Control method, device and equipment of vehicle pile-up valve, medium and vehicle

Abstract

The invention provides a control method, device and equipment for a vehicle pile-up valve, a medium and a vehicle. The method comprises the steps that the cold and hot demand of a target component of the vehicle is obtained, and the cold and hot demand is used for indicating the temperature needed by the target component; mode matching is carried out on the cold and hot demands of the target component, a control mode of the pile-up valve of the vehicle is obtained, and the control mode is used for controlling the pile-up valve according to the cold and hot demands of sub-components in the target component; closed-loop calculation is carried out based on the temperature of the subcomponent and the reference temperature, and the target opening amount of the pile-up valve is obtained; and the pile-up valve is controlled according to the target opening amount. The embodiment of the invention can improve the adjustment precision of the opening amount of the pile-up valve.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a control method, device, equipment, medium and vehicle for a vehicle integrated valve. Background Art

[0002] In thermal management technology, in order to meet the heating and cooling requirements of different components in the vehicle, such as the cockpit, battery and engine, a series of control components are usually used, such as water pumps, electronic valves, fans and air intake grilles. Among them, the integrated valve, as a ball valve, plays a key role in regulating the flow of coolant. It adjusts the flow of coolant in branches such as the radiator, heating circuit, and engine block by rotating at different angles, thereby meeting the heating and cooling requirements of different components in the vehicle.

[0003] At present, when adjusting the opening amount of the integrated valve to achieve the temperature adjustment of the vehicle components, the opening amount of the integrated valve is usually controlled by the target temperature of the component. However, this control method is prone to overshoot in the adjustment of the opening amount of the integrated valve, resulting in low adjustment accuracy of the opening amount of the integrated valve. Summary of the invention

[0004] The present application provides a control method, device, equipment, medium and vehicle for a vehicle integrated valve, which can improve the adjustment accuracy of the opening amount of the integrated valve.

[0005] In a first aspect, the present application provides a method for controlling a vehicle integrated valve, the method comprising:

[0006] Acquire the hot and cold demand of the target component of the vehicle, where the hot and cold demand is used to indicate the required temperature of the target component;

[0007] Performing pattern matching on the heating and cooling requirements of the target component to obtain a control mode of the vehicle's integrated valve, the control mode being used to control the integrated valve according to the heating and cooling requirements of the subcomponents in the target component;

[0008] Perform closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain the target opening amount of the integrated valve;

[0009] The integrated valve is controlled according to the target opening amount.

[0010] In a second aspect, the present application provides a control device for a vehicle integrated valve, the device comprising:

[0011] An acquisition module, used for acquiring a heat demand of a target component of a vehicle, where the heat demand is used for indicating a required temperature of the target component;

[0012] A matching module, used for pattern matching the hot and cold requirements of the target component to obtain a control mode of the vehicle's integrated valve, the control mode being used to control the integrated valve according to the hot and cold requirements of the subcomponents in the target component;

[0013] A calculation module, used for performing closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain a target opening amount of the integrated valve;

[0014] The control module is used to control the integrated valve according to the target opening amount.

[0015] In a third aspect, the present application provides an electronic device, comprising: a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, the control method of the vehicle integrated valve is implemented.

[0016] In a fourth aspect, the present application provides a computer-readable storage medium having computer program instructions stored thereon, and the computer program instructions, when executed by a processor, implement the above-mentioned vehicle integrated valve control method.

[0017] In a fifth aspect, an embodiment of the present application further provides a vehicle, the vehicle comprising at least one of the following:

[0018] A control device for a vehicle integrated valve according to the second aspect;

[0019] Such as the electronic device of the third aspect;

[0020] A computer-readable storage medium as in the fourth aspect.

[0021] The control method, device, equipment, medium and vehicle of the vehicle integrated valve of the embodiment of the present application obtain the hot and cold demand of the target component of the vehicle, which is used to indicate the temperature required by the target component; the hot and cold demand of the target component is pattern matched to obtain the control mode of the vehicle integrated valve, and the control mode is used to control the integrated valve according to the hot and cold demand of the subcomponent in the target component; a closed-loop calculation is performed based on the temperature of the subcomponent and the reference temperature to obtain the target opening amount of the integrated valve; and the integrated valve is controlled according to the target opening amount. In the above manner, the hot and cold demand of the target component is first obtained. These requirements are then used to match the control mode of the appropriate integrated valve. The control mode is associated with a set of control strategies for the opening amount of the integrated valve, which are intended to meet the specific hot and cold demand conditions of the subcomponent. A closed-loop calculation is then performed based on the temperature of the subcomponent and the reference temperature. If there is an overshoot (the current temperature deviates from the expected temperature), the closed-loop calculation will calculate a target value of the opening amount of the integrated valve, that is, the target opening amount, which is used to adjust the final opening amount of the integrated valve, so that the temperature of the subcomponent gradually approaches the expected temperature to avoid or reduce the occurrence of overshoot, thereby improving the adjustment accuracy of the opening amount of the integrated valve. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0023] Figure 1 is a flow chart of a method for controlling a vehicle integrated valve provided in an embodiment of the present application;

[0024] Figure 2 is a schematic structural diagram of a control device for a vehicle integrated valve provided in an embodiment of the present application;

[0025] Figure 3 It is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0027] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0028] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0029] In order to solve the problems of the prior art, the embodiments of the present application provide a control method, device, equipment, medium and vehicle for a vehicle integrated valve. The control method for a vehicle integrated valve provided by the embodiments of the present application is first introduced below.

