Vehicle water pump control method, device and equipment, medium and vehicle

Abstract

The invention provides a control method, device and equipment for a vehicle water pump, 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 conducted on the cold and hot demands of the target component, a control mode of a water pump of the vehicle is obtained, and the control mode is used for controlling the water pump according to the cold and hot demands of sub-components in the target component; performing closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain a target rotating speed of the water pump; the water pump is controlled according to the target rotating speed, so that the temperature of the subcomponent is within a preset interval, and the preset interval is determined according to the reference temperature. The embodiment of the invention can improve the adjustment precision of the rotating speed of the water pump.

Description

Technical Field

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

[0002] In automotive thermal management technology, in order to meet the temperature requirements of different components in the vehicle (such as the cockpit, battery and engine), it is usually necessary to coordinate multiple control components, such as water pumps, electronic valves, fans and air intake grilles. Among them, the water pump is a very critical component. It adjusts the cooling efficiency of branches such as the radiator, heating circuit and engine block by adjusting the flow rate of the coolant to meet the temperature requirements of different components.

[0003] The current method is to control the speed of the water pump according to the target temperature of each component. However, there is a problem with this control method, which is that it can easily cause the speed of the water pump to fluctuate too much, making the temperature adjustment not precise enough and easily causing overshoot, which leads to low adjustment accuracy of the water pump speed. Summary of the invention

[0004] The present application provides a vehicle water pump control method, device, equipment, medium and vehicle, which can improve the adjustment accuracy of the water pump speed.

[0005] In a first aspect, the present application provides a method for controlling a vehicle water pump, 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 cooling and heating requirements of the target component to obtain a control mode of a water pump of the vehicle, the control mode being used to control the water pump according to the cooling and heating 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 speed of the water pump;

[0009] The water pump is controlled according to the target speed so that the temperature of the subcomponent is within a preset interval, and the preset interval is determined according to the reference temperature.

[0010] In a second aspect, the present application provides a control device for a vehicle water pump, 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 cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle, the control mode being used for controlling the water pump according to the cooling and heating 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 speed of the water pump;

[0014] The control module is used to control the water pump according to the target speed so that the temperature of the subcomponent is within a preset range, and the preset range is determined according to the reference temperature.

[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 above-mentioned vehicle water pump control method 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 water pump 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 water pump 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 water pump 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 water pump, and the control mode is used to control the water pump 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 speed of the water pump; the water pump is controlled according to the target speed so that the temperature of the subcomponent is within a preset interval, and the preset interval is determined according to the reference temperature. In the above manner, the temperature requirements of different components of the vehicle are first obtained, that is, the degree to which they need to be cooled or heated. Then, according to these requirements, the system will select an appropriate water pump control mode. Each control mode corresponds to a set of water pump speed adjustment strategies, and the goal of these strategies is to meet the specific temperature requirements of each component. Once the control mode is determined, the system will perform a closed-loop calculation based on the difference between the actual subcomponent temperature and the target temperature. If there is an excessive temperature deviation, that is, overshoot, the closed-loop calculation will generate a target value for the water pump speed, that is, the target speed. This target speed is used to adjust the final speed of the water pump so that the temperature of the sub-component gradually approaches the desired temperature, thereby preventing or reducing the occurrence of overshoot, thereby improving the adjustment accuracy of the water pump speed. 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 It is a flow chart of a method for controlling a vehicle water pump provided in an embodiment of the present application;

[0024] Figure 2 is a schematic structural diagram of a vehicle water pump control device 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 purposes, features and advantages of the present application, the scheme of the present application will be further described below. It should be noted that the embodiments of the present application 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 application, but the present application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only part of the embodiments of the present application, 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 water pump. The control method for a vehicle water pump provided by the embodiments of the present application is first introduced below.

[0030] Figure 1FIG. 1 is a flow chart showing a method for controlling a vehicle water pump according to an embodiment of the present application. Figure 1 As shown, the vehicle water pump control method 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, that is, a vehicle type that combines an internal combustion engine and an electric motor.

[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 water pump controls the water pump speed, coordinates the water valve, and adjusts the coolant flow through the radiator, warm air circuit, engine cylinder and other branches.

[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 a water pump of the vehicle, where the control mode is used to control the water pump according to the cooling and heating requirements of subcomponents in the target component.

[0038] Optionally, in an embodiment of the present application, by performing pattern matching, the operation mode of the water pump is intelligently adjusted according to the cooling and heating requirements of different components in the vehicle. This pattern matching process is not just a simple control strategy, but can be based on a series of preset rules, algorithms or logic to ensure that the flow rate of the coolant can meet the temperature requirements of each component. In other words, the most suitable water pump operation mode can be automatically selected according to the unique needs of each component, so as to achieve the best temperature control under different working conditions, ensuring that each component of the vehicle can operate within the most suitable temperature range, and improving the overall performance and efficiency of the vehicle operation.

[0039] Optionally, in a possible implementation of the present application, the target components that need to be regulated, such as the cockpit, battery, and engine, can be clearly defined first. Each component may have different requirements for temperature, including the required target temperature range, the expected temperature change rate, and special requirements, such as the battery needs to maintain a certain temperature to improve performance. A series of different control modes or strategies can then be formulated based on the collected cold and hot demand information. Each control mode includes a set of rules, algorithms, or logic for intelligently controlling the operation mode of the water pump according to the cold and hot requirements of the sub-components. For example, a control mode can be defined specifically for the needs of efficient battery cooling, which may involve setting the water pump to a higher flow rate. Another control mode may focus on keeping the engine running within the appropriate temperature range, and may require setting the water pump to different flow rates. Thus, the applicable control mode can be automatically selected intelligently based on the current state and needs of the sub-component, and this selection process can be based on fuzzy logic, predetermined rules, or complex mathematical algorithms to ensure that the best temperature control strategy is implemented, thereby ensuring that each component is operating under the most suitable temperature conditions.

