Cleaning method and device for vehicle heat dissipation assembly, vehicle and product

Abstract

The embodiment of the invention is suitable for the technical field of vehicles, and provides a cleaning method and device for a vehicle heat dissipation assembly, a vehicle and a product, and the method comprises the steps that after the heat dissipation assembly in the vehicle cools a heating assembly in the vehicle, an evaluation result of the heat dissipation performance of the heat dissipation assembly is generated; the heat dissipation assembly at least comprises a heat dissipation fan; if the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance, the heat dissipation fan is controlled to execute a target cleaning strategy; the target cleaning strategy at least comprises a cooling fan reverse rotation strategy. By adopting the method, the cleaning efficiency of the heat dissipation assembly can be improved, and the cleaning difficulty is reduced.

Description

Technical Field

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

[0002] Due to the design structure of the front grille of the heat dissipation component, after the vehicle has been running for a long time, a large amount of sand or dust is likely to enter the heat dissipation component from the front grille, causing a large amount of sand or dust to accumulate on the surface of the heat dissipation component (for example, the heat dissipation fan or the radiator), thereby affecting the heat dissipation capacity of the heat dissipation component.

[0003] At present, the method for cleaning the heat dissipation component is usually: the user disassembles the heat dissipation component for cleaning during maintenance. However, this method will result in low cleaning efficiency and greater cleaning difficulty of the heat dissipation component. Summary of the invention

[0004] The embodiments of the present application provide a method, device, vehicle and product for cleaning a vehicle heat dissipation component, which can solve the problem of low cleaning efficiency and high cleaning difficulty of the heat dissipation component.

[0005] In a first aspect, an embodiment of the present application provides a method for cleaning a vehicle heat dissipation component, the method comprising:

[0006] After the heat dissipation component in the vehicle cools down the heat generating component in the vehicle, an evaluation result of the heat dissipation performance of the heat dissipation component is generated; the heat dissipation component at least includes a heat dissipation fan;

[0007] If the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance, the heat dissipation fan is controlled to execute the target cleaning strategy; the target cleaning strategy at least includes a strategy for reversing the heat dissipation fan.

[0008] In a second aspect, an embodiment of the present application provides a cleaning device for a vehicle heat dissipation component, the device comprising:

[0009] A generating module, for generating an evaluation result of the heat dissipation performance of the heat dissipation component after the heat dissipation component in the vehicle cools down the heat generating component in the vehicle; the heat dissipation component at least includes a heat dissipation fan;

[0010] The first control module is used to control the cooling fan to execute a target cleaning strategy if the evaluation result shows that the cooling performance does not meet the preset cooling performance; the target cleaning strategy at least includes a strategy for reversing the cooling fan.

[0011] 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.

[0012] 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.

[0013] 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.

[0014] Compared with the prior art, the beneficial effect of the embodiment of the present application is that after the heat dissipation component in the vehicle cools down the heat generating component in the vehicle, the vehicle can generate an evaluation result of the heat dissipation performance of the heat dissipation component. Then, when the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance, it can be considered that the heat dissipation component may have accumulated a certain amount of sand or dust, which reduces the heat dissipation performance of the heat dissipation component. Based on this, in order to improve the heat dissipation performance of the heat dissipation component, the vehicle can control the heat dissipation fan in the heat dissipation component to execute a target cleaning strategy to remove the sand or dust accumulated in the heat dissipation component by reversing the heat dissipation fan. Based on this, by adopting the above method, the vehicle can directly clean based on the heat dissipation fan when the heat dissipation performance of the heat dissipation component is affected, which can not only improve the cleaning efficiency of the heat dissipation component, but also reduce the difficulty of cleaning. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] 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.

[0016] 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;

[0017] Figure 2 This is a flow chart of a method for cleaning a vehicle heat dissipation component provided in one embodiment of the present application;

[0018] Figure 3 This is a schematic diagram of an application scenario for determining a target cooling strategy in an engine-off state in a method for cleaning a vehicle heat dissipation component provided in an embodiment of the present application;

[0019] Figure 4 It is a schematic diagram of an implementation method for generating an evaluation result in a cleaning method of a vehicle heat dissipation component provided in an embodiment of the present application;

[0020] Figure 5 is a flow chart of a method for cleaning a vehicle heat dissipation component provided by another embodiment of the present application;

[0021] Figure 6 It is a structural schematic diagram of a cleaning device for a vehicle heat dissipation component provided in one embodiment of the present application;

[0022] Figure 7 It is a structural schematic diagram of a vehicle provided in one embodiment of the present application. DETAILED DESCRIPTION

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] Due to the design structure of the front grille of the heat dissipation component, when the vehicle is driving for a long time or frequently passing through mud, desert, mountain and other off-road scenes, it is easy for a large amount of sand or dust to enter the heat dissipation component from the front grille, causing a lot of sand or dust to accumulate on the surface of the heat dissipation component (for example, the heat dissipation fan or radiator), thereby affecting the heat dissipation capacity of the heat dissipation component.

[0028] For example, when a vehicle frequently passes through off-road scenes such as mud, desert, and mountains, a large amount of sand or dust may easily enter the heat dissipation component from the front grille, reducing the heat dissipation capacity.

[0029] Reference Figure 1 , Figure 1The 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.

[0030] 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.

[0031] 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 (transferred from the front grille) 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.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] And, although the condensing fan is used to cool the condenser. Figure 1 It can be seen from the structure that the airflow generated by the condensing fan when it is working can also be blown to the low-temperature radiator and the high-temperature radiator. Therefore, it can be considered that when the condensing fan is working, it can also take away the heat of the low-temperature radiator and the high-temperature radiator to assist in cooling the engine water temperature.

[0036] in, Figure 1 The arc dotted line in the figure can be considered as the front grille, that is, the heat dissipation window. Figure 1 It can be seen that during the driving of the vehicle, sand or dust can easily enter the heat dissipation component from the front grille and accumulate.