[0030] Figure 1FIG. 1 is a flow chart showing a control method for a vehicle integrated valve provided by an embodiment of the present application. Figure 1 As shown, the control method of the vehicle integrated valve may include the following steps:

[0031] S100, obtaining a heating and cooling requirement of a target component of a vehicle, where the heating and cooling requirement is used to indicate a required temperature of the target component.

[0032] Optionally, in the embodiment of the present application, the target component of the vehicle may be a cockpit of the vehicle, an engine of the vehicle, and a battery of the vehicle. The vehicle may be a hybrid vehicle.

[0033] Optionally, in the embodiment of the present application, the cooling and heating requirements of the engine, battery, cockpit and other components can be met by controlling the water pump, electronic valve, fan, air intake grille and other components. Among them, the integrated valve is a ball valve, which adjusts the coolant flow through the radiator, warm air circuit, engine cylinder and other branches by controlling different angles. In this way, the cooling and heating requirements of the engine, battery, cockpit and other components can be met.

[0034] Optionally, in the embodiment of the present application, the heating and cooling requirements of the vehicle refer to the temperature ranges required by different components in the vehicle (such as the cockpit, battery, engine, etc.). These requirements can be obtained through sensors, vehicle systems, or preset parameters. For example, a sensor can measure the current temperature of different components and compare it with a preset target temperature to determine the heating and cooling requirements of each component.

[0035] Optionally, in a specific implementation of the present application, the heat and cold requirements of the target components of the vehicle can be obtained in a variety of ways, such as measuring the engine temperature, cockpit temperature, battery temperature, etc. through various temperature sensors equipped on the vehicle. Through these sensors, the actual temperature data of each component can be obtained in real time and compared with the preset target temperature to determine the heat and cold requirements of each component. Alternatively, the vehicle's control system monitors the working status and performance of different components. Based on these data, the system can infer the heat and cold requirements of each component. For example, if the engine is operating under high load, the system can infer that the engine needs more cooling.

[0036] Alternatively, the vehicle manufacturer may preset temperature requirement parameters for different components. These parameters are determined based on design and engineering requirements and can be used as a reference to meet the requirements of the components, so that the heating and cooling requirements of each component can be determined based on the gap between the vehicle components and these requirement parameters. For example, some vehicles allow drivers to set temperatures according to personal preferences, such as adjusting the cabin temperature. These user inputs can be used as the basis for some requirements to determine the heating and cooling requirements of different vehicle components. By combining the above methods, the vehicle's control system can obtain the heating and cooling demand data of different components, which are used to indicate the temperature range required for the target component. By comprehensively analyzing and processing this data, the system can take corresponding measures to meet the temperature requirements of each component, such as adjusting the opening amount of the integrated valve or controlling the operation of the water pump.

[0037] S200, pattern matching is performed on the cooling and heating requirements of the target component to obtain a control mode of the vehicle's integrated valve, where the control mode is used to control the integrated valve according to the cooling and heating requirements of the subcomponents in the target component.

[0038] Optionally, in the embodiment of the present application, the system will perform pattern matching according to the cooling and heating requirements of different components of the vehicle. This pattern matching process can be based on preset rules, algorithms or logic to determine how to adjust the opening amount of the integrated valve to meet the cooling and heating requirements of each component. The control mode can be an operation mode of the integrated valve to adjust the flow of coolant to control the temperature of different components.

[0039] Optionally, in a possible implementation of the present application, first, determine the subcomponents in the target component that needs to be controlled, such as the cockpit, battery, and engine. Each subcomponent may have different heat and cold requirements, so it is necessary to comprehensively consider the heat and cold requirements of each subcomponent. The information on the heat and cold requirements may include the target temperature range, the expected temperature change rate, and the requirements of specific subcomponents, such as the thermal requirements of the battery cell temperature or the engine cooling requirements. Different control modes or strategies are formulated based on the collected heat and cold demand information. Each mode may include a set of rules, algorithms, or logic for controlling the behavior of the integrated valve according to the heat and cold requirements of the subcomponent. For example, a mode can be defined for efficient cooling of the battery, and another mode can be defined for maintaining the engine within an appropriate temperature range. The applicable control mode can then be selected based on the current state and requirements of the subcomponent. Specifically, fuzzy logic, rule engines, or mathematical algorithms may be involved to automatically select the most appropriate mode.

[0040] In these optional embodiments, according to the different target components and their subcomponents' cooling and heating requirements, appropriate control modes are selected to ensure that the integrated valve can adjust the flow of coolant in the best way to meet the temperature requirements of each component. This requires comprehensive consideration of various parameters and conditions, and the use of intelligent methods for mode matching and control.

[0041] S300, performing closed-loop calculation based on the temperature of the sub-component and the reference temperature to obtain a target opening amount of the integrated valve.