[0040] In these optional embodiments, the appropriate control mode is automatically selected according to the cooling and heating requirements of different target components and their subcomponents, thereby reducing the need for manual intervention. Through intelligent control, the system can respond to the needs of different components in real time, thereby optimizing the operation of the entire cooling system and ensuring that each component operates within the optimal temperature range, which helps improve vehicle reliability, performance and fuel efficiency.

[0041] S300, performing closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain a target speed of the water pump.

[0042] Optionally, in an embodiment of the present application, a closed-loop calculation may 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 speed of the water pump so that the actual temperature gradually approaches the target temperature. The closed-loop calculation process may 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, the sub-component temperature information of each target component can be obtained. This can be achieved by sensors, probes or other monitoring devices. For example, for batteries, temperature sensors can be installed on different single cells to monitor their temperatures in real time. In order to perform closed-loop control, the system also needs to set a reference temperature, which is the target temperature range expected for each component. These reference temperatures can be determined according to the specifications or performance requirements of the vehicle manufacturer. For example, the engine may need to be kept within a specific temperature range to ensure optimal performance and fuel efficiency. Then, by comparing the current temperature of the sub-component with the corresponding reference temperature, the system can calculate the error, that is, the degree to which the actual temperature deviates from the target temperature. This error can be represented by a simple numerical value, for example, a positive value indicates that the actual temperature is higher than the target temperature, and a negative value indicates that the actual temperature is lower than the target temperature. Subsequently, based on the calculated error, a control algorithm is used to determine the target speed of the water pump. This algorithm can be a PID controller algorithm or other advanced control strategies. The goal of the control algorithm is to eliminate the error by adjusting the speed of the water pump so that the actual temperature gradually approaches the target temperature. And this control algorithm is continuously executed to keep the temperature of each component close to the target range. Over time, if the actual temperature begins to drift away from the target temperature, the system will automatically adjust the speed of the water pump to rebalance the temperature. This process is a closed-loop feedback system because it is constantly monitoring and adjusting to ensure the temperature remains within the desired range. This allows the system to adapt to changes and maintain good temperature control even in varying driving conditions.

[0044] In these optional embodiments, closed-loop calculations are performed based on the temperature of the subcomponents and the reference temperature, and the speed of the water pump is intelligently controlled to meet the temperature requirements of each component, thereby improving vehicle performance and efficiency and ensuring the reliability and durability of each component. This process is a key link in the thermal management system and helps optimize the operation of the entire vehicle.

[0045] S400, controlling the water pump according to the target speed so that the temperature of the subcomponent is within a preset range, where the preset range is determined according to a reference temperature.

[0046] Optionally, in a possible implementation of the present application, first, based on the previous closed-loop calculation, the required target speed can be determined to meet the cooling and heating requirements of the subcomponent, as well as the corresponding reference temperature. This target speed is the speed at which the water pump should run so that the temperature of the subcomponent is controlled within a suitable range. The vehicle can be equipped with a water pump controller, which is responsible for controlling the operation of the water pump according to the target speed. The water pump controller can be a system of hardware, software, or a combination of both, depending on the design of the vehicle. The water pump controller can monitor the actual operating status of the water pump, including speed and liquid flow, through a feedback system. This can be achieved through a sensor that periodically reports the actual status of the water pump. The water pump controller compares the actual speed with the target speed. If the actual speed is lower than the target speed, the controller will issue an instruction to increase the power of the water pump to increase the speed. Conversely, if the actual speed is higher than the target, the controller will reduce the power to reduce the speed. This comparison and adjustment process is a continuous cycle to keep the operation of the water pump in line with the set target. At the same time, the temperature of the subcomponent is constantly monitored and compared with a preset temperature interval. This preset interval is determined based on the reference temperature and the specifications of the vehicle manufacturer. If the temperature of the subcomponent exceeds this range, the water pump controller will take appropriate measures to adjust the operation of the water pump to restore the temperature to the range. The entire process is a real-time feedback system because the water pump controller constantly monitors the temperature of the subcomponent and the operating status of the water pump and makes adjustments as needed. This ensures that the temperature of the subcomponent is always maintained in the appropriate range to meet the requirements of vehicle performance and efficiency.

[0047] In the control method of the vehicle water pump 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 water pump, and the control mode is used to control the water pump 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 speed of the water pump; the water pump is controlled according to the target speed so that the temperature of the subcomponent is within a preset interval, and the preset interval is determined according to the reference temperature. In the above manner, the temperature requirements of different components of the vehicle are first obtained, that is, the degree to which they need to be cooled or heated. Then, according to these requirements, the system will select an appropriate water pump control mode. Each control mode corresponds to a set of water pump speed adjustment strategies, and the goal of these strategies is to meet the specific temperature requirements of each component. Once the control mode is determined, the system will perform a closed-loop calculation based on the difference between the actual subcomponent temperature and the target temperature. If there is an excessive temperature deviation, that is, overshoot, the closed-loop calculation will generate a correction value. This correction value is used to fine-tune the speed of the water pump to gradually approach the desired temperature, thereby preventing or alleviating the occurrence of overshoot, thereby improving the adjustment accuracy of the water pump speed.

[0048] 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:

[0049] S210, when the vehicle does not meet the first preset condition, determining that the control mode is a first mode, the first mode is used to control the inlet and outlet temperature difference of the engine water pump and the engine;

[0050] The first preset condition at least includes the following:

[0051] The cockpit needs heating;

[0052] The battery needs to be heated;

[0053] The engine control mode is not the temperature difference control mode.

[0054] Optionally, in an embodiment of the present application, an engine water pump is used to circulate coolant (usually a mixture of water and antifreeze) to maintain the temperature of the engine within a suitable range.

[0055] Optionally, in the embodiment of the present application, the above-mentioned first condition is a parallel condition. When the engine inlet and outlet temperature difference control enable==0 (i.e., the engine control mode is not the temperature difference control mode), 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), only the engine cooling engine inlet and outlet temperature difference PI calculation Stop=1 (i.e., the first mode is not selected and controlled), otherwise only the engine cooling engine inlet and outlet temperature difference PI calculation Stop=0 (i.e., the first mode of control is selected and started).