[0037] At present, the method for cleaning the heat dissipation component is usually: the user disassembles the heat dissipation component for cleaning during maintenance. However, this method will result in low cleaning efficiency and greater cleaning difficulty of the heat dissipation component.

[0038] Based on this, in order to improve the cleaning efficiency of the heat dissipation component, the embodiment of the present application provides a cleaning method for a vehicle heat dissipation component, which can be applied to a vehicle. For example, it can be applied to electronic devices such as a vehicle controller and a central controller on a vehicle. The embodiment of the present application does not impose any restrictions on the specific type of electronic device.

[0039] See also Figure 2 , Figure 2 A flowchart of a method for cleaning a vehicle heat dissipation component provided in an embodiment of the present application is shown, and the method comprises the following steps:

[0040] S201. After a heat dissipation component in a vehicle cools down a heat generating component in the vehicle, an evaluation result of the heat dissipation performance of the heat dissipation component is generated; the heat dissipation component includes at least a heat dissipation fan.

[0041] In one embodiment, the heat dissipation component and the heating component have been explained above, and will not be described again. It should be noted that, since the heat dissipation component needs to be cleaned, the heat dissipation component at least includes a heat dissipation fan.

[0042] The heat dissipation fan may be considered to be one or more of the above-mentioned silicone oil fan and condensation fan, or may be considered to be other fans, such as electronic fans, without limitation. Also, the number of each type of heat dissipation fan may be one or more, without limitation. In this embodiment, the following description is made by taking one heat dissipation fan as an example.

[0043] It should be noted that the heating component may generate heat when the vehicle is in driving or idling state. At this time, in order to avoid overheating of the heating component and thus limiting the power of the vehicle, the heat dissipation component can cool the heating component in both driving and idling states.

[0044] Furthermore, when the vehicle is in a state of waiting to be powered off (for example, the engine is turned off, or the power is not turned off after receiving a power off command), the vehicle will delay powering off in order to avoid damage to the heating component (engine or motor) due to high temperature. In addition, during the delayed power off process, the vehicle can control the heat dissipation component to dissipate heat from the heating component for a short period of time, so that the temperature of the first component of the heating component is quickly reduced to a normal temperature range.

[0045] Based on this, after the heating component is cooled down in any state of the vehicle, the heat dissipation performance of the heat dissipation component can be determined.

[0046] However, it should be noted that when the vehicle is in motion, the heat dissipation component may dissipate heat for the heat generating component multiple times during the driving process. At the same time, the heat dissipation performance of the heat dissipation component is also affected by many factors, such as vehicle speed, engine temperature, engine speed and other factors. Moreover, this factor usually changes during driving, causing the heat dissipation performance to change accordingly during driving. In other words, the heat dissipation performance during driving is not accurate. Based on this, the vehicle can determine the heat dissipation performance of the heat dissipation component after cooling down the heat generating component in the vehicle only when the vehicle is idling or waiting to be powered off.

[0047] It should be added that in actual scenarios, in order to save energy, the heat dissipation component usually does not cool the heating component all the time. That is, when the heating component needs to meet certain heat dissipation requirements, the heat dissipation component runs and cools the heating component.

[0048] Based on this, as an example, when the vehicle is detected to be in the power-off state, the vehicle can obtain the first component temperature before the heat-generating component dissipates heat. Then, based on the first component temperature, the heat dissipation requirement of the heat-generating component is determined, and when the heat dissipation requirement is that heat dissipation is required, the heat dissipation component is controlled to cool the heat-generating component.

[0049] The vehicle can determine that the vehicle is in the waiting-to-power-off state when detecting the vehicle owner's power-off operation or the ignition-off operation. In this embodiment, the method for determining that the vehicle is in the waiting-to-power-off state is not limited.

[0050] In one embodiment, when the heat generating component is an engine, the first component temperature may be the engine water temperature, the engine compartment temperature, etc., without limitation. Also, when the heat generating component is a motor, the first component temperature may be the motor temperature. In this embodiment, when the heat generating components are different, the corresponding first component temperatures may be different.

[0051] In one embodiment, a component temperature threshold may be set in the vehicle, so that when the first component temperature is greater than or equal to the component temperature threshold, it is determined that the heating component is in a high temperature condition, and further, it can be determined that the heating component has a heat dissipation demand. Otherwise, when the first component temperature is less than the component temperature threshold, it can be determined that the temperature of the heating component is in a normal temperature range, and further, it can be considered that the heating component has no heat dissipation demand.

[0052] In another embodiment, the vehicle may also be configured with multiple cooling strategies, each cooling strategy corresponding to a component temperature range. Afterwards, when the corresponding target cooling strategy can be determined based on the temperature of the first component, it can be considered that the heat-generating component has a heat dissipation demand. Otherwise, when the corresponding target cooling strategy cannot be determined based on the temperature of the first component, it is determined that the heat-generating component does not have a heat dissipation demand.

[0053] In this embodiment, the method for determining whether there is a heat dissipation requirement is not limited.

[0054] Based on the above description, after determining the heat dissipation demand, the vehicle can control the heat dissipation component to cool down the heating component. The cooling method of the heat dissipation component can be considered as the target cooling strategy determined above, or it can be a preset cooling strategy, which is not limited.

[0055] As an example, the heat generating component is an engine, the vehicle is in an idling state, and the heat dissipating component is a cooling fan. The target cooling strategy corresponding to the cooling fan can be shown in Table 1 below:

[0056] Table 1:

[0057] Engine water temperature (unit: ℃) Duty cycle (unit: %) 90 15 94 30 96 50 101 60 103 60 107 85 110 85 112 92

[0058] Based on the above Table 1, it can be seen that when the heat generating component is an engine, the higher the engine water temperature is, the greater the duty cycle of the cooling fan is generally.

