so that the heat dissipation capacity is improved.

[0077] In one embodiment, the vehicle may pre-set multiple cooling strategies, each cooling strategy corresponding to a first temperature range and a second temperature range. Further, based on the first temperature and the second temperature, the vehicle may determine a target cooling strategy from the multiple cooling strategies.

[0078] In another embodiment, in order to make the determined target cooling strategy more reasonable, so as to save energy consumption on the basis of effectively reducing the temperature of the heating component, the vehicle can be based on the following Figure 3 The steps S301-S303 shown determine the target cooling strategy. The details are as follows:

[0079] S301, determining a temperature difference between a first temperature and a second temperature.

[0080] In one embodiment, the temperature difference can generally reflect the change in the heat dissipation capacity of the heat dissipation component at this time and the heat dissipation capacity under normal conditions.

[0081] S302: Acquire target information corresponding to the temperature difference.

[0082] In one embodiment, the target information is used to describe the heat dissipation environment of the heat dissipation component. The vehicle can pre-set multiple temperature difference ranges and the heat dissipation information corresponding to each temperature difference range. Then, the target information is determined based on the temperature difference.

[0083] It is understandable that when the heat dissipation components are different, the corresponding target information describing the heat dissipation environment of the heat dissipation components is usually also different.

[0084] For example, a heat dissipation component includes an electronic water pump and a first fan. The electronic water pump is used to control the rate at which oil passes through the oil cooler to cool the transmission oil temperature; the first fan can be considered as the condensing fan for dissipating heat from the vehicle air conditioner. At this time, the target information may include first information for determining a cooling strategy for the electronic water pump and second information for determining a cooling strategy for the first fan.

[0085] As an example, the first information includes but is not limited to the target water pump temperature of the electronic water pump, the target intake temperature of the engine, the target vehicle speed and the first engine water temperature of the engine. And the second information includes but is not limited to the target pressure of the vehicle air conditioner, the target vehicle speed and the first engine water temperature.

[0086] Among them, when obtaining the target information corresponding to the temperature difference, different temperature differences may correspond to different first information and second information. In this embodiment, in order to determine the appropriate cooling strategy of the electronic water pump and the cooling strategy of the first fan as many aspects as possible in the scenario where the temperature difference is large, the greater the temperature difference, the more types of the first information and the second information. That is, the temperature difference is proportional to the types of the first information and the second information.

[0087] As an example, when the temperature difference is less than or equal to the third preset temperature, the first information may be the target water pump temperature of the electronic water pump, the intake temperature difference between the actual intake temperature of the engine and the expected intake temperature; and the second information may be the target pressure and the target vehicle speed.

[0088] Furthermore, when the temperature difference is greater than the third preset temperature, the first information may include not only the above-mentioned target water pump temperature and the intake temperature difference, but also the target vehicle speed and the first engine water temperature; and, the second information may include not only the target pressure and the target vehicle speed, but also the first engine water temperature.

[0089] The third preset temperature can be set according to actual conditions and is not limited thereto.

[0090] In one embodiment, the target water pump temperature is the temperature of the electronic water pump. Generally, the working efficiency and heat dissipation capacity of the electronic water pump are easily affected by the temperature of the electronic water pump. Based on this, when determining the cooling strategy of the electronic water pump, the target water temperature can be used as the first information. The target water pump temperature can be determined based on a temperature sensor.

[0091] And, the above-mentioned intake temperature difference is the temperature difference between the actual intake temperature of the engine and the expected intake temperature. Among them, the actual intake temperature can be determined by an intake temperature sensor. And, the expected intake temperature can be a preset intake temperature. Usually, the expected intake temperature of the engine is between 85℃-105℃. Within this temperature range, the engine can work normally and the fuel atomization is good.

[0092] However, due to the influence of various factors such as ambient temperature, climate conditions, vehicle usage, and engine design, there is usually an error between the actual intake air temperature and the expected intake air temperature. In addition, during the operation of the engine, the increase in intake air temperature will increase the thermal load of the engine. Based on this, lowering the intake air temperature can reduce the thermal load of the engine. In other words, it reduces the heat generated.

[0093] Based on the above description, it can be considered that when the actual intake air temperature of the engine is higher (i.e., when the intake air temperature difference is larger), the thermal load of the engine will increase significantly, thereby increasing the amount of heat generated. In other words, it can be considered that the intake air temperature difference can reflect the heat generation capacity of the engine when it is working under the corresponding ambient temperature and component information.

[0094] Based on this, when determining the cooling strategy of the electronic water pump, the intake air temperature difference may also be used as the first information.

[0095] And, the target vehicle speed is the speed of the vehicle. When the vehicle is in an idling state or a stationary state, the vehicle speed is 0. At this time, the engine speed is usually low. Therefore, the heat generated by the engine is usually less. And, when the vehicle speed is in a driving state, different vehicle speeds correspond to different engine speeds. At this time, the heat generated by the engine at different speeds is different. Based on this, when determining the cooling strategy of the electronic water pump, the target vehicle speed can also be used as the above-mentioned first information.

[0096] Furthermore, the first engine water temperature is used to directly reflect the temperature of the engine and the heat dissipation capacity of the heat dissipation component. When the first engine water temperature is too high, it can be considered that the heat generated by the engine is large and cannot be effectively cooled based on the coolant. Based on this, when determining the cooling strategy of the electronic water pump, the first engine water temperature can also be determined as the above-mentioned first information.