[0056] In one embodiment, the above step 300 may specifically perform the following steps:

[0057] S310, in the first mode, calculating by a first formula to obtain a first speed of the water pump, wherein the first speed is within a first preset range, the first preset range is determined based on a maximum uniform speed of the water pump and a minimum uniform speed of the water pump, and the first formula is:

[0058] First speed=Base1+Kp1*(first reference temperature-first inlet and outlet temperature difference of the engine)+∫Ki1*Coff1dt.

[0059] 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:

[0060] PI calculation target water pump speed = Base1 + Kp1 * (engine inlet and outlet target temperature difference - (engine outlet actual temperature - engine inlet actual temperature)) + ∫Ki1 * Coff1 dt

[0061] Among them: Base1 is 0;

[0062] Kp1 is a table lookup value with the engine inlet and outlet target temperature difference - (engine outlet actual temperature - engine inlet actual temperature) as coordinates, the engine inlet and outlet target temperature difference is the first reference value, (engine outlet actual temperature - engine inlet actual temperature) is the first inlet and outlet temperature difference;

[0063] Ki1 is the rate of change of the actual temperature difference between the inlet and outlet of the engine (i.e., the first inlet and outlet temperature difference) and the difference between the target temperature difference and the actual temperature difference as the coordinate lookup table value;

[0064] Coff1 is the rate of change of the actual temperature difference between the engine inlet and outlet and the lookup value of the water pump target speed as coordinates; the target water pump speed calculated by PI is limited by the maximum value of 4800 and the minimum value of 650 of the water pump operation.

[0065] Optionally, in an embodiment of the present application, when only the engine is cooled and the engine inlet and outlet temperature difference PI is calculated as Stop=1, that is, the control mode is not the first mode, the target speed of the water pump is the target value calculated by the control mode currently being executed by the water pump, thereby maintaining the continuity of the adjustment of the target speed of the water pump.

[0066] In these optional embodiments, the heating and cooling requirements of different components in the vehicle are comprehensively considered, including the heating requirements of the cockpit, the heating requirements of the battery, and the control requirements of the inlet and outlet temperature difference of the engine, ensuring that the vehicle can meet the temperature requirements of different components under various working conditions. Closed-loop control is used to continuously monitor the temperature of sub-components and dynamically adjust the target speed of the water pump according to actual conditions, ensuring that the system can respond quickly under different driving conditions to avoid temperatures exceeding the safe range.

[0067] In one embodiment, the above step 200 may specifically perform the following steps:

[0068] S220, when the vehicle does not meet the second preset condition, determining that the control mode is the first mode;

[0069] The second preset condition at least includes the following:

[0070] The control mode of the engine is not the temperature difference control mode;

[0071] There is no need for heating in the cockpit;

[0072] There is no heating requirement for the battery.

[0073] Optionally, in the embodiment of the present application, the second condition is a parallel condition. When the engine inlet and outlet temperature difference control enable==0, that is, the engine control mode is not the temperature difference control mode, or the cabin heating demand==0 (that is, there is no heating demand in the cockpit), and the battery heating demand==0 (that is, there is no heating demand in the battery), only the engine cooling engine inlet and outlet temperature difference PI calculation Stop=1, that is, the first mode is not selected and controlled, otherwise only the engine cooling engine inlet and outlet temperature difference PI calculation Stop=0, that is, the first mode of control is selected and started.

[0074] In one embodiment, the above step 200 may specifically perform the following steps:

[0075] S230, when the vehicle does not meet the third preset condition, determining that the control mode is the second mode, the second mode is used to control the outlet temperature of the engine water pump and the exhaust gas recirculation system EGR of the vehicle;

[0076] The third precondition at least includes the following:

[0077] The opening amount of the cooling chamber valve of the vehicle is not equal to the maximum opening amount;

[0078] The cockpit needs heating;

[0079] The battery needs to be heated.

[0080] Optionally, in the embodiment of the present application, the chamber coolant valve (CVV valve) is a valve for the coolant flow of the exhaust gas recirculation system (EGR), that is, the CCV valve is a water valve on the branch of the EGR gas water circuit, and the valve body position is adjusted to control the branch water flow. The third condition mentioned above is a parallel condition. When the CCV valve is opened to the maximum, the coolant flow can only be adjusted by increasing the water pump speed. When the opening amount of the CCV valve is equal to the maximum opening amount, the target speed of the water pump is calculated by PI operation.

[0081] Optionally, in an embodiment of the present application, when the CCV valve maximum capacity water pump speed control enable = = 0, that is, the opening amount of the vehicle's cooling chamber valve is not equal to the maximum opening amount, or the cabin heating demand = = 1 (that is, the cockpit has a heating demand), or the battery heating demand = = 1 (that is, the battery has a heating demand), then only the engine cooling CCV valve maximum capacity PI calculation Stop = 1, that is, the second mode is not selected and controlled, otherwise only the engine cooling CCV valve maximum capacity PI calculation Stop = 0, that is, the second mode of control is selected and started.

[0082] In one embodiment, the above step 300 may specifically perform the following steps:

[0083] S320: In the second mode, a second speed of the water pump is calculated by a second formula, wherein the second speed is within a first preset range, and the second formula is:

[0084] The second speed=Base2+Kp2*(the first outlet temperature of the EGR-the second reference temperature)+∫Ki2 dt.

[0085] Optionally, in a specific implementation of the present application, if the control mode of the integrated valve is the second mode, a proportional integral operation is performed, as follows:

[0086] PI calculation target water pump speed = Base2 + Kp2 * (EGR outlet actual temperature - EGR outlet target temperature) + ∫Ki2dt

[0087] Where: Base2 is the table value with the ambient temperature and the EGR outlet target temperature (i.e., the second reference temperature) as coordinates;

[0088] Kp2 is a table lookup value with (EGR outlet actual temperature - EGR outlet target temperature), that is, the first deviation value as the coordinate, wherein the EGR outlet actual temperature is the first outlet temperature, and the EGR outlet target temperature is the second reference temperature;

[0089] Ki2 is the rate of change of the actual temperature at the EGR outlet and the table value with (actual temperature at the EGR outlet - target temperature at the EGR outlet) as the coordinates; the target water pump speed calculated by PI is limited by the maximum working value of 4800 and the minimum working value of 650.

