Method and device for determining temperature, vehicle and storage medium

Abstract

The invention provides a temperature determining method and device, a vehicle and a storage medium. According to the method, the temperature adjustment amount during temperature estimation of the low-temperature radiator is determined through two stages, specifically, the first temperature adjustment amount is determined only through the actual air inlet temperature and the target air inlet temperature of an air inlet manifold and the last duty ratio of an electric pump in internal influence factors; a second temperature adjustment is also determined with external influencing factors (ambient temperature and travel speed). And thirdly, determining the sum of the previous estimated temperature of the low-temperature radiator, the first temperature adjustment amount and the second temperature adjustment amount as the current estimated temperature of the low-temperature radiator. According to the method, the influence of various influence factors on the temperature of the low-temperature radiator is considered from multiple aspects, so that the current estimated temperature can be accurately determined. Besides, for a vehicle without a special temperature sensor, the temperature of the low-temperature radiator can be accurately determined through the method, and the vehicle cost can be reduced to a certain extent.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method, a device, a vehicle and a storage medium for determining temperature in the field of vehicle technology. Background Art

[0002] With the development of vehicle technology, more and more hybrid vehicles are entering people's lives. However, there are more and more problems related to hybrid vehicles, including the problem of controlling the actual intake air temperature of the intake manifold of the engine in the hybrid vehicle.

[0003] In the process of controlling the actual intake temperature of the intake manifold of the engine to obtain the target intake temperature, the related art determines the duty cycle of the electric pump by the target intake temperature and the actual temperature of the low-temperature radiator, and then controls the flow rate of the coolant to maintain the actual intake temperature of the intake manifold at the target intake temperature. However, the related art obtains the actual temperature of the low-temperature radiator through a dedicated temperature sensor. If the temperature sensor fails or has a measurement error, this will cause an error in the determined duty cycle of the electric pump, and it is impossible to accurately control the flow rate of the coolant, and then accurately control the actual intake temperature of the intake manifold.

[0004] Therefore, a method for determining temperature is urgently needed to accurately estimate the actual temperature of the low-temperature radiator so as to improve the accuracy of controlling the actual intake air temperature of the intake manifold. Summary of the invention

[0005] The present application provides a method, device, vehicle and storage medium for determining temperature, wherein the method can accurately estimate the current actual temperature of a low-temperature radiator.

[0006] In a first aspect, a method for determining temperature is provided, the method being applied to a target vehicle, the target vehicle comprising a cooling circuit and an air conditioning system of an engine, the cooling circuit comprising a low-temperature radiator and an electric pump, the air conditioning system comprising an air conditioning condenser, the method comprising: obtaining an actual intake temperature of an intake manifold of the engine, a target intake temperature, an ambient temperature of the target vehicle, and a heat dissipation deviation, the heat dissipation deviation being a temperature deviation when the low-temperature radiator dissipates heat under the influence of the air conditioning condenser; determining a first temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the actual intake temperature, the target intake temperature, and a first coefficient, the first coefficient corresponding to a last duty cycle of the electric pump; determining a second temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the target intake temperature, the ambient temperature, the heat dissipation deviation, and a second coefficient, the second temperature adjustment amount corresponding to a driving speed of the target vehicle; determining the sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount, and the second temperature adjustment amount as the current estimated temperature of the low-temperature radiator, so as to control the flow rate of the coolant in the cooling circuit.

[0007] In the above technical solution, the low-temperature radiator is in the cooling circuit, and the temperature of other components or coolant in the cooling circuit will indirectly affect the temperature of the low-temperature radiator. In addition, the temperature of the low-temperature radiator is also related to the current ambient temperature. The method determines the temperature adjustment amount when estimating the temperature of the low-temperature radiator through two stages. Specifically, the first temperature adjustment amount is determined only by the actual intake temperature of the intake manifold, the target intake temperature and the last duty cycle of the electric pump in the internal influencing factors (inside the engine or cooling circuit); and the second temperature adjustment amount is determined by the external influencing factors (ambient temperature and driving speed). Further, the sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount and the second temperature adjustment amount is determined as the current estimated temperature of the low-temperature radiator. Since the method considers the influence of various influencing factors on the temperature of the low-temperature radiator from many aspects, the accurate current estimated temperature can be determined. In addition, for some vehicles that are not equipped with dedicated temperature sensors, the temperature of the low-temperature radiator can also be accurately determined by this method, which can reduce the cost of the vehicle to a certain extent.

[0008] In combination with the first aspect, in certain possible implementations, based on the actual intake air temperature, the target intake air temperature and the first coefficient, a first temperature adjustment amount for temperature estimation of the low-temperature radiator is determined, including: determining a first temperature difference between the actual intake air temperature and the target intake air temperature; and determining the product of the first temperature difference and the first coefficient as the first temperature adjustment amount.

[0009] In the above technical solution, the actual intake temperature of the intake manifold should be close to the target intake temperature. When there is a temperature difference between the actual intake temperature and the target intake temperature, the target vehicle will control the actual intake temperature, and the control process is achieved through the low-temperature radiator and the electric pump. Therefore, the method can accurately infer the temperature adjustment amount affected by the internal influencing factors (components in the engine or cooling circuit) by multiplying the first temperature difference between the actual intake temperature and the target intake temperature by the first coefficient corresponding to the last duty cycle of the electric pump.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the target intake temperature, the ambient temperature, the heat dissipation deviation and the second coefficient, a second temperature adjustment amount is determined when the temperature of the low-temperature radiator is estimated, including: determining the second temperature difference between the target intake temperature, the ambient temperature and the heat dissipation deviation; and determining the product of the second temperature difference and the second coefficient as the second temperature adjustment amount.

[0011] In the above technical solution, the actual intake temperature of the intake manifold should be close to the target intake temperature. When there is a temperature difference between the actual intake temperature and the target intake temperature, the target vehicle will control the actual intake temperature, and the control process is related to the target intake temperature, the driving speed of the target vehicle and the ambient temperature. Therefore, the method can accurately infer the temperature adjustment amount affected by external influencing factors (driving speed and ambient temperature) by multiplying the first temperature difference between the target intake temperature, the ambient temperature and the heat dissipation deviation by the second coefficient corresponding to the driving speed of the target vehicle.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining the heat dissipation deviation includes: obtaining the positional relationship between the air-conditioning condenser and the low-temperature radiator; when the positional relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator, determining the preset temperature deviation as the heat dissipation deviation; when the positional relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, determining the heat dissipation deviation based on the working state of the air-conditioning compressor in the air-conditioning system.

[0013] In the above technical solution, the influence of the temperature deviation when the air-conditioning condenser dissipates heat to the low-temperature radiator is mainly related to the positional relationship between them. When the air-conditioning condenser is arranged behind the low-temperature radiator, the air-conditioning condenser does not affect the heat dissipation capacity of the low-temperature radiator, that is, the influence of the positional relationship on the intake air temperature is not very large. Therefore, when the air-conditioning condenser is arranged behind the low-temperature radiator, the vehicle in the method determines the preset temperature deviation as the heat dissipation deviation. When the air-conditioning condenser is arranged in front of the low-temperature radiator, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the working state of the air-conditioning compressor. Therefore, when the air-conditioning condenser is arranged in front of the low-temperature radiator, the vehicle determines the heat dissipation deviation based on the working state of the air-conditioning compressor. The method takes into account the influence of the positional relationship on the heat dissipation capacity of the low-temperature radiator, adopts different coping methods at different positional relationships, and can accurately determine the heat dissipation deviation of the low-temperature radiator.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the heat dissipation deviation is determined based on the working state of the air-conditioning compressor in the air-conditioning system, including: when the working state is a closed state, the preset temperature deviation is determined as the heat dissipation deviation; when the working state is an open state, the air-conditioning pressure in the air-conditioning system is obtained; based on the air-conditioning pressure and a target correspondence, the heat dissipation deviation is determined, and the target correspondence is used to indicate the correspondence between the sample air-conditioning pressure and the sample heat dissipation deviation.

[0015] In the above technical solution, when the working state of the air-conditioning compressor is the off state, the air-conditioning condenser and the air-conditioning compressor do not affect the heat dissipation capacity of the low-temperature radiator, that is, the positional relationship does not affect the intake air temperature very much. Therefore, in the method, the vehicle determines the preset temperature deviation as the heat dissipation deviation. When the working state of the air-conditioning compressor is the on state, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the specific working state of the air-conditioning compressor. When the air-conditioning compressor is working (at different air-conditioning pressures), the air-conditioning condenser dissipates heat and thus affects the surrounding air temperature. When the air-conditioning condenser is arranged behind the low-temperature radiator, the cooling air first passes through the low-temperature radiator and then passes through the air-conditioning condenser, and the heat dissipated by the air-conditioning condenser will change the temperature of the cooling air. The air around the intake manifold of the engine has heat exchange with the cooling air, so the working state of the air-conditioning compressor will affect the intake air temperature of the intake manifold. Therefore, the target vehicle in the method considers the influence of the working state of the air-conditioning compressor being the off state and the on state on the intake air temperature, as well as the influence of the specific air-conditioning pressure on the intake air temperature when in the on state, which can increase the accuracy of determining the heat dissipation deviation.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the actual intake temperature is different from the target intake temperature, determining the initial duty cycle of the electric pump based on the estimated temperature, the target intake temperature and the performance parameters of the engine; performing proportional-integral-differential control on the initial duty cycle based on the actual intake temperature and the target intake temperature to obtain a duty cycle adjustment amount; determining the sum of the initial duty cycle and the duty cycle adjustment amount as the target duty cycle, and determining the product of the target duty cycle and a first correction factor as the current duty cycle of the electric pump, the first correction factor being used to correct the target duty cycle, the first correction factor being related to the ambient temperature, the driving speed and the driving mode of the target vehicle; and controlling the flow rate of the coolant in the cooling circuit based on the current duty cycle.