[0097] Furthermore, the control strategy of the first fan (condensing fan) is usually related to the pressure of the vehicle air conditioner and driving information (e.g., vehicle speed). Generally, at different vehicle speeds, the air conditioner pressure will change, which will in turn cause the cooling efficiency of the vehicle air conditioner to change. Furthermore, at the same vehicle speed, the change in air conditioner pressure will also affect the cooling efficiency of the vehicle air conditioner.

[0098] Based on this, when determining the control strategy of the first fan, it is necessary to determine the target pressure and the target vehicle speed as the second information.

[0099] And, based on Figure 1 It can be seen that the first fan can assist in cooling the engine. For example, the airflow generated during operation can take away the heat of the high-temperature radiator and the low-temperature radiator. However, the high-temperature radiator can directly dissipate the heat of the engine water temperature. Therefore, when it is necessary to control the first fan to cool the engine, it can also be determined based on the target vehicle speed and the first engine water temperature. In addition, the target vehicle speed can affect the cooling efficiency of the vehicle air conditioner.

[0100] Based on this, when determining the control strategy of the first fan, the first engine water temperature and the target vehicle speed may also be determined as the second information.

[0101] S303: Determine a target cooling strategy based on the target information.

[0102] Based on the description of the target information in S302 above, the method of determining the target cooling strategy based on the target information may be as follows:

[0103] Obtain a first duty cycle of the electronic water pump corresponding to a target water pump temperature; obtain a second duty cycle of the electronic water pump corresponding to a target intake temperature; obtain a third duty cycle of the electronic water pump corresponding to a first engine water temperature and a target vehicle speed; and when there are multiple duty cycles of the electronic water pump determined based on the first information, determine the maximum value of the duty cycles of the multiple electronic water pumps as the first target duty cycle.

[0104] And, obtaining the fourth duty cycle of the first fan corresponding to the target pressure and the target vehicle speed; obtaining the fifth duty cycle of the first fan corresponding to the first engine water temperature and the target vehicle speed; and when there are multiple duty cycles of the first fan determined based on the second information, determining the maximum value of the duty cycles of the multiple first fans as the second target duty cycle.

[0105] Finally, a strategy of increasing the duty cycle of the electronic water pump to the first target duty cycle and increasing the duty cycle of the first fan to the second target duty cycle is used as the target cooling strategy.

[0106] Among them, the vehicle can be pre-set with a first correlation between water pump temperature and electronic water pump duty cycle; a second correlation between temperature difference and electronic water pump duty cycle; a third correlation between vehicle speed, engine water temperature and electronic water pump duty cycle; a fourth correlation between air conditioning pressure, vehicle speed and first fan duty cycle; and a fifth correlation between engine water temperature, vehicle speed and first fan duty cycle. Furthermore, based on each of the above relationships, the vehicle can determine the duty cycles of the first fan and the electronic water pump corresponding to the target information.

[0107] As an example, the first association relationship may be shown in Table 2 below:

[0108] Table 2:

[0109]

[0110] The second association relationship may be shown in Table 3 below:

[0111] Table 3:

[0112]

[0113] The third association relationship can be shown in Table 4 below:

[0114] Table 4:

[0115]

[0116] The unit of engine water temperature is ℃, the unit of electronic water pump duty cycle is %, and the unit of vehicle speed is Km / h. ——Indicates that the preset duty cycle can be used as the third duty cycle of the electronic water pump.

[0117] The fourth association relationship may be shown in Table 5 below:

[0118] Table 5:

[0119]

[0120] The unit of air-conditioning pressure is MPa, the unit of the first fan duty cycle is %, and the unit of vehicle speed is Km / h.

[0121] The fifth association relationship may be shown in Table 6 below:

[0122] Table 6:

[0123]

[0124] The unit of engine water temperature is ℃, the unit of electronic water pump duty cycle is %, and the unit of vehicle speed is Km / h. ——Indicates that the preset duty cycle can be used as the third duty cycle of the electronic water pump.

[0125] In one embodiment, the above Tables 2 to 6 are only examples of determining the duty cycle of the electronic water pump and the duty cycle of the first fan based on the first information and the second information, respectively. In other embodiments, the above association relationships may also be modified accordingly, and this is not limited.

[0126] It is understandable that when there are multiple duty cycles of the electronic water pump determined based on the first information, it can be considered that the first information corresponding to the maximum value of the duty cycle of the electronic water pump has a greater impact on the heating of the engine. Furthermore, it is necessary to control the operation of the electronic water pump based on the maximum value of the duty cycle of the electronic water pump to effectively dissipate heat from the engine.

[0127] Furthermore, when there are multiple duty cycles of the first fan determined based on the second information, it can be considered that the second information corresponding to the maximum value of the duty cycle of the first fan also has a greater impact on the heating of the engine. Furthermore, it is necessary to control the operation of the first fan based on the maximum value of the duty cycle of the first fan to effectively dissipate heat from the engine.

[0128] Based on the above example, after determining the first target duty cycle and the second target duty cycle based on the target information, the strategy of increasing the duty cycle of the electronic water pump to the first target duty cycle and increasing the duty cycle of the first fan to the second target duty cycle can be used as the target cooling strategy.

