Method for cooling a vehicle heat generating component

Abstract

The embodiment of the application is suitable for the technical field of vehicles, and provides a cooling method for a vehicle heat generating assembly, which comprises the following steps: when it is detected that the vehicle passes through an off-road scene, determining component information of the heat generating assembly in the vehicle, a first temperature of a heat dissipation assembly, and an ambient temperature; determining a second temperature of the heat dissipation assembly when the heat dissipation assembly normally dissipates heat based on the ambient temperature and the component information; determining a target cooling strategy based on the first temperature and the second temperature; and controlling the heat dissipation assembly to dissipate heat based on the target cooling strategy. By using the above method, the heat generating assembly can be effectively cooled by selecting a suitable target cooling strategy based on the actual first temperature of the heat dissipation assembly and the second temperature when the heat dissipation assembly normally dissipates heat.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a method for cooling down vehicle heating components. Background Technology

[0002] Currently, vehicles are typically equipped with cooling systems (e.g., high-temperature radiators, low-temperature radiators) to dissipate heat from heat-generating components (e.g., engines).

[0003] However, when vehicles frequently traverse off-road terrain such as mud, desert, and mountains, their cooling components are prone to blockage, leading to reduced cooling capacity. In such cases, the engine coolant temperature may overheat, causing torque limitation and consequently restricting the vehicle's power.

[0004] Therefore, the existing vehicle cooling strategies have certain flaws and cannot effectively cool down heat-generating components in special scenarios. Summary of the Invention

[0005] This application provides a method for cooling vehicle heat-generating components, which can solve the problem that existing vehicle cooling strategies have certain flaws and cannot effectively cool heat-generating components in special scenarios.

[0006] In a first aspect, embodiments of this application provide a method for cooling a vehicle's heat-generating component, the method comprising:

[0007] When the vehicle is detected to be passing through an off-road scenario, the component information of the heat-generating components in the vehicle, the first temperature of the heat dissipation components, and the ambient temperature are determined.

[0008] Based on ambient temperature and component information, determine the second temperature at which the heat dissipation component is dissipating heat normally.

[0009] Based on the first temperature and the second temperature, determine the target cooling strategy;

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

[0011] Secondly, embodiments of this application provide a cooling device for a vehicle heating component, the device comprising:

[0012] The first determining module is used to determine the component information of the heat-generating components in the vehicle, the first temperature of the heat dissipation components, and the ambient temperature when the vehicle is detected to be passing through an off-road scenario.

[0013] The second determining module is used to determine the second temperature when the heat dissipation component is dissipating heat normally, based on the ambient temperature and component information.

[0014] The third determining module is used to determine the target cooling strategy based on the first temperature and the second temperature;

[0015] The first control module is used to control the heat dissipation components to dissipate heat based on the target cooling strategy.

[0016] Thirdly, embodiments of this application provide a vehicle including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect above.

[0017] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0018] Fifthly, embodiments of this application provide a computer program product that, when run on a vehicle, causes the vehicle to perform the method described in the first aspect.

[0019] The beneficial effects of this application embodiment compared to the prior art are as follows: When a vehicle is detected passing through an off-road scenario, the component information of the heat-generating component in the vehicle, the first temperature of the heat dissipation component, and the ambient temperature can be determined. The component information and ambient temperature can typically be used to describe the heat generation capacity of the heat-generating component at that ambient temperature when it is in the state corresponding to the component information. Then, based on the ambient temperature and component information, the vehicle can determine the second temperature at which the heat dissipation component normally dissipates heat from the heat-generating component corresponding to the component information at that ambient temperature. Based on this, and based on the actual first temperature of the heat dissipation component when passing through the off-road scenario and the second temperature at which the heat dissipation component normally dissipates heat (without blockage), the vehicle can determine the actual heat dissipation capacity (or degree of blockage) of the heat dissipation component in that environment. Furthermore, by determining a target cooling strategy based on the first and second temperatures that characterize the actual heat dissipation capacity of the heat dissipation component, the heat dissipation component can effectively dissipate heat from the heat-generating component when dissipating heat according to the target cooling strategy. That is, it ensures that the heat dissipation capacity of the heat dissipation component when executing the target cooling strategy is greater than the aforementioned heat generation capacity. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the structure of a heat dissipation component and a heat generation component in a vehicle according to an embodiment of this application;

[0022] Figure 2This is a flowchart illustrating the implementation of a cooling method for a vehicle heating component according to an embodiment of this application;

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

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

[0025] Figure 5 This is a flowchart illustrating the implementation of a cooling method for a vehicle heating component according to another embodiment of this application;

[0026] Figure 6 This is a schematic diagram of the structure of a cooling device for a vehicle heating component according to an embodiment of this application;

[0027] Figure 7 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0028] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0029] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0030] It should be noted that the information collection process (such as the facial image collection process, fingerprint information collection process, etc.) / feature extraction process involved in this application is carried out 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] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0032] Currently, vehicles are typically equipped with cooling systems (e.g., high-temperature radiators, low-temperature radiators) to dissipate heat from heat-generating components (e.g., engines).

[0033] Furthermore, vehicles are typically equipped with fans (e.g., silicone oil fans) to cool heat-generating components (e.g., the engine). The speed of these silicone oil fans is usually limited by the engine's speed. Therefore, while the engine risks overheating due to increased engine speed at high speeds, the silicone oil fan's speed also increases, thus cooling the engine at those high speeds. Conversely, as engine speed decreases, the engine temperature also drops. At this time, although the silicone oil fan's speed also decreases, it can still cool the engine at low speeds.

[0034] However, when vehicles frequently traverse off-road terrain such as mud, desert, and mountains, the vehicle's cooling components are prone to blockage, leading to reduced cooling capacity. This can cause the engine coolant temperature to overheat, resulting in torque limitation and consequently, reduced vehicle power. Furthermore, this further diminishes the cooling capacity of the silicone oil fan.

[0035] Therefore, the existing vehicle cooling strategies have certain flaws and cannot effectively cool down heat-generating components in special scenarios.

[0036] In addition, vehicles are typically equipped with a condenser fan for cooling. However, the original purpose of the condenser fan is to cool the condenser (vehicle air conditioning), not the engine or transmission. The control of this condenser fan is mainly related to the condenser's heat dissipation strategy. Therefore, when the engine and transmission temperatures are too high, current technology lacks a strategy to control the condenser fan to assist the silicone oil fan in lowering the engine and transmission temperatures.