[0017] In the above technical solution, when the actual intake temperature is different from the target intake temperature, the method performs proportional integral differential control on the initial duty cycle of the electric pump through the actual intake temperature and the target intake temperature, and can obtain a duty cycle adjustment amount that ensures the stability and accuracy of the control process. Furthermore, the sum of the initial duty cycle and the duty cycle adjustment amount is determined as the target duty cycle, and the target duty cycle can be understood as the uncorrected current duty cycle. In addition, the method also takes into account the influence of external influencing factors (ambient temperature, driving speed and driving mode) on the current duty cycle of the electric pump, and corrects the target duty cycle through the first correction factor related to the external influencing factors to determine the accurate current duty cycle of the electric pump. Finally, by controlling the flow rate of the coolant in the cooling circuit through the current duty cycle, the actual intake temperature of the intake manifold can be maintained at the target intake temperature, which is conducive to improving the performance of the engine.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the performance parameter includes torque or load, and the initial duty cycle of the electric pump is determined based on the estimated temperature, the target intake temperature and the performance parameter of the engine, including: determining the first reference duty cycle of the electric pump based on the estimated temperature, the target intake temperature and a first reference correspondence, the first reference correspondence is used to indicate the correspondence between the sample estimated temperature of the low-temperature radiator and the sample target intake temperature of the intake manifold, and the first reference sample duty cycle of the electric pump; determining the initial duty cycle based on the product of the first reference duty cycle and a second correction factor, the second correction factor is used to correct the first reference duty cycle, and the second correction factor has a corresponding relationship with the torque or load of the engine.

[0019] In the above technical solution, in the control process of maintaining the actual intake temperature of the intake manifold of the engine at the target intake temperature, the method considers the influence of the current temperature (the current estimated temperature) of the low-temperature radiator in the cooling circuit of the engine on the first reference duty cycle of the electric pump. This is because the current temperature of the low-temperature radiator will affect the intake temperature, and the duty cycle of the electric pump can adjust the flow rate of the coolant, thereby affecting the intake temperature. Specifically, the current temperature of the low-temperature radiator can reflect the heat dissipation capacity of the cooling circuit of the engine. If the current temperature of the low-temperature radiator is low, it indicates that the heat dissipation effect of the cooling circuit is better, and the low-temperature radiator can effectively take away the heat through the coolant, so that the actual intake temperature of the intake manifold is more easily maintained at the target intake temperature. The electric pump can control the flow rate of the coolant, so the method can determine the first reference duty cycle of the electric pump through the current estimated temperature of the low-temperature radiator and the target intake temperature of the intake manifold. In addition, the duty cycle of the electric pump is also related to the performance parameters of the engine. By correcting the first reference duty cycle through the second correction factor, the initial duty cycle can be accurately determined, thereby controlling the flow rate of the coolant to maintain the actual intake air temperature at the target intake air temperature, which simplifies the control process.

[0020] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, based on the actual intake air temperature and the target intake air temperature, the initial duty cycle is subjected to proportional-integral-differential control to obtain a duty cycle adjustment amount, including: based on a first temperature difference between the actual intake air temperature and the target intake air temperature, and the actual intake air temperature, the initial duty cycle is subjected to proportional control to obtain a first duty cycle adjustment amount; based on the first temperature difference, the last duty cycle adjustment amount, a preset percentage value and a third coefficient, the initial duty cycle is subjected to integral control to obtain a second duty cycle adjustment amount, the preset percentage value being proportional to the actual intake air temperature. The third coefficient is used to offset the accumulated error between the actual intake air temperature and the target intake air temperature when the current duty cycle of the electric pump is determined; based on the first duty cycle adjustment amount, the previous duty cycle adjustment amount, the preset percentage value, the first temperature difference and the time difference, the initial duty cycle is differentially controlled to obtain the third duty cycle adjustment amount, and the time difference is the interval between the moment of determining the current duty cycle adjustment amount and the moment of determining the previous duty cycle adjustment amount; the sum of the first duty cycle adjustment amount, the second duty cycle adjustment amount and the third duty cycle adjustment amount is determined as the duty cycle adjustment amount.

[0021] In the above technical solution, the initial duty cycle is proportionally controlled by the first temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature, so that the instantaneous temperature difference between the actual intake temperature and the target intake temperature can be eliminated. The initial duty cycle is integrally controlled by the first temperature difference, the last duty cycle adjustment, the preset percentage value and the third coefficient, so that the cumulative error between the actual intake temperature and the target intake temperature from the last moment to the current moment can be eliminated. The initial duty cycle is differentially controlled by the first duty cycle adjustment, the last duty cycle adjustment, the preset percentage value, the first temperature difference and the time difference, so that the stability when adjusting the temperature difference between the actual intake temperature and the target intake temperature can be increased. Therefore, through the above three control processes, an accurate duty cycle adjustment can be obtained.

[0022] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the first temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature, the initial duty cycle is proportionally controlled to obtain a first duty cycle adjustment amount, including: determining the first duty cycle adjustment amount based on the first temperature difference, the actual intake temperature and a first corresponding relationship, the first corresponding relationship being used to indicate the correspondence between the first sample temperature difference and the sample actual intake temperature of the intake manifold when the target intake temperature is used as the target, and the first sample duty cycle adjustment amount of the electric pump.

[0023] In the above technical solution, the first correspondence is used to indicate the correspondence between the first sample temperature difference (the temperature difference between the sample actual intake temperature of the intake manifold and the sample target intake temperature) and the sample actual intake temperature, and the first sample duty cycle adjustment of the electric pump. Therefore, the first correspondence is relatively accurate. The method can determine the first duty cycle adjustment more quickly, shortening the control time. Therefore, the method can maintain the actual intake temperature of the intake manifold at the target intake temperature more quickly and accurately.

[0024] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the first temperature difference, the last duty cycle adjustment, the preset percentage value and the third coefficient, the initial duty cycle is integrally controlled to obtain the second duty cycle adjustment amount, including: determining the product of the third coefficient, the first temperature difference and the preset percentage value as the second reference duty cycle; and determining the sum of the second reference duty cycle and the last duty cycle adjustment amount as the second duty cycle adjustment amount.

[0025] In the above technical solution, the method determines the second duty cycle adjustment amount as the sum of the second reference duty cycle (the product of the third coefficient, the first temperature difference and the preset percentage value) and the last duty cycle adjustment amount of the electric pump, taking into account the cumulative error between the actual intake temperature of the intake manifold and the target intake temperature. This can accurately determine the second duty cycle adjustment amount to adjust the initial duty cycle.

[0026] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the first duty cycle adjustment amount, the previous duty cycle adjustment amount, the preset percentage value, the first temperature difference and the time difference, the initial duty cycle is differentially controlled to obtain a third duty cycle adjustment amount, including: determining a first duty cycle difference between the preset percentage value and the previous duty cycle adjustment amount; determining a ratio between the first temperature difference and the time difference, and determining the product of the ratio and the first duty cycle difference as a second duty cycle difference; determining the sum of the previous duty cycle adjustment amount and the second duty cycle difference as a fourth duty cycle adjustment amount; and determining the product of the first duty cycle adjustment amount and the fourth duty cycle adjustment amount as the third duty cycle adjustment amount.

[0027] In the above technical solution, the method determines the ratio between the first temperature difference and the time difference, and determines the product of the ratio and the first duty cycle difference as the second duty cycle difference, which takes into account the time change rate of the error between the actual intake air temperature and the target intake air temperature from the previous moment to the current moment. This can stably correct the change rate of the temperature difference between the actual intake air temperature of the intake manifold and the target intake air temperature, determine the third duty cycle adjustment amount, and adjust the initial duty cycle.

[0028] In a second aspect, a device for determining temperature is provided, the device being installed on a target vehicle, the target vehicle comprising a cooling circuit of an engine and an air conditioning system, the cooling circuit comprising a low-temperature radiator and an electric pump, the air conditioning system comprising an air conditioning condenser, the device comprising: an acquisition module for acquiring an actual intake air temperature of an intake manifold of the engine, a target intake air temperature, an ambient temperature of the target vehicle, and a heat dissipation deviation, the heat dissipation deviation being a temperature deviation when the low-temperature radiator dissipates heat under the influence of the air conditioning condenser; a determination module for: determining a temperature based on the actual intake air temperature, the target intake air temperature, and a first coefficient, determining a first temperature adjustment amount when estimating the temperature of the low-temperature radiator, the first coefficient corresponding to the last duty cycle of the electric pump; determining a second temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the target intake temperature, the ambient temperature, the heat dissipation deviation and the second coefficient, the second coefficient corresponding to the driving speed of the target vehicle; determining the sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount and the second temperature adjustment amount as the current estimated temperature of the low-temperature radiator to control the flow rate of the coolant in the cooling circuit.

[0029] In combination with the second aspect, in some possible implementations, the determination module is specifically used to: determine a first temperature difference between the actual intake air temperature and the target intake air temperature; and determine the product of the first temperature difference and the first coefficient as the first temperature adjustment amount.

[0030] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine the second temperature difference between the target intake temperature, the ambient temperature and the heat dissipation deviation; and determine the product of the second temperature difference and the second coefficient as the second temperature adjustment amount.

[0031] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is specifically used to obtain the positional relationship between the air-conditioning condenser and the low-temperature radiator; the determination module is also specifically used to: when the positional relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator, determine the preset temperature deviation as the heat dissipation deviation; when the positional relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, determine the heat dissipation deviation based on the working state of the air-conditioning compressor in the air-conditioning system.

[0032] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: when the working state is the off state, determine the preset temperature deviation as the heat dissipation deviation; when the working state is the on state, obtain the air-conditioning pressure in the air-conditioning system; based on the air-conditioning pressure and the target correspondence, determine the heat dissipation deviation, and the target correspondence is used to indicate the correspondence between the sample air-conditioning pressure and the sample heat dissipation deviation.

[0033] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to: when the actual intake temperature is different from the target intake temperature, determine the initial duty cycle of the electric pump based on the estimated temperature, the target intake temperature and the performance parameters of the engine; based on the actual intake temperature and the target intake temperature, perform proportional-integral-differential control on the initial duty cycle to obtain a duty cycle adjustment amount; determine the sum of the initial duty cycle and the duty cycle adjustment amount as the target duty cycle, and determine the product of the target duty cycle and a first correction factor as the current duty cycle of the electric pump, wherein the first correction factor is related to the ambient temperature, the driving speed and the driving mode of the target vehicle; the device also includes: a control module, which is used to control the flow rate of coolant in the cooling circuit based on the current duty cycle.