[0129] In another embodiment, the function of the electronic water pump described above also includes driving the coolant circulation. During the coolant circulation process, the excess heat of the engine can be absorbed and transferred to the outside air through the heat dissipation device (e.g., high-temperature radiator and low-temperature radiator), thereby preventing the engine temperature from being too high.

[0130] Based on this, in actual scenarios, the reason why the actual first temperature of the heat dissipation component and the second temperature during normal heat dissipation are too large may also be due to insufficient coolant. As a result, when the electronic water pump is working, there is not enough coolant to absorb the excess heat of the engine, so that the excess heat will be dissipated through the heat dissipation component (for example, the high-temperature radiator). Based on this, in the scenario where the heat dissipation component is not blocked (the heat dissipation capacity is not reduced), the heat dissipation component cannot be effectively dissipated.

[0131] However, in the above situation, when the heat-generating components cannot be effectively cooled due to insufficient coolant, even if the duty cycle of the electronic water pump or the duty cycle of the condensing fan is increased, the increase in the heat dissipation capacity is usually low.

[0132] Based on this, after obtaining the above temperature difference, the vehicle can also obtain the liquid level of the coolant used to cool the heat dissipation component in the vehicle when the temperature difference is greater than the first preset temperature. Then, when the liquid level is less than the preset liquid level, the strategy of executing the preset prompt operation is determined as the target cooling strategy. Among them, the prompt operation is used to prompt the owner to add coolant.

[0133] In one embodiment, the above prompt operation includes but is not limited to voice broadcast, liquid level icon flashing and other operations, which are not limited to this. Also, the first preset temperature can be set according to actual conditions, for example, 1° C., which is not limited to this.

[0134] In one embodiment, a liquid level sensor may be provided in the vehicle to monitor the liquid level of the coolant. Also, the preset liquid level may be set according to actual conditions, and there is no limitation on this.

[0135] And, when the liquid level is greater than or equal to the preset liquid level, the step of obtaining target information corresponding to the temperature difference is performed. That is, when the coolant level is sufficient, it can be considered that the reason why the temperature difference is greater than or equal to the first preset temperature is not due to insufficient coolant, but due to unreasonable duty cycle of the electronic water pump and / or condensing fan. Then, the target information corresponding to the temperature difference can be obtained to determine the target cooling strategy again.

[0136] It should be noted that when the temperature difference is less than or equal to the above-mentioned first preset temperature, it can be considered that the heat dissipation component is not blocked (the heat dissipation capacity is not reduced) and can effectively dissipate the heat of the heating component. Furthermore, it can be considered that the heat dissipation component can normally dissipate the heat of the heating component corresponding to the component information under the current temperature environment. That is, the heat dissipation capacity of the heat dissipation component can effectively dissipate the heat of the heating component. Furthermore, the vehicle may not need to execute the step of determining the target cooling strategy. That is, the above-mentioned step of maintaining the operation of the heat dissipation component when the temperature difference is less than or equal to the first preset temperature can be executed.

[0137] In summary, the above example is an example of determining a target cooling strategy to dissipate heat for a heat generating component when the heat dissipation component includes an electronic water pump and a first fan (condensing fan).

[0138] However, in actual scenarios, based on Figure 1 It can be seen that the heat dissipation component usually also includes a second fan (silicone oil fan) controlled by the engine. When the vehicle is running, the speed of the silicone oil fan can change based on the change in the engine speed. Therefore, in normal scenarios, when the temperature of the engine (for example, the engine water temperature) is too high when the vehicle is running, the power of the vehicle will be limited, and then the vehicle will stop to wait for the engine water temperature to cool down. However, this method will cause the vehicle to be unable to drive normally, affecting the driving experience of the owner.

[0139] Based on this, in order to effectively dissipate heat from the heat dissipation components, the vehicle can also Figure 4 The steps S401-S403 shown determine the target cooling strategy. The details are as follows:

[0140] S401: Determine a temperature difference between a first temperature and a second temperature, and a second engine water temperature of the engine.

[0141] In one embodiment, the second engine water temperature can be considered as the engine water temperature of the engine at the current moment. The second engine water temperature can be the first engine water temperature in the target information. That is, when the control strategy for the silicone oil fan, the control strategy for the electronic water pump, and the control strategy for the first fan are simultaneously executed, the first engine water temperature and the second engine water temperature will be the same.

[0142] Among them, the methods of determining the temperature difference and the first engine water temperature have been explained above and will not be explained again.

[0143] S402: If the temperature difference is greater than the second preset temperature and the second engine water temperature is greater than the preset water temperature, then obtain the driving information of the vehicle.

[0144] In one embodiment, the second preset temperature and the preset water temperature can be set according to actual conditions, and there is no limitation on this. It should be noted that the second preset temperature is at least greater than the first preset temperature, and further, when the heat dissipation capacity of the heat dissipation component (for example, a high-temperature radiator) is poor, the heat dissipation can be assisted by controlling the silicone oil fan.

[0145] As an example, the second preset temperature may be 3°C, and the preset water temperature may be 108°C. It should be noted that when the temperature difference is greater than the second preset temperature, and the second engine water temperature is greater than the preset water temperature, it can be considered that the blockage degree of the heat dissipation component is high, resulting in a high engine water temperature. Therefore, for this special scenario, the vehicle needs to obtain driving information to adjust the engine speed in a targeted manner to improve the heat dissipation capacity of the silicone oil fan.