[0037] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of a heat dissipation component and a heat generation component in a vehicle according to an embodiment of this application. The heat dissipation component includes, but is not limited to, a fan (silicone oil fan and condenser fan), an oil cooler, a low-temperature radiator, and a high-temperature radiator.

[0038] The oil cooler is used to cool the transmission fluid. Typically, vehicles also have an electric water pump, which controls the flow rate of oil through the oil cooler. As the oil passes through the cooler, its temperature decreases. The cooled oil then flows back to the transmission, further cooling it. Additionally, the electric water pump's increased flow rate into the cooler can be considered to accelerate the cooling effect of the oil cooler.

[0039] Furthermore, the electric water pump also plays a role in driving coolant circulation. During coolant circulation, it absorbs excess heat from the engine and transfers it to the outside air through heat dissipation devices (e.g., high-temperature radiators and low-temperature radiators), preventing the engine temperature from becoming too high. Based on this, it can be considered that the electric water pump can also cool the engine.

[0040] Low-temperature radiators are used to lower the engine's intake air temperature, thereby indirectly cooling the engine (e.g., cooling the engine's coolant temperature). High-temperature radiators are used to directly cool the engine's coolant temperature.

[0041] Furthermore, based on the aforementioned silicone oil fan configuration, it can be assumed that the airflow generated by the silicone oil fan during operation will be directed towards the low-temperature radiator, the high-temperature radiator, and the oil cooler. Therefore, it can be considered that when the silicone oil fan is operating, it can remove heat from the low-temperature and high-temperature radiators to assist in cooling the engine coolant. Additionally, the airflow can also remove heat from the oil cooler to assist in cooling the transmission. In other words, the vehicle can cool the engine and transmission solely based on the silicone oil fan.

[0042] In another embodiment, the vehicle may also be equipped with a radiator fan for cooling both low-temperature and high-temperature radiators. This radiator fan can be considered as the aforementioned silicone oil fan.

[0043] And, although the condenser fan is used to cool the condenser, from... Figure 1 As can be seen from the structure, the airflow generated by the condenser fan can also be directed towards the low-temperature radiator and the high-temperature heat sink. Therefore, it can be assumed that the condenser fan, when operating, can also remove heat from the low-temperature radiator and the high-temperature heat sink, thus assisting in cooling the engine coolant.

[0044] Therefore, in order to effectively reduce the temperature of heat-generating components when a vehicle is traversing off-road scenarios, this application provides a method for cooling vehicle heat-generating components. This method can be applied to vehicles, for example, to electronic devices such as vehicle controllers and central controllers. This application does not impose any restrictions on the specific type of electronic device.

[0045] Please see Figure 2 , Figure 2 The following is a flowchart illustrating the implementation of a cooling method for a vehicle heating component according to an embodiment of this application. The method includes the following steps:

[0046] S201. When the vehicle is detected to be passing through an off-road scenario, determine the component information of the heat-generating components in the vehicle, the first temperature of the heat dissipation components, and the ambient temperature.

[0047] In one embodiment, the aforementioned off-road scenarios include, but are not limited to, muddy terrain, desert, and mountainous terrain. For example, vehicles are typically equipped with image sensors that can capture images of the road surface. The vehicle can then identify the road surface images based on a pre-defined scene recognition neural network model to determine whether the vehicle has traversed an off-road scenario.

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

[0049] In one embodiment, the aforementioned heat-generating components include, but are not limited to, devices such as engines, transmissions, air conditioners, power batteries, or motors. For ease of explanation, this embodiment uses an engine as an example for the following description.

[0050] Since heat-generating components need to be cooled, the aforementioned component information includes at least the component temperature of the heat-generating components. The vehicle may be equipped with corresponding sensors to detect this component information. For example, the heat-generating component may include the engine, and the vehicle can obtain the engine coolant temperature and / or engine compartment temperature, etc., based on preset temperature sensors.

[0051] In another embodiment, the aforementioned component information may also include information such as the engine's intake air temperature and speed, without limitation.

[0052] In one embodiment, based on the above Figure 1 The explanation provided is that the aforementioned heat dissipation components include, but are not limited to, silicone oil fans, condenser fans, electric water pumps, low-temperature heat sinks, and high-temperature heat sinks. For ease of explanation, a high-temperature heat sink will be used as an example.

[0053] It is understandable that, since a high-temperature radiator can directly dissipate heat from the heat-generating components (engine coolant temperature), the temperature of the high-temperature radiator itself can reflect its heat dissipation capacity. That is, the temperature of the high-temperature radiator itself is usually low, thus enabling it to exchange heat with the engine coolant to lower its temperature. Based on this, obtaining the first temperature of the cooling components can help the vehicle determine the current heat dissipation capacity of the cooling components. Specifically, when the cooling component is a high-temperature radiator, the aforementioned first temperature can be considered as the radiator outlet coolant temperature.

[0054] In one embodiment, the ambient temperature can be determined by an on-board terminal in the vehicle. It is understood that the on-board terminal typically has network connectivity and may be equipped with a weather reporting application to determine the ambient temperature.

[0055] Understandably, ambient temperature can be used to describe the vehicle's heat dissipation environment. That is, it determines the environment in which the vehicle dissipates heat under high-temperature or low-temperature operating conditions. Generally, the self-cooling effect of a vehicle under high-temperature conditions is lower than that under low-temperature conditions. In other words, a vehicle dissipates heat more easily under low-temperature conditions.

[0056] As an example, when the ambient temperature is lower than a preset ambient temperature, the external temperature condition can be considered a low-temperature condition. Conversely, when the ambient temperature is greater than or equal to the preset ambient temperature, the external temperature condition can be considered 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 could be 30°C.

[0057] It should be further noted that the vehicle can acquire the aforementioned component information and initial temperature upon detecting off-road conditions. However, during vehicle operation, the component information (e.g., component temperature) of the heat-generating components and the initial temperature of the heat dissipation components may fluctuate significantly. Consequently, the acquired component information and initial temperature may be inaccurate, leading to a situation where the subsequently determined target cooling strategy may not effectively dissipate heat from the heat-generating components, or it may effectively dissipate heat from the heat-generating components but require a large amount of energy.