[0090] Optionally, in an embodiment of the present application, when only the engine cooling CCV valve maximum capacity PI calculates Stop=1, that is, the control mode is not the second mode, the target speed of the water pump is the target value calculated by the control mode currently being executed by the water pump, thereby maintaining the continuity of the water pump target speed adjustment.

[0091] In these optional embodiments, the heating and cooling requirements of different components in the vehicle are comprehensively considered, including the heating requirements of the cockpit, the heating requirements of the battery, and the control requirements of the inlet and outlet temperature difference of the engine, ensuring that the vehicle can meet the temperature requirements of different components under various working conditions. Closed-loop control is used to continuously monitor the temperature of sub-components and dynamically adjust the target speed of the water pump according to actual conditions, ensuring that the system can respond quickly under different driving conditions to avoid temperatures exceeding the safe range.

[0092] In one embodiment, the above step 200 may specifically perform the following steps:

[0093] S240, when the vehicle does not meet the fourth preset condition, determining that the control mode is the third mode, the third mode is used to control the outlet temperature of the engine water pump and the engine;

[0094] The fourth precondition at least includes the following:

[0095] The control mode of the engine is temperature difference control mode;

[0096] The opening amount of the cooling chamber valve of the vehicle is equal to the maximum opening amount;

[0097] The cockpit needs heating;

[0098] The battery needs to be heated;

[0099] The control mode of the vehicle's integrated valve is an open-loop control mode;

[0100] The engine is not in enhanced cooling mode.

[0101] Optionally, in the embodiment of the present application, the integrated valve is a ball valve, which adjusts the coolant flow through the radiator, the heater circuit, the engine block and other branches by controlling different angles. Thereby meeting the cooling and heating requirements of components such as the engine, battery, and cockpit. Enhanced engine cooling is a cooling method that aims to provide more powerful and effective cooling performance under high load or high temperature conditions, that is, the main goal of enhanced cooling is to ensure that the engine remains within the appropriate operating temperature range and can effectively dissipate heat even in high-speed driving, high load or extreme temperature environments.

[0102] Optionally, in the embodiment of the present application, the fourth condition is a parallel condition. When the engine inlet and outlet temperature difference control enable==1, that is, the engine control mode is the temperature difference control mode, or the cabin heating demand==1 (that is, the cockpit has a heating demand), or the battery heating demand==1 (that is, the battery has a heating demand), or the CCV valve maximum capacity water pump speed control enable==1, that is, the opening amount of the vehicle's cooling chamber valve is equal to the maximum opening amount, or the enhanced cooling engine demand enable==0, that is, the engine is not in the enhanced cooling state, and only the engine cooling six-way valve open-loop control mark position==0, that is, the control mode of the vehicle's integrated valve is the open-loop control mode, then only the engine cooling closed loop or the enhanced cooling PI calculation Stop=1, that is, the third mode is not selected and controlled, otherwise only the engine cooling closed loop or the enhanced cooling PI calculation Stop=0, that is, the third mode of control is selected and started.

[0103] In one embodiment, the above step 300 may specifically perform the following steps:

[0104] S330, in the third mode, calculating by a third formula to obtain a third speed of the water pump, wherein the third speed is within a first preset range, and the third formula is:

[0105] The third speed=Base3+Kp3*(the second outlet temperature of the engine-the third reference temperature)+∫Ki3*Coff3dt.

[0106] Optionally, in a specific implementation of the present application, if the control mode of the integrated valve is the third mode, a proportional-integral operation is performed, as follows:

[0107] PI calculation target water pump speed = Base3 + Kp3 * (actual engine outlet temperature - target engine outlet temperature) + ∫Ki3 * Coff3 dt

[0108] Among them, Base3 is the table lookup value with the ambient temperature and the engine outlet target temperature (i.e., the third reference temperature) as coordinates;

[0109] Kp3 is a table lookup value with (actual engine outlet temperature - target engine outlet temperature) as coordinates, wherein the actual engine outlet temperature is the second outlet temperature, and the target engine outlet temperature is the third reference temperature;

[0110] Ki3 is the actual temperature change rate of the engine outlet and the lookup value with (actual engine outlet temperature - target engine outlet temperature) as the coordinates; Coff3 is the temperature difference between the engine inlet and outlet and the target water pump speed (i.e., the target water pump speed when the vehicle is in a preset state) lookup value; the target water pump speed calculated by PI is limited by the maximum working value of 4800 and the minimum working value of 650 for the water pump.

[0111] Optionally, in an embodiment of the present application, when only the engine cooling closed loop or enhanced cooling PI calculation Stop=1, that is, the control mode is not the third mode, the target speed of the water pump is the target value calculated by the control mode currently being executed by the water pump, thereby maintaining the continuity of the water pump target speed adjustment.

[0112] Optionally, in the embodiment of the present application, when the enhanced cooling engine demand enable = 1, that is, the engine is in the enhanced cooling state, (actual engine outlet temperature - engine outlet target temperature) is replaced by (actual engine outlet temperature - engine outlet target temperature - Offset (calibrated value 1)), in order to control the tmm to continue to open after the temperature is balanced in the turbocharged mode (TurbochargedBoost Mode, boost mode), the water pump speed is reduced. Boost mode is used when the vehicle needs additional power, such as acceleration or climbing. Offset is a compensation value.