[0042] Optionally, in the embodiment of the present application, a closed-loop calculation can be performed based on the actual temperature of the subcomponent and the reference temperature that have been obtained. Closed-loop control is a feedback control method that uses actual temperature data to adjust the opening amount of the integrated valve so that the actual temperature gradually approaches the target temperature. The closed-loop calculation process can include a control algorithm, such as a proportional-integral-derivative (PID) controller, to ensure that the actual temperature does not overshoot or fluctuate.

[0043] Optionally, in a possible implementation of the present application, first, it is necessary to obtain the actual temperature values ​​of each subcomponent of the target component in the vehicle. This can be achieved by a sensor, a temperature probe or other temperature measuring device. In order to perform closed-loop control, a reference temperature value or a target temperature value is required to compare with the actual temperature. This reference temperature is usually preset or dynamically determined according to the needs of the vehicle. Then, by comparing the actual temperature value with the reference temperature value, the temperature deviation of each subcomponent, that is, the difference between the actual temperature and the target temperature, can be calculated. Then, based on the temperature deviation, a closed-loop control algorithm is used to calculate the target opening amount of the integrated valve. This algorithm can be a PID controller (proportional-integral-differential controller) or other control algorithm, which is specifically designed and adjusted according to needs. And according to the output of the closed-loop control algorithm, the target opening amount of the integrated valve is determined. This opening amount will be used to adjust the position of the integrated valve to meet the hot and cold requirements of each subcomponent. Finally, the target opening amount is applied to the integrated valve, and control is implemented by electronic or mechanical means to ensure that the position and opening amount of the integrated valve reach the required state to meet the temperature requirements of the subcomponents and avoid or reduce the occurrence of overshoot and large temperature fluctuations.

[0044] S400, controlling the integrated valve according to the target opening amount.

[0045] Optionally, in a possible implementation of the present application, first, the target opening amount obtained from step S300 will be used as a control input. The integrated valve usually has a rotatable or movable valve body, and the flow rate of the coolant flowing through different branches can be adjusted by changing the position or opening amount of the valve body. The actuator for adjusting the integrated valve can be an electric actuator, a hydraulic actuator, or a pneumatic actuator, etc. Subsequently, a control algorithm, such as a PID control algorithm, can be used to compare the target opening amount with the position or opening amount of the current valve body. The control algorithm calculates the adjustment required for the valve body so that the valve body gradually approaches the target opening amount. The adjustment signal calculated by the control algorithm will be transmitted to the actuator of the integrated valve. The actuator will move or rotate the valve body according to this signal to achieve the target opening amount. It should be noted that when adjusting the opening amount of the integrated valve, a feedback mechanism can also be provided to monitor the actual opening amount or coolant flow of the integrated valve in real time, and feed this information back to the control algorithm for more precise adjustment, thereby achieving adjustment of the coolant flow rate to meet the hot and cold requirements of the target component.

[0046] In the control method of the vehicle integrated valve of the embodiment of the present application, the hot and cold demand of the target component of the vehicle is obtained, and the hot and cold demand is used to indicate the temperature required by the target component; the hot and cold demand of the target component is pattern matched to obtain the control mode of the vehicle integrated valve, and the control mode is used to control the integrated valve according to the hot and cold demand of the subcomponent in the target component; a closed-loop calculation is performed based on the temperature of the subcomponent and the reference temperature to obtain the target opening amount of the integrated valve; and the integrated valve is controlled according to the target opening amount. In the above manner, the hot and cold demand of the target component is first obtained. These requirements are then used to match the control mode of the appropriate integrated valve. The control mode is associated with a set of control strategies for the opening amount of the integrated valve, which are intended to meet the specific hot and cold demand conditions of the subcomponent. A closed-loop calculation is then performed based on the temperature of the subcomponent and the reference temperature. If there is an overshoot (the current temperature deviates from the expected temperature), the closed-loop calculation will calculate a target value of the opening amount of the integrated valve, that is, the target opening amount, which is used to adjust the final opening amount of the integrated valve, so that the temperature of the subcomponent gradually approaches the expected temperature to avoid or reduce the occurrence of overshoot, thereby improving the adjustment accuracy of the opening amount of the integrated valve.

[0047] In one embodiment, the target components include a cockpit of a vehicle, an engine of the vehicle, and a battery of the vehicle; the above step 200 may specifically perform the following steps:

[0048] S210, when only the engine has a cooling demand, determining the control mode to be the first mode, the first mode is used to control the integrated valve according to the cooling and heating demand of the engine.

[0049] Optionally, in a possible implementation of the present application, first, it is necessary to detect the cooling requirements of various components of the vehicle. In this step, special attention is paid to the cooling requirements of the engine. If it is found in the detection that only the engine has a cooling requirement, the system will determine that the current control mode is the first mode. This can be achieved by setting a flag or state in the control system to indicate that it is currently in the first mode.

[0050] In one embodiment, the above step 300 may specifically perform the following steps:

[0051] S310, in the first mode, calculating by a first formula to obtain a first opening amount of the integrated valve, wherein the first opening amount is within a first preset range, and the first formula is:

[0052] First opening amount=Base+Kp*(first temperature of the engine-first reference temperature)-offset)+∫Ki*Coffdt.