[0059] As another example, the heat generating component is an engine, the vehicle is in a power-off state (for example, a flameout state), and the heat dissipating component is a heat dissipating fan. Figure 3 , Figure 3 This is a schematic diagram of an application scenario for determining a target cooling strategy in a vehicle cooling component cleaning method in an engine-off state provided by an embodiment of the present application. The horizontal axis is the temperature of the first component (for example, the engine water temperature), the left vertical axis is the duty cycle of the cooling fan, and the right vertical axis is the corresponding required running time. Figure 3 It can be seen that when the engine water temperature is higher, the operation time and duty cycle of the cooling fan in the corresponding target cooling strategy should be correspondingly larger. That is, the relationship between the engine water temperature and the operation time and duty cycle is a positive proportional relationship.

[0060] As another example, the heat generating component is a motor, the vehicle is in a waiting state, and the heat dissipating component is a cooling fan. The target cooling strategy corresponding to the cooling fan can be shown in Table 2 and Table 3 below:

[0061] Table 2:

[0062]

[0063] Table 3:

[0064]

[0065] Based on Table 2 and Table 3 above, it can be seen that when the heat generating component is a motor, the vehicle can first determine the cooling requirement of the motor based on the motor temperature from Table 1. Then, based on the cooling requirement, the duty cycle corresponding to the cooling fan is determined from Table 2. At this time, the duty cycle corresponding to the cooling fan can be considered as the target cooling strategy for cooling the motor in the above scenario.

[0066] It should be noted that in an actual scenario, there may be multiple motors. Based on this, the above target cooling strategy can be determined based on the maximum value of the multiple motor temperatures.

[0067] Among them, in the above scenario, the cooling fan can run for a preset time at a duty cycle corresponding to the target cooling strategy, or stop executing the target cooling strategy when it is detected that the temperature of the coolant used to cool the motor is less than or equal to the preset motor temperature.

[0068] In one embodiment, the preset time length and the preset temperature can be set according to actual conditions, and there is no limitation on this. For example, the preset time length can be 30 seconds, and the preset motor temperature can be 46°C.

[0069] It should be added that the above determination of the target cooling strategy for the heat dissipation fan is only an example. In this embodiment, the method for determining the target cooling strategy for dissipating heat from the heat generating component is not limited.

[0070] It is understandable that the heat generating capacity of the heating component is usually different when the vehicle is in different states. Therefore, in different states, the strategies of the heat dissipation component to cool the heating component may be different as in the above examples.

[0071] In one embodiment, the heat dissipation performance can be used to reflect the heat dissipation capacity of the heat dissipation component, which can be quantitatively determined based on the heat dissipation of the heat-generating component after the heat dissipation component performs cooling, and there is no limitation on this.

[0072] As an example, the vehicle may be configured to Figure 4 The steps S401 - S403 shown determine the heat dissipation performance.

[0073] Details are as follows:

[0074] S401, obtaining actual heat dissipation parameters after the heat dissipation component dissipates heat from the heat generating component.

[0075] In one embodiment, the target temperature reduction strategy for the heat dissipation component to dissipate heat from the heat generating component has been explained above, and will not be further described.

[0076] It should be noted that the heat dissipation parameters that can be used to characterize the heat dissipation performance include but are not limited to: the heat dissipation temperature difference of the heat dissipated object (heat generating component), the actual time required to reduce the temperature of the heat dissipated object from the current temperature to the preset temperature, or reduce the preset temperature difference, and there is no limitation on this.

[0077] As an example, taking the actual duration as the heat dissipation parameter, the vehicle can determine a target cooling strategy for the heat dissipation component to dissipate heat from the heat generating component. Then, when the heat dissipation component executes the target cooling strategy, it is determined that the actual duration required for the temperature of the heat generating component to decrease from the first component temperature to the preset temperature.

[0078] In one embodiment, the above has described the method for determining the target cooling strategy, which will not be explained again. Among them, the above preset temperature can be set according to actual conditions. For example, the preset temperature is less than the first component temperature, and the absolute value of the temperature difference with the first component temperature is equal to the preset value. That is, different first component temperatures correspond to different preset temperatures. Alternatively, the preset temperature can also be the temperature when the heat-generating component does not need to dissipate heat, which is not limited.

[0079] In one embodiment, the first component temperature can be obtained based on a temperature sensor. Exemplarily, the heat generating component may include an engine, and the vehicle may obtain the first component temperature such as the engine water temperature and / or the engine compartment temperature based on a preset temperature sensor. In another embodiment, the first component temperature may also include the engine intake temperature, the engine compartment temperature, etc., which is not limited thereto.

[0080] As an example, at different first component temperatures (e.g., engine water temperature), the corresponding fan duty cycle (cooling strategy) is different. Therefore, the vehicle can pre-set multiple cooling strategies, each cooling strategy corresponding to a temperature range. Afterwards, the vehicle can determine the cooling strategy corresponding to the target temperature range where the first component temperature is located as the target cooling strategy. When the target cooling strategy is used for cooling, the first component temperature will gradually decrease until there is no need to use the cooling strategy for cooling.

[0081] Furthermore, in order to save energy, during the cooling process, the vehicle will usually determine the component temperature of the heat-generating component at intervals of a preset cooling time to redefine the target cooling strategy based on the current component temperature.

[0082] Based on this, it can be considered that the above preset temperature is: the maximum temperature in the temperature range adjacent to the temperature range where the first component temperature is located. For example, the first component temperature is 92°C, the temperature range where the first component temperature is located is (90°C, 94°C], and the adjacent temperature range can be (85, 90]. At this time, the preset temperature corresponding to the first component temperature can be 90°C.

[0083] Finally, the actual duration determined may also be: the duration of the heat dissipation component running at the target cooling strategy corresponding to the first component temperature. It is understandable that when the first component temperature drops from 92°C to the preset temperature of 90°C, the target cooling strategy will change. Therefore, the vehicle may determine that the duration of the target cooling strategy running is the above actual duration.

[0084] As another example, taking the heat dissipation parameter as the heat dissipation temperature difference and the heat dissipation component including a radiator as an example, the vehicle can also obtain the second component temperature of the radiator after the heat dissipation component executes the target cooling strategy, and determine the heat dissipation temperature difference between the first component temperature and the second component temperature.