[0113] In one embodiment, the above step 200 may specifically perform the following steps:

[0114] S250, when the vehicle does not satisfy the fifth preset condition, determining that the control mode is the third mode;

[0115] The fifth precondition at least includes the following:

[0116] The control mode of the engine is temperature difference control mode;

[0117] The control mode of the vehicle's integrated valve is an open-loop control mode;

[0118] The engine is not in enhanced cooling mode;

[0119] There is no need for heating in the cockpit;

[0120] There is no heating requirement for the battery.

[0121] Optionally, in the embodiment of the present application, the fifth condition is a parallel condition. When the engine inlet and outlet temperature difference control enable==1, that is, the engine control mode is the temperature difference control mode, or (cabin heating demand==0&&battery heating demand==0), that is, there is no heating demand in the cockpit and no heating demand in the battery, or (enhanced cooling engine demand enable==0&&simultaneous cabin battery side heating and engine side cooling six-way valve open-loop control flag position==0), that is, the engine is not in the enhanced cooling state and the control mode of the vehicle's integrated valve is the open-loop control mode, then only the engine cooling closed loop or the enhanced cooling PI calculation Stop=1, that is, the third mode is not selected and controlled, otherwise only the engine cooling closed loop or the enhanced cooling PI calculation Stop=0, that is, the third mode of control is selected and started.

[0122] In one embodiment, the above step 200 may specifically perform the following steps:

[0123] S260, when the vehicle does not meet the sixth preset condition, determining that the control mode is the fourth mode, the fourth mode is used to control the inlet temperature of the warm air circuit water pump and the engine, the warm air circuit water pump is used to control the liquid flow in the cooling branch flowing through the cockpit;

[0124] The sixth precondition includes at least the following:

[0125] There is no need to heat the battery;

[0126] There is no need for heating in the cockpit;

[0127] The engine is not in operation;

[0128] The engine is not in enhanced cooling mode;

[0129] The control mode of the engine is not the temperature difference control mode;

[0130] The control mode of the vehicle's integrated valve is not an open-loop control mode.

[0131] Optionally, in an embodiment of the present application, a heating circuit water pump is a key component for a vehicle heating system. The heating circuit water pump is usually installed in the engine compartment of a vehicle. The main function of the heating circuit water pump is to extract coolant (a mixture of water and antifreeze) from the engine cooling system and supply the coolant to the heating system inside the vehicle through the heating circuit. In the vehicle heating system, the coolant is circulated and heated by the heating circuit water pump, and the warm air is delivered to the cockpit through the heating vents to provide a comfortable warm environment, especially in cold climates.

[0132] Optionally, in the embodiment of the present application, the sixth condition is a parallel condition. When (battery heating demand == 0 && passenger compartment heating demand == 0), that is, the battery has no heating demand and the cockpit has no heating demand, or, the engine running state ≠ 0x2:CRANK||0x3:RUN||0x4:STALL, where 0x2:CRANK indicates that the engine is in the starting state, 0x3:RUN indicates that the engine is in the running state, (engine running state ≠ 0x2:CRANK||0x3:RUN||0x4:STALL) indicates that the engine is not in the running state, or, the enhanced cooling engine demand is enabled ==0, that is, the engine is not in the enhanced cooling state, or, the engine inlet and outlet temperature difference control enable ==0, that is, the engine control mode is not the temperature difference control mode, or, there are both cabin battery side heating and engine side cooling requirements, the six-way valve open-loop control request ==0, that is, the control mode of the vehicle's integrated valve is not the open-loop control mode, then only the engine cooling engine inlet and outlet temperature difference PI2 calculation Stop=1, that is, the fourth mode is not selected and controlled, otherwise only the engine cooling engine inlet and outlet temperature difference PI2 calculation Stop=0, that is, the fourth mode of control is selected and started.

[0133] In one embodiment, the above step 300 may specifically perform the following steps:

[0134] S340, in the fourth mode, calculating by a fourth formula to obtain a fourth speed of the water pump, wherein the fourth speed is within a first preset range, and the fourth formula is:

[0135] Fourth speed=Base4+Kp4*((first inlet temperature of the engine−fourth reference temperature)+offset)+∫Ki4dt.

[0136] Optionally, in the embodiment of the present application, the fourth reference temperature is a heater (Water Positive Temperature Coefficient, WPTC) outlet target temperature.

[0137] Optionally, in a specific implementation of the present application, if the control mode of the integrated valve is the fourth mode, a proportional-integral operation is performed, as follows:

[0138] PI calculation target water pump speed = Base4 + Kp4 * (actual engine inlet temperature - WPTC outlet target temperature) + offset) + ∫Ki4dt

[0139] Among them: Base4 is 0;

[0140] Kp4 is the actual engine inlet temperature - WPTC outlet target temperature + offset is the coordinate lookup table value, where the actual engine inlet temperature is the first inlet temperature, the WPTC outlet target temperature is the fourth reference temperature, and offset is the first offset value, which is used to correct the calculation of the proportional (Kp4) and integral (Ki4) terms to ensure that the response of the control system is more accurate and stable;

[0141] Ki4 is the rate of change of the actual engine inlet temperature and (actual engine inlet temperature - WPTC outlet target temperature + offset) as the coordinate lookup value; the target water pump speed calculated by PI is limited by the maximum value of 4800 and the minimum value of 650 of the water pump.

[0142] Optionally, in an embodiment of the present application, when only the engine cooling inlet and outlet temperature difference PI2 is calculated as Stop=1, that is, the control mode is not the fourth mode, the target speed of the water pump is the target value calculated by the control mode currently being executed by the water pump, thereby maintaining the continuity of the adjustment of the target speed of the water pump.

[0143] In one embodiment, the above step 200 may specifically perform the following steps:

[0144] S270, when the vehicle does not meet the seventh preset condition, determining that the control mode is the fourth mode;

[0145] The seventh precondition includes at least the following:

[0146] There is no need to heat the battery;

[0147] There is no need for heating in the cockpit;

[0148] The engine is running.