[0058] Furthermore, when it is necessary to cool down the heat-generating component, it is usually because the component temperature is high or the 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 a high temperature.

[0059] Therefore, in order to accurately obtain component information and initial temperature for effective heat dissipation of the heat-generating components, the vehicle can determine its driving status when it detects that it has passed through an off-road scenario. Then, when the vehicle is stationary, the ambient temperature and the component temperature of the heat-generating components are acquired. Finally, when the ambient temperature and component temperature meet a preset high-temperature scenario, the component information and initial temperature can be determined after a preset time.

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

[0061] In one embodiment, the aforementioned preset high-temperature scenario can be set according to actual conditions, and is not limited thereto. Specifically, if the vehicle's ambient temperature is greater than or equal to a preset ambient temperature, and / or the component temperature is greater than or equal to a preset component temperature, it can be considered that the heat dissipation capacity of the heat-generating component is low under the current heat dissipation environment, and / or the temperature of the heat-generating component is too high. Therefore, it can be determined that the ambient temperature and component temperature meet the preset high-temperature scenario. Subsequently, the step of determining a target cooling strategy for cooling is executed.

[0062] Otherwise, if the ambient temperature is lower than the preset ambient temperature and the component temperature is lower than the preset component temperature, it can be assumed that the heat dissipation capacity of the heat-generating component is high under the current heat dissipation environment, resulting in a lower temperature for the heat-generating component under the current heat dissipation environment. That is, the heat dissipation component can effectively dissipate heat from the heat-generating component. Therefore, the step of determining a target cooling strategy for cooling can be eliminated.

[0063] As an example, the preset ambient temperature can be 30°C, and when the temperature of the above components is the engine coolant temperature, the preset component temperature can be 100°C.

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

[0065] Understandably, acquiring component information and the first temperature after a preset time can further reduce fluctuations in the component information (e.g., component temperature) of the heat-generating component and the first temperature of the heat-dissipating component. Consequently, the accuracy of the acquired component information and the first temperature can be further improved.

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

[0067] In another embodiment, when the vehicle is not in an off-road environment, it can be assumed that the vehicle's cooling components are not at risk of becoming clogged. That is, the cooling capacity is not reduced. Based on this, it can be assumed that the vehicle can normally dissipate heat from the heat-generating components. Therefore, cooling can be performed without determining a specific target cooling strategy.

[0068] S202. Based on the ambient temperature and component information, determine the second temperature when the heat dissipation component is dissipating heat normally.

[0069] In one embodiment, the second temperature can be used to represent the normal temperature of the heat dissipation component after the heat dissipation component corresponding to the component information is cooled at the current ambient temperature when the heat dissipation component is not blocked (i.e., the heat dissipation capacity is normal).

[0070] As an example, a vehicle may have a pre-set correlation between ambient temperature, component information, and the normal temperature of the heat dissipation component, and the vehicle may determine the aforementioned second temperature based on this correlation.

[0071] For ease of explanation, let's take the engine as an example, the engine coolant temperature and engine speed as component information, and the high-temperature radiator as a heat dissipation component. The above relationships can be shown in Table 1 below:

[0072] Table 1:

[0073]

[0074] S203. Based on the first temperature and the second temperature, determine the target cooling strategy.

[0075] In one embodiment, based on the explanations of S201 and S202 above, the first temperature is the actual temperature of the heat dissipation component after dissipating heat from the first temperature of the heat-generating component corresponding to the component information at the current ambient temperature. The second temperature is the normal temperature of the heat dissipation component after dissipating heat from the heat-generating component corresponding to the component information at the current ambient temperature, when the heat dissipation component is not blocked (i.e., its heat dissipation capacity is normal).

[0076] Based on this, it can be considered that the first temperature and the second temperature can reflect the changes in the heat dissipation capacity of the heat dissipation component to a certain extent. For example, when the first temperature equals the second temperature, the heat dissipation capacity of the heat dissipation component can be considered normal. However, when the first temperature is higher than the second temperature, the heat dissipation capacity can be considered reduced, and the larger the difference between the first and second temperatures, the greater the reduction in heat dissipation capacity (i.e., the more severe the blockage of the heat dissipation component). Furthermore, when the first temperature is lower than the second temperature, the heat dissipation component is not blocked, and the heat dissipation capacity may be affected by other heat dissipation factors, resulting in an improved heat dissipation capacity.

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

[0078] In another embodiment, to make the determined target cooling strategy more reasonable, so as to save energy while effectively reducing the temperature of the heat-generating components, the vehicle can, as shown below, [implement a different strategy]. Figure 3 The steps S301-S303 shown determine the target cooling strategy. Details are as follows:

[0079] S301. Determine the temperature difference between the first temperature and the second temperature.

[0080] In one embodiment, the temperature difference can typically reflect the change in the heat dissipation capacity of the heat dissipation component at this time compared to its normal heat dissipation capacity.

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

[0082] In one embodiment, the aforementioned 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 corresponding heat dissipation information for each temperature difference range. Then, the aforementioned target information is determined based on the temperature differences.

[0083] It is understandable that the target information describing the heat dissipation environment of different heat dissipation components will usually be different.

[0084] For example, consider a cooling assembly including an electric water pump and a first fan. The electric water pump controls the rate at which oil passes through the oil cooler to cool the transmission oil; the first fan can be considered the condenser fan used to cool the vehicle's air conditioning system. In this case, the target information may include first information for determining the cooling strategy of the electric water pump and second information for determining the cooling strategy of the first fan.

[0085] As an example, the aforementioned first information includes, but is not limited to, the target water pump temperature of the electric water pump, the target intake air temperature of the engine, the target vehicle speed, and the first engine coolant temperature. And the aforementioned second information includes, but is not limited to, the target pressure of the vehicle's air conditioning system, the target vehicle speed, and the first engine coolant temperature.

[0086] In acquiring target information corresponding to temperature differences, different temperature differences can correspond to different first and second information. In this embodiment, in order to determine suitable cooling strategies for the electronic water pump and the first fan from as many aspects as possible in scenarios with large temperature differences, the greater the temperature difference, the more types of first and second information there are. That is, the temperature difference is directly proportional to the types of first and second information.

[0087] As an example, when the temperature difference is less than or equal to a third preset temperature, the first information can be the target water pump temperature of the electronic water pump, the intake temperature difference between the engine's actual intake temperature and the desired intake temperature; and the second information can 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 target water pump temperature and the intake air temperature difference, but also the target vehicle speed and the first engine coolant temperature; and the second information may include not only the target pressure and the target vehicle speed, but also the first engine coolant temperature.

