Vehicle control method and device, vehicle, storage medium and program product

Abstract

The invention relates to a vehicle control method and device, a vehicle, a storage medium and a program product. The method comprises the following steps: acquiring operation data of a vehicle; by means of the target function, the target rotating speed of a vehicle cooling fan and the target opening degree of a vehicle air inlet grille are determined according to the operation data with the minimum overall energy consumption of the vehicle as the target; and controlling the vehicle according to the target rotating speed and the target opening degree. In this way, the real-time performance of vehicle control can be improved, and precise dynamic adaptation to the vehicle heat dissipation requirement is achieved; and through synchronous confirmation of the target rotating speed and the target opening degree, the heat dissipation capacity and the wind resistance energy consumption can be balanced, on the premise that sufficient heat dissipation of the vehicle is guaranteed, the vehicle energy consumption is reduced to the maximum extent, and the endurance mileage of the vehicle is increased.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and in particular to a vehicle control method, device, vehicle, storage medium, and program product. Background Art

[0002] With the rapid expansion of the electric vehicle market, optimizing the energy efficiency of thermal management systems has become key to improving range and reliability. The heat generated by the power battery, drive motor, and electronic control unit during operation requires efficient heat dissipation and control.

[0003] Currently, passive control methods based on fixed thresholds are often used, such as fan activation and deactivation at preset temperatures or a fixed AGS (Active Grille Shutter) opening. These static modes present two major issues: First, they fail to dynamically adapt to cooling requirements, leading to chronic overload or underload of the cooling system; second, they consume additional energy, directly limiting range improvements. Summary of the Invention

[0004] To overcome the problems existing in the related art, the present disclosure provides a vehicle control method, device, vehicle, storage medium and program product.

[0005] According to a first aspect of an embodiment of the present disclosure, there is provided a vehicle control method, comprising:

[0006] Obtain vehicle operation data;

[0007] Using the objective function, with the goal of minimizing overall vehicle energy consumption, and based on the operating data, determining a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille;

[0008] The vehicle is controlled based on the target speed and the target opening.

[0009] In the above technical solution, vehicle operating data is acquired; a target speed for the vehicle's cooling fan and a target grille opening are determined based on the operating data using an objective function, with the goal of minimizing overall vehicle energy consumption; and the vehicle is controlled based on these target speeds and grille openings. This improves the real-time performance of vehicle control and enables precise dynamic adaptation to the vehicle's cooling requirements. Furthermore, by simultaneously determining the target speed and grille opening, it is possible to balance cooling capacity with windage energy consumption, minimizing vehicle energy consumption and improving range while ensuring adequate cooling.

[0010] In some possible implementations, the utilizing of the objective function to minimize overall vehicle energy consumption and determining a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille based on the operating data includes:

[0011] By utilizing the objective function and taking the minimization of the overall energy consumption of the vehicle as the goal, the target speed and the target opening that meet the constraint conditions are determined according to the operating data.

[0012] In the above technical solution, by setting constraints, energy saving can be limited to a safe and physically feasible range, preventing the algorithm from sacrificing heat dissipation, reliability or hardware life for energy saving.

[0013] In some possible implementations, the constraint condition includes: the air intake volume of the vehicle is greater than or equal to the required air volume of the vehicle.

[0014] In the above technical solution, it can be ensured that the air intake volume can meet the heat dissipation requirements, prevent the engine, battery or motor from overheating, and ensure vehicle safety and stable performance.

[0015] In some possible implementations, the method further includes:

[0016] The air intake volume is determined according to the vehicle speed, the rotation speed of the vehicle cooling fan and the opening of the vehicle air intake grille.

[0017] In the above technical solution, the air intake volume can be accurately determined by utilizing the vehicle speed, the rotation speed of the vehicle cooling fan and the opening of the vehicle air intake grille.

[0018] In some possible implementations, determining the air intake volume based on the vehicle speed, the rotation speed of the vehicle cooling fan, and the opening of the vehicle air intake grille includes:

[0019] The air intake volume Q is determined by the following formula fan :

[0020] Q fan =sin(ags)*(k1v+k2fan)

[0021] Wherein, ags is the opening of the vehicle air intake grille, v is the vehicle speed, fan is the speed of the vehicle cooling fan, k1 is the first parameter of the air intake volume model, and k2 is the second parameter of the air intake volume model.

[0022] In the above technical solution, the air intake volume can be obtained simply, quickly and accurately.

[0023] In some possible implementations, the method further includes:

[0024] Using the law of conservation of energy, a heat transfer model of the heat absorption process along the isobars in the vehicle's evaporator is constructed;

[0025] The required air volume is determined according to the heat exchange model and the controlled refrigerant flow of the expansion valve.