[0146] It should be added that, when the temperature difference is less than or equal to the second preset temperature, and / or the second engine water temperature is less than or equal to the preset water temperature, it can be considered that although the blockage degree of the heat dissipation component is high, the heat dissipation capacity of the heat dissipation component at this time can still effectively suppress the abnormal increase of the engine water temperature. Alternatively, it can be considered that although the engine water temperature is abnormally increased, the blockage degree of the heat dissipation component is low, and the heat dissipation component has sufficient heat dissipation capacity to dissipate the heat of the heating component (engine).

[0147] Based on this, when the temperature difference is less than or equal to the second preset temperature, and / or the second engine water temperature is less than or equal to the preset water temperature, the vehicle can determine the target cooling strategy based only on the above target information, and thus, there is no need to adjust the engine speed to affect the vehicle's driving.

[0148] Based on the above description, when the temperature difference is greater than the second preset temperature and the second engine water temperature is greater than the preset water temperature, the vehicle can determine the control strategy of the second fan based on the acquired driving information, and can determine the control strategy of the electronic water pump and the first fan based on the target information corresponding to the temperature difference.

[0149] In another embodiment, the vehicle may also determine the control strategy of the second fan based only on the acquired driving information, and determine the control strategy of the second fan as the target cooling strategy.

[0150] In one embodiment, the driving information includes, but is not limited to, information such as gear position, a first engine speed, and a target vehicle speed, and is not limited thereto.

[0151] In another embodiment, when the temperature difference is greater than the second preset temperature, it can be considered that the blockage degree of the heat dissipation component exceeds expectations. Based on this, the vehicle can also perform an overheating prompt operation to prompt the owner that the heat dissipation component is abnormal.

[0152] The overheating warning operation may also be voice broadcast, flashing heat dissipation component icon, etc., which are not limited. Also, the second preset temperature should be greater than the first preset temperature and the third preset temperature. For example, the second preset temperature may be 5°C.

[0153] S403: When the driving information satisfies a preset second fan control condition, a strategy of increasing the engine speed is determined as a target cooling strategy.

[0154] In one embodiment, the second fan control condition may be set according to actual conditions and is not limited thereto.

[0155] For example, taking the driving information including the gear position and the first speed as an example, when the gear position is greater than or equal to the preset gear position, and the first speed is less than the preset speed, it can be considered that the driving information meets the second fan control condition. Otherwise, when the gear position is less than the preset gear position, and / or the first speed is greater than or equal to the preset speed, it is determined that the driving information does not meet the second fan control condition;

[0156] The second fan control condition is used to determine whether the engine speed can be increased to increase the engine speed. Also, the preset gear and the preset speed can be set according to actual conditions, and there is no limitation on this. For example, the preset gear can be 2nd gear, and the preset speed can be 1000 rpm.

[0157] It is understandable that when the gear position is greater than or equal to 2nd gear, it can be considered that the vehicle can downshift to increase the engine speed. Otherwise, when the gear position is 1st gear, the vehicle cannot downshift to increase the first speed of the engine.

[0158] And, when the engine speed is low, it can be considered that the engine speed has enough room for improvement. Otherwise, when the engine speed is high, it can be considered that the room for the engine speed to be improved is small, and thus, the room for improving the speed of the second fan is also small.

[0159] Based on this, when it is determined that the driving information meets the second fan control condition, the strategy of lowering the gear can be determined as the target cooling strategy; after the gear is lowered, the second speed of the engine is greater than the first speed.

[0160] Otherwise, when it is determined that the driving information does not satisfy the second fan control condition, the vehicle may determine the target cooling strategy based only on the target information corresponding to the temperature difference.

[0161] It should be noted that during vehicle driving, if the first speed of the engine is increased by lowering the gear to improve the heat dissipation capacity of the second fan, then when the gear is changed, it is easy to affect the owner's driving experience and there is a driving risk.

[0162] Based on this, in order to increase the first speed of the engine by lowering the gear, so as to improve the heat dissipation capacity of the second fan and avoid driving risks, the vehicle can obtain the speed ratio of the transmission in the vehicle after the gear is lowered, the required torque when the vehicle is running at the speed before the gear is lowered, and the actual pedal opening of the vehicle. Then, the virtual pedal opening can be determined based on the required torque, speed ratio and second speed. Finally, the vehicle driving is controlled based on the virtual pedal opening and the actual pedal opening.

[0163] The speed ratio of the transmission is also called the transmission ratio, which refers to the ratio of the input shaft speed to the output shaft speed. It is used to describe the ability of the transmission to change the speed and torque during vehicle driving. Generally, the larger the speed ratio, the greater the output torque, the smaller the speed, and the larger the gear; the smaller the speed ratio, the smaller the output torque, the larger the speed, and the smaller the gear. The speed ratio corresponding to each gear can be pre-set in the vehicle.

[0164] In one embodiment, the required torque can be determined according to an existing dynamic method, which will not be described in detail. Also, the actual pedal opening can be determined according to a pedal opening sensor, which is used to reflect the actual driving intention of the vehicle owner.

[0165] In one embodiment, the virtual pedal opening is a pedal opening determined based on the required torque, speed ratio and the second speed. It can be considered that when the pedal opening of the vehicle is the virtual pedal opening, the vehicle can maintain the current vehicle speed in the reduced gear.