[0085] Among them, the above Figure 1 It has been explained in the above that the radiator can be a low-temperature radiator or a high-temperature radiator, and this is not limited.

[0086] Generally, cooling water enters the heat generating component (for example, the engine or motor compartment) to cool the heat generating component. At this time, the water temperature in the heat generating component usually rises. Then, the water in the heat generating component passes through the high temperature heater to dissipate heat, and then flows back to the heat generating component as cooling water to dissipate heat.

[0087] Based on this, it can be considered that the second component temperature of the radiator is the radiator outlet water temperature. The difference between the radiator outlet water temperature and the temperature of the water in the heating component is the heat dissipation temperature difference between the first component temperature (the first component temperature of the heating component before heat dissipation) and the second component temperature of the radiator after heat dissipation.

[0088] It can be understood that when the heat dissipation performance of the heat sink is poor, the heat dissipation temperature difference is usually small.

[0089] For example, taking the heat generating component as the engine and the first component temperature as the engine water temperature, the vehicle can obtain the engine water temperature before heat dissipation and the radiator outlet water temperature of the radiator after heat dissipation using the target cooling strategy. Then, the difference between the engine water temperature and the radiator outlet water temperature is determined as the heat dissipation temperature difference.

[0090] And, taking the heat generating component as a motor and the first component temperature as the motor temperature as an example, the vehicle can obtain the motor temperature before heat dissipation and the radiator outlet water temperature of the radiator after heat dissipation using the target cooling strategy. Then, the difference between the motor temperature and the radiator outlet water temperature is determined as the heat dissipation temperature difference.

[0091] Based on the above description, the vehicle can determine at least one of the heat dissipation temperature difference and the actual duration as the actual heat dissipation parameter. For example, when the vehicle is a pure electric vehicle, the heat dissipation temperature difference can be determined as the above actual heat dissipation parameter; when the vehicle is a hybrid vehicle or a fuel vehicle, the vehicle can determine the heat dissipation temperature difference and / or the actual duration as the above actual parameter.

[0092] As another example, based on Figure 1 It can be seen from the explanation that when the vehicle is in an idle state, the silicone oil fan in the vehicle will continue to cool the engine based on the engine speed. Therefore, it can be considered that in the idle state, the heat dissipation components are in the process of executing the corresponding target cooling strategy. Furthermore, it can be considered that in the idle state, it may take a long time to obtain the second component temperature of the radiator after executing the target cooling strategy.

[0093] Based on this, in order to determine the heat dissipation performance of the heat dissipation component in the idle state, the actual duration can be determined as the actual heat dissipation parameter.

[0094] Furthermore, when the vehicle is in a waiting state, the heat dissipation component usually needs to temporarily cool down the heat generating component based on a determined target cooling strategy. Therefore, when the vehicle is in a waiting state, the heat dissipation temperature difference can be determined as the actual heat dissipation parameter.

[0095] S402, obtaining a first component temperature and an external environment temperature before the heat-generating component dissipates heat, and determining a standard heat dissipation parameter after the heat dissipation component dissipates heat for the heat-generating component based on the first component temperature and the external environment temperature.

[0096] In one embodiment, the external environment temperature may be determined by an onboard terminal on the vehicle, wherein the onboard terminal on the vehicle generally has a networking function and may be provided with a weather forecast application to determine the external environment temperature.

[0097] It is understandable that the external 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.

[0098] Therefore, it can be considered that even if the same target cooling strategy is used to cool the heat generating components, the heat dissipation performance may change due to different external ambient temperatures. Based on this, when determining the standard heat dissipation parameters, it is also necessary to determine them based on the external ambient temperature.

[0099] It should be noted that when the external ambient temperature is low, the atomization effect of the engine fuel will deteriorate, resulting in uneven mixing of the fuel and air, reducing the working efficiency of the engine; and when the external ambient temperature is low, the output power of the motor will decrease. Therefore, when the external ambient temperature is low, it is usually not necessary to execute the above-mentioned target cooling strategy. As a result, the vehicle will not be able to generate an evaluation result of the heat dissipation performance. Based on this, in this embodiment, when the external ambient temperature is lower than the preset ambient temperature, it is not necessary to control the cooling fan to execute the target cleaning strategy.

[0100] It is understandable that, based on the explanation of the actual heat dissipation parameter in S401 above, when the actual heat dissipation parameter is the actual duration, the standard heat dissipation parameter needs to correspond to the standard duration; and when the actual thermal parameter is the heat dissipation temperature difference, the standard heat dissipation parameter needs to correspond to the standard temperature difference. At this time, the above-mentioned preset heat dissipation performance can be considered as the performance corresponding to the above-mentioned standard heat dissipation parameter.

[0101] As an example, the standard heat dissipation parameters can be determined based on the following method. The details are as follows:

[0102] For the standard duration, the vehicle can determine the above standard duration based on the relationship between the external ambient temperature, the first component temperature (e.g., the engine water temperature), the target cooling strategy (e.g., the duty cycle of the cooling fan), and the duration as shown in Table 4 below.

[0103] Table 4:

[0104]

[0105] In one embodiment, the external environment temperature is 20°C, the first component temperature (engine water temperature) is 101°C, and the target cooling strategy (duty cycle) corresponding to the first component temperature is that the cooling fan runs at a duty cycle of 60%. At this time, the above preset temperature can be 90°C. Based on this, it can be considered that when the cooling component executes the target cooling strategy (the cooling fan runs at a duty cycle of 60%), the standard time required for the temperature of the heating component to drop from the first component temperature of 101°C to the preset temperature of 90°C is 30s.

[0106] For the standard temperature difference, taking the heat generating component as the engine as an example, the vehicle can determine the above standard temperature difference based on the relationship between the external ambient temperature, the first component temperature (for example, the engine water temperature), the target cooling strategy (for example, the duty cycle of the cooling fan) and the temperature difference as shown in Table 5 below.