[0034] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the performance parameter includes torque or load, and the determination module is specifically used to: determine the first reference duty cycle of the electric pump based on the current estimated temperature, the target intake temperature and the first reference correspondence, and the first reference correspondence is used to indicate the correspondence between the sample estimated temperature of the low-temperature radiator and the sample target intake temperature of the intake manifold, and the first reference sample duty cycle of the electric pump; determine the initial duty cycle based on the product of the first reference duty cycle and a second correction factor, and the second correction factor is used to correct the first reference duty cycle, and the second correction factor has a corresponding relationship with the torque or load of the engine.

[0035] In combination with the second aspect and the above-mentioned implementation manner, in some possible implementation manners, the determination module is further specifically used to: based on a first temperature difference between the actual intake air temperature and the target intake air temperature, and the actual intake air temperature, perform proportional control on the initial duty cycle to obtain a first duty cycle adjustment amount; based on the first temperature difference, the last duty cycle adjustment amount, a preset percentage value and a third coefficient, perform integral control on the initial duty cycle to obtain a second duty cycle adjustment amount, the preset percentage value is related to the actual intake air temperature, and the third coefficient is used to offset the effect of the electric The invention discloses a method for controlling the duty cycle of the dynamic pump according to the present invention, wherein the first duty cycle adjustment amount is a cumulative error between the actual intake air temperature and the target intake air temperature when the current duty cycle of the dynamic pump is determined; based on the first duty cycle adjustment amount, the previous duty cycle adjustment amount, the preset percentage value, the first temperature difference and the time difference, the initial duty cycle is differentially controlled to obtain a third duty cycle adjustment amount, and the time difference is the interval between the determination moment of the current duty cycle adjustment amount and the determination moment of the previous duty cycle adjustment amount; the sum of the first duty cycle adjustment amount, the second duty cycle adjustment amount and the third duty cycle adjustment amount is determined as the duty cycle adjustment amount.

[0036] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to determine the first duty cycle adjustment amount based on the first temperature difference, the actual intake temperature and a first corresponding relationship, and the first corresponding relationship is used to indicate the correspondence between the first sample temperature difference and the sample actual intake temperature of the intake manifold when the target intake temperature is used as the target, and the first sample duty cycle adjustment amount of the electric pump.

[0037] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine the product of the third coefficient, the first temperature difference and the preset percentage value as the second reference duty cycle; determine the sum of the second reference duty cycle and the previous duty cycle adjustment amount as the second duty cycle adjustment amount.

[0038] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine a first duty cycle difference between the preset percentage value and the last duty cycle adjustment amount; determine the ratio between the first temperature difference and the time difference, and determine the product of the ratio and the first duty cycle difference as the second duty cycle difference; determine the sum of the last duty cycle adjustment amount and the second duty cycle difference as a fourth duty cycle adjustment amount; and determine the product of the first duty cycle adjustment amount and the fourth duty cycle adjustment amount as the third duty cycle adjustment amount.

[0039] In a third aspect, a computer-readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in the first aspect or any possible implementation of the first aspect.

[0040] In a fourth aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application;

[0042] Figure 2 is a schematic flow chart of a method for determining temperature provided in an embodiment of the present application;

[0043] Figure 3 is a schematic block diagram of determining a second duty cycle adjustment amount provided by an embodiment of the present application;

[0044] Figure 4 is a schematic block diagram of determining a fourth duty cycle adjustment amount provided by an embodiment of the present application;

[0045] Figure 5 is a schematic diagram of the structure of a device for determining temperature provided in an embodiment of the present application;

[0046] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0047] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0048] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0049] Figure 1 It is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application.

[0050] For example, Figure 1 The vehicle A shown is a hybrid vehicle. For the intake manifold of the engine in the vehicle A, a proper intake air temperature is beneficial to improving the performance of the engine and can ensure the normal operation of the internal parts of the engine. Therefore, it is necessary to control the actual intake air temperature of the intake manifold of the engine to maintain it at the target intake air temperature.

[0051] In the process of controlling the actual intake temperature of the intake manifold of the engine, the relevant technology is to determine the duty cycle of the electric pump through the target intake temperature and the actual temperature of the low-temperature radiator, and then control the flow rate of the coolant to maintain the actual intake temperature of the intake manifold at the target intake temperature. However, the relevant technology is to obtain the actual temperature of the low-temperature radiator through a dedicated temperature sensor in the vehicle. If the temperature sensor fails or has a measurement error, this will cause an error in the determined duty cycle of the electric pump, and it will be impossible to accurately control the flow rate of the coolant, and then accurately control the actual intake temperature of the intake manifold. Furthermore, the dedicated temperature sensor will also increase the cost of the vehicle.

[0052] In order to solve the above problems, this application proposes a method for determining temperature to accurately estimate the actual temperature of the low-temperature radiator, so as to improve the accuracy of controlling the actual intake temperature of the intake manifold, reduce the use of dedicated temperature sensors, and save vehicle costs. The specific method implementation process can be referred to as follows Figure 2 .

[0053] Figure 2 It is a schematic flow chart of a method for determining temperature provided in an embodiment of the present application.

[0054] It should be understood that the method for determining temperature provided in the embodiment of the present application can be applied to Figure 1 The vehicle shown (e.g. Figure 1 Specifically, the method for determining the temperature can be applied to a vehicle controller in the vehicle.

[0055] For example, Figure 2 As shown, the method 200 is applied to a target vehicle, which includes a cooling circuit of an engine and an air-conditioning system, the cooling circuit includes a low-temperature radiator and an electric pump, the air-conditioning system includes an air-conditioning condenser, and the method 200 includes the following steps 201 to 204.

[0056] Step 201, the target vehicle obtains the actual intake temperature of the intake manifold of the engine, the target intake temperature, the ambient temperature of the target vehicle and the heat dissipation deviation, where the heat dissipation deviation is the temperature deviation when the low-temperature radiator dissipates heat under the influence of the air-conditioning condenser.

[0057] It should be understood that the "intake manifold of the engine" in the above step 201 is an intake pipe at the front of the engine, which is used to introduce air into the engine. In addition, the target intake temperature of the intake manifold is preset.

[0058] It should also be understood that the "low-temperature radiator" in the above step 201 is used to dissipate the heat of the coolant in the cooling circuit after the coolant flows from the engine to the low-temperature radiator. The "air conditioning condenser" in the above step 201 is a cooling device of the air conditioning system. The air conditioning condenser can also be used to cool the air entering the intake manifold of the engine. When the air conditioning system is running, the air conditioning condenser cools the refrigerant from a gas state to a liquid state, releasing heat to the outside air. In this process, the temperature of the air around the air conditioning condenser will decrease. By designing the intake manifold of the engine to be close to the air conditioning condenser, the low-temperature air around the air conditioning condenser can be used to cool the air entering the intake manifold, thereby maintaining the intake temperature of the intake manifold. In addition, the position of the air conditioning condenser is relatively close to the position of the low-temperature radiator.

[0059] It should also be understood that the "heat dissipation deviation" in the above step 201 can be specifically understood as: under the influence of the air-conditioning condenser which can also cool the air entering the intake manifold, when the low-temperature radiator dissipates the heat of the coolant to dissipate the air entering the intake manifold, the temperature deviation between the actual heat dissipation temperature and the target heat dissipation temperature.

[0060] In some embodiments, the target vehicle is a hybrid vehicle or a fuel vehicle.

[0061] In some embodiments, the method for determining the actual intake air temperature and ambient temperature of the intake manifold in step 201 includes: the vehicle obtains the actual intake air temperature of the intake manifold through an intake air temperature sensor installed on the intake manifold, and obtains the ambient temperature through an ambient temperature sensor in the target vehicle.

[0062] In one possible implementation, the method for determining the heat dissipation deviation in step 201 includes: the target vehicle obtains the positional relationship between the air-conditioning condenser and the low-temperature radiator; when the positional relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator, the target vehicle determines the preset temperature deviation as the heat dissipation deviation; when the positional relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, the target vehicle determines the heat dissipation deviation based on the working state of the air-conditioning compressor in the air-conditioning system.

[0063] It should be understood that the "preset temperature deviation" in the above solution is 0°.

[0064] It should also be understood that the "air conditioning compressor" in the above scheme is used to adjust the cooling capacity of the refrigerant in the process of controlling the intake air temperature of the intake manifold. When the intake air temperature needs to be lowered, the air conditioning compressor works to compress the gaseous refrigerant into a high-temperature, high-pressure gas, which is then converted into a liquid refrigerant after passing through components such as the air conditioning condenser. The liquid refrigerant is evaporated in the evaporator, thereby absorbing heat and lowering the temperature of the air flowing near the evaporator. This part of the air can be used to lower the intake air temperature of the intake manifold. Therefore, the working state of the air conditioning compressor affects the intake air temperature of the intake manifold.

[0065] In the above technical solution, the influence of the temperature deviation when the air-conditioning condenser dissipates heat to the low-temperature radiator is mainly related to the positional relationship between them. When the air-conditioning condenser is arranged behind the low-temperature radiator, the air-conditioning condenser does not affect the heat dissipation capacity of the low-temperature radiator, that is, the influence of the positional relationship on the intake air temperature is not very large. Therefore, when the air-conditioning condenser is arranged behind the low-temperature radiator, the vehicle in the method determines the preset temperature deviation as the heat dissipation deviation. When the air-conditioning condenser is arranged in front of the low-temperature radiator, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the working state of the air-conditioning compressor. Therefore, when the air-conditioning condenser is arranged in front of the low-temperature radiator, the vehicle determines the heat dissipation deviation based on the working state of the air-conditioning compressor. The method takes into account the influence of the positional relationship on the heat dissipation capacity of the low-temperature radiator, adopts different coping methods at different positional relationships, and can accurately determine the heat dissipation deviation of the low-temperature radiator.

[0066] In one possible implementation, the target vehicle determines the heat dissipation deviation based on the working state of the air-conditioning compressor in the air-conditioning system, including: when the working state is a closed state, the target vehicle determines the preset temperature deviation as the heat dissipation deviation; when the working state is an open state, the target vehicle obtains the air-conditioning pressure in the air-conditioning system; the target vehicle determines the heat dissipation deviation based on the air-conditioning pressure and a target correspondence, and the target correspondence is used to indicate the correspondence between the sample air-conditioning pressure and the sample heat dissipation deviation.

[0067] It should be understood that the "air conditioning pressure" in the above solution refers to the pressure corresponding to different positions of the refrigerant in the air conditioning system when it circulates in the air conditioning pipeline. The unit of the air conditioning pressure P is MPa.