[0089] The third preset temperature can be set according to actual conditions, and there are no restrictions on it.

[0090] In one embodiment, the target water pump temperature is the temperature of the electronic water pump. Typically, the operating efficiency and heat dissipation capacity of an electronic water pump are easily affected by its temperature. Therefore, when determining the cooling strategy for the electronic water pump, the target water temperature can be used as the first piece of information. The target water pump temperature can be determined based on a temperature sensor.

[0091] Furthermore, the aforementioned intake air temperature difference refers to the temperature difference between the engine's actual intake air temperature and the desired intake air temperature. The actual intake air temperature can be determined by an intake air temperature sensor. The desired intake air temperature can be a preset intake air temperature. Typically, the desired intake air temperature for an engine is between 85℃ and 105℃. Within this temperature range, the engine can operate normally, and fuel atomization is good.

[0092] However, due to various factors such as ambient temperature, climate conditions, vehicle usage, and engine design, there is usually a discrepancy between the actual and desired intake air temperature. Furthermore, during engine operation, an increase in intake air temperature increases the engine's thermal load. Therefore, lowering the intake air temperature can reduce the engine's thermal load, that is, reduce the amount of heat generated.

[0093] Based on the above explanation, it can be assumed that the higher the actual intake air temperature of the engine (i.e., the greater the intake air temperature difference), the greater the engine's thermal load will be, and consequently, the more heat will be generated. In other words, the aforementioned intake air temperature difference can be considered to reflect the engine's heat generation capacity when operating under corresponding ambient temperature and component information.

[0094] Therefore, when determining the cooling strategy for an electronic water pump, the intake air temperature difference can also be used as the aforementioned first piece of information.

[0095] Furthermore, the target vehicle speed is the vehicle's actual speed. When the vehicle is idling or stationary, the speed is 0, and the engine speed is typically low. Therefore, the engine generates less heat. Also, when the vehicle is in motion, different vehicle speeds correspond to different engine speeds. At these different speeds, the amount of heat generated by the engine varies. Based on this, the target vehicle speed can also be used as the first piece of information when determining the cooling strategy for the electric water pump.

[0096] Furthermore, the first engine coolant temperature directly reflects the engine's temperature and the heat dissipation capacity of the cooling components. When the first engine coolant temperature is too high, it can be assumed that the engine is generating a large amount of heat, which cannot be effectively cooled by the coolant. Based on this, when determining the cooling strategy of the electric water pump, the first engine coolant temperature can also be determined as the aforementioned first information.

[0097] Furthermore, the control strategy for the primary fan (condenser fan) is typically related to the pressure of the vehicle's air conditioning system and driving information (e.g., vehicle speed). Generally, the air conditioning pressure changes at different vehicle speeds, thus affecting the cooling efficiency of the vehicle's air conditioning system. And, at the same vehicle speed, changes in air conditioning pressure will also affect the cooling efficiency of the vehicle's air conditioning system.

[0098] Therefore, when determining the control strategy for the first fan, the target pressure and target vehicle speed need to be determined as the second information mentioned above.

[0099] And, based on Figure 1 It is known that the first fan assists in cooling the engine. For example, the airflow generated during operation can carry away heat from both the high-temperature and low-temperature radiators. However, the high-temperature radiator can directly dissipate heat from the engine coolant. Therefore, when it is necessary to control the first fan to cool the engine, the decision can be based on the target vehicle speed and the engine coolant temperature. Furthermore, the target vehicle speed can affect the cooling efficiency of the vehicle's air conditioning system.

[0100] Based on this, when determining the control strategy for the first fan, the first engine coolant temperature and the target vehicle speed can also be determined as the aforementioned second information.

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

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

[0103] The system acquires a first duty cycle of the electronic water pump corresponding to the target water pump temperature; acquires a second duty cycle of the electronic water pump corresponding to the target intake air temperature; acquires a third duty cycle of the electronic water pump corresponding to the first engine coolant temperature and the target vehicle speed; and, when there are multiple duty cycles of the electronic water pump determined based on the first information, the maximum value of the multiple duty cycles of the electronic water pump is determined as the first target duty cycle.

[0104] In addition, the fourth duty cycle of the first fan corresponding to the target pressure and the target vehicle speed is obtained; the fifth duty cycle of the first fan corresponding to the first engine coolant temperature and the target vehicle speed is obtained; and when there are multiple duty cycles of the first fan determined based on the second information, the maximum value of the multiple duty cycles of the first fan is determined as the second target duty cycle.

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

[0106] Specifically, the vehicle can be pre-set with the following relationships: a first relationship between water pump temperature and electronic water pump duty cycle; a second relationship between temperature difference and electronic water pump duty cycle; a third relationship between vehicle speed, engine coolant temperature, and electronic water pump duty cycle; a fourth relationship between air conditioning pressure, vehicle speed, and first fan duty cycle; and a fifth relationship between engine coolant temperature, vehicle speed, and first fan duty cycle. Based on these relationships, the vehicle can determine the duty cycles corresponding to the first fan and electronic water pump for the target information.

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

[0108] Table 2:

[0109]

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

[0111] Table 3:

[0112]

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

[0114] Table 4:

[0115]

[0116] The engine coolant temperature is measured in °C, the electronic water pump duty cycle is measured in %, and the vehicle speed is measured in km / h. — This indicates that a preset duty cycle can be used as the third duty cycle for the electronic water pump.

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

[0118] Table 5:

[0119]

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

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

[0122] Table 6:

[0123]

[0124] The engine coolant temperature is measured in °C, the electronic water pump duty cycle is measured in %, and the vehicle speed is measured in km / h. — This indicates that a preset duty cycle can be used as the third duty cycle for the electronic water pump.

[0125] In one embodiment, Tables 2 to 6 above are merely 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 this embodiment. In other embodiments, the above-mentioned relationships can also be modified accordingly, and there is no limitation thereto.

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

[0127] Furthermore, when there are multiple duty cycles for the first fan determined based on the second information, it can be assumed that the second information corresponding to the maximum value of the first fan's duty cycle has a greater impact on engine heating. Therefore, it is necessary to control the operation of the first fan based on the maximum value of its duty cycle 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 electric 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 called the target cooling strategy.