[0053] Optionally, in a specific implementation of the present application, if the control mode of the integrated valve is the first mode, a proportional-integral (PI) operation is performed, as follows:

[0054] PI calculation target six-way valve position (i.e., the rotation angle of the integrated valve) = Base + Kp*(actual engine temperature - engine target temperature) - offset) + ∫Ki*Coff dt

[0055] Where Base is the table lookup value of the ambient temperature and the engine target temperature;

[0056] Kp is a table lookup value with engine actual temperature (i.e., first temperature) - engine target temperature (i.e., first reference temperature) - offset as coordinates;

[0057] Offset is a parameter that represents an offset value. The offset value is used to correct or adjust the output of the controller so that the actual state of the system is closer to the desired state. In the embodiment of the present application, offset is used to correct the calculation of the proportional (Kp) and integral (Ki) terms to ensure that the response of the control system is more accurate and stable;

[0058] Ki is the rate of change of the actual engine temperature and the target actual temperature difference (i.e., the first deviation value) - offset is the table lookup value of the coordinate;

[0059] Coff is the rate of change of the temperature difference between the actual inlet and outlet temperatures of the engine and the table value with the target actual temperature as coordinates; it should be noted that the target six-way valve position calculated by PI is limited by the maximum value 130 and the minimum value 65 of the cross-sectional area position of the water valve through the cooler, that is, the interval of the first preset range is determined according to the flow rate of the radiator.

[0060] In one embodiment, the above step 210 may specifically perform the following steps:

[0061] S211, when only the engine has a cooling demand and the vehicle does not meet all the first preset conditions, determining that the control mode is the first mode;

[0062] The first precondition includes:

[0063] In the first preset state, the absolute value of the difference between the first temperature of the engine and the first reference temperature is less than a first preset threshold value;

[0064] The control mode of the integrated valve is open-loop control mode;

[0065] The control mode of the vehicle's water pump is not an open-loop control mode;

[0066] The control mode of the water pump is not the temperature difference control mode.

[0067] Optionally, in an embodiment of the present application, when the engine is not warmed up, the actual engine coolant temperature - target temperature (i.e., the first reference temperature) is less than a certain value (calibrated value 5), or the cabin heating demand == 1, i.e., the cockpit has a heating demand, or the battery heating demand == 1, i.e., the battery has a heating demand, or (only the engine cooling demand six-way valve open-loop control demand == 1, i.e., the control mode of the integrated valve is the open-loop control mode, and only the engine cooling open-loop control water pump speed demand == 0, i.e., the control mode of the vehicle's water pump is not the open-loop control mode, and the engine inlet and outlet temperature difference control mode == false, i.e., the control mode of the water pump is not the temperature difference control mode), then only the engine cooling demand six-way valve closed-loop control PI calculation Stop=1 (i.e., the first mode of control is not performed), otherwise only the engine cooling demand six-way valve closed-loop control PI calculation Stop=0 (i.e., the first mode of control is started).

[0068] Optionally, in an embodiment of the present application, when only the engine cooling requirement and the six-way valve closed-loop control PI calculation Stop=1, that is, the control mode is not the first mode, the opening amount of the integrated valve is the target value calculated by the current control mode of the integrated valve, thereby maintaining the continuity of the target position adjustment of the integrated valve.

[0069] In one embodiment, the above step 200 may specifically perform the following steps:

[0070] S220, when there is no cooling demand for the engine, and there is a heating demand for the cockpit, and there is a heating demand for the battery, the control mode is determined to be the second mode, and the second mode is used to control the integrated valve according to the cooling and heating requirements of the cockpit and the battery.

[0071] Optionally, in a possible implementation of the present application, first, it is necessary to detect the cooling requirements of various components of the vehicle. In this step, special attention is paid to the heating requirements of the cockpit and the battery. If it is found in the detection that only the cockpit has a heating requirement and the battery has a heating requirement, the system will determine that the current control mode is the second mode. It can also be achieved by setting a flag or state in the control system to indicate that it is currently in the second mode.

[0072] In one embodiment, the above step 300 may specifically perform the following steps:

[0073] S320, in the second mode, calculating by a second formula to obtain a second opening amount of the integrated valve, wherein the second opening amount is within the first preset range, and the second formula is:

[0074] Second opening amount=Base2+Kp2*(second temperature of the engine-second reference temperature)-offset2)+∫Ki2*Coff2dt.

[0075] Optionally, in a specific implementation of the present application, if the control mode of the integrated valve is the second mode, a PI operation is performed, as follows:

[0076] PI calculation target six-way valve position = Base2 + Kp2 * (second temperature - second reference temperature) - offset2) + ∫Ki2 * Coff2 dt

[0077] Among them, Base2 is the table lookup value of the ambient temperature and the second reference temperature;

[0078] Kp2 is a table lookup value with the second temperature (current actual temperature) - second reference temperature - offset2 as coordinates;

[0079] Ki2 is the rate of change of the second temperature and the target actual temperature difference (i.e., the second deviation value) - offset2 is the table lookup value of the coordinate;

[0080] Coff2 is the rate of change of the actual temperature difference between the engine inlet and outlet and the table value with the second reference temperature as the coordinate;

[0081] Offset2 is a parameter that represents an offset value. The offset value is used to correct or adjust the output of the controller so that the actual state of the system is closer to the desired state. In the embodiment of the present application, offset2 is used to correct the calculation of the proportional (Kp2) and integral (Ki2) terms to ensure that the response of the control system is more accurate and stable; the PI calculation target six-way valve position is limited by the maximum value 130 and the minimum value 65 of the cross-sectional area position of the water valve through the cooler, that is, the interval of the first preset range is determined according to the flow of the radiator.