[0068] It should also be understood that during a test, when the air conditioning pressure is pressure 1, the heat dissipation deviation of the low temperature radiator is heat dissipation deviation 1. Therefore, the target correspondence includes pressure 1 and the corresponding heat dissipation deviation 1. A sample air conditioning pressure in the target correspondence corresponds to a sample heat dissipation deviation of the low temperature radiator.

[0069] In the above technical solution, when the working state of the air-conditioning compressor is the off state, the air-conditioning condenser and the air-conditioning compressor do not affect the heat dissipation capacity of the low-temperature radiator, that is, the positional relationship does not affect the intake air temperature very much. Therefore, in the method, the vehicle determines the preset temperature deviation as the heat dissipation deviation. When the working state of the air-conditioning compressor is the on state, the air-conditioning condenser will affect the heat dissipation capacity of the low-temperature radiator, and the degree of influence is related to the specific working state of the air-conditioning compressor. When the air-conditioning compressor is working (at different air-conditioning pressures), the air-conditioning condenser dissipates heat and thus affects the surrounding air temperature. When the air-conditioning condenser is arranged behind the low-temperature radiator, the cooling air first passes through the low-temperature radiator and then passes through the air-conditioning condenser, and the heat dissipated by the air-conditioning condenser will change the temperature of the cooling air. The air around the intake manifold of the engine has heat exchange with the cooling air, so the working state of the air-conditioning compressor will affect the intake air temperature of the intake manifold. Therefore, the target vehicle in the method considers the influence of the working state of the air-conditioning compressor being the off state and the on state on the intake air temperature, as well as the influence of the specific air-conditioning pressure on the intake air temperature when in the on state, which can increase the accuracy of determining the heat dissipation deviation.

[0070] In some embodiments, the target vehicle determines the heat dissipation deviation based on the air-conditioning pressure and the target correspondence, including: the target vehicle compares the air-conditioning pressure with multiple sample air-conditioning pressures in the target correspondence, and determines a candidate air-conditioning pressure that is the same as the air-conditioning pressure from the multiple sample air-conditioning pressures; the target vehicle determines the sample heat dissipation deviation corresponding to the candidate air-conditioning pressure in the target correspondence as the heat dissipation deviation.

[0071] Exemplarily, the target correspondence between sample air conditioning pressure and sample heat dissipation deviation is given in Table 1 below.

[0072] Table 1

[0073] Sample air conditioning pressure P≤1 1＜P≤1.3 1.3＜P≤1.7 1.7＜P≤2.0 P＞2.0 Sample thermal deviation 0 2 4 6 8

[0074] As shown in Table 1 above, the unit of the sample air conditioning pressure is MPa. When the air conditioning pressure of the air conditioning system in the target vehicle is 1.8 MPa, the heat dissipation deviation can be determined to be 6° through Table 1 above.

[0075] Step 202: The target vehicle determines a first temperature adjustment amount for estimating the temperature of the low-temperature radiator based on the actual intake air temperature, the target intake air temperature and a first coefficient, wherein the first coefficient corresponds to a previous duty cycle of the electric pump.

[0076] It should be understood that the "first temperature adjustment amount when estimating the temperature of the low-temperature radiator" in the above step 202 specifically refers to the temperature adjustment amount when adjusting the last estimated temperature of the low-temperature radiator based on the actual intake air temperature, the target intake air temperature and the first coefficient when determining the current estimated temperature of the low-temperature radiator. In addition, the "first coefficient" in the above step 202 is a proportional coefficient obtained by being affected by the last duty cycle of the electric pump when adjusting the last estimated temperature of the low-temperature radiator.

[0077] In some embodiments, the method for determining the first coefficient in step 202 includes: the target vehicle compares the last duty cycle of the electric pump with multiple sample duty cycles of the electric pump, and determines a candidate duty cycle that is the same as the last duty cycle from the multiple sample duty cycles; the target vehicle determines the first sample coefficient corresponding to the candidate duty cycle as the first coefficient.

[0078] Exemplarily, the following Table 2 shows the corresponding relationship between the sample duty cycle of the electric pump and the first sample coefficient.

[0079] Table 2

[0080] Sample duty cycle 0 15 30 45 55 65 75 85 95 First sample coefficient 0.1 0.15 0.2 0.3 0.33 0.4 0.45 0.5 0.55

[0081] As shown in Table 2 above, the sample duty cycle can be represented by a percentage. When the last duty cycle of the electric pump is 30%, the first coefficient can be determined to be 0.2 according to Table 2 above.

[0082] In one possible implementation, the target vehicle in step 202 determines a first temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the actual intake temperature, the target intake temperature and the first coefficient, including: the target vehicle determines a first temperature difference between the actual intake temperature and the target intake temperature; the target vehicle determines the product of the first temperature difference and the first coefficient as the first temperature adjustment amount.

[0083] In the above technical solution, the actual intake temperature of the intake manifold should be close to the target intake temperature. When there is a temperature difference between the actual intake temperature and the target intake temperature, the target vehicle will control the actual intake temperature, and the control process is achieved through the low-temperature radiator and the electric pump. Therefore, the method can accurately infer the temperature adjustment amount affected by the internal influencing factors (components in the engine or cooling circuit) by multiplying the first temperature difference between the actual intake temperature and the target intake temperature by the first coefficient corresponding to the last duty cycle of the electric pump.

[0084] Step 203, the target vehicle determines a second temperature adjustment amount for estimating the temperature of the low-temperature radiator based on the target intake temperature, the ambient temperature, the heat dissipation deviation and a second coefficient, and the second coefficient corresponds to the driving speed of the target vehicle.

[0085] It should be understood that the "second temperature adjustment amount when estimating the temperature of the low-temperature radiator" in the above step 203 specifically refers to the temperature adjustment amount when adjusting the last estimated temperature of the low-temperature radiator based on the target intake temperature, the ambient temperature, the heat dissipation deviation and the second coefficient when determining the current estimated temperature of the low-temperature radiator. In addition, the "second coefficient" in the above step 203 is a proportional coefficient obtained by the influence of the driving speed of the target vehicle when adjusting the last estimated temperature of the low-temperature radiator.

[0086] In some embodiments, the driving speed includes an up driving speed and a down driving speed, and the method for determining the second coefficient in step 203 includes: the target vehicle compares the up driving speed of the target vehicle with a plurality of sample up driving speeds, and determines a candidate up driving speed matching the up driving speed from the plurality of sample up driving speeds; the target vehicle compares the down driving speed of the target vehicle with a plurality of sample down driving speeds corresponding to the candidate up driving speed, and determines a candidate down driving speed matching the down driving speed from the plurality of sample down driving speeds; the target vehicle determines the second sample coefficient corresponding to the candidate down driving speed as the second coefficient.

[0087] Exemplarily, the following Table 3 gives the corresponding relationship between the sample upward speed and the sample downward speed of the vehicle and the second sample coefficient.

[0088] Table 3

[0089] Sample uphill speed V≤20 20＜V≤45 45＜V≤80 V＞80 V＞100 Sample downlink speed V≤15 15＜V≤40 40＜V≤75 V＞75 V＞90 Second sample coefficient 0.18 0.16 0.14 0.12 0.09

[0090] As shown in Table 3 above, the sample upgoing speed and the sample downgoing speed can be represented by km / h. When the upgoing speed of the target vehicle is 46 km / h and the downgoing speed is 60 km / h, the second coefficient can be determined to be 0.14 according to Table 3 above.

[0091] In one possible implementation, the target vehicle in step 203 determines a second temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the target intake temperature, the ambient temperature, the heat dissipation deviation, and the second coefficient, including: the target vehicle determines a second temperature difference between the target intake temperature, the ambient temperature, and the heat dissipation deviation; the target vehicle determines the product of the second temperature difference and the second coefficient as the second temperature adjustment amount.

[0092] In the above technical solution, the actual intake temperature of the intake manifold should be close to the target intake temperature. When there is a temperature difference between the actual intake temperature and the target intake temperature, the target vehicle will control the actual intake temperature, and the control process is related to the target intake temperature, the driving speed of the target vehicle and the ambient temperature. Therefore, the method can accurately infer the temperature adjustment amount affected by external influencing factors (driving speed and ambient temperature) by multiplying the first temperature difference between the target intake temperature, the ambient temperature and the heat dissipation deviation by the second coefficient corresponding to the driving speed of the target vehicle.

[0093] In step 204, the target vehicle determines the sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount and the second temperature adjustment amount as the current estimated temperature of the low-temperature radiator to control the flow rate of the coolant in the cooling circuit.

[0094] It should be understood that the "current estimated temperature" in the above step 204 is used to determine the current duty cycle of the electric pump. By adjusting the current duty cycle of the electric pump, the working time of the electric pump in one working cycle is changed, thereby controlling the flow rate of the coolant. The higher the current duty cycle, the longer the working time of the electric pump in one working cycle, and the greater the flow rate of the coolant. The lower the current duty cycle, the shorter the working time of the electric pump in one working cycle, and the smaller the flow rate of the coolant.

[0095] In some embodiments, the target vehicle in step 204 determines the sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount, and the second temperature adjustment amount as the current estimated temperature of the low-temperature radiator, including: the target vehicle determines the current estimated temperature based on the following formula (1);

[0096] T(n)=T(n-1)+(T shi -T mu )*K1-(T mu -T huan -T se nr e )*K2 (1)

[0097] Wherein, T(n) is the estimated temperature of the nth low-temperature radiator, i.e., the estimated temperature of the current time, T(n-1) is the estimated temperature of the n-1st low-temperature radiator, i.e., the previous estimated temperature, (T shi -T mu ) is the first temperature difference, T shi is the actual intake air temperature, T mu is the target intake air temperature, K1 is the first coefficient, T huan is the ambient temperature, T senre is the heat dissipation deviation, K2 is the second coefficient, (T mu -T huan-T senre ) is the second temperature difference, (T shi -T mu )*K1 is the first temperature adjustment amount, (T mu -T huan -T senre )*K2 is the second temperature adjustment amount.