[0107] Table 5:

[0108]

[0109] In one embodiment, the external environment temperature is 20°C, the first component temperature (engine water temperature) is 105°C, and the target cooling strategy (duty cycle) corresponding to the first component temperature is that the cooling fan runs at a duty cycle of 10%. It can be considered that at 20°C, when the cooling component executes the target cooling strategy (the cooling fan runs at a duty cycle of 10%), the standard temperature difference between the first component temperature of 105°C before cooling and the second component temperature of the radiator after cooling is at least 20°C.

[0110] For the standard temperature difference, taking the heat generating component as a motor as an example, the vehicle can determine the above standard temperature difference based on the correlation between the external ambient temperature, the first component temperature (for example, the motor temperature) and the temperature difference as shown in Table 6 below.

[0111] Table 6:

[0112]

[0113] In one embodiment, the target cooling strategy (duty cycle) corresponding to the above Table 6 may be a preset cooling strategy (i.e., a preset duty cycle), and therefore, is not reflected in the above table. In an actual scenario, the above Table 6 may also be similar to the above Table 5 to establish a corresponding relationship between the external environment temperature, the first component temperature (motor temperature), the target cooling strategy (duty cycle), and the temperature difference, which will not be described in detail.

[0114] For example, the external environment temperature is 20°C and the first component temperature (motor temperature) is 70°C. It can be considered that at 20°C, when the heat dissipation component executes the target cooling strategy, the standard temperature difference between the first component temperature of 70°C before heat dissipation and the second component temperature of the radiator after heat dissipation is at least 22°C.

[0115] S403: Generate an evaluation result based on the actual heat dissipation parameters and the standard heat dissipation parameters.

[0116] In one embodiment, based on actual heat dissipation parameters and standard heat dissipation parameters, the method for determining the evaluation result of the heat dissipation performance can be: when the actual time is less than or equal to the standard time (that is, at the same ambient temperature, the time required to achieve the same heat dissipation effect is less than or equal to the standard time), or the actual heat dissipation temperature difference is at least greater than or equal to the standard temperature difference (that is, at the same ambient temperature, the actual heat dissipation effect of the heat dissipation component exceeds the standard heat dissipation effect), the evaluation result meets the preset heat dissipation performance.

[0117] Otherwise, when the actual duration is longer than the standard duration (i.e., at the same ambient temperature, the time required to achieve the same heat dissipation effect is longer than the standard time), and the actual heat dissipation temperature difference is less than the standard temperature difference (i.e., at the same ambient temperature, the actual heat dissipation effect of the heat dissipation component is lower than the standard heat dissipation effect), the evaluation result is that the preset heat dissipation performance is not met.

[0118] S202: If the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance, the heat dissipation fan is controlled to execute a target cleaning strategy; the target cleaning strategy at least includes a strategy for reversing the heat dissipation fan.

[0119] In one embodiment, when the evaluation result shows that the heat dissipation performance does not meet the preset heat dissipation performance, it can be considered that a large amount of dust or sand has accumulated in the heat dissipation component. Therefore, the vehicle can control the heat dissipation fan to execute the target cleaning strategy, and clean the dust and sand in a reverse manner to improve the heat dissipation performance.

[0120] When the cooling fan is cooling, the rotation direction of the fan blades is used to blow the external airflow into the cooling component to cool it down. At this time, when the cooling fan is cleaning, the cooling fan needs to blow the airflow inside the cooling component to the outside to blow the dust and sand accumulated inside to the outside. Therefore, it can be considered that the rotation direction of the cooling fan blades when the cooling fan is reversed to the cleaning direction is opposite to the rotation direction of the fan blades when cooling.

[0121] In one embodiment, the target cleaning strategy may be a preset cleaning strategy, or may be determined based on actual heat dissipation parameters and standard heat dissipation parameters, which is not limited.

[0122] As an example, the preset cleaning strategy may be that the cooling fan is reversed, the duty cycle is 90%, and the cooling fan runs for 2 minutes.

[0123] As another example, if the evaluation result shows that the heat dissipation performance does not meet the preset heat dissipation performance, the parameter difference between the actual heat dissipation parameter and the standard heat dissipation parameter can be calculated. When the parameter difference is larger, it can be considered that the heat dissipation performance is worse and the dust or sand accumulation is higher.

[0124] Based on this, in order to effectively clean the heat dissipation component, multiple cleaning strategies can be pre-set, each of which corresponds to a parameter difference range. Then, the vehicle can determine the cleaning strategy corresponding to the target parameter range where the current parameter difference is located as the target cleaning strategy.

[0125] In this embodiment, the method for determining the target cleaning strategy is not limited.

[0126] In this embodiment, after the heat dissipation component in the vehicle cools down the heat generating component in the vehicle, the vehicle can generate an evaluation result of the heat dissipation performance of the heat dissipation component. Then, when the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance, it can be considered that the heat dissipation component may have accumulated a certain amount of sand or dust, which reduces the heat dissipation performance of the heat dissipation component. Based on this, in order to improve the heat dissipation performance of the heat dissipation component, the vehicle can control the heat dissipation fan in the heat dissipation component to execute a target cleaning strategy to remove the sand or dust accumulated in the heat dissipation component by reversing the heat dissipation fan. Based on this, by adopting the above method, the vehicle can directly clean based on the heat dissipation fan when the heat dissipation performance of the heat dissipation component is affected, which can not only improve the cleaning efficiency of the heat dissipation component, but also reduce the difficulty of cleaning.

[0127] It should be noted that the above example has explained that when it is detected that the vehicle is in the waiting state, the heating components of the vehicle need to be cooled down to generate the evaluation result of the heat dissipation performance. In addition, it is also explained that the vehicle in the waiting state can be considered as the vehicle being in the off state or receiving the power-off instruction.

[0128] However, when the vehicle is turned off or receives a power-off command, the heat dissipation component will only be powered by the battery, that is, the operation of the heat dissipation component is no longer controlled by the engine fuel power supply or the motor power supply.