[0149] Optionally, in the embodiment of the present application, the seventh condition is a parallel condition. When (battery heating demand == 0 && passenger compartment heating demand == 0), that is, the battery has no heating demand and the cockpit has no heating demand, or (engine running state == 0x2: CRANK || 0x3: RUN || 0x4: STALL), it means that the engine is in operation. Then only the engine cooling engine inlet and outlet temperature difference PI2 is calculated Stop=1, that is, the fourth mode is not selected and controlled, otherwise only the engine cooling engine inlet and outlet temperature difference PI2 is calculated Stop=0, that is, the fourth mode of control is selected and started.

[0150] Alternatively, the existing technical solutions are mostly for the water pump to control the opening in an open loop according to the measured temperature table, and there is no good joint and coordinated control of the electronic water valve, which leads to cyclical fluctuations in the actual temperature with a large degree of fluctuation; and the joint control of the pump and valve is weak, which is not conducive to energy saving, and requires a lot of calibration work, and the reuse rate of setting parameters for different projects is low.

[0151] Optionally, in an embodiment of the present application, the control target can be switched with the working conditions. When in the engine inlet and outlet temperature difference control mode, the control target of the water pump is the engine inlet and outlet temperature difference, otherwise it is the engine target temperature. When performing closed-loop PID control of the water pump, the temperature change rate and temperature difference are introduced as coordinates to look up the table to obtain the integral term and the proportional term, so as to achieve precise control of the valve body to avoid or reduce the occurrence of overshoot, and avoid or reduce the occurrence of actual temperature oscillation. Different PI calculation conditions are enabled in different modes, and the water pump control mode under different working conditions can be flexibly adapted. Through precise control of the water pump, the actual engine water temperature is stabilized near the target water temperature; the joint control of the water pump and the integrated valve can achieve energy-saving effects, reduce software calibration work, and improve the reuse rate of set parameters.

[0152] Figure 2 A schematic structural diagram of a vehicle water pump 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.

[0153] Reference Figure 2 , the control device of the vehicle water pump may include:

[0154] 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;

[0155] 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 water pump of the vehicle, where the control mode is used to control the water pump according to the cooling and heating requirements of the subcomponents in the target component;

[0156] 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 speed of the water pump;

[0157] The control module 204 is used to control the water pump according to the target speed so that the temperature of the subcomponent is within a preset range, and the preset range is determined according to the reference temperature.

[0158] In some embodiments, the matching module 202 may include:

[0159] A first determination submodule, configured to determine that the control mode is a first mode when the vehicle does not meet the first preset condition, wherein the first mode is configured to control the inlet and outlet temperature difference between the engine water pump and the engine;

[0160] The first preset condition at least includes the following:

[0161] The cockpit needs heating;

[0162] The battery needs to be heated;

[0163] The engine control mode is not the temperature difference control mode.

[0164] In some embodiments, the calculation module 203 may include:

[0165] A first calculation submodule is used to calculate, in the first mode, by using a first formula to obtain a first speed of the water pump, wherein the first speed is within a first preset range, the first preset range is determined based on a maximum uniform speed of the water pump and a minimum uniform speed of the water pump, and the first formula is:

[0166] First speed = Base1 + Kp1 * (first reference temperature - first inlet and outlet temperature difference of the engine) + ∫Ki1 * Coff1dt

[0167] Among them, Base1 is 0;

[0168] Kp1 is a table lookup value with (first reference temperature - first inlet and outlet temperature difference of the engine) as coordinates;

[0169] Ki1 is a table lookup value with the change rate of the first inlet and outlet temperature difference and (first reference temperature - first inlet and outlet temperature difference of the engine) as coordinates;

[0170] Coff1 is a table lookup value with the change rate of the first inlet and outlet temperature difference and the first target speed of the water pump as coordinates.

[0171] In some embodiments, the matching module 202 may further include:

[0172] A second determining submodule, configured to determine that the control mode is the first mode when the vehicle does not meet the second preset condition;

[0173] The second preset condition at least includes the following:

[0174] The control mode of the engine is not the temperature difference control mode;

[0175] There is no need for heating in the cockpit;

[0176] There is no heating requirement for the battery.

[0177] In some embodiments, the matching module 202 may further include:

[0178] a third determination submodule, for determining the control mode to be a second mode when the vehicle does not meet the third preset condition, the second mode being used to control the outlet temperature of the engine water pump and the exhaust gas recirculation system EGR of the vehicle;

[0179] The third precondition at least includes the following:

[0180] The opening amount of the cooling chamber valve of the vehicle is not equal to the maximum opening amount;

[0181] The cockpit needs heating;

[0182] The battery needs to be heated.

[0183] In some embodiments, the calculation module 203 may further include:

[0184] The second calculation submodule is used to calculate, in the second mode, by using a second formula to obtain a second speed of the water pump, wherein the second speed is within a first preset range, and the second formula is:

[0185] Second speed = Base2 + Kp2 * (the first outlet temperature of the EGR - the second reference temperature) + ∫Ki2 dt

[0186] Wherein, Base2 is a table lookup value with the ambient temperature and the second reference temperature as coordinates;

[0187] Kp2 is a table lookup value with (the first outlet temperature of the EGR minus the second reference temperature) as coordinates;

[0188] Ki2 is a table lookup value using the change rate of the first outlet temperature and (the first outlet temperature of the EGR minus the second reference temperature) as coordinates.

[0189] In some embodiments, the matching module 202 may further include:

[0190] a fourth determination submodule, configured to determine that the control mode is a third mode when the vehicle does not meet the fourth preset condition, the third mode being used to control the outlet temperature of the engine water pump and the engine;

[0191] The fourth precondition at least includes the following:

[0192] The control mode of the engine is temperature difference control mode;

[0193] The opening amount of the cooling chamber valve of the vehicle is equal to the maximum opening amount;

[0194] The cockpit needs heating;

[0195] The battery needs to be heated;

[0196] The control mode of the vehicle's integrated valve is an open-loop control mode;

[0197] The engine is not in enhanced cooling mode, which is used to cool the engine under high load.