[0098] In a possible implementation, after step 204, the method 200 further includes: when the actual intake temperature is different from the target intake temperature, the target vehicle determines the initial duty cycle of the electric pump based on the estimated temperature, the target intake temperature and the performance parameters of the engine; the target vehicle performs proportional-integral-differential control on the initial duty cycle based on the actual intake temperature and the target intake temperature to obtain a duty cycle adjustment amount; the target vehicle determines the sum of the initial duty cycle and the duty cycle adjustment amount as the target duty cycle, and determines the product of the target duty cycle and a first correction factor as the current duty cycle of the electric pump, the first correction factor is used to correct the target duty cycle, and the first correction factor is related to the ambient temperature, the driving speed and the driving mode of the target vehicle; the target vehicle controls the flow rate of the coolant in the cooling circuit based on the current duty cycle.

[0099] It should be understood that the "engine performance parameters" in the above scheme are used to measure the operating efficiency, power output and overall performance of the engine. The performance parameters include torque, load and speed. Among them, load refers to the workload or output power that the engine bears during operation. It is usually expressed as a percentage, and 100% means that the engine is in a full-load operating state. Torque refers to the rotational moment on the output shaft of the engine, usually in Newton meters (N·m), which is used to measure the driving force that the engine can generate at a specific speed.

[0100] It should also be understood that the "duty cycle" in the above scheme refers to the ratio between the working time of the electric pump in one working cycle and the cycle time (the duration of one working cycle). In other words, the duty cycle of the electric pump is the ratio of the time when the electric pump is turned on and off when it is working. The definition of the duty cycle is: Duty cycle = (working time of the electric pump in one working cycle / the duration of one working cycle) × 100%, and the duty cycle can be represented by a percentage (%).

[0101] It should also be understood that "performing proportional integral derivative control on the initial duty cycle to obtain a duty cycle adjustment amount" in the above scheme refers to the adjustment amount after performing PID (Proportional Integral Derivative) control on the initial duty cycle based on the actual intake temperature and the target intake temperature.

[0102] It should also be understood that the relationship between the "initial duty cycle of the electric pump", "the current duty cycle of the electric pump" and "the last duty cycle of the electric pump" in the above scheme is that the duty cycle of the electric pump can be determined multiple times in this scheme. In each determination process, there is an initial duty cycle, and the initial duty cycle is adjusted by PID control. In the adjustment process, there are multiple intermediate duty cycles (including the last duty cycle adjustment amount), which correspond to the current duty cycle after the adjustment process is completed. The last duty cycle is the duty cycle of the previous cycle before the current duty cycle.

[0103] It should also be understood that the "driving mode" in the above scheme is used to indicate different driving conditions. Different driving modes correspond to different performance parameters of the target vehicle, including but not limited to engine response, gearbox shifting logic, steering assist, suspension hardness, four-wheel drive system allocation, etc. The driving modes include economic mode, standard mode, sports mode, snow mode, mud mode and sand mode, etc. In addition, the unit of the driving speed of the target vehicle is km / h.

[0104] In the above technical solution, when the actual intake temperature is different from the target intake temperature, the method performs proportional integral differential control on the initial duty cycle of the electric pump through the actual intake temperature and the target intake temperature, and can obtain a duty cycle adjustment amount that ensures the stability and accuracy of the control process. Furthermore, the sum of the initial duty cycle and the duty cycle adjustment amount is determined as the target duty cycle, and the target duty cycle can be understood as the uncorrected current duty cycle. In addition, the method also takes into account the influence of external influencing factors (ambient temperature, driving speed and driving mode) on the current duty cycle of the electric pump, and corrects the target duty cycle through the first correction factor related to the external influencing factors to determine the accurate current duty cycle of the electric pump. Finally, by controlling the flow rate of the coolant in the cooling circuit through the current duty cycle, the actual intake temperature of the intake manifold can be maintained at the target intake temperature, which is conducive to improving the performance of the engine.

[0105] In some embodiments, the method for determining the first correction factor includes: the target vehicle determines a first correction value based on the driving speed, the ambient temperature and a second correspondence, and the second correspondence is used to indicate the correspondence between the sample driving speed of the vehicle and the sample ambient temperature of the vehicle's environment, and the first sample correction value; the target vehicle determines a second correction value based on the driving mode of the target vehicle and a third correspondence, and the third correspondence is used to indicate the correspondence between the driving mode of the vehicle and the second sample correction value; the target vehicle determines the product of the first correction value and the second correction value as the first correction factor.

[0106] It should be understood that the process of "determining the second correction value based on the driving mode of the target vehicle and the third correspondence" in the above scheme is similar to the process of "determining the heat dissipation deviation based on the air-conditioning pressure and the target correspondence" in the aforementioned scheme, and will not be repeated here.

[0107] In some embodiments, the target vehicle determines a first correction value based on the driving speed, the ambient temperature, and the second corresponding relationship, including: the target vehicle compares the driving speed with multiple sample driving speeds in the second corresponding relationship, and determines a candidate driving speed that is the same as the driving speed from the sample driving speeds; the target vehicle compares the ambient temperature with the sample ambient temperatures corresponding to the candidate driving speeds in the second corresponding relationship, and determines a candidate ambient temperature that is the same as the ambient temperature from the sample ambient temperatures; the target vehicle determines the first sample correction value corresponding to the candidate ambient temperature as the first correction value.

[0108] Exemplarily, the following Table 4 provides a second corresponding relationship between the sample driving speed and the sample ambient temperature and the first sample correction value.

[0109] Table 4

[0110]

[0111] As shown in Table 4 above, the sample driving speed can be represented by km / h, and the sample ambient temperature can be represented by temperature (°). For example, when the sample ambient temperature is -10° and the sample driving speed is 90 km / h, the first sample correction value is 0.7. When the ambient temperature is 10° and the target vehicle's driving speed is 60 km / h, the first correction value can be determined to be 0.85 according to Table 4 above.

[0112] The third corresponding relationship between the sample driving mode and the second sample correction value is given in Table 5 below.

[0113] Table 5

[0114]

[0115] As shown in Table 5 above, the sample driving speed can be represented by km / h. For example, when the sample driving mode is the sand mode, the second sample correction value is 1.2. When the driving mode of the target vehicle is the standard mode, the second correction value for correcting the target duty cycle can be determined to be 1 according to Table 5 above. Therefore, the first correction factor is 0.85 (0.85*1).

[0116] In one possible implementation, the performance parameter includes torque or load, and the target vehicle determines the initial duty cycle of the electric pump based on the current estimated temperature, the target intake temperature and the performance parameter of the engine, including: the target vehicle determines the first reference duty cycle of the electric pump based on the current estimated temperature, the target intake temperature and a first reference correspondence, and the first reference correspondence is used to indicate the correspondence between the sample estimated temperature of the low-temperature radiator and the sample target intake temperature of the intake manifold, and the first reference sample duty cycle of the electric pump; the target vehicle determines the initial duty cycle based on the product of the first reference duty cycle and a second correction factor, and the second correction factor is used to correct the first reference duty cycle, and the second correction factor has a corresponding relationship with the torque or load of the engine.

[0117] It should be understood that during a test, when the estimated temperature of the low-temperature radiator is temperature 2, after the electric pump controls the flow of coolant in the cooling circuit at a duty cycle of 1, the actual intake air temperature of the intake manifold is maintained at the target intake air temperature 3. Therefore, temperature 2 and the target intake air temperature 3 can be corresponded to duty cycle 1. In the first reference correspondence, a sample estimated temperature of the low-temperature radiator and a sample target intake air temperature of the intake manifold correspond to a first reference sample duty cycle of the electric pump.

[0118] In the above technical solution, in the control process of maintaining the actual intake temperature of the intake manifold of the engine at the target intake temperature, the method considers the influence of the current temperature (the current estimated temperature) of the low-temperature radiator in the cooling circuit of the engine on the first reference duty cycle of the electric pump. This is because the current temperature of the low-temperature radiator will affect the intake temperature, and the duty cycle of the electric pump can adjust the flow rate of the coolant, thereby affecting the intake temperature. Specifically, the current temperature of the low-temperature radiator can reflect the heat dissipation capacity of the cooling circuit of the engine. If the current temperature of the low-temperature radiator is low, it indicates that the heat dissipation effect of the cooling circuit is better, and the low-temperature radiator can effectively take away the heat through the coolant, so that the actual intake temperature of the intake manifold is more easily maintained at the target intake temperature. The electric pump can control the flow rate of the coolant, so the method can determine the first reference duty cycle of the electric pump through the current estimated temperature of the low-temperature radiator and the target intake temperature of the intake manifold. In addition, the duty cycle of the electric pump is also related to the performance parameters of the engine. By correcting the first reference duty cycle through the second correction factor, the initial duty cycle can be accurately determined, thereby controlling the flow rate of the coolant to maintain the actual intake air temperature at the target intake air temperature, which simplifies the control process.

[0119] In some embodiments, the target vehicle determines a first reference duty cycle of the electric pump based on the current estimated temperature, the target intake temperature and a first reference correspondence, including: the target vehicle compares the current estimated temperature with a plurality of sample estimated temperatures in the first reference correspondence, and determines at least one candidate estimated temperature that matches the current estimated temperature from the plurality of sample estimated temperatures; the target vehicle compares the target intake temperature with at least one sample target intake temperature corresponding to the at least one candidate estimated temperature in the first reference correspondence, and determines a candidate target intake temperature that matches the target intake temperature from the at least one sample target intake temperature; the target vehicle determines the first reference sample duty cycle of the electric pump corresponding to the candidate target intake temperature as the first reference duty cycle.

[0120] It should be understood that in the "first reference corresponding relationship" in the above scheme, there are multiple sample estimated temperatures and corresponding sample target intake temperatures, and the same sample estimated temperature may exist among the multiple sample estimated temperatures, and the same sample target intake temperature may exist among the multiple sample target intake temperatures. Therefore, at least one candidate estimated temperature matching the current estimated temperature may be determined from the multiple sample estimated temperatures, and then a candidate target intake temperature (one temperature) matching the target intake temperature may be determined from at least one sample target intake temperature corresponding to the at least one candidate estimated temperature, thereby obtaining the first reference duty cycle.

[0121] It should also be understood that in the above scheme, "at least one candidate estimated temperature matching the current estimated temperature" means that the temperature difference between the current estimated temperature and at least one candidate estimated temperature is less than the preset temperature. "Candidate target intake air temperature matching the target intake air temperature" means that the temperature difference between the target intake air temperature and the candidate target intake air temperature is less than the preset temperature. In some embodiments, the preset temperature is 1°.