[0082] In one embodiment, the above step 220 may specifically perform the following steps:

[0083] S221, when there is no cooling demand for the engine, and there is a heating demand for the cockpit, and there is a heating demand for the battery, if the vehicle does not meet all the second preset conditions, determining that the control mode is the second mode;

[0084] The second precondition includes:

[0085] In the second preset state, the absolute value of the difference between the second temperature of the engine and the second reference temperature is less than the first preset threshold value;

[0086] The control mode of the vehicle's water pump is not the temperature difference control mode.

[0087] Optionally, in an embodiment of the present application, when the engine is not warmed up, the actual engine coolant temperature (i.e., the second temperature) - the target temperature (i.e., the second reference temperature) is less than a certain value (calibrated value 5), or (the cabin heating demand == 0, i.e., there is no heating demand for the cockpit, and the battery heating demand == 0, i.e., there is no heating demand for the battery, or (both the cabin battery and the engine demand the warm air circuit six-way valve closed-loop control (i.e., the third mode) request == 1, i.e., the control mode of the integrated valve is the third mode, and the engine inlet and outlet temperature difference control mode == false, i.e., the control mode of the water pump is not the temperature difference control mode), then both the cabin battery and the engine demand the engine water temperature six-way valve closed-loop control PI calculation Stop=1 (i.e., the second mode of control is not performed), otherwise both the cabin battery and the engine demand the engine water temperature six-way valve closed-loop control PI calculation Stop=0 (start the second mode of control).

[0088] Optionally, in an embodiment of the present application, when the cabin battery and the engine require the engine water temperature, the six-way valve closed-loop control PI calculation Stop=1, that is, the control mode is not the second mode, then the opening amount of the integrated valve is the target value calculated by the current control mode of the integrated valve, thereby maintaining the continuity of the target position adjustment of the integrated valve.

[0089] In one embodiment, the above step 200 may specifically perform the following steps:

[0090] S230, when the engine has cooling demand, the cockpit has heating demand, and the battery has heating demand, the control mode is determined to be the third mode, and the third mode is used to control the integrated valve according to the cooling and heating requirements of the cockpit, the engine and the battery.

[0091] Optionally, in a possible implementation of the present application, first, it is necessary to detect the cooling requirements of various components of the vehicle. In this step, special attention is paid to the cooling requirements of the battery, the heating requirements of the cockpit, and the heating requirements of the battery. If it is found in the detection that the engine has a cooling requirement, the cockpit has a heating requirement, and the battery has a heating requirement, the system will determine that the current control mode is the third mode. It can also be achieved by setting a flag or state in the control system to indicate that it is currently in the third mode.

[0092] In one embodiment, the above step 300 may specifically perform the following steps:

[0093] S330, in the third mode, calculating by a third formula to obtain a third opening amount of the integrated valve, wherein the third opening amount is within a second preset range, and the second formula is:

[0094] The third opening amount=Base3+Kp3*(the third temperature of the engine inlet-the third reference temperature)+offset3)+∫Ki3dt.

[0095] Optionally, in a specific implementation of the present application, if the control mode of the integrated valve is the third mode, a PI operation is performed, as follows:

[0096] PI calculation target six-way valve position = Base3 + Kp3 * (actual engine inlet temperature - heater (Water Positive Temperature Coefficient, WPTC) outlet target temperature) + offset3) + ∫Ki3 dt

[0097] Among them, Base3 is 0;

[0098] Kp3 is the actual engine inlet temperature (i.e., the third temperature) - WPTC outlet target temperature (i.e., the third reference temperature) + offset3 is the coordinate table value;

[0099] Ki3 is the rate of change of the actual engine inlet temperature, and (actual engine inlet temperature - WPTC outlet target temperature + offset3) is the table lookup value of the coordinate;

[0100] Offset3 is a parameter that represents an offset value. The offset value is used to correct or adjust the output of the controller so that the actual state of the system is closer to the desired state. In the embodiment of the present application, offset3 is used to correct the calculation of the proportional (Kp3) and integral (Ki3) terms to ensure that the response of the control system is more accurate and stable; the PI calculation target six-way valve position is limited by the maximum value 65 and the minimum value 28 of the cross-sectional area position of the water valve through the cooler, that is, the interval of the second preset range is determined according to the flow of the warm air circuit.

[0101] Optionally, in an embodiment of the present application, when (the cabin heating demand == 0, i.e., there is no heating demand for the cockpit, and the battery heating demand == 0, i.e., there is no heating demand for the battery), or both the cabin battery and the engine demand the warm air circuit six-way valve closed-loop control request == 0 (i.e., the control mode of the integrated valve is not the third mode), then both the cabin battery and the engine demand the warm air circuit six-way valve closed-loop control request PI calculation Stop=1 (i.e., the third mode of control is not performed), otherwise both the cabin battery and the engine demand the warm air circuit six-way valve closed-loop control request PI calculation Stop=0 (start the third mode of control).