[0129] In another embodiment, the electric water pump described above also functions to drive coolant circulation. During coolant circulation, excess heat from the engine can be absorbed and transferred to the outside air through heat dissipation devices (e.g., high-temperature radiators and low-temperature radiators), preventing the engine temperature from becoming too high.

[0130] Therefore, in real-world scenarios, the excessive difference between the actual first temperature and the normal second temperature of the heat dissipation components may also be due to insufficient coolant. Consequently, when the electric water pump operates, there is insufficient coolant to absorb the excess heat from the engine, causing all the excess heat to be dissipated through the heat dissipation components (e.g., high-temperature radiators). Therefore, even if the heat dissipation components are not blocked (their heat dissipation capacity is not reduced), they still cannot effectively dissipate heat from the heat-generating components.

[0131] However, in the above situation, when insufficient coolant prevents effective heat dissipation of heat-generating components, even increasing the duty cycle of the electric water pump or the condenser fan usually results in a small increase in heat dissipation capacity.

[0132] Based on this, after obtaining the aforementioned temperature difference, the vehicle can also determine the coolant level used to cool the heat dissipation components when the temperature difference is greater than a first preset temperature. Then, when the coolant level is less than a preset level, a preset prompt operation is determined as the target cooling strategy. This prompt operation is used to remind the vehicle owner to add coolant.

[0133] In one embodiment, the above-mentioned prompting operations include, but are not limited to, voice broadcasting, flashing of liquid level icons, etc., and are not limited thereto. Furthermore, the first preset temperature can be set according to actual conditions, for example, 1℃, and is not limited thereto.

[0134] In one embodiment, a coolant level sensor may be installed in the vehicle to monitor the coolant level. Furthermore, the preset coolant level can be set according to actual conditions, and there is no limitation thereto.

[0135] Furthermore, when the coolant level is greater than or equal to a preset level, a step is performed to obtain target information corresponding to the temperature difference. That is, when the coolant level is sufficient, it can be assumed that the reason the temperature difference is greater than or equal to the first preset temperature is not due to insufficient coolant, but rather to an unreasonable duty cycle of the electric water pump and / or condenser fan. Subsequently, the target cooling strategy can be re-determined by obtaining the target information corresponding to the temperature difference.

[0136] It should be noted that when the temperature difference is less than or equal to the first preset temperature, it can be assumed that the heat dissipation component is not blocked (its heat dissipation capacity is not reduced), and can effectively dissipate heat from the heat-generating component. Therefore, it can be assumed that the heat dissipation component can normally dissipate heat from the heat-generating 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 heat from the heat-generating component. Consequently, the vehicle does not need to perform the step of determining the target cooling strategy. That is, the 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 performed.

[0137] The above examples illustrate how a target cooling strategy is determined to dissipate heat from heat-generating components when the heat dissipation components include an electric water pump and a first fan (condenser fan).

[0138] However, in real-world scenarios, based on Figure 1 It is known that the cooling system typically includes a second fan (silicone oil fan) controlled by the engine. While the vehicle is in motion, the speed of the silicone oil fan can vary based on changes in engine speed. Therefore, under normal circumstances, when the engine temperature (e.g., engine coolant temperature) is too high while the vehicle is in motion, the vehicle's power will be limited, and it will then stop to allow the engine coolant to cool down. However, this will prevent the vehicle from operating normally, affecting the driver's experience.

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

[0140] S401. Determine the temperature difference between the first temperature and the second temperature, as well as the second engine coolant temperature.

[0141] In one embodiment, the aforementioned second engine coolant temperature can be considered as the engine coolant temperature at the current moment. Specifically, the aforementioned second engine coolant temperature can be the first engine coolant temperature from the aforementioned target information. That is, when simultaneously executing the control strategies for the silicone oil fan, the electronic water pump, and the first fan, the first engine coolant temperature and the second engine coolant temperature will be the same.

[0142] The methods for determining the temperature difference and the first engine coolant temperature have already been explained above and will not be elaborated upon further.

[0143] S402. If the temperature difference is greater than the second preset temperature and the second engine coolant temperature is greater than the preset coolant temperature, then obtain the vehicle's driving information.

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

[0145] As an example, the aforementioned second preset temperature can be 3℃, and the aforementioned preset coolant temperature can be 108℃. It should be noted that when the temperature difference is greater than the second preset temperature, and the second engine coolant temperature is greater than the preset coolant temperature, it can be considered that the cooling components are heavily clogged, resulting in a higher engine coolant temperature. Therefore, for this specific scenario, the vehicle needs to obtain driving information to adjust the engine speed accordingly, thereby improving the cooling 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 coolant temperature is less than or equal to the preset coolant temperature, it can be considered that although the degree of blockage of the cooling components is relatively high, the cooling capacity of the cooling components can still effectively suppress the abnormal rise in engine coolant temperature. Alternatively, it can be considered that although the engine coolant temperature rises abnormally, the degree of blockage of the cooling components is low, and the cooling components have sufficient heat dissipation capacity to cool the heat-generating components (engine).

[0147] Based on this, when the temperature difference is less than or equal to the second preset temperature, and / or the second engine coolant temperature is less than or equal to the preset coolant temperature, the vehicle can determine the target cooling strategy based solely on the aforementioned target information, thereby eliminating the need to adjust the engine speed to avoid affecting the vehicle's operation.

[0148] Based on the above description, when the temperature difference is greater than the second preset temperature and the second engine coolant temperature is greater than the preset coolant temperature, the vehicle can determine the control strategy of the second fan based on the acquired driving information, and can determine the control strategies 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 solely on the acquired driving information, and determine the control strategy of the second fan as the target cooling strategy.

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

[0151] In another embodiment, when the temperature difference exceeds a second preset temperature, the blockage of the heat dissipation component can be considered to be beyond expectations. Based on this, the vehicle can also perform an overheat warning operation to alert the owner that there is an abnormality in the heat dissipation component.

[0152] The overheat warning can also be implemented through voice announcements, flashing icons for the heat dissipation components, etc., and there are no limitations on this. Furthermore, the second preset temperature should be higher than the first and third preset temperatures mentioned above; for example, the second preset temperature could be 5°C.

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

[0154] In one embodiment, the second fan control conditions described above can be set according to actual conditions, and there is no limitation thereto.