[0026] In this technical solution, an isobaric heat absorption and transfer model within the evaporator is constructed based on the law of conservation of energy, accurately simulating the refrigerant's heat absorption. Combined with the expansion valve's control of refrigerant flow, the required air volume can be precisely determined, enabling the air supply to be adjusted accordingly.

[0027] In some possible implementations, determining the required air volume based on the heat exchange model and the controlled refrigerant flow of the expansion valve includes:

[0028] The required air volume Q is determined by the following formula O_fan :

[0029]

[0030] Where G is the controlled refrigerant flow of the expansion valve, C is the specific heat capacity of air, and ρ 空气 is the air density, T air1 is the air intake temperature of the vehicle air intake grille, T air2 is the air outlet temperature of the vehicle air intake grille, h1 is the inlet enthalpy value of the compressor, and h6 is the outlet enthalpy value of the expansion valve.

[0031] In the above technical solution, the required air volume can be determined simply, quickly and accurately.

[0032] In some possible implementations, the controlled refrigerant flow rate of the expansion valve is determined according to a flow area.

[0033] In the above technical solution, the refrigerant flow of the expansion valve is controlled according to the flow area, which can accurately match the cooling demand, avoid excessive refrigerant causing increased energy consumption or too little refrigerant affecting the cooling effect, improve cooling efficiency and reduce operating costs.

[0034] In some possible implementations, the method further includes:

[0035] The flow area is determined according to the percentage of the valve core movement distance to the fully open stroke.

[0036] In the above technical solution, the flow area can be accurately determined to achieve precise control of the flow rate.

[0037] In some possible implementations, determining the flow area according to the percentage of the valve core movement distance to the fully open stroke includes:

[0038] The flow area A is determined by the following formula:

[0039] A=ax 2 +bx+c

[0040] Wherein, x is the percentage of the valve core movement distance to the fully open stroke, a is the first coefficient of the flow area model, b is the second coefficient of the flow area model, and c is the third coefficient of the flow area model.

[0041] In the above technical solution, the flow area can be determined simply, quickly and accurately.

[0042] In some possible implementations, the method further includes:

[0043] The objective function is constructed based on the windage energy consumption, cooling fan energy consumption and compressor energy consumption of the vehicle.

[0044] In the above technical solution, wind resistance, cooling fan and compressor energy consumption are comprehensively considered to accurately evaluate vehicle energy consumption, and energy consumption is reduced and cruising range is improved through optimized design.

[0045] In some possible implementations, the method further includes:

[0046] Determining the drag coefficient corresponding to the opening of the vehicle's grille;

[0047] determining windage power based on the vehicle speed, the vehicle frontal area, and the drag coefficient;

[0048] The windage energy consumption is determined according to the windage power.

[0049] In the above technical solution, the opening of the vehicle's air intake grille can be used to accurately and efficiently determine the drag coefficient, and then the drag power can be calculated in combination with the vehicle speed and frontal area to further determine the drag energy consumption. The drag energy consumption can be used to optimize the vehicle's aerodynamic performance and thus reduce the energy consumption of the entire vehicle.

[0050] In some possible implementations, determining the drag coefficient corresponding to the opening of the vehicle's air intake grille includes:

[0051] The drag coefficient C corresponding to the opening of the vehicle's air intake grille is determined by the following formula: a :

[0052] C a =k3*ags 2 +k4*ags+k5

[0053] Among them, k3 is the first parameter of the drag coefficient model, k4 is the second parameter of the drag coefficient model, k5 is the third parameter of the drag coefficient model, and ags is the opening of the vehicle air intake grille.

[0054] In the above technical solution, the drag coefficient can be determined simply, quickly and accurately.

[0055] In some possible implementations, the method further includes:

[0056] Determine the cooling fan power based on the vehicle cooling fan speed;

[0057] The energy consumption of the cooling fan is determined according to the cooling fan power.

[0058] In the above technical solution, the cooling fan power can be accurately and efficiently determined by the cooling fan speed, and then the cooling fan energy consumption can be calculated. The cooling fan energy consumption can be used to optimize the control of vehicle heat dissipation, thereby reducing the energy consumption of the entire vehicle.

[0059] In some possible implementations, determining the cooling fan power according to the rotational speed of the vehicle cooling fan includes:

[0060] The cooling fan power F is determined by the following formula f :

[0061] F f =f1*fan 3 +f2*fan 2 +f3*fan

[0062] Wherein, fan is the rotation speed of the vehicle cooling fan, f1 is the first parameter of the cooling fan power model, f2 is the second parameter of the cooling fan power model, and f3 is the third parameter of the cooling fan power model.