[0166] Based on this, after obtaining the virtual pedal opening and the actual pedal opening, the vehicle can choose to drive at the current speed corresponding to the virtual pedal opening to increase the first engine speed while avoiding sudden changes in vehicle speed. Alternatively, the vehicle can drive at the speed corresponding to the actual pedal opening to give priority to satisfying the driving experience of the vehicle owner.

[0167] For example, the vehicle may determine the pedal opening difference between the virtual pedal opening and the actual pedal opening, and calculate the ratio of the pedal opening difference to the preset pedal opening. Then, when the ratio is greater than or equal to the preset ratio, it may be considered that the driver's driving intention is not to drive at the current vehicle speed. Then, the vehicle may choose to supply fuel to the engine and drive at the actual pedal opening.

[0168] Otherwise, when the ratio is less than or equal to the preset ratio, it can be considered that the driver's driving intention is close to the current vehicle speed, and then, the driver can choose to continue driving at the current vehicle speed. In addition, since the gear has been reduced, the first speed of the engine is increased to the second speed, and then, the speed of the second fan can be increased to improve the heat dissipation capacity of the second fan.

[0169] S204: Control the heat dissipation component to dissipate heat based on the target cooling strategy.

[0170] In one embodiment, based on the target cooling strategy in the above step 203, it can be known that the above cooling methods include one or more of a method of cooling by adjusting the duty cycle of the first fan, a method of cooling by adjusting the duty cycle of the electronic water pump, and a method of cooling by lowering the gear to adjust the speed of the second fan.

[0171] In this embodiment, when it is detected that the vehicle passes through an off-road scene, the component information of the heating component in the vehicle, the first temperature of the heat dissipation component, and the ambient temperature can be determined. Among them, the component information and the ambient temperature can generally be used to describe the heat generation capacity of the heating component at the ambient temperature when it is in the state corresponding to the component information. Then, based on the ambient temperature and the component information, the vehicle can determine the second temperature at which the heat dissipation component normally dissipates heat for the heating component corresponding to the component information at the ambient temperature. Based on this, based on the actual first temperature of the heat dissipation component when passing through the off-road scene and the second temperature at which the heat dissipation component dissipates heat normally (not blocked), the vehicle can determine the actual heat dissipation capacity (or degree of blockage) of the heat dissipation component in this environment. Furthermore, the target cooling strategy is determined based on the first temperature and the second temperature that can characterize the actual heat dissipation capacity of the heat dissipation component, so that when the heat dissipation component dissipates heat based on the target cooling strategy, it can ensure that the heat dissipation component can effectively dissipate heat for the heating component. That is, it is ensured that the heat dissipation capacity of the heat dissipation component when executing the target cooling strategy is greater than the above-mentioned heat generation capacity.

[0172] In order to more clearly illustrate the scheme in this application, the scheme in this application is described below using specific embodiments. Figure 5 , Figure 5 It is a flow chart of an implementation method of cooling a vehicle heating component provided in another embodiment of the present application.

[0173] When the vehicle is detected passing through an off-road scene, the driving state of the vehicle can be determined. Then, when the driving state is stationary, the ambient temperature and the component temperature of the heating component are obtained, and based on the ambient temperature and the component temperature (for example, the engine water temperature), it is determined whether the vehicle meets the preset high temperature scene.

[0174] Exemplarily, when the ambient temperature is ≥30°C and the component temperature is ≥100°C, it is determined that the vehicle meets the preset high temperature scenario. Otherwise, when the ambient temperature is <30°C and / or the component temperature is <100°C, it is determined that the vehicle does not meet the preset high temperature scenario.

[0175] Then, when it is determined that the preset high temperature scenario is met, in order to further improve the accuracy of the acquired component information and the first temperature, the component information and the first temperature may be acquired after a preset time period.

[0176] Furthermore, when the vehicle does not pass through an off-road scenario, it can be considered that the heat dissipation component is generally not blocked, that is, the heat dissipation capacity of the heat dissipation component is not reduced. Furthermore, when the preset high temperature scenario is not met, it can be considered that the ambient temperature is low (the heat dissipation capacity of the heat dissipation component can be improved at a lower ambient temperature) or the component temperature is low (the heating component is not overheated). Based on this, there is no need to execute the target cooling strategy step.

[0177] Afterwards, the vehicle can determine the second temperature when the heat dissipation component is dissipating heat normally according to the ambient temperature and the component information. For example, the second temperature is determined as shown in Table 1 above. In addition, the temperature difference between the first temperature and the second temperature is determined. The temperature difference can reflect the change in the heat dissipation capacity of the heat dissipation component at this time and the heat dissipation capacity under normal conditions.

[0178] In order to determine a suitable target cooling strategy to cool the heating component, the vehicle can determine that the heat dissipation capacity of the heat dissipation component is consistent with the heat dissipation capacity under normal conditions when the temperature difference is less than or equal to a first preset temperature (e.g., 1°C). Furthermore, it can be determined that the heat dissipation component is not blocked. Based on this, there is no need to perform the step of determining the target cooling strategy.

[0179] Otherwise, when the temperature difference is greater than the first preset temperature, the vehicle can determine to obtain the liquid level of the coolant in the vehicle for cooling the heat dissipation component. Then, when the liquid level is less than the preset liquid level, it is determined that the temperature difference is caused by insufficient coolant level. Furthermore, the strategy of executing the preset prompt operation can be determined as the target cooling strategy to prompt the owner to add coolant.