[0155] For example, taking driving information including gear position and first speed as an example, if the gear position is greater than or equal to a preset gear position and the first speed is less than a preset speed, the driving information can be considered to meet the second fan control conditions. Otherwise, if 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 conditions.

[0156] The second fan control condition mentioned above is used to determine whether the engine speed can be increased, thereby increasing the engine speed. Furthermore, the preset gear and preset speed can be set according to actual conditions and are not limited thereto. For example, the preset gear can be 2, and the preset speed can be 1000 rpm.

[0157] It's understandable that when the gear is 2 or higher, the vehicle can be assumed to downshift to increase engine speed. Otherwise, when the gear is 1, the vehicle cannot downshift to increase the engine's initial speed.

[0158] Furthermore, when the engine speed is low, it can be assumed that there is sufficient room for the engine speed to increase. Conversely, when the engine speed is high, it can be assumed that there is less room for the engine speed to increase, which in turn limits the potential for increasing the speed of the second fan.

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

[0160] Otherwise, if the driving information does not meet the second fan control conditions, the vehicle can determine the target cooling strategy based solely on the target information corresponding to the temperature difference.

[0161] It should be noted that if the engine speed is increased by downshifting to improve the cooling capacity of the second fan while the vehicle is in motion, the change of gear may affect the driver's driving experience and pose a driving risk.

[0162] Therefore, in order to increase the engine's initial speed by downshifting to improve the cooling capacity of the second fan and avoid driving risks, the vehicle can obtain the transmission ratio after downshifting, the required torque to maintain the vehicle's speed before downshifting, and the actual pedal opening. Then, based on the required torque, transmission ratio, and second engine speed, a virtual pedal opening can be determined. Finally, vehicle movement is controlled based on the virtual pedal opening and the actual pedal opening.

[0163] The gear ratio of a transmission, also known as the transmission ratio, is the ratio of the input shaft speed to the output shaft speed. It describes the transmission's ability to change speed and torque during vehicle operation. Generally, a larger gear ratio results in greater output torque, lower speed, and a higher gear; conversely, a smaller gear ratio results in less output torque, higher speed, and a lower gear. The gear ratio for each gear can be preset in a vehicle.

[0164] In one embodiment, the required torque can be determined using existing dynamic methods, which will not be described in detail here. Furthermore, the actual pedal opening can be determined using a pedal opening sensor that reflects the driver's actual driving intention.

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

[0166] Based on this, after obtaining the virtual pedal opening and the actual pedal opening, the vehicle can choose to drive based on the current speed corresponding to the virtual pedal opening, in order to increase the engine's initial RPM while avoiding sudden changes in vehicle speed. Alternatively, it can drive based on the speed corresponding to the actual pedal opening, prioritizing the driver's driving experience.

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

[0168] Otherwise, if the ratio is less than or equal to a preset ratio, it can be assumed that the driver's driving intention is close to the current vehicle speed, and thus, the driver can choose to continue driving at the current speed. Furthermore, since the gear has been downshifted, the engine's first speed has increased to the second speed, which in turn can increase the speed of the second fan to improve its cooling capacity.

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

[0170] In one embodiment, based on the target cooling strategy in step 203 above, the cooling method includes one or more of the following: adjusting the duty cycle of the first fan to cool down, adjusting the duty cycle of the electronic water pump to cool down, and reducing the speed of the second fan to cool down.

[0171] In this embodiment, when the vehicle is detected passing through an off-road scenario, the component information of the heat-generating component, the first temperature of the heat dissipation component, and the ambient temperature can be determined. The component information and ambient temperature typically describe the heat generation capacity of the heat-generating component at that ambient temperature when it is in the state corresponding to the component information. Then, based on the ambient temperature and component information, the vehicle can determine the second temperature at which the heat dissipation component normally dissipates heat from the heat-generating component corresponding to the component information at that ambient temperature. Based on this, and using the actual first temperature of the heat dissipation component when passing through the off-road scenario and the second temperature at which the heat dissipation component normally dissipates heat (without blockage), the vehicle can determine the actual heat dissipation capacity (or degree of blockage) of the heat dissipation component in that environment. Furthermore, by determining a target cooling strategy based on the first and second temperatures that characterize the actual heat dissipation capacity of the heat dissipation component, the heat dissipation component can effectively dissipate heat from the heat-generating component when performing heat dissipation according to the target cooling strategy. That is, it ensures that the heat dissipation capacity of the heat dissipation component when executing the target cooling strategy is greater than the aforementioned heat generation capacity.

[0172] To more clearly illustrate the solutions in this application, specific embodiments are used below to explain the solutions. See details below. Figure 5 , Figure 5 This is a flowchart illustrating the implementation of a cooling method for a vehicle heating component, provided in another embodiment of this application.

[0173] When the vehicle is detected to be passing through an off-road scenario, its driving status can be determined. Then, when the vehicle is stationary, the ambient temperature and the component temperature of the heat-generating components are acquired, and based on the ambient temperature and component temperature (e.g., engine coolant temperature), it is determined whether the vehicle meets the preset high-temperature scenario.

[0174] For example, when the ambient temperature is ≥30℃ and the component temperature is ≥100℃, the vehicle is determined to meet the preset high-temperature scenario. Otherwise, when the ambient temperature is <30℃ and / or the component temperature is <100℃, the vehicle is determined not to 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 obtained component information and first temperature, the component information and first temperature can be obtained after a preset time.

[0176] Furthermore, when the vehicle is not in an off-road environment, it can be assumed that the cooling components are generally not blocked, meaning that their heat dissipation capacity is not reduced. Also, when the preset high-temperature scenario is not met, it can be assumed that the ambient temperature is low (the cooling components' heat dissipation capacity can be improved at lower ambient temperatures), or the component temperature is low (the heat-generating components are not overheating). Based on this, the steps of implementing the target cooling strategy can be omitted.

[0177] Then, the vehicle can determine a second temperature for normal heat dissipation of the cooling components based on the ambient temperature and component information. For example, the second temperature can be determined as shown in Table 1 above. Furthermore, the temperature difference between the first and second temperatures can be determined. This temperature difference reflects the change in the cooling capacity of the cooling components under normal conditions.

[0178] To determine a suitable target cooling strategy for the heat-generating components, the vehicle can determine that the heat dissipation capacity of the cooling components is consistent with its normal cooling capacity when the temperature difference is less than or equal to a first preset temperature (e.g., 1°C). This confirms that the cooling components are not blocked. Based on this, the step of determining the target cooling strategy can be omitted.