[0122] Exemplarily, the following Table 6 provides a first reference correspondence between a sample target intake temperature and a sample estimated temperature, and a first reference sample duty cycle.

[0123] Table 6

[0124]

[0125] As shown in Table 6 above, the first reference sample duty cycle can be represented by a percentage. For example, when the sample target intake air temperature of the intake manifold is 35° and the sample estimated temperature of the low-temperature radiator is -10°, the first reference sample duty cycle is 60%. When the target intake air temperature of the intake manifold of the engine is 30° and the current estimated temperature of the low-temperature radiator is 20°, the first reference duty cycle of the electric pump can be determined to be 80% by Table 6 above.

[0126] In a possible implementation, the target vehicle performs proportional-integral-differential control on the initial duty cycle based on the actual intake temperature and the target intake temperature to obtain a duty cycle adjustment amount, including: the target vehicle performs proportional control on the initial duty cycle based on a first temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature to obtain a first duty cycle adjustment amount; the target vehicle performs integral control on the initial duty cycle based on the first temperature difference, the last duty cycle adjustment amount, a preset percentage value and a third coefficient to obtain a second duty cycle adjustment amount, the preset percentage value being related to the actual intake temperature , the third coefficient is used to offset the cumulative error between the actual intake temperature and the target intake temperature when the current duty cycle of the electric pump is determined; the target vehicle performs differential control on the initial duty cycle based on the first duty cycle adjustment amount, the previous duty cycle adjustment amount, the preset percentage value, the first temperature difference and the time difference to obtain a third duty cycle adjustment amount, and the time difference is the interval between the determination time of the current duty cycle adjustment amount and the determination time of the previous duty cycle adjustment amount; the target vehicle determines the sum of the first duty cycle adjustment amount, the second duty cycle adjustment amount and the third duty cycle adjustment amount as the duty cycle adjustment amount.

[0127] It should be understood that the "proportional control of the initial duty cycle based on the first temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature" in the above scheme means that the initial duty cycle is controlled by the instantaneous temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature, which corresponds to the P control in the PID control. The "integral control of the initial duty cycle based on the first temperature difference, the last duty cycle adjustment amount, the preset percentage value and the third coefficient" in the above scheme means that the initial duty cycle is controlled by the accumulated error between the actual intake temperature and the target intake temperature from the last moment to the current moment, which corresponds to the I control in the PID control, and the last moment is the determination moment of the last duty cycle adjustment amount. The "differential control of the initial duty cycle based on the first duty cycle adjustment, the previous duty cycle adjustment, the preset percentage value, the first temperature difference and the time difference" in the above scheme means that the initial duty cycle is controlled by the time rate of change of the error between the actual intake temperature and the target intake temperature from the previous moment to the current moment, which corresponds to the D control in PID control and is mainly used to correct the change rate of the temperature difference between the actual intake temperature of the intake manifold and the target intake temperature.

[0128] In the above technical solution, the initial duty cycle is proportionally controlled by the first temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature, so that the instantaneous temperature difference between the actual intake temperature and the target intake temperature can be eliminated. The initial duty cycle is integrally controlled by the first temperature difference, the last duty cycle adjustment, the preset percentage value and the third coefficient, so that the cumulative error between the actual intake temperature and the target intake temperature from the last moment to the current moment can be eliminated. The initial duty cycle is differentially controlled by the first duty cycle adjustment, the last duty cycle adjustment, the preset percentage value, the first temperature difference and the time difference, so that the stability when adjusting the temperature difference between the actual intake temperature and the target intake temperature can be increased. Therefore, through the above three control processes, an accurate duty cycle adjustment can be obtained.

[0129] The process of “performing proportional control on the initial duty cycle” is described as follows.

[0130] In one possible implementation, the target vehicle proportionally controls the initial duty cycle based on a first temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature to obtain a first duty cycle adjustment amount, including: the target vehicle determines the first duty cycle adjustment amount based on the first temperature difference, the actual intake temperature and a first corresponding relationship, and the first corresponding relationship is used to indicate the correspondence between the first sample temperature difference and the sample actual intake temperature of the intake manifold when the target intake temperature is used as the target, and the first sample duty cycle adjustment amount of the electric pump.

[0131] It should be understood that the “first sample temperature difference” in the above scheme is the temperature difference between the sample actual intake air temperature of the intake manifold and the sample target intake air temperature of the intake manifold.

[0132] It should also be understood that the "first corresponding relationship" in the above scheme is determined when the target intake temperature is the target. During a test, when the first temperature difference between the actual intake temperature of the intake manifold and the target intake temperature is temperature difference 4 and the actual intake temperature is intake temperature 5, after the electric pump adjusts the initial duty cycle with duty cycle adjustment amount 6, and controls the flow of coolant in the cooling circuit according to the adjusted duty cycle, the actual intake temperature of the intake manifold is maintained at the target intake temperature. Therefore, the temperature difference 4 and the intake temperature 5 can be corresponded to the duty cycle adjustment amount 6. A first sample temperature difference and a sample actual intake temperature of the intake manifold in the first corresponding relationship correspond to a first sample duty cycle adjustment amount of the electric pump.

[0133] In the above technical solution, the first correspondence is used to indicate the correspondence between the first sample temperature difference (the temperature difference between the sample actual intake temperature of the intake manifold and the sample target intake temperature) and the sample actual intake temperature, and the first sample duty cycle adjustment of the electric pump. Therefore, the first correspondence is relatively accurate. The method can determine the first duty cycle adjustment more quickly, shortening the control time. Therefore, the method can maintain the actual intake temperature of the intake manifold at the target intake temperature more quickly and accurately.

[0134] In some embodiments, the target vehicle determines the first duty cycle adjustment amount based on the first temperature difference, the actual intake air temperature and the first corresponding relationship, including: the target vehicle compares the first temperature difference with multiple first sample temperature differences in the first corresponding relationship, and determines at least one candidate first temperature difference that matches the first temperature difference from the multiple first sample temperature differences; the target vehicle compares the actual intake air temperature with at least one sample actual intake air temperature corresponding to the at least one candidate first temperature difference in the first corresponding relationship, and determines a candidate actual intake air temperature that matches the actual intake air temperature from the at least one sample actual intake air temperature; the target vehicle determines the first sample duty cycle adjustment amount of the electric pump corresponding to the candidate actual intake air temperature as the first duty cycle adjustment amount.

[0135] It should be understood that in the "first corresponding relationship" in the above scheme, there are multiple sample first temperature differences and corresponding sample actual intake temperatures of the intake manifold. The same sample first temperature difference may exist among the multiple sample first temperature differences, and the same sample actual intake temperature may exist among the multiple sample actual intake temperatures. Therefore, at least one candidate first temperature difference matching the first temperature difference can be determined from the multiple sample first temperature differences, and then a candidate actual intake temperature (one temperature) matching the actual intake temperature can be determined from at least one sample actual intake temperature corresponding to at least one candidate first temperature difference, thereby obtaining the first duty cycle adjustment amount. The first duty cycle adjustment amount in the above scheme can be expressed as Dr1.

[0136] It should also be understood that in the above scheme, "at least one candidate first temperature difference matching the first temperature difference" means that the temperature difference between the first temperature difference and at least one candidate first temperature difference is less than the preset temperature. "Candidate actual intake air temperature matching the actual intake air temperature" means that the temperature difference between the actual intake air temperature and the candidate actual intake air temperature is less than the preset temperature. In some embodiments, the preset temperature is 1°.

[0137] Exemplarily, the following Table 7 gives a first corresponding relationship between the first sample temperature difference and the sample actual intake temperature, and the first sample duty cycle adjustment amount.

[0138] Table 7

[0139]

[0140]

[0141] As shown in Table 7 above, the first sample duty cycle adjustment amount can be represented by a percentage. For example, when the first sample temperature difference is 2.5° and the sample actual intake temperature of the intake manifold is 30°, the first sample duty cycle adjustment amount is 5%. When the first temperature difference between the actual intake temperature of the intake manifold of the engine and the target intake temperature is 10° and the actual intake temperature is 45°, the first duty cycle adjustment amount can be determined to be 40% by Table 7 above.

[0142] The process of “performing integral control on the initial duty ratio” is described as follows.

[0143] In one possible implementation, the target vehicle performs integral control on the initial duty cycle based on the first temperature difference, the last duty cycle adjustment, a preset percentage value and a third coefficient to obtain a second duty cycle adjustment, including: the target vehicle determines the product of the third coefficient, the first temperature difference and the preset percentage value as the second reference duty cycle; the target vehicle determines the sum of the second reference duty cycle and the last duty cycle adjustment as the second duty cycle adjustment.

[0144] It should be understood that the "third coefficient" in the above scheme is determined by the first temperature difference between the actual intake air temperature of the intake manifold and the target intake air temperature, and the actual intake air temperature. In addition, the "preset percentage value" in the above scheme is a preset duty cycle, which is related to the current working state of the low-temperature radiator.

[0145] In the above technical solution, the method determines the second duty cycle adjustment amount as the sum of the second reference duty cycle (the product of the third coefficient, the first temperature difference and the preset percentage value) and the last duty cycle adjustment amount of the electric pump, taking into account the cumulative error between the actual intake temperature of the intake manifold and the target intake temperature. This can accurately determine the second duty cycle adjustment amount to adjust the initial duty cycle.

[0146] In some embodiments, the target vehicle determines the sum of the second reference duty cycle and the last duty cycle adjustment as the second duty cycle adjustment, including: the target vehicle determines the second duty cycle adjustment based on the following formula (2);

[0147] Dr2=K3*dT*in+Dr(n-1) (2)

[0148] Among them, Dr2 is the second duty cycle adjustment amount, K3 is the third coefficient, dT is the first temperature difference, in is the preset percentage value, Dr(n-1) is the previous duty cycle adjustment amount, and (K3*dT*in) is the second reference duty cycle.

[0149] In some embodiments, the method for determining the third coefficient includes: the target vehicle determines the third coefficient based on the first temperature difference, the actual intake temperature and a fourth corresponding relationship, and the fourth corresponding relationship is used to indicate the correspondence between the first sample temperature difference and the sample actual intake temperature of the intake manifold, and the third sample coefficient.