[0102] Optionally, in an embodiment of the present application, when the cockpit battery and the engine demand the heating circuit six-way valve closed-loop control request PI calculation Stop=1, that is, the control mode is not the third mode, then the opening amount of the integrated valve is the target value calculated by the current control mode of the integrated valve, thereby maintaining the continuity of the integrated valve target position adjustment.

[0103] Optionally, in an embodiment of the present application, open-loop table lookup and closed-loop PID control are used to adjust the operation of the integrated valve body, thereby achieving precise temperature control, and switching and transitioning smoothly according to the control target and the control state of the valve body and the electronic water pump, ensuring that the system will not overshoot (temperature fluctuations beyond the target range) and actual temperature oscillations, and ensuring that the actual water temperature is stable near the target water temperature.

[0104] Optionally, in a possible implementation of the present application, different parameters, thresholds, and control modes of integrated valves are organized into calibration tables. These tables can be organized based on different operating conditions and heating and cooling requirements to quickly configure the control mode. Thus, the appropriate control mode and the parameters corresponding to each control mode can be automatically selected according to actual needs and operating conditions. In this way, the reusability of parameters can be ensured, unnecessary work can be reduced, and software calibration work can be reduced, thereby increasing the reuse rate of setting parameters.

[0105] In these optional embodiments, the complex working condition combination of the vehicle is divided into engine cooling demand only (corresponding to the first mode), cabin battery heating demand only (corresponding to the second mode) and cabin battery heating and engine cooling demand at the same time (corresponding to the third mode). This division helps to more accurately meet the temperature requirements of different components. In the closed-loop PID control process of the integrated valve body, the temperature change rate and temperature difference are introduced as coordinates to look up the table to obtain the integral term, so as to achieve accurate control of the valve body to avoid overshoot and the occurrence of actual temperature oscillation.

[0106] Figure 2 A schematic structural diagram of a vehicle integrated valve control device provided in another embodiment of the present application is shown. For ease of explanation, only the parts related to the embodiment of the present application are shown.

[0107] Reference Figure 2 , the control device of the vehicle integrated valve may include:

[0108] An acquisition module 201 is used to acquire a heat demand of a target component of a vehicle, where the heat demand is used to indicate a required temperature of the target component;

[0109] A matching module 202 is used to perform pattern matching on the cooling and heating requirements of the target component to obtain a control mode of the integrated valve of the vehicle, wherein the control mode is used to control the integrated valve according to the cooling and heating requirements of the subcomponents in the target component;

[0110] A calculation module 203, for performing a closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain a target opening amount of the integrated valve;

[0111] The control module 204 is used to control the integrated valve according to the target opening amount.

[0112] In some embodiments, the matching module 202 may include:

[0113] The first determination submodule is used to determine the control mode as the first mode when only the engine has a cooling demand. The first mode is used to control the integrated valve according to the cooling and heating demand of the engine.

[0114] In some embodiments, the calculation module 203 may include:

[0115] The first calculation submodule is used to calculate, in a first mode, by using a first formula to obtain a first opening amount of the integrated valve, wherein the first opening amount is within a first preset range, and the first formula is:

[0116] First opening amount = Base + Kp*(first temperature of the engine - first reference temperature) - offset) + ∫Ki*Coffdt, wherein Base is the table value of the ambient temperature and the first reference temperature;

[0117] Kp is a table lookup value with ((first temperature of the engine - first reference temperature) - offset) as coordinates;

[0118] offset is the first offset value;

[0119] Ki is a table lookup value with the rate of change of the first temperature and ((first temperature of the engine - first reference temperature) - offset) as coordinates;

[0120] Coff is a table lookup value with the rate of change of the actual temperature difference between the inlet and outlet temperatures of the engine and the first reference temperature as coordinates.

[0121] In some embodiments, the first determining submodule may include:

[0122] A first determining unit, configured to determine that the control mode is the first mode when only the engine has a cooling demand and the vehicle does not meet all first preset conditions;

[0123] The first precondition includes:

[0124] In the first preset state, the absolute value of the difference between the first temperature of the engine and the first reference temperature is less than a first preset threshold value;

[0125] The control mode of the integrated valve is open-loop control mode;

[0126] The control mode of the vehicle's water pump is not an open-loop control mode;

[0127] The control mode of the water pump is not the temperature difference control mode.

[0128] In some embodiments, the matching module 202 may further include:

[0129] The second determination submodule is used to determine the control mode to be the second mode when there is no cooling demand for the engine, and there is a heating demand for the cockpit and the battery. The second mode is used to control the integrated valve according to the cooling and heating requirements of the cockpit and the battery.

[0130] In some embodiments, the calculation module 203 may further include:

[0131] The second calculation submodule is used to calculate in the second mode by using a second formula to obtain a second opening amount of the integrated valve, wherein the second opening amount is within the first preset range, and the second formula is:

[0132] Second opening amount = Base2 + Kp2 * (second temperature of the engine - second reference temperature) - offset2) + ∫Ki2 * Coff2dt

[0133] Among them, Base2 is the table lookup value of the ambient temperature and the second reference temperature;

[0134] Kp2 is a table lookup value with (second temperature - second reference temperature) - offset2) as coordinates;

[0135] Ki2 is a table lookup value with the rate of change of the second temperature and (second temperature - second reference temperature) - offset2) as coordinates;

[0136] Coff2 is a table lookup value based on the rate of change of the actual temperature difference between the inlet and outlet of the engine and the second reference temperature;

[0137] offset2 is the second offset value.