[0179] Otherwise, when the temperature difference is greater than a first preset temperature, the vehicle can determine the coolant level used to cool the heat dissipation components. Then, when the coolant level is lower than the preset level, it is determined that the temperature difference is due to insufficient coolant. Subsequently, a strategy that executes a preset prompt can be defined as the target cooling strategy to prompt the owner to add coolant.

[0180] Otherwise, if the liquid level is greater than or equal to the preset liquid level, the temperature difference can be attributed to blockage of the heat dissipation components, leading to a reduction in their heat dissipation capacity. Based on this, the vehicle can acquire target information corresponding to the temperature difference to determine a target cooling strategy. This target information is divided into first information for determining the control strategy of the electric water pump and second information for determining the control strategy of the first fan (e.g., the condenser fan).

[0181] For example, 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 air temperature and the desired intake air temperature of the engine; 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 target water pump temperature and the intake air temperature difference, but also the target vehicle speed and the first engine coolant temperature; and the second information may include not only the target pressure and the target vehicle speed, but also the first engine coolant 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 adopt the strategy of increasing the duty cycle of the electric water pump as the first target duty cycle and increasing the duty cycle of the first fan as the second target duty cycle as the target cooling strategy.

[0184] Furthermore, when the temperature difference is less than or equal to the second preset temperature (e.g., 3°C), the degree of blockage of the heat dissipation components can be considered low. Therefore, it can be assumed that the vehicle can cool the heat-generating components solely based on the aforementioned control strategy of the electronic water pump and the first fan.

[0185] Furthermore, if the temperature difference exceeds the second preset temperature, the cooling components are considered to be significantly blocked. In this case, if the engine's second coolant temperature is less than or equal to the preset coolant temperature, it can be assumed that although the cooling components are blocked, their heat dissipation capacity can still effectively cool the heat-generating components, thereby lowering the engine coolant temperature. In other words, it can be considered that the vehicle can cool the heat-generating components solely based on the aforementioned control strategy of the electronic water pump and the first fan.

[0186] However, if the engine's secondary coolant temperature exceeds the preset temperature, it can be assumed that the overheating is due to blockage of the cooling components. Therefore, to further dissipate heat from the heat-generating components, the vehicle can determine whether the secondary fan control conditions are met based on driving information, and thus determine the secondary fan control strategy.

[0187] For example, when the gear is greater than or equal to a preset gear (e.g., 2nd gear) and the first speed is less than the preset speed, the driving information can be considered to meet the second fan control conditions. That is, the heat-generating components can be cooled by increasing the speed of the second fan. Furthermore, the vehicle can determine the strategy of downshifting as the target cooling strategy.

[0188] Otherwise, if the gear is lower 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 control conditions for the second fan. That is, it is impossible to dissipate heat from the heat-generating components by increasing the speed of the second fan. Therefore, the vehicle can cool the heat-generating components based on the aforementioned control strategy of the electronic water pump and the first fan.

[0189] In summary, by selecting appropriate target cooling strategies based on the above methods under different temperature differences, heat dissipation of heat-generating components can be effectively achieved.

[0190] Please see Figure 6 , Figure 6 This is a structural block diagram of a cooling device for a vehicle heating component provided in an embodiment of this application. The modules included in the cooling device for the vehicle heating component in this embodiment are used to perform... Figures 1 to 5 The steps in the corresponding embodiments. Please refer to the details. Figures 1 to 5 as well as Figures 1 to 5 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 6The cooling device 600 for the vehicle's heating components 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 determining module 610 is used to determine the component information of the heat-generating components in the vehicle, the first temperature of the heat dissipation components, and the ambient temperature when the vehicle is detected to be passing through an off-road scenario.

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

[0193] The third determining module 630 is used to determine the 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 components to dissipate heat based on the target cooling strategy.

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

[0196] When the vehicle is detected to be passing through an off-road scenario, the vehicle's driving status is determined; if the driving status is stationary, the ambient temperature and the component temperature of the heating element are obtained; if the ambient temperature and component temperature meet the preset high-temperature scenario, the component information and the first temperature are determined after a preset time.

[0197] In one embodiment, the third determining module 630 is further used for:

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

[0199] In one embodiment, the third determining module 630 is further used for:

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

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

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

[0203] In one embodiment, the heat dissipation component includes at least an electric water pump and a first fan, and the heat-generating component includes an engine; the target information includes first information for determining the cooling strategy of the electric water pump and second information for determining the cooling strategy of the first fan; the first information includes at least one of the following: target water pump temperature of the electric water pump, intake temperature difference between the actual intake temperature and the desired intake temperature of the engine, target vehicle speed, and first engine coolant temperature of the engine; and the second information includes at least one of the following: target pressure of the vehicle air conditioner, target vehicle speed, and first engine coolant temperature; the temperature difference is proportional to the type of the first information and the second information.

[0204] In one embodiment, the third determining module 630 is further used for:

[0205] The system acquires a first duty cycle of the electronic water pump corresponding to the target water pump temperature; acquires a second duty cycle of the electronic water pump corresponding to the intake air temperature difference; acquires a third duty cycle of the electronic water pump corresponding to the first engine coolant temperature and the target vehicle speed; and, when there are multiple duty cycles of the electronic water pump determined based on the first information, determines the maximum value of the multiple duty cycles of the electronic water pump as the first target duty cycle; acquires a fourth duty cycle of the first fan corresponding to the target pressure and the target vehicle speed; acquires a fifth duty cycle of the first fan corresponding to the first engine coolant temperature and the target vehicle speed; and, when there are multiple duty cycles of the first fan determined based on the second information, determines the maximum value of the multiple duty cycles of the first fan as the second target duty cycle; and defines 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.

[0206] In one embodiment, the heat dissipation assembly further includes a second fan controlled by the engine speed, and the heat-generating assembly includes the engine; the third determining module 630 is further configured to:

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

[0208] In one embodiment, the driving information includes the vehicle's gear position and the engine's first speed; the third determining module 630 is also used for:

[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 conditions; the strategy of downshifting is determined as the target cooling strategy; after downshifting, the second speed of the engine is greater than the first speed.