[0180] Otherwise, when the liquid level is greater than or equal to the preset liquid level, it can be considered that the temperature difference is caused by the blockage of the heat dissipation component, resulting in a reduction in the heat dissipation capacity of the heat dissipation component. Based on this, the vehicle can obtain target information corresponding to the temperature difference to determine a target cooling strategy based on the target information. The target information is divided into first information for determining a control strategy for the electronic water pump and second information for determining a control strategy for a first fan (e.g., a condensing fan).

[0181] Exemplarily, when the temperature difference is less than or equal to a third preset temperature (e.g., 1.5°C), the first information may be the target water pump temperature of the electronic water pump, the intake temperature difference between the actual intake temperature of the engine and the expected intake temperature; and the second information may be the target pressure and the target vehicle speed.

[0182] Furthermore, when the temperature difference is greater than the third preset temperature, the first information may include not only the above-mentioned target water pump temperature and the intake temperature difference, but also the target vehicle speed and the first engine water temperature; and, the second information may include not only the target pressure and the target vehicle speed, but also the first engine water temperature.

[0183] Finally, after determining the first target duty cycle and the second target duty cycle based on Tables 2-6 above, the vehicle can use the strategy of increasing the duty cycle of the electronic water pump to the first target duty cycle and increasing the duty cycle of the first fan to the second target duty cycle as the target cooling strategy.

[0184] And, when the temperature difference is less than or equal to the second preset temperature (eg, 3° C.), it can be considered that the heat dissipation component is less blocked. Further, it can be considered that the vehicle can cool the heat generating component based only on the control strategy of the electronic water pump and the first fan.

[0185] And, if the temperature difference is greater than the second preset temperature, it can be considered that the heat dissipation component is blocked to a high degree. At this time, if the second engine water temperature of the engine is less than or equal to the preset water temperature, it can be considered that although the heat dissipation component is blocked, the heat dissipation capacity of the heat dissipation component can still effectively dissipate the heat of the heating component to reduce the engine water temperature. That is, it can be considered that the vehicle can cool the heating component based only on the control strategy of the electronic water pump and the first fan.

[0186] However, if the second engine water temperature of the engine is greater than the preset water temperature, it can be considered that the engine water temperature is too high due to the blockage of the heat dissipation component. Based on this, in order to further dissipate the heat of the heating component, the vehicle can determine whether the second fan control condition is met based on the driving information to determine the control strategy of the second fan.

[0187] For example, when the gear is greater than or equal to the preset gear (for example, 2nd gear), and the first speed is less than the preset speed, it can be considered that the driving information meets the second fan control condition. That is, the heat generating component can be cooled by increasing the speed of the second fan. Then, the vehicle can determine the strategy of lowering the gear as the target cooling strategy.

[0188] Otherwise, when the gear is less than the preset gear, and / or the first speed is greater than or equal to the preset speed, it is determined that the driving information does not meet the second fan control condition. That is, the heat generating component cannot be cooled by increasing the speed of the second fan. Then, the vehicle can cool the heat generating component based on the control strategy of the electronic water pump and the first fan.

[0189] In summary, by selecting a suitable target cooling strategy under different temperature differences based on the above method, the heat generation components can be effectively cooled.

[0190] See also Figure 6 , Figure 6 1 is a structural block diagram of a cooling device for a vehicle heating component provided in an embodiment of the present application. The cooling device for a vehicle heating component in this embodiment includes modules for executing Figures 1 to 5 For details, please refer to the steps in the corresponding embodiment. Figures 1 to 5 as well as Figures 1 to 5 For the convenience of explanation, only the parts related to this embodiment are shown. Figure 6The cooling device 600 for a heating component of a vehicle may include: a first determining module 610, a second determining module 620, a third determining module 630 and a first control module 640, wherein:

[0191] The first determination module 610 is used to determine component information of a heat generating component in the vehicle, a first temperature of a heat dissipating component, and an ambient temperature when it is detected that the vehicle passes through an off-road scene.

[0192] The second determination module 620 is used to determine a second temperature when the heat dissipation component is normally dissipating heat based on the ambient temperature and the component information.

[0193] The third determination module 630 is used to determine a target cooling strategy based on the first temperature and the second temperature.

[0194] The first control module 640 is used to control the heat dissipation component to dissipate heat based on the target temperature reduction strategy.

[0195] In one embodiment, the first determining module 610 is further configured to:

[0196] When it is detected that the vehicle passes through an off-road scene, the driving state of the vehicle is determined; if the driving state is stationary, the ambient temperature and the component temperature of the heating component are obtained; if the ambient temperature and the component temperature meet the preset high temperature scene, the component information and the first temperature are determined after a preset time.

[0197] In one embodiment, the third determination module 630 is further used to:

[0198] Determine a temperature difference between a first temperature and a second temperature; obtain target information corresponding to the temperature difference; the target information is used to describe the heat dissipation environment of the heat dissipation component; and determine a target cooling strategy based on the target information.

[0199] In one embodiment, the third determination module 630 is further used to:

[0200] If the temperature difference is greater than a first preset temperature, the liquid level of the coolant in the vehicle used to cool the heat dissipation component is obtained; when the liquid level is less than the preset liquid level, the strategy of executing a preset prompt operation is determined as the target cooling strategy; the prompt operation is used to prompt the owner to add coolant; when the liquid level is greater than or equal to the preset liquid level, the step of obtaining target information corresponding to the temperature difference is executed.