[0138] In some embodiments, the second determining submodule may include:

[0139] a second determining unit, configured to determine that the control mode is the second mode if the vehicle does not meet all second preset conditions when there is no need for cooling the engine, there is a need for heating the cockpit, and there is a need for heating the battery;

[0140] The second precondition includes:

[0141] In the second preset state, the absolute value of the difference between the second temperature of the engine and the second reference temperature is less than the first preset threshold value;

[0142] The control mode of the vehicle's water pump is not the temperature difference control mode.

[0143] In some embodiments, the matching module 202 may further include:

[0144] The third determination submodule is used to determine the control mode to be the third mode when the engine has cooling requirements, the cockpit has heating requirements, and the battery has heating requirements. The third mode is used to control the integrated valve according to the cooling and heating requirements of the cockpit, the engine and the battery.

[0145] In some embodiments, the calculation module 203 may further include:

[0146] The third calculation submodule is used to calculate the third opening amount of the integrated valve by using the third formula in the third mode, wherein the third opening amount is within the second preset range, and the second formula is:

[0147] Third opening amount = Base3 + Kp3 * (third temperature of engine inlet - third reference temperature) + offset3) + ∫Ki3dt

[0148] Among them, Base3 is 0;

[0149] Kp3 is a table lookup value with (the third temperature of the engine inlet - the third reference temperature) + offset3) as coordinates;

[0150] Ki3 is the rate of change of the third temperature, and (the third temperature of the engine inlet - the third reference temperature) + offset3) is the table lookup value of the coordinate;

[0151] offset3 is the third offset value.

[0152] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application, and are devices corresponding to the above-mentioned battery thermal runaway warning method. All implementation methods in the above-mentioned method embodiment are applicable to the embodiments of the device. Its specific functions and technical effects can be found in the method embodiment part, which will not be repeated here.

[0153] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0154] Figure 3 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown.

[0155] The device may include a processor 301 and a memory 302 storing program instructions.

[0156] When the processor 301 executes the program, the steps in any of the above method embodiments are implemented.

[0157] Exemplarily, the program may be divided into one or more modules / units, one or more modules / units are stored in the memory 302, and executed by the processor 301 to complete the present application. One or more modules / units may be a series of program instruction segments capable of completing a specific function, and the instruction segments are used to describe the execution process of the program in the device.

[0158] Specifically, the processor 301 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0159] The memory 302 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 302 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 302 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 302 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 302 is a non-volatile solid-state memory.

[0160] The memory may include read-only memory (ROM), random access memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical or other physical / tangible memory storage devices. Thus, typically, the memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0161] The processor 301 implements any one of the methods in the above embodiments by reading and executing program instructions stored in the memory 302 .

[0162] In one example, the electronic device may further include a communication interface 303 and a bus 303. The processor 301, the memory 302, and the communication interface 303 are connected via the bus 303 and communicate with each other.

[0163] The communication interface 303 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0164] Bus 303 includes hardware, software or both, and the parts of online data flow billing equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 303 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the application considers any suitable bus or interconnection.

[0165] In addition, in combination with the method in the above embodiment, the embodiment of the present application can provide a storage medium for implementation. The storage medium stores program instructions; when the program instructions are executed by a processor, any one of the methods in the above embodiment is implemented.

[0166] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface and the processor are coupled, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0167] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0168] An embodiment of the present application provides a computer program product, which is stored in a storage medium. The program product is executed by at least one processor to implement the various processes of the above-mentioned method embodiment and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0169] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0170] The functional modules shown in the above block diagram can be implemented as hardware, software, firmware or their combination. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), suitable firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. Programs or code segments can be stored in machine-readable media, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable media" can include any medium that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. Code segments can be downloaded via computer grids such as the Internet, intranets, etc.

[0171] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0172] Aspects of the present disclosure are described above with reference to the flowchart and / or block diagram of the method, device (system) and program product according to the embodiment of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the function / action specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs a specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0173] The above are only specific implementation methods of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A control method for a vehicle integrated valve, It is characterized in that The method comprises: Acquire a heat and cold requirement of a target component of a vehicle, wherein the heat and cold requirement is used to indicate a required temperature of the target component; Performing pattern matching on the heating and cooling requirements of the target component to obtain a control mode of the integrated valve of the vehicle, wherein the control mode is used to control the integrated valve according to the heating and cooling requirements of the subcomponents in the target component; Performing closed-loop calculation based on the temperature of the subcomponent and a reference temperature to obtain a target opening amount of the integrated valve; The integration valve is controlled according to the target opening amount.

2. The method according to claim 1, It is characterized in that The target components include a cockpit of the vehicle, an engine of the vehicle, and a battery of the vehicle; The method of performing pattern matching on the hot and cold demands of the target component to obtain a control mode of the integrated valve of the vehicle includes: In the case that only the engine has a cooling demand, the control mode is determined to be the first mode, and the first mode is used to control the integration valve according to the cooling and heating demands of the engine.