[0198] In some embodiments, the calculation module 203 may further include:

[0199] The third calculation submodule is used to calculate in the third mode by using a third formula to obtain a third speed of the water pump, wherein the third speed is within a first preset range, and the third formula is:

[0200] Third speed = Base3 + Kp3 * (second outlet temperature of the engine - third reference temperature) + ∫Ki3 * Coff3 dt

[0201] Wherein, Base3 is a table lookup value with the ambient temperature and the third reference temperature as coordinates;

[0202] Kp3 is a table lookup value with (the second outlet temperature of the engine - the third reference temperature) as the coordinate;

[0203] Ki3 is a table lookup value with the change rate of the second outlet temperature and (the second outlet temperature of the engine - the third reference temperature) as coordinates;

[0204] Coff3 is a table lookup value based on the second inlet and outlet temperature difference of the engine and the second target speed of the water pump as coordinates.

[0205] In some embodiments, the matching module 202 may further include:

[0206] a fifth determining submodule, configured to determine that the control mode is the third mode when the vehicle does not meet the fifth preset condition;

[0207] The fifth precondition at least includes the following:

[0208] The control mode of the engine is temperature difference control mode;

[0209] The control mode of the vehicle's integrated valve is an open-loop control mode;

[0210] The engine is not in enhanced cooling mode;

[0211] There is no need for heating in the cockpit;

[0212] There is no heating requirement for the battery.

[0213] In some embodiments, the matching module 202 may further include:

[0214] a sixth determination submodule, configured to determine that the control mode is a fourth mode when the vehicle does not meet the sixth preset condition, the fourth mode being configured to control the inlet temperature of a warm air circuit water pump and an engine, the warm air circuit water pump being configured to control the flow of liquid in a cooling branch passing through the cockpit;

[0215] The sixth precondition includes at least the following:

[0216] There is no need to heat the battery;

[0217] There is no need for heating in the cockpit;

[0218] The engine is not in operation;

[0219] The engine is not in enhanced cooling mode;

[0220] The control mode of the engine is not the temperature difference control mode;

[0221] The control mode of the vehicle's integrated valve is not an open-loop control mode;

[0222] In some embodiments, the calculation module 203 may further include:

[0223] The fourth calculation submodule is used to calculate, in the fourth mode, by using a fourth formula to obtain a fourth speed of the water pump, wherein the fourth speed is within a first preset range, and the fourth formula is:

[0224] Fourth speed = Base4 + Kp4 * ((first inlet temperature of the engine - fourth reference temperature) + offset) + ∫Ki4dt, wherein Base4 is 0;

[0225] Kp4 is a table lookup value with ((first inlet temperature of the engine - fourth reference temperature) + offset) as coordinates;

[0226] Offset is the first offset value;

[0227] Ki4 is a table lookup value with the change rate of the first inlet temperature and ((first inlet temperature of the engine-fourth reference temperature)+offset) as coordinates.

[0228] In some embodiments, the matching module 202 may further include:

[0229] a seventh determination submodule, configured to determine that the control mode is the fourth mode when the vehicle does not meet the seventh preset condition;

[0230] The seventh precondition includes at least the following:

[0231] There is no need to heat the battery;

[0232] There is no need for heating in the cockpit;

[0233] The engine is running.

[0234] 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.

[0235] 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.

[0236] Figure 3 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown.

[0237] The device may include a processor 301 and a memory 302 storing program instructions.

[0238] When the processor 301 executes the program, the steps in any of the above method embodiments are implemented.

[0239] 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.

[0240] 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.

[0241] 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.

[0242] 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 one aspect of the present application.

[0243] The processor 301 implements any one of the methods in the above embodiments by reading and executing program instructions stored in the memory 302 .

[0244] In one example, the electronic device may further include a communication interface 303 and a bus 310. The processor 301, the memory 302, and the communication interface 303 are connected via the bus 310 and communicate with each other.

[0245] 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.

[0246] Bus 310 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-end 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 310 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the present application considers any suitable bus or interconnection.

[0247] 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.

[0248] 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.

[0249] 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.

[0250] 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.

[0251] 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.

[0252] 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.

[0253] 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.

[0254] The present application is 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 application.It should be understood that each square block in the flowchart and / or block diagram and the combination of each square block in the flowchart and / or block diagram can be realized by computer program instructions.These program instructions can be provided to the 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 a computer or other programmable data processing device enable the realization of the function / action specified in one or more square blocks 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 square block in the block diagram and / or flowchart and the combination of the square blocks in the block diagram and / or flowchart can also be realized by the dedicated hardware that performs the specified function or action, or can be realized by the combination of dedicated hardware and computer instructions.

[0255] 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 method for controlling a vehicle water pump, 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 cooling and heating requirements of the target component to obtain a control mode of a water pump of the vehicle, wherein the control mode is used to control the water pump according to the cooling and heating requirements of subcomponents in the target component; Performing closed-loop calculation based on the temperature of the subcomponent and a reference temperature to obtain a target speed of the water pump; The water pump is controlled according to the target speed so that the temperature of the subcomponent is within a preset interval, and the preset interval is determined according to the reference temperature.

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 cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle includes: In the case that the vehicle does not meet the first preset condition, determining that the control mode is a first mode, the first mode is used to control the inlet and outlet temperature difference between the engine water pump and the engine; The first preset condition at least includes the following: The cockpit has a heating requirement; The battery has a heating requirement; The control mode of the engine is not a temperature difference control mode.

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 speed of the water pump includes: In the first mode, a first speed of the water pump is calculated by a first formula, wherein the first speed is within a first preset range, and the first preset range is determined based on the maximum uniform speed of the water pump and the minimum uniform speed of the water pump, and the first formula is: First speed = Base1 + Kp1 * (first reference temperature - first inlet and outlet temperature difference of the engine) + ∫Ki1 * Coff1 dt Among them, Base1 is 0; Kp1 is a table lookup value with (first reference temperature - first inlet and outlet temperature difference of the engine) as coordinates; Ki1 is a table lookup value with the change rate of the first inlet and outlet temperature difference and (first reference temperature - first inlet and outlet temperature difference of the engine) as coordinates; Coff1 is a table lookup value with the change rate of the first inlet and outlet temperature difference and the first target speed of the water pump as coordinates.