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

[0211] The acquisition module is used to acquire the gear ratio of the transmission in the vehicle after downshifting, the required torque to maintain the vehicle speed before downshifting, and the actual pedal opening of the vehicle.

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

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

[0214] When it is understood that, Figure 6 The structural block diagram of the cooling device for the vehicle's heating components shown illustrates that each module is used to perform... Figures 1 to 5 The steps in the corresponding embodiments, and for Figures 1 to 5 The steps in the corresponding embodiments have been explained in detail in the above embodiments. Please refer to them for details. Figures 1 to 5 as well as Figures 1 to 5 The relevant descriptions in the corresponding embodiments will not be repeated here.

[0215] Figure 7 This is a structural block diagram of a vehicle provided in one embodiment of this application. For example... 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 by the processor 710, such as a program for a method of cooling vehicle heat-generating components. When the processor 710 executes the computer program 730, it implements the steps of each embodiment of the cooling method for vehicle heat-generating components described above, for example... Figure 2 S201 to S204 are shown. Alternatively, the processor 710 implements the above when executing the computer program 730. Figure 6 The functions of each module in the corresponding embodiments, for example, Figure 6 For details on the functions of each module shown, please refer to [link / reference]. Figure 6 The relevant descriptions in the corresponding embodiments.

[0216] For example, the computer program 730 can be divided into one or more modules, one or more of which are stored in the memory 720 and executed by the processor 710 to implement the vehicle heat-generating component cooling method provided in this embodiment. One or more modules can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 730 in the vehicle 700. For example, the computer program 730 can implement the vehicle heat-generating component cooling method provided in this embodiment.

[0217] Vehicle 700 may include, but is not limited to, processor 710 and memory 720. Those skilled in the art will understand that... Figure 7 This is merely an example of vehicle 700 and does not constitute a limitation on vehicle 700. It may include more or fewer components than shown, or combine certain components, or different components. For example, a vehicle may also include input / output devices, network access devices, buses, etc.

[0218] The processor 710 may be a central processing unit, or it may be 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. The general-purpose processor may be a microprocessor or any conventional processor, etc.

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

[0220] This 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, it implements the cooling method for vehicle heating components as described in the above embodiments.

[0221] This application provides a computer program product that, when run on a vehicle, causes the vehicle to execute the cooling method for the vehicle heating components described in the above embodiments.

[0222] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method of cooling a heat generating component of a vehicle, characterized in that, The method includes: When the vehicle is detected to be passing through an off-road scenario, the component information of the heat-generating components in the vehicle, the first temperature of the heat dissipation components, and the ambient temperature are determined; the heat dissipation components include at least an electric water pump and a first fan, and the heat-generating components include an engine; Based on the ambient temperature and the component information, determine the second temperature when the heat dissipation component is dissipating heat normally; Based on the first temperature and the second temperature, a target cooling strategy is determined; The heat dissipation component is controlled to dissipate heat based on the target cooling strategy; The step of determining the target cooling strategy based on the first temperature and the second temperature includes: Determine the temperature difference between the first temperature and the 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; the target information includes first information for determining the cooling strategy of the electronic water pump and second information for determining the cooling strategy of the first fan; the first information includes at least one of the following: the target water pump temperature of the electronic water pump, the intake temperature difference between the actual intake temperature and the desired intake temperature of the engine, the target vehicle speed, and the first engine coolant temperature of the engine. The target cooling strategy is determined based on the target information; Determining the target cooling strategy based on the target information includes: Obtain the first duty cycle of the electronic water pump corresponding to the target water pump temperature; obtain the second duty cycle of the electronic water pump corresponding to the intake air temperature difference; obtain the 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 pump as the first target duty cycle; 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 determined as the target cooling strategy.

2. The method of claim 1, wherein, When the vehicle is detected to be passing through an off-road scenario, the process of determining the component information of the heat-generating components in the vehicle, the first temperature of the heat dissipation components, and the ambient temperature includes: When the vehicle is detected to be passing through an off-road scenario, the driving status of the vehicle is determined; If the vehicle is stationary, then the ambient temperature and the component temperature of the heating element are obtained. If the ambient temperature and the component temperature meet the preset high-temperature scenario, then after a preset time, the component information and the first temperature are determined.

3. The method according to claim 1, 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 the first preset temperature, the level of the coolant used to cool the heat dissipation components in the vehicle is obtained. When the coolant level is lower than the preset level, the strategy of executing the 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 obtaining the target information corresponding to the temperature difference is performed.

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 less than or equal to the first preset temperature, the operation of the heat dissipation component is maintained.

5. The method according to claim 1, characterized in that, The second information includes at least one of the following: the target pressure of the vehicle air conditioner, the target vehicle speed, and the first engine coolant temperature; The temperature difference is directly proportional to the types of the first information and the second information.

6. The method according to claim 5, characterized in that, The method for determining the second target duty cycle includes: Obtain a fourth duty cycle of the first fan corresponding to the target pressure and the target vehicle speed; obtain a fifth duty cycle of the first fan corresponding to the first engine coolant 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 multiple duty cycles of the first fan as the second target duty cycle.

7. The method according to any one of claims 1-6, characterized in that, The heat dissipation assembly further includes a second fan controlled by the engine speed, and the heat-generating assembly includes the engine; determining the target cooling strategy based on the first temperature and the second temperature further includes: Determine the temperature difference between the first temperature and the second temperature, and the second engine coolant temperature of the engine; If the temperature difference is greater than the second preset temperature and the second engine coolant temperature is greater than the preset coolant temperature, then the vehicle's driving information is obtained. When the driving information meets the preset second fan control conditions, the strategy of increasing the engine speed is determined as the target cooling strategy.

8. The method according to claim 7, characterized in that, The driving information includes the vehicle's gear position and the engine's first speed; the strategy of increasing the engine speed when the driving information meets a preset second fan enabling condition is determined as the target cooling strategy, including: 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 lowering the gear is determined as the target cooling strategy; after the gear is lowered, the second speed of the engine is greater than the first speed.

9. The method according to claim 8, characterized in that, The method further includes: The gear ratio of the transmission in the vehicle after downshifting, the required torque to maintain the vehicle at the speed before downshifting, and the actual pedal opening of the vehicle are obtained. The virtual pedal opening is determined based on the required torque, the speed ratio, and the second rotational speed. The vehicle's movement is controlled based on the virtual pedal opening and the actual pedal opening.

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