3. The method according to claim 2, It is characterized in that The closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain the target opening amount of the integrated valve includes: In the first mode, a first opening amount of the integrated valve is calculated by a first formula, wherein the first opening amount is within a first preset range, and the first formula is: First opening amount = Base + Kp*(first temperature of the engine - first reference temperature) - offset) + ∫Ki*Coff dt, wherein Base is the table value of the ambient temperature and the first reference temperature; Kp is a table lookup value with ((first temperature of the engine - first reference temperature) - offset) as coordinates; offset is the first offset value; Ki is a table lookup value with the rate of change of the first temperature and ((first temperature of the engine - first reference temperature) - offset) as coordinates; Coff is a table lookup value with the rate of change of the actual temperature difference between the inlet and outlet temperatures of the engine and the first reference temperature as coordinates.

4. The method according to claim 3, It is characterized in that The step of determining that the control mode is the first mode when only the engine has a cooling demand comprises: When only the engine has a cooling demand and the vehicle does not meet all first preset conditions, determining that the control mode is the first mode; The first preset condition includes: In a first preset state, an absolute value of a difference between the first temperature of the engine and the first reference temperature is less than a first preset threshold; The control mode of the integrated valve is an open-loop control mode; The control mode of the water pump of the vehicle is not an open-loop control mode; The control mode of the water pump is not a temperature difference control mode.

5. The method according to claim 2, It is characterized in that The method of performing pattern matching on the hot and cold demands of the target component to obtain a control mode of the integrated valve of the vehicle includes: When the engine has no cooling demand, the cockpit has heating demand, and the battery has heating demand, the control mode is determined to be the second mode, and the second mode is used to control the integrated valve according to the cooling and heating requirements of the cockpit and the battery.

6. The method according to claim 5, It is characterized in that The closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain the target opening amount of the integrated valve includes: In the second mode, the second opening amount of the integrated valve is calculated by a second formula, wherein the second opening amount is within a first preset range, and the second formula is: Second opening amount = Base2 + Kp2 * (second temperature of the engine - second reference temperature) - offset2) + ∫Ki2 * Coff2dt Among them, Base2 is the table lookup value of the ambient temperature and the second reference temperature; Kp2 is a table lookup value with (second temperature - second reference temperature) - offset2) as coordinates; Ki2 is a table lookup value with the rate of change of the second temperature and (second temperature - second reference temperature) - offset2) as coordinates; Coff2 is a table lookup value based on the rate of change of the actual temperature difference between the inlet and outlet of the engine and the second reference temperature; offset2 is the second offset value.

7. The method according to claim 6, It is characterized in that When the engine has no cooling requirement, the cockpit has a heating requirement, and the battery has a heating requirement, determining that the control mode is the second mode includes: In the case where the engine has no cooling requirement, the cockpit has heating requirement, and the battery has heating requirement, if the vehicle does not meet all second preset conditions, determining that the control mode is the second mode; The second preset condition includes: In a second preset state, an absolute value of a difference between the second temperature of the engine and the second reference temperature is less than a first preset threshold; The control mode of the water pump of the vehicle is not a temperature difference control mode.

8. The method according to claim 2, It is characterized in that The method of performing pattern matching on the hot and cold demands of the target component to obtain a control mode of the integrated valve of the vehicle includes: When the engine has a cooling demand, the cockpit has a heating demand, and the battery has a heating demand, the control mode is determined to be the third mode, and the third mode is used to control the integrated valve according to the cooling and heating demands of the cockpit, the engine and the battery.

9. The method according to claim 8, It is characterized in that The closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain the target opening amount of the integrated valve includes: In the third mode, a third opening amount of the integrated valve is calculated by a third formula, wherein the third opening amount is within a second preset range, and the third formula is: Third opening amount = Base3 + Kp3 * (third temperature of engine inlet - third reference temperature) + offset3) + ∫Ki3dt Among them, Base3 is 0; Kp3 is a table lookup value with (the third temperature of the engine inlet - the third reference temperature) + offset3) as coordinates; Ki3 is the rate of change of the third temperature, and (the third temperature of the engine inlet - the third reference temperature) + offset3) is the table lookup value of the coordinate; offset3 is the third offset value.

10. A control device for a vehicle integrated valve, It is characterized in that The device comprises: An acquisition module, used for acquiring a heat demand of a target component of a vehicle, wherein the heat demand is used for indicating a required temperature of the target component; A matching module, used for pattern matching the cooling and heating requirements of the target component to obtain a control mode of the integrated valve of the vehicle, wherein the control mode is used to control the integrated valve according to the cooling and heating requirements of the subcomponents in the target component; A calculation module, configured to perform a closed-loop calculation based on the temperature of the subcomponent and a reference temperature to obtain a target opening amount of the integrated valve; A control module is used to control the integrated valve according to the target opening amount.

11. An electronic device, It is characterized in that The device comprises: a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, the control method of the vehicle integrated valve as described in any one of claims 1-9 is implemented.

12. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the vehicle integrated valve control method according to any one of claims 1 to 9 is implemented.

13. A vehicle, It is characterized in that Include at least one of the following: The control device for the vehicle integrated valve as claimed in claim 10; The electronic device as claimed in claim 11; The computer readable storage medium of claim 12.

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