4. The method according to claim 2, It is characterized in that The method of performing pattern matching on the cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle includes: When the vehicle does not satisfy a second preset condition, determining that the control mode is the first mode; The second preset condition at least includes the following: The control mode of the engine is not a temperature difference control mode; There is no need for heating in the cockpit; There is no heating requirement for the battery.

5. The method according to claim 2, It is characterized in that The method of performing pattern matching on the cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle includes: In the case where the vehicle does not meet the third preset condition, determining that the control mode is a second mode, the second mode is used to control the outlet temperature of the engine water pump and the exhaust gas recirculation system EGR of the vehicle; The third preset condition at least includes the following: The opening amount of the cooling chamber valve of the vehicle is not equal to the maximum opening amount; The cockpit has a heating requirement; The battery has a heating requirement.

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 speed of the water pump includes: In the second mode, a second speed of the water pump is calculated by a second formula, wherein the second speed is within a first preset range, and the second formula is: Second speed = Base2 + Kp2 * (the first outlet temperature of the EGR - the second reference temperature) + ∫Ki2 dt Wherein, Base2 is a table lookup value with the ambient temperature and the second reference temperature as coordinates; Kp2 is a table lookup value with (the first outlet temperature of the EGR minus the second reference temperature) as coordinates; Ki2 is a table lookup value using the change rate of the first outlet temperature and (the first outlet temperature of the EGR minus the second reference temperature) as coordinates.

7. The method according to claim 2, It is characterized in that The method of performing pattern matching on the cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle includes: In a case where the vehicle does not satisfy a fourth preset condition, determining that the control mode is a third mode, wherein the third mode is used to control the outlet temperature of the engine water pump and the engine; The fourth preset condition at least includes the following: The control mode of the engine is a temperature difference control mode; The opening amount of the cooling chamber valve of the vehicle is equal to the maximum opening amount; The cockpit has a heating requirement; The battery has a heating requirement; The control mode of the integrated valve of the vehicle is an open-loop control mode; The engine is not in an enhanced cooling state, the enhanced cooling state being used to cool the engine in a high load state.

8. The method according to claim 7, It is characterized in that The closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain the target speed of the water pump includes: In the third mode, a third speed of the water pump is calculated by a third formula, wherein the third speed is within a first preset range, and the third formula is: Third speed = Base3 + Kp3 * (second outlet temperature of the engine - third reference temperature) + ∫Ki3 * Coff3 dt Wherein, Base3 is a table lookup value with the ambient temperature and the third reference temperature as coordinates; Kp3 is a table lookup value with (the second outlet temperature of the engine - the third reference temperature) as the coordinate; Ki3 is a table lookup value with the change rate of the second outlet temperature and (the second outlet temperature of the engine - the third reference temperature) as coordinates; Coff3 is a table lookup value based on the second inlet and outlet temperature difference of the engine and the second target speed of the water pump as coordinates.

9. The method according to claim 7, It is characterized in that The method of performing pattern matching on the cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle includes: When the vehicle does not satisfy the fifth preset condition, determining that the control mode is the third mode; The fifth preset condition at least includes the following: The control mode of the engine is a temperature difference control mode; The control mode of the integrated valve of the vehicle is an open-loop control mode; The engine is not in an enhanced cooling state; There is no need for heating in the cockpit; There is no heating requirement for the battery.

10. The method according to claim 2, It is characterized in that The method of performing pattern matching on the cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle includes: In the case that the vehicle does not meet the sixth preset condition, determining that the control mode is a fourth mode, wherein the fourth mode is used to control the inlet temperature of a warm air circuit water pump and the engine, and the warm air circuit water pump is used to control the flow of liquid in a cooling branch passing through the cockpit; The sixth preset condition at least includes the following: The battery has no heating requirements; There is no need for heating in the cockpit; The engine is not in operation; The engine is not in an enhanced cooling state; The control mode of the engine is not a temperature difference control mode; The control mode of the integrated valve of the vehicle is not an open-loop control mode.

11. The method according to claim 10, It is characterized in that The closed-loop calculation based on the temperature of the subcomponent and the reference temperature to obtain the target speed of the water pump includes: In the fourth mode, a fourth speed of the water pump is calculated by a fourth formula, wherein the fourth speed is within a first preset range, and the fourth formula is: Fourth speed = Base4 + Kp4 * ((first inlet temperature of the engine - fourth reference temperature) + offset) + ∫Ki4dt, wherein Base4 is 0; Kp4 is a table lookup value with ((first inlet temperature of the engine - fourth reference temperature) + offset) as coordinates; Offset is the first offset value; Ki4 is a table lookup value with the change rate of the first inlet temperature and ((first inlet temperature of the engine-fourth reference temperature)+offset) as coordinates.

12. The method according to claim 10, It is characterized in that The method of performing pattern matching on the cooling and heating requirements of the target component to obtain a control mode of the water pump of the vehicle includes: When the vehicle does not satisfy the seventh preset condition, determining that the control mode is the fourth mode; The seventh preset condition at least includes the following: The battery has no heating requirements; There is no need for heating in the cockpit; The engine is in a running state.

13. A control device for a vehicle water pump, 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 water pump of the vehicle, wherein the control mode is used to control the water pump 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 speed of the water pump; A control module is used to control the water pump according to the target speed so that the temperature of the subcomponent is within a preset range, and the preset range is determined according to the reference temperature.

14. 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 vehicle water pump control method according to any one of claims 1 to 12 is implemented.

15. 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 water pump control method according to any one of claims 1 to 12 is implemented.

16. A vehicle, It is characterized in that Include at least one of the following: The control device for a vehicle water pump as claimed in claim 13; The electronic device as claimed in claim 14; The computer readable storage medium of claim 15.

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