[0129] In this scenario, in order to ensure that the battery has enough power to control the cooling of the heat dissipation component, and to support the cooling fan to execute the target cleaning strategy when the evaluation result shows that the heat dissipation performance does not meet the preset heat dissipation performance, in this embodiment, when it is detected that the vehicle is in the waiting state to be powered off, the remaining power of the battery in the vehicle can be obtained. Then, when the remaining power is greater than the preset power, the step of controlling the cooling fan to execute the target cleaning strategy is executed if the evaluation result shows that the heat dissipation performance does not meet the preset heat dissipation performance.

[0130] When the vehicle is in a waiting state, the cooling fan is powered by the battery. Also, the preset power can be set according to actual conditions, and there is no limitation on this. The remaining power can be determined based on the battery management system.

[0131] In another embodiment, when the remaining power is less than or equal to the preset power, it can be considered that the battery does not have enough power to support cooling and cleaning of the heat dissipation component. Therefore, the vehicle may not need to cool and clean the heat dissipation component. Alternatively, the vehicle may only cool the heat dissipation component without cleaning it. In turn, the risk of battery power feeding can be prevented.

[0132] And, it should be added that before it is detected that the vehicle is in the state of waiting to be powered off, the vehicle may first be in an idling state and then in a flameout state. At this time, in the idling state, the heating component (engine) will continue to run and generate heat. In addition, the speed of the heat dissipation component (such as a silicone oil fan) is controlled by the engine speed, or the heat dissipation component can be powered by the engine fuel. Therefore, in the idling state, the vehicle can execute the corresponding target cooling strategy and generate an evaluation result of the heat dissipation performance. Finally, when the vehicle changes from an idling state to a flameout state (that is, the vehicle is in the state of waiting to be powered off), it is determined whether the remaining power of the battery in the vehicle is greater than the preset power.

[0133] It should be noted that after executing the target cleaning strategy, the vehicle will be powered off normally. However, in actual scenarios, the cleaning rate of the heat dissipation component may not be ideal. Based on this, in order to effectively clean the heat dissipation component, the vehicle can count the number of executions of the target cleaning strategy under the preset number of consecutive vehicle uses. Then, if the number of executions is greater than or equal to the preset number of executions, the preset prompt operation is executed; the prompt operation is used to remind the owner that the heat dissipation component is blocked.

[0134] The preset number of vehicle usage and the preset number of executions can be set according to actual conditions, and there is no limitation on this. For example, the preset number of vehicle usage can be 6, and the preset number of executions can be 3. Also, the prompt operation includes but is not limited to voice broadcast, flashing of the heat dissipation component icon, etc., and there is no limitation on this.

[0135] It should be noted that the determination of whether to execute the target cleaning strategy is based on the evaluation result of the heat dissipation performance of the heat dissipation component after the heat dissipation component cools down the heat generation component. Therefore, the above-mentioned one-time use of the vehicle must at least meet the requirement that the operating time of the heat generation component is greater than the preset operating time so that the heat generation of the heat generation component meets the requirements. Among them, the preset operating time can be 10 minutes.

[0136] It is understandable that if the target cleaning strategy may need to be executed in the scenario of multiple consecutive vehicle uses, it can be considered that the cooling component cannot be effectively cleaned by only relying on the cooling fan cleaning method. Based on this, in this scenario, the vehicle can perform a prompt operation to remind the owner that the cooling component is blocked and needs to be cleaned manually.

[0137] In another embodiment, if the target cleaning strategy does not need to be executed multiple times (i.e., the number of executions is less than the preset number of executions) in the scenario of multiple consecutive vehicle uses, it can be considered that only the cooling fan can effectively clean the cooling component. Based on this, the vehicle can be powered off normally.

[0138] 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 5This is a flow chart of a method for cleaning a vehicle heat dissipation component provided by another embodiment of the present application. Taking the heat dissipation component including the engine and the motor as an example, the actual heat dissipation parameters are the actual duration and the heat dissipation temperature difference as an example.

[0139] The vehicle can first obtain its own status, and then determine the corresponding target cooling strategy and actual heat dissipation parameters based on its own status, and generate the evaluation results of heat dissipation performance. Details are as follows:

[0140] Is the current state idle?

[0141] When in idle state, the vehicle can determine the duty cycle of the cooling fan (i.e., the target cooling strategy) based on the engine water temperature (first component temperature) and the above Table 1. Then, based on the external ambient temperature, the engine water temperature (first component temperature), the duty cycle and the above Table 4, determine the standard time required for the cooling component to reduce the temperature of the heating component from the first component temperature to the preset temperature using the target cooling strategy at the current external ambient temperature. In addition, the vehicle can also obtain the actual time required for the cooling component to reduce the temperature of the heating component from the first component temperature to the preset temperature using the target cooling strategy at the current external ambient temperature.

[0142] Afterwards, when the actual duration is greater than the standard duration, the evaluation result is determined to be that the heat dissipation performance does not meet the preset heat dissipation performance. Otherwise, when the actual duration is less than or equal to the standard duration, the evaluation result is determined to be that the heat dissipation performance meets the preset heat dissipation performance.

[0143] Whether the current state is waiting for power off:

[0144] In the waiting state, if the heating component is an engine, the vehicle can also be based on the engine water temperature (the first component temperature) and Figure 3 , determine the duty cycle and running time of the cooling fan (i.e., the target cooling strategy). Afterwards, the vehicle can determine the standard temperature difference between the radiator outlet water temperature and the engine water temperature after the heat dissipation component cools the heating component with the target cooling strategy at the current external ambient temperature based on the external ambient temperature, the engine water temperature (the first component temperature), the duty cycle, and the above Table 5. In addition, the vehicle can also obtain the actual radiator outlet water temperature (the second component temperature) of the heat dissipation component after the heat dissipation component cools the heating component with the target cooling strategy at the current external ambient temperature, and calculate the difference between the engine water temperature and the actual radiator outlet water temperature to obtain the actual heat dissipation temperature difference.