[0150] In some embodiments, the target vehicle determines the third coefficient based on the first temperature difference, the actual intake temperature and the fourth corresponding relationship, including: the target vehicle compares the first temperature difference with multiple first sample temperature differences in the fourth corresponding relationship, and determines at least one candidate first temperature difference that matches the first temperature difference from the multiple first sample temperature differences; the target vehicle compares the actual intake temperature with at least one sample actual intake temperature corresponding to the at least one candidate first temperature difference, and determines a candidate actual intake temperature that matches the actual intake temperature from the at least one sample actual intake temperature; the target vehicle determines the third sample coefficient corresponding to the candidate actual intake temperature as the third coefficient.

[0151] Exemplarily, the fourth corresponding relationship between the first sample temperature difference and the sample actual intake temperature of the intake manifold, and the third sample coefficient is given in Table 8 below.

[0152] Table 8

[0153]

[0154] As shown in Table 8 above, when the first sample temperature difference is -2.5° and the sample actual intake temperature is 30°, the third sample coefficient is 0.97. When the first temperature difference between the actual intake temperature of the intake manifold of the engine and the target intake temperature is 5° and the actual intake temperature is 15°, the third coefficient can be determined to be 1.025 through Table 8 above.

[0155] Figure 3 It is a schematic block diagram of determining a second duty cycle adjustment amount provided in an embodiment of the present application.

[0156] For example, Figure 3 As shown, the product of the preset percentage value in, the first temperature difference dT and the third coefficient K3 is determined as the second reference duty cycle, and then the second reference duty cycle and the last duty cycle adjustment amount Dr(n-1) of the electric pump are determined as the second duty cycle adjustment amount. Figure 3 The arrow of the last duty cycle adjustment amount Dr(n-1) returns to the last duty cycle adjustment amount, which means that the second reference duty cycle can continue to add the duty cycle of the electric pump of the historical number of times.

[0157] The process of “derivative controlling the initial duty ratio” is described as follows.

[0158] In one possible implementation, the target vehicle performs differential control on the initial duty cycle based on the first duty cycle adjustment, the previous duty cycle adjustment, the preset percentage value, the first temperature difference and the time difference to obtain a third duty cycle adjustment, including: the target vehicle determines a first duty cycle difference between the preset percentage value and the previous duty cycle adjustment; the target vehicle determines a ratio between the first temperature difference and the time difference, and determines the product of the ratio and the first duty cycle difference as a second duty cycle difference; the target vehicle determines the sum of the previous duty cycle adjustment and the second duty cycle difference as a fourth duty cycle adjustment; the target vehicle determines the product of the first duty cycle adjustment and the fourth duty cycle adjustment as the third duty cycle adjustment.

[0159] It should be understood that the "time difference" in the above scheme can be controlled manually. In some embodiments, the time difference is 10ms. The purpose of differential control of the initial duty cycle is to make the change range of the closed-loop process of PID control more reasonable, that is, the change rate of the temperature difference between the actual intake temperature of the intake manifold and the target intake temperature tends to be stable.

[0160] In the above technical solution, the method determines the ratio between the first temperature difference and the time difference, and determines the product of the ratio and the first duty cycle difference as the second duty cycle difference, which takes into account the time change rate of the error between the actual intake air temperature and the target intake air temperature from the previous moment to the current moment. This can stably correct the change rate of the temperature difference between the actual intake air temperature of the intake manifold and the target intake air temperature, determine the third duty cycle adjustment amount, and adjust the initial duty cycle.

[0161] In some embodiments, the target vehicle determines the sum of the last duty cycle adjustment amount and the second duty cycle difference as the fourth duty cycle adjustment amount, including: the target vehicle determines the fourth duty cycle adjustment amount based on the following formula (3);

[0162] Dr4=Dr(n-1)+(in-Dr(n-1))*dT / T (3)

[0163] Wherein, Dr4 is the fourth duty cycle adjustment amount, (in-Dr(n-1)) is the first duty cycle difference, (in-Dr(n-1))*dT / T is the second duty cycle difference, and T is the time difference.

[0164] In some embodiments, the target vehicle determines the product of the first duty cycle adjustment amount and the fourth duty cycle adjustment amount as the third duty cycle adjustment amount, including: the target vehicle determines the third duty cycle adjustment amount based on the following formula (4);

[0165] Dr3=Dr1*Dr4 (4)

[0166] Wherein, Dr3 is the third duty cycle adjustment amount.

[0167] It should be understood that the target vehicle determines the sum of the first duty cycle adjustment amount, the second duty cycle adjustment amount and the third duty cycle adjustment amount as the duty cycle adjustment amount, that is, the target vehicle determines the duty cycle adjustment amount Dr based on the following formula, Dr=Dr1+Dr2+Dr3.

[0168] Figure 4 It is a schematic block diagram for determining a fourth duty cycle adjustment amount provided in an embodiment of the present application.

[0169] For example, Figure 4 As shown, the first duty cycle difference between the preset percentage value in and the last duty cycle adjustment value Dr(n-1) of the electric pump is determined. The ratio between the first temperature difference dT and the time difference T is determined, and the product of the ratio and the first duty cycle difference is determined as the second duty cycle difference. The sum of the last duty cycle adjustment value and the second duty cycle difference is determined as the fourth duty cycle adjustment value. Figure 4 The arrow of the last duty cycle adjustment amount Dr(n-1) returns to the last duty cycle adjustment amount, which means that the second duty cycle difference can continue to add the duty cycle of the electric pump of the historical number of times.

[0170] Figure 5 It is a structural schematic diagram of a device for determining temperature provided in an embodiment of the present application.

[0171] Exemplarily, the device is installed in a target vehicle, which includes a cooling circuit of an engine and an air conditioning system, wherein the cooling circuit includes a low-temperature radiator and an electric pump, and the air conditioning system includes an air conditioning condenser, such as Figure 5 As shown, the device 500 includes:

[0172] An acquisition module 501 is used to acquire an actual intake air temperature of the intake manifold of the engine, a target intake air temperature, an ambient temperature of the target vehicle, and a heat dissipation deviation, wherein the heat dissipation deviation is a temperature deviation when the low-temperature radiator dissipates heat under the influence of the air conditioning condenser;

[0173] The determination module 502 is used to:

[0174] Determine a first temperature adjustment amount for estimating the temperature of the low-temperature radiator based on the actual intake air temperature, the target intake air temperature and a first coefficient, wherein the first coefficient corresponds to a previous duty cycle of the electric pump;

[0175] Determining a second temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the target intake air temperature, the ambient temperature, the heat dissipation deviation and a second coefficient, wherein the second coefficient has a corresponding relationship with the driving speed of the target vehicle;

[0176] The sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount and the second temperature adjustment amount is determined as the current estimated temperature of the low-temperature radiator to control the flow rate of the coolant in the cooling circuit.

[0177] Optionally, the determination module 502 is specifically configured to: determine a first temperature difference between the actual intake air temperature and the target intake air temperature; and determine the product of the first temperature difference and the first coefficient as the first temperature adjustment amount.

[0178] Optionally, the determination module 502 is further specifically used to: determine a second temperature difference between the target intake air temperature, the ambient temperature and the heat dissipation deviation; and determine the product of the second temperature difference and the second coefficient as the second temperature adjustment amount.

[0179] Optionally, the acquisition module 501 is specifically used to obtain the positional relationship between the air-conditioning condenser and the low-temperature radiator; the determination module 502 is also specifically used to: when the positional relationship indicates that the air-conditioning condenser is arranged behind the low-temperature radiator, determine the preset temperature deviation as the heat dissipation deviation; when the positional relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, determine the heat dissipation deviation based on the working state of the air-conditioning compressor in the air-conditioning system.

[0180] Optionally, the determination module 502 is further specifically used to: when the working state is the off state, determine the preset temperature deviation as the heat dissipation deviation; when the working state is the on state, obtain the air-conditioning pressure in the air-conditioning system; based on the corresponding relationship between the air-conditioning pressure and the target, determine the heat dissipation deviation, and the target corresponding relationship is used to indicate the corresponding relationship between the sample air-conditioning pressure and the sample heat dissipation deviation.

[0181] Optionally, the determination module 502 is also used to: when the actual intake temperature is different from the target intake temperature, determine the initial duty cycle of the electric pump based on the estimated temperature, the target intake temperature and the performance parameters of the engine; based on the actual intake temperature and the target intake temperature, perform proportional-integral-differential control on the initial duty cycle to obtain a duty cycle adjustment amount; determine the sum of the initial duty cycle and the duty cycle adjustment amount as the target duty cycle, and determine the product of the target duty cycle and a first correction factor as the current duty cycle of the electric pump, the first correction factor is used to correct the target duty cycle, and the first correction factor is related to the ambient temperature, the driving speed and the driving mode of the target vehicle; the device 500 also includes: a control module, which is used to control the flow rate of coolant in the cooling circuit based on the current duty cycle.

[0182] Optionally, the performance parameter includes torque or load, and the determination module 502 is further specifically used to: determine a first reference duty cycle of the electric pump based on the current estimated temperature, the target intake temperature and a first reference correspondence, the first reference correspondence being used to indicate a correspondence between a sample estimated temperature of the low-temperature radiator and a sample target intake temperature of the intake manifold, and the first reference sample duty cycle of the electric pump; determine the initial duty cycle based on the product of the first reference duty cycle and a second correction factor, the second correction factor being used to correct the first reference duty cycle, and the second correction factor being in a correspondence relationship with the torque or load of the engine.

[0183] Optionally, the determination module 502 is further specifically used to: based on a first temperature difference between the actual intake temperature and the target intake temperature, and the actual intake temperature, perform proportional control on the initial duty cycle to obtain a first duty cycle adjustment amount; based on the first temperature difference, the previous duty cycle adjustment amount, a preset percentage value and a third coefficient, perform integral control on the initial duty cycle to obtain a second duty cycle adjustment amount, the preset percentage value is related to the actual intake temperature, and the third coefficient is used to offset the cumulative error between the actual intake temperature and the target intake temperature when determining the current duty cycle of the electric pump; based on the first duty cycle adjustment amount, the previous duty cycle adjustment amount, the preset percentage value, the first temperature difference and the time difference, perform differential control on the initial duty cycle to obtain a third duty cycle adjustment amount, the time difference being the interval between the moment of determining the current duty cycle adjustment amount and the moment of determining the previous duty cycle adjustment amount; and determine the sum of the first duty cycle adjustment amount, the second duty cycle adjustment amount and the third duty cycle adjustment amount as the duty cycle adjustment amount.