[0201] In one embodiment, the cooling device 600 for the vehicle heating component further includes:

[0202] The maintaining module is used to maintain the operation of the heat dissipation component if the temperature difference is less than or equal to the first preset temperature.

[0203] In one embodiment, the heat dissipation component includes at least an electronic water pump and a first fan, and the heat generation component includes an engine; the target information includes first information for determining a cooling strategy for the electronic water pump and second information for determining a cooling strategy for the first fan; the first information includes at least one of a target water pump temperature of the electronic water pump, a difference between an actual intake temperature of the engine and an expected intake temperature, a target vehicle speed, and a first engine water temperature of the engine; and the second information includes at least one of a target pressure of the vehicle air conditioner, a target vehicle speed, and a first engine water temperature; the temperature difference is proportional to the types of the first information and the second information.

[0204] In one embodiment, the third determination module 630 is further used to:

[0205] Obtain a first duty cycle of the electronic water pump corresponding to a target water pump temperature; obtain a second duty cycle of the electronic water pump corresponding to an intake temperature difference; obtain a third duty cycle of the electronic water pump corresponding to a first engine water temperature and a target vehicle speed; and, when there are multiple duty cycles of the electronic water pump determined based on the first information, determine the maximum value of the duty cycles of the multiple electronic water pumps as the first target duty cycle; obtain a fourth duty cycle of the first fan corresponding to a target pressure and a target vehicle speed; obtain a fifth duty cycle of the first fan corresponding to the first engine water temperature and the target vehicle speed; and, when there are multiple duty cycles of the first fan determined based on the second information, determine the maximum value of the duty cycles of the multiple first fans as the second target duty cycle; and the strategy of increasing the duty cycle of the electronic water pump to the first target duty cycle and increasing the duty cycle of the first fan to the second target duty cycle is the target cooling strategy.

[0206] In one embodiment, the heat dissipation component further includes a second fan controlled by the engine speed, and the heat generation component includes an engine; and the third determination module 630 is further used for:

[0207] Determine the temperature difference between the first temperature and the second temperature, and the second engine water temperature of the engine; if the temperature difference is greater than the second preset temperature and the second engine water temperature is greater than the preset water temperature, obtain the vehicle's driving information; when the driving information meets the preset second fan control condition, determine the strategy of increasing the engine speed as the target cooling strategy.

[0208] In one embodiment, the driving information includes the gear position of the vehicle and the first speed of the engine; the third determination module 630 is also used to:

[0209] When the gear is greater than or equal to the preset gear and the first speed is less than the preset speed, it is determined that the driving information meets the second fan control condition; the strategy of reducing the gear is determined as the target cooling strategy; after the gear is reduced, the second speed of the engine is greater than the first speed.

[0210] In one embodiment, the cooling device 600 for the vehicle heating component further includes:

[0211] The acquisition module is used to obtain the speed ratio of the transmission in the vehicle after the gear is downgraded, the required torque when the vehicle is maintained at the speed before the downshift, and the actual pedal opening of the vehicle.

[0212] The fourth determination module is used to determine the virtual pedal opening based on the required torque, the speed ratio and the second speed.

[0213] The second control module is used to control the vehicle driving based on the virtual pedal opening and the actual pedal opening.

[0214] When it is understood that Figure 6 In the structural block diagram of the cooling device of the vehicle heating component shown, each module is used to execute Figures 1 to 5 The steps in the corresponding embodiments, and for Figures 1 to 5 Each step in the corresponding embodiment has been explained in detail in the above embodiment. Figures 1 to 5 as well as Figures 1 to 5 The relevant descriptions in the corresponding embodiments are not repeated here.

[0215] Figure 7 is a structural block diagram of a vehicle provided by an embodiment of the present application. Figure 7 As shown, the vehicle 700 of this embodiment includes: a processor 710, a memory 720, and a computer program 730 stored in the memory 720 and executable on the processor 710, such as a program for a method for cooling a heating component of a vehicle. When the processor 710 executes the computer program 730, the steps of each embodiment of the method for cooling a heating component of a vehicle are implemented, such as Figure 2 Alternatively, the processor 710 implements the above when executing the computer program 730 Figure 6 The functions of each module in the corresponding embodiment are, for example, Figure 6 For details on the functions of each module shown, please refer to Figure 6 Related description in the corresponding embodiment.

[0216] Exemplarily, the computer program 730 may be divided into one or more modules, one or more modules are stored in the memory 720, and are executed by the processor 710 to implement the cooling method for the vehicle heating 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 730 in the vehicle 700. For example, the computer program 730 may implement the cooling method for the vehicle heating component provided in the embodiment of the present application.

[0217] The vehicle 700 may include, but is not limited to, a processor 710 and a memory 720. Those skilled in the art will appreciate that Figure 7 This is only an example of vehicle 700 and does not constitute a limitation of vehicle 700. It 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.

[0218] The processor 710 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.

[0219] The memory 720 may be an internal storage unit of the vehicle 700, such as a hard disk or memory of the vehicle 700. The memory 720 may also be an external storage device of the vehicle 700, such as a plug-in hard disk, a smart memory card, a flash memory card, etc. equipped on the vehicle 700. Furthermore, the memory 720 may also include both an internal storage unit of the vehicle 700 and an external storage device.