[0145] Afterwards, when the heat dissipation temperature difference is greater than or equal to the standard temperature difference (i.e., at the same ambient temperature, the actual heat dissipation effect of the heat dissipation component exceeds the standard heat dissipation effect), the evaluation result can be considered to meet the preset heat dissipation performance. Otherwise, when the actual heat dissipation temperature difference is less than the standard temperature difference (i.e., at the same ambient temperature, the actual heat dissipation effect of the heat dissipation component is lower than the standard heat dissipation effect), the evaluation result is that the preset heat dissipation performance is not met.

[0146] And, when it is in the waiting power-off state, if the heating component is a motor, the evaluation result of its heat dissipation performance is determined in a similar manner to that of the engine. Specifically, the vehicle can also determine the duty cycle of the cooling fan (i.e., the target cooling strategy) based on the motor temperature (first component temperature), Table 2 and Table 3, and the running time of the cooling fan is the preset time. Afterwards, the vehicle can determine the standard temperature difference between the radiator outlet water temperature and the motor temperature after the heat dissipation component is cooled by the target cooling strategy at the current external ambient temperature based on the external ambient temperature, the motor temperature (first component temperature) and the above Table 6. And, the vehicle can also obtain the actual radiator outlet water temperature (second component temperature) of the heat dissipation component after the heat dissipation component is cooled by the target cooling strategy at the current external ambient temperature, and calculate the difference between the motor temperature and the actual radiator outlet water temperature to obtain the actual heat dissipation temperature difference.

[0147] Afterwards, when the heat dissipation temperature difference is greater than or equal to the standard temperature difference (i.e., at the same ambient temperature, the actual heat dissipation effect of the heat dissipation component exceeds the standard heat dissipation effect), the evaluation result can be considered to meet the preset heat dissipation performance. Otherwise, when the actual heat dissipation temperature difference is less than the standard temperature difference (i.e., at the same ambient temperature, the actual heat dissipation effect of the heat dissipation component is lower than the standard heat dissipation effect), the evaluation result is that the preset heat dissipation performance is not met.

[0148] Finally, when it is detected that the vehicle is in a waiting state to be powered off, the remaining power of the battery in the vehicle can be obtained. When the remaining power is greater than the preset power and the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance, the cooling fan is controlled to execute the target cleaning strategy. Otherwise, when the remaining power is less than or equal to the preset power and / or the evaluation result is that the heat dissipation performance meets the preset heat dissipation performance, the vehicle is directly powered off.

[0149] In addition, the vehicle can also count the number of executions of the target cleaning strategy under the preset number of consecutive vehicle uses, and when the execution number is greater than or equal to the preset execution number, perform the preset prompt operation to remind the owner that the cooling component is blocked. Otherwise, when the execution number is less than the preset execution number, the vehicle does not need to perform any operation.

[0150] Based on the above description, by adopting the above method, when the heat dissipation performance of the heat dissipation component is affected, it can be cleaned directly based on the heat dissipation fan, which can not only improve the cleaning efficiency of the heat dissipation component, but also reduce the cleaning difficulty.

[0151] See also Figure 6 , Figure 6 1 is a structural block diagram of a cleaning device for a vehicle heat dissipation component provided in an embodiment of the present application. The cleaning device for a vehicle heat dissipation 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 6 The cleaning device 500 for a vehicle heat dissipation component may include: a generating module 610 and a first control module 620, wherein:

[0152] The generating module 610 is used to generate an evaluation result of the heat dissipation performance of the heat dissipation component after the heat dissipation component in the vehicle cools down the heat generating component in the vehicle; the heat dissipation component at least includes a heat dissipation fan.

[0153] The first control module 620 is used to control the cooling fan to execute a target cleaning strategy if the evaluation result shows that the cooling performance does not meet the preset cooling performance; the target cleaning strategy at least includes a strategy of reversing the cooling fan.

[0154] In one embodiment, the cleaning device 500 for a vehicle heat dissipation assembly further includes:

[0155] The first acquisition module is used to acquire the first component temperature before the heat generating component dissipates heat when it is detected that the vehicle is in a state of waiting to be powered off.

[0156] A determination module, configured to determine a heat dissipation requirement of a heat generating component based on a temperature of the first component;

[0157] The second control module is used to control the heat dissipation component to cool the heating component if the heat dissipation requirement is to dissipate heat.

[0158] In one embodiment, the generating module 610 is used to:

[0159] Acquire actual heat dissipation parameters after the heat dissipation component dissipates heat for the heat generating component; acquire the first component temperature and the external ambient temperature before the heat generating component dissipates heat, and determine standard heat dissipation parameters after the heat dissipation component dissipates heat for the heat generating component based on the first component temperature and the external ambient temperature; generate evaluation results based on the actual heat dissipation parameters and the standard heat dissipation parameters.

[0160] In one embodiment, the heat dissipation component further includes a heat sink; the generating module 610 is used to:

[0161] Determine a target cooling strategy for the heat dissipation component to dissipate heat for the heat generating component, and determine the actual time required for the temperature of the heat generating component to drop from the first component temperature to the preset temperature when the heat dissipation component executes the target cooling strategy; obtain the second component temperature of the radiator after the heat dissipation component executes the target cooling strategy, and determine the heat dissipation temperature difference between the first component temperature and the second component temperature; determine at least one of the heat dissipation temperature difference and the actual time as actual heat dissipation parameters.

[0162] In one embodiment, the generating module 610 is used to:

[0163] If the vehicle is in an idling state, the actual duration is determined as the actual heat dissipation parameter; if the vehicle is in a waiting state for power off, the heat dissipation temperature difference is determined as the actual heat dissipation parameter.

[0164] In one embodiment, the cleaning device 500 for a vehicle heat dissipation assembly further includes:

[0165] The second acquisition module is used to acquire the remaining power of the battery in the vehicle when it is detected that the vehicle is in the state of waiting to be powered off; when the vehicle is in the state of waiting to be powered off, the cooling fan is powered by the battery.