[0184] Optionally, the determination module 502 is further specifically used to determine the first duty cycle adjustment amount based on the first temperature difference, the actual intake temperature and a first corresponding relationship, wherein the first corresponding relationship is used to indicate the corresponding relationship between the first sample temperature difference and the sample actual intake temperature of the intake manifold when the target intake temperature is used as the target, and the first sample duty cycle adjustment amount of the electric pump.

[0185] Optionally, the determination module 502 is further specifically used to: determine the product of the third coefficient, the first temperature difference and the preset percentage value as the second reference duty cycle; and determine the sum of the second reference duty cycle and the previous duty cycle adjustment amount as the second duty cycle adjustment amount.

[0186] Optionally, the determination module 502 is further specifically used to: determine a first duty cycle difference between the preset percentage value and the last duty cycle adjustment; determine a ratio between the first temperature difference and the time difference, and determine the product of the ratio and the first duty cycle difference as a second duty cycle difference; determine the sum of the last duty cycle adjustment and the second duty cycle difference as a fourth duty cycle adjustment; and determine the product of the first duty cycle adjustment and the fourth duty cycle adjustment as the third duty cycle adjustment.

[0187] This embodiment also provides a computer-readable storage medium, in which executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a method for determining temperature provided in the above embodiment.

[0188] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0189] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for determining temperature.

[0190] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to perform a method for determining temperature provided in an embodiment of the present application.

[0191] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0192] In the case of dividing each functional module according to each function, the device may further include an acquisition module, a determination module, a control module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0193] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for determining temperature, and thus can achieve the same effect as the above-mentioned implementation method.

[0194] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0195] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0196] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for determining temperature provided in the above embodiments.

[0197] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a method for determining temperature provided in the above-mentioned embodiment.

[0198] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0199] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0200] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0201] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for determining temperature, characterized in that The method is applied to a target vehicle, the target vehicle includes a cooling circuit of an engine and an air conditioning system, the cooling circuit includes a low-temperature radiator and an electric pump, the air conditioning system includes an air conditioning condenser, and the method includes: Acquire the actual intake air temperature of the intake manifold of the engine, the target intake air temperature, the ambient temperature of the target vehicle, and the heat dissipation deviation, wherein the heat dissipation deviation is the temperature deviation when the low-temperature radiator dissipates heat under the influence of the air-conditioning condenser; determining a first temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the actual intake air temperature, the target intake air temperature and a first coefficient, wherein the first coefficient corresponds to a previous duty cycle of the electric pump; Determining a second temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the target intake air temperature, the ambient temperature, the heat dissipation deviation, and a second coefficient, wherein the second coefficient corresponds to the driving speed of the target vehicle; The sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount and the second temperature adjustment amount is determined as the current estimated temperature of the low-temperature radiator to control the flow rate of the coolant in the cooling circuit.

2. The method according to claim 1, characterized in that The determining, based on the actual intake air temperature, the target intake air temperature and the first coefficient, a first temperature adjustment amount when estimating the temperature of the low-temperature radiator comprises: determining a first temperature difference between the actual intake air temperature and the target intake air temperature; The product of the first temperature difference and the first coefficient is determined as the first temperature adjustment amount.

3. The method according to claim 1 or 2, characterized in that: The determining, based on the target intake air temperature, the ambient temperature, the heat dissipation deviation and the second coefficient, a second temperature adjustment amount when estimating the temperature of the low-temperature radiator comprises: determining a second temperature difference between the target intake air temperature, the ambient temperature, and the heat dissipation deviation; The product of the second temperature difference and the second coefficient is determined as the second temperature adjustment amount.

4. The method according to claim 1, characterized in that: The method for determining the heat dissipation deviation includes: Acquiring a positional relationship between the air conditioning condenser and the low-temperature radiator; In a case where the positional relationship indicates that the air conditioning condenser is arranged behind the low-temperature radiator, determining a preset temperature deviation as the heat dissipation deviation; In a case where the positional relationship indicates that the air-conditioning condenser is arranged in front of the low-temperature radiator, the heat dissipation deviation is determined based on an operating state of an air-conditioning compressor in the air-conditioning system.

5. The method according to claim 4, characterized in that The determining the heat dissipation deviation based on the working state of the air-conditioning compressor in the air-conditioning system includes: When the working state is the off state, determining the preset temperature deviation as the heat dissipation deviation; When the working state is the on state, obtaining the air-conditioning pressure in the air-conditioning system; The heat dissipation deviation is determined based on the air-conditioning pressure and a target corresponding relationship, wherein the target corresponding relationship is used to indicate a corresponding relationship between a sample air-conditioning pressure and a sample heat dissipation deviation.

6. The method according to claim 1 or 4, characterized in that: The method further comprises: When the actual intake air temperature is different from the target intake air temperature, determining an initial duty cycle of the electric pump based on the current estimated temperature, the target intake air temperature and the performance parameter of the engine; Based on the actual intake air temperature and the target intake air temperature, performing proportional-integral-differential control on the initial duty cycle to obtain a duty cycle adjustment amount; Determining the sum of the initial duty cycle and the duty cycle adjustment amount as a target duty cycle, and determining the current duty cycle of the electric pump as a product of the target duty cycle and a first correction factor, wherein the first correction factor is used to correct the target duty cycle, and the first correction factor is related to the ambient temperature, the driving speed, and the driving mode of the target vehicle; Based on the current duty cycle, the flow rate of the coolant in the cooling circuit is controlled.

7. The method according to claim 6, characterized in that The performance parameter includes torque or load, and determining the initial duty cycle of the electric pump based on the current estimated temperature, the target intake temperature and the performance parameter of the engine includes: determining a first reference duty cycle of the electric pump based on the current estimated temperature, the target intake air temperature and a first reference correspondence relationship, wherein the first reference correspondence relationship is used to indicate a correspondence between a sample estimated temperature of a low-temperature radiator and a sample target intake air temperature of an intake manifold, and a first reference sample duty cycle of the electric pump; The initial duty cycle is determined based on the product of the first reference duty cycle and a second correction factor, the second correction factor is used to correct the first reference duty cycle, and the second correction factor corresponds to the torque or load of the engine.

8. The method according to claim 6, characterized in that The step of performing proportional-integral-differential control on the initial duty cycle based on the actual intake air temperature and the target intake air temperature to obtain a duty cycle adjustment amount includes: Based on a first temperature difference between the actual intake air temperature and the target intake air temperature, and the actual intake air temperature, proportionally controlling the initial duty cycle to obtain a first duty cycle adjustment amount; performing integral control on the initial duty cycle to obtain a second duty cycle adjustment amount based on the first temperature difference, a previous duty cycle adjustment amount, a preset percentage value and a third coefficient, wherein the preset percentage value is related to the actual intake air temperature, and the third coefficient is used to offset a cumulative error between the actual intake air temperature and a target intake air temperature when determining the current duty cycle of the electric pump; Based on the first duty cycle adjustment amount, the last duty cycle adjustment amount, the preset percentage value, the first temperature difference and the time difference, the initial duty cycle is differentially controlled to obtain a third duty cycle adjustment amount, wherein the time difference is the interval between the time when the current duty cycle adjustment amount is determined and the time when the last duty cycle adjustment amount is determined; The sum of the first duty cycle adjustment amount, the second duty cycle adjustment amount and the third duty cycle adjustment amount is determined as the duty cycle adjustment amount.

9. The method according to claim 8, characterized in that The proportionally controlling the initial duty cycle based on a first temperature difference between the actual intake air temperature and the target intake air temperature and the actual intake air temperature to obtain a first duty cycle adjustment amount includes: The first duty cycle adjustment is determined based on the first temperature difference, the actual intake temperature and a first corresponding relationship, wherein the first corresponding relationship is used to indicate a corresponding relationship between a first sample temperature difference and a sample actual intake temperature of the intake manifold when the target intake temperature is taken as a target, and a first sample duty cycle adjustment of the electric pump.

10. The method according to claim 8, characterized in that The step of performing integral control on the initial duty cycle based on the first temperature difference, the last duty cycle adjustment amount, the preset percentage value and the third coefficient to obtain the second duty cycle adjustment amount includes: Determine the product of the third coefficient, the first temperature difference and the preset percentage value as a second reference duty cycle; The sum of the second reference duty cycle and the last duty cycle adjustment amount is determined as the second duty cycle adjustment amount.

11. The method according to claim 8, characterized in that The step of performing differential control on the initial duty cycle based on the first duty cycle adjustment amount, the last duty cycle adjustment amount, the preset percentage value, the first temperature difference and the time difference to obtain a third duty cycle adjustment amount includes: Determining a first duty cycle difference between the preset percentage value and the last duty cycle adjustment amount; Determine a ratio between the first temperature difference and the time difference, and determine a product of the ratio and the first duty cycle difference as a second duty cycle difference; Determining a sum of the last duty cycle adjustment amount and the second duty cycle difference as a fourth duty cycle adjustment amount; The product of the first duty cycle adjustment amount and the fourth duty cycle adjustment amount is determined as the third duty cycle adjustment amount.

12. A device for determining temperature, characterized in that The device is installed on a target vehicle, the target vehicle includes a cooling circuit of an engine and an air conditioning system, the cooling circuit includes a low-temperature radiator and an electric pump, the air conditioning system includes an air conditioning condenser, and the device includes: an acquisition module, used to acquire an actual intake air temperature of the intake manifold of the engine, a target intake air temperature, an ambient temperature of the target vehicle, and a heat dissipation deviation, wherein the heat dissipation deviation is a temperature deviation when the low-temperature radiator dissipates heat under the influence of the air-conditioning condenser; Identify modules for: determining a first temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the actual intake air temperature, the target intake air temperature and a first coefficient, wherein the first coefficient corresponds to a previous duty cycle of the electric pump; Determining a second temperature adjustment amount when estimating the temperature of the low-temperature radiator based on the target intake air temperature, the ambient temperature, the heat dissipation deviation, and a second coefficient, wherein the second coefficient corresponds to the driving speed of the target vehicle; The sum of the last estimated temperature of the low-temperature radiator, the first temperature adjustment amount and the second temperature adjustment amount is determined as the current estimated temperature of the low-temperature radiator to control the flow rate of the coolant in the cooling circuit.

13. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 11.

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