[0220] 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 method for cooling a heating component of a vehicle as in the above-mentioned embodiments is implemented.

[0221] 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 method for cooling a heating component of the vehicle in the above-mentioned embodiments.

[0222] 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 method for cooling a heating component of a vehicle, characterized in that: The method comprises: When detecting that the vehicle passes through an off-road scene, determining component information of a heat generating component in the vehicle, a first temperature of a heat dissipating component, and an ambient temperature; Based on the ambient temperature and the component information, determining a second temperature when the heat dissipation component is dissipating heat normally; Determining a target cooling strategy based on the first temperature and the second temperature; 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 method of determining component information of a heat generating component in the vehicle, a first temperature of a heat dissipating component, and an ambient temperature when detecting that the vehicle passes through an off-road scene includes: When detecting that the vehicle passes through an off-road scene, determining a driving state of the vehicle; If the driving state is a stationary state, obtaining the ambient temperature and the component temperature of the heating component; If the ambient temperature and the component temperature satisfy a preset high temperature scenario, the component information and the first temperature are determined after a preset time period.

3. The method according to claim 1, characterized in that The determining a target cooling strategy based on the first temperature and the second temperature includes: determining a temperature difference between the first temperature and the second temperature; Acquire target information corresponding to the temperature difference; the target information is used to describe the heat dissipation environment of the heat dissipation component; The target cooling strategy is determined based on the target information.

4. The method according to claim 3, characterized in that After determining the temperature difference between the first temperature and the second temperature, the method further includes: If the temperature difference is greater than a first preset temperature, obtaining a liquid level of a coolant in the vehicle for cooling the heat dissipation component; When the liquid level is less than a preset liquid level, a strategy of executing a preset prompt operation is determined as the target cooling strategy; the prompt operation is used to prompt the vehicle owner to add the coolant; When the liquid level is greater than or equal to the preset liquid level, the step of acquiring target information corresponding to the temperature difference is performed.

5. The method according to claim 4, characterized in that After determining the temperature difference between the first temperature and the second temperature, the method further includes: If the temperature difference is less than or equal to the first preset temperature, the operation of the heat dissipation component is maintained.

6. The method according to claim 3, characterized in that The heat dissipation component includes at least an electronic water pump and a first fan, and the heat generation component includes an engine; the target information includes first information for determining a cooling strategy of the electronic water pump and second information for determining a cooling strategy of the first fan; The first information includes at least one of a target water pump temperature of the electronic water pump, an intake temperature difference between an actual intake temperature of the engine and an expected intake temperature, a target vehicle speed, and a first engine water temperature of the engine; and the second information includes at least one of a target pressure of the vehicle air conditioner, the target vehicle speed, and the first engine water temperature; The temperature difference is proportional to the types of the first information and the second information.

7. The method according to claim 6, characterized in that The determining the target cooling strategy based on the target information includes: Acquire a first duty cycle of the electronic water pump corresponding to the target water pump temperature; acquire a second duty cycle of the electronic water pump corresponding to the intake air temperature difference; acquire a third duty cycle of the electronic water pump corresponding to the first engine water temperature and the target vehicle speed; and, when there are multiple duty cycles of the electronic water pump determined based on the first information, determine the maximum value of the multiple duty cycles of the electronic water pumps as the first target duty cycle; acquiring a fourth duty cycle of the first fan corresponding to the target pressure and the target vehicle speed; acquiring a fifth duty cycle of the first fan corresponding to the first engine water temperature and the target vehicle speed; and, when there are multiple duty cycles of the first fan determined based on the second information, determining a maximum value of the multiple duty cycles of the first fans as a second target duty cycle; A strategy of increasing the duty cycle of the electronic water pump to the first target duty cycle and increasing the duty cycle of the first fan to the second target duty cycle is referred to as the target cooling strategy.

8. The method according to any one of claims 1 to 7, characterized in that: The heat dissipation component further includes a second fan controlled by an engine speed, and the heat generation component includes an engine; and determining a target temperature reduction strategy based on the first temperature and the second temperature further includes: determining a temperature difference between the first temperature and the second temperature, and a second engine water temperature of the engine; If the temperature difference is greater than a second preset temperature and the second engine water temperature is greater than a preset water temperature, obtaining driving information of the vehicle; When the driving information meets a preset second fan control condition, a strategy of increasing the engine speed is determined as the target cooling strategy.

9. The method according to claim 8, characterized in that The driving information includes the gear position of the vehicle and the first speed of the engine; when the driving information satisfies a preset second fan enabling condition, determining the strategy of increasing the engine speed as the target cooling strategy, including: When the gear position is greater than or equal to a preset gear position and the first speed is less than a preset speed, determining that the driving information satisfies the second fan control condition; The strategy of reducing the gear is determined as the target temperature reduction strategy; after the gear is reduced, the second speed of the engine is greater than the first speed.

10. The method according to claim 9, characterized in that The method further comprises: Obtaining the speed ratio of the transmission in the vehicle after the gear is downshifted, the required torque when maintaining the vehicle running at the speed before the downshift, and the actual pedal opening of the vehicle; determining a virtual pedal opening based on the required torque, the speed ratio and the second speed; The vehicle travel is controlled based on the virtual pedal opening and the actual pedal opening.

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