[0166] The first execution module is used to execute the step of controlling the cooling fan to execute the target cleaning strategy if the remaining power is greater than the preset power and if the evaluation result is that the cooling performance does not meet the preset cooling performance.

[0167] In one embodiment, the cleaning device 500 for a vehicle heat dissipation assembly further includes:

[0168] The statistics module is used to count the number of executions of the target cleaning strategy under the consecutive preset number of vehicle uses.

[0169] The second execution module is used to execute a preset prompt operation if the execution times are greater than or equal to the preset execution times; the prompt operation is used to prompt the owner that the cooling component is blocked.

[0170] When it is understood that Figure 6 In the structural block diagram of the cleaning device of the vehicle cooling component shown, each module is used to perform 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.

[0171] Figure 7 is a structural block diagram of a vehicle provided by an embodiment of the present application. Figure 7As 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 cleaning method for a vehicle heat dissipation component. When the processor 710 executes the computer program 730, the steps of each of the above-mentioned cleaning methods for vehicle heat dissipation components 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.

[0172] 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 cleaning method of the vehicle heat dissipation component provided in the embodiment of the present application. One or more modules may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program 730 in the vehicle 700. For example, the computer program 730 may implement the cleaning method of the vehicle heat dissipation component provided in the embodiment of the present application.

[0173] 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.

[0174] 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.

[0175] 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.

[0176] 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 cleaning method for a vehicle heat dissipation component as in the above-mentioned embodiments is implemented.

[0177] 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 cleaning method of the vehicle heat dissipation component in the above-mentioned embodiments.

[0178] 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 cleaning a vehicle heat dissipation component, characterized in that: The method comprises: After a heat dissipation component in a vehicle cools down a heat generating component in the vehicle, an evaluation result of the heat dissipation performance of the heat dissipation component is generated; the heat dissipation component at least includes a heat dissipation fan; If the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance, the heat dissipation fan is controlled to execute a target cleaning strategy; the target cleaning strategy at least includes a strategy for reversing the heat dissipation fan.

2. The method according to claim 1, characterized in that After the heat dissipation component in the vehicle cools down the heat generating component in the vehicle, before generating the evaluation result of the heat dissipation performance of the heat dissipation component, the method further includes: When it is detected that the vehicle is in a waiting-to-power-off state, obtaining a first component temperature of the heating component before heat dissipation; determining a heat dissipation requirement of the heat generating component based on the temperature of the first component; If the heat dissipation requirement is to dissipate heat, the heat dissipation component is controlled to cool the heat generating component.

3. The method according to claim 1 or 2, characterized in that: After the heat dissipation component in the vehicle cools down the heat generating component in the vehicle, an evaluation result of the heat dissipation performance of the heat dissipation component is generated, including: Acquire actual heat dissipation parameters after the heat dissipation component dissipates heat from the heat generating component; Acquire a first component temperature and an external environment temperature before the heat generating component dissipates heat, and determine a standard heat dissipation parameter after the heat dissipation component dissipates heat for the heat generating component based on the first component temperature and the external environment temperature; The evaluation result is generated based on the actual heat dissipation parameter and the standard heat dissipation parameter.

4. The method according to claim 3, characterized in that The heat dissipation component further includes a heat sink; and obtaining actual heat dissipation parameters after the heat dissipation component dissipates heat from the heat generating component includes: Determine a target cooling strategy for the heat dissipation component to dissipate heat for the heat generating component, and determine an actual time required for the temperature of the heat generating component to decrease from the first component temperature to a preset temperature when the heat dissipation component executes the target cooling strategy; Acquire a second component temperature of the radiator after the heat dissipation component executes the target cooling strategy, and determine a heat dissipation temperature difference between the first component temperature and the second component temperature; At least one of the heat dissipation temperature difference and the actual duration is determined as the actual heat dissipation parameter.

5. The method according to claim 4, characterized in that The obtaining of actual heat dissipation parameters after the heat dissipation component dissipates heat from the heat generating component includes: If the vehicle is in an idling state, the actual duration is determined as the actual heat dissipation parameter; If the vehicle is in a state of waiting to be powered off, the heat dissipation temperature difference is determined as the actual heat dissipation parameter.

6. The method according to claim 1 or 2 or 4 or 5, characterized in that: Before controlling the cooling fan to execute the target cleaning strategy if the evaluation result is that the cooling performance does not meet the preset cooling performance, the method further includes: When it is detected that the vehicle is in a state of waiting to be powered off, the remaining power of the battery in the vehicle is obtained; when the vehicle is in the state of waiting to be powered off, the cooling fan is powered by the battery; If the remaining power is greater than the preset power, the step of controlling the cooling fan to execute a target cleaning strategy is performed if the evaluation result is that the heat dissipation performance does not meet the preset heat dissipation performance.

7. The method according to claim 6, characterized in that The method further comprises: Counting the number of executions of the target cleaning strategy under the preset number of consecutive vehicle uses; If the execution times are greater than or equal to the preset execution times, a preset prompt operation is executed; the prompt operation is used to prompt the vehicle owner that the heat dissipation component is blocked.

8. A cleaning device for a vehicle heat dissipation component, characterized in that: The device comprises: A generating module, configured to generate an evaluation result of the heat dissipation performance of the heat dissipation component after the heat dissipation component in the vehicle cools down the heat generating component in the vehicle; the heat dissipation component at least includes a heat dissipation fan; The first control module is used to control the cooling fan to execute a target cleaning strategy if the evaluation result shows that the cooling performance does not meet the preset cooling performance; the target cleaning strategy at least includes a strategy for reversing the cooling fan.

9. A computer program product, characterized in that The invention comprises a computer program, which, when being executed, enables the method according to any one of claims 1 to 7 to be performed.

10. A vehicle, characterized in that: The vehicle comprises a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the vehicle implements the method according to any one of claims 1 to 7.

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