[0063] In the above technical solution, the cooling fan power can be determined simply, quickly and accurately.

[0064] In some possible implementations, determining the target speed and the target opening that satisfy the constraint conditions based on the operating data with the goal of minimizing overall vehicle energy consumption includes:

[0065] The optimizer is used to minimize the overall energy consumption of the vehicle and adopt a genetic algorithm to determine the target speed and the target opening that meet the constraint conditions based on the operating data.

[0066] In the above technical solution, the target speed and target opening can be determined quickly and accurately by using an optimizer and a genetic algorithm.

[0067] In some possible implementations, obtaining the vehicle's operating data includes:

[0068] Operation data of the vehicle in a target operation mode is acquired, where the target operation mode includes any one of the following: a passenger compartment cooling mode, a passenger compartment heating mode, and a battery cooling mode.

[0069] In the above technical solution, the interference of irrelevant data can be reduced, the amount of data processing in subsequent processes can be reduced, and the efficiency and accuracy of determining the target speed and target opening can be improved.

[0070] According to a second aspect of an embodiment of the present disclosure, there is provided a vehicle control device, comprising:

[0071] An acquisition module, used to acquire vehicle operation data;

[0072] a determination module for determining a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille based on the operating data using an objective function and taking minimization of overall vehicle energy consumption as a goal;

[0073] A control module is used to control the vehicle according to the target speed and the target opening.

[0074] According to a third aspect of an embodiment of the present disclosure, there is provided a vehicle, comprising:

[0075] processor;

[0076] a memory for storing processor-executable instructions;

[0077] The processor is configured to execute the executable instructions in the memory to implement the steps of the vehicle control method provided in the first aspect of the present disclosure.

[0078] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle control method provided in the first aspect of the present disclosure are implemented.

[0079] According to a fifth aspect of an embodiment of the present disclosure, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle control method provided in the first aspect of the present disclosure.

[0080] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0081] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0082] Figure 1 The figure is a flow chart showing a vehicle control method according to an exemplary embodiment.

[0083] Figure 2 is a schematic diagram showing a refrigeration cycle process according to an exemplary embodiment.

[0084] Figure 3 3 is a comparison diagram showing thermal management strategies of a vehicle under medium and low speed conditions according to an exemplary embodiment.

[0085] Figure 4 is a comparison diagram showing thermal management strategies of a vehicle under high-speed conditions according to an exemplary embodiment.

[0086] Figure 5 It is a block diagram of a vehicle control device according to an exemplary embodiment.

[0087] Figure 6 is a block diagram of a vehicle according to an exemplary embodiment.

[0088] Figure 7 is a block diagram of a vehicle control device according to an exemplary embodiment. DETAILED DESCRIPTION

[0089] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

[0090] It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the corresponding data protection laws and policies of the country where they are located and with the authorization given by the owner of the corresponding device.

[0091] Figure 1 FIG. 1 is a flow chart showing a vehicle control method according to an exemplary embodiment. The method can be applied to a controller in a server or a vehicle. Figure 1 As shown, the method includes steps S101 to S103.

[0092] In step S101 , the vehicle's operating data is acquired.

[0093] In one embodiment, operating data can be collected using sensors pre-installed on the vehicle or retrieved from the vehicle's storage unit. This operating data may include vehicle speed, the heat pump system's saturated high pressure, the heat pump system's saturated low pressure, the vehicle's front-end air temperature before and after heat exchange, compressor inlet enthalpy, expansion valve outlet enthalpy, compressor speed, expansion valve opening, and other data. This vehicle operating data can provide data support for subsequent vehicle control.

[0094] In one embodiment, the operating data can be pre-processed. For example, the vehicle operating data can be sorted in ascending time order based on vehicle ID. Sampled signals of different periods can be processed to have the same interval period length, for example, by using interpolation to process the sorted operating data. The operating data can also be cleaned, for example, by processing abnormal data and null values. This can improve the reliability of the operating data.

[0095] In one embodiment, in step S101, obtaining vehicle operation data may include:

[0096] Operation data of the vehicle in a target operation mode is obtained, where the target operation mode includes any one of the following: a passenger compartment cooling mode, a passenger compartment heating mode, and a battery cooling mode.

[0097] In this way, the interference of irrelevant data can be reduced, the amount of data processing in subsequent processes can be reduced, and the efficiency and accuracy of determining the target speed and target opening can be improved.

[0098] In step S102 , the target speed of the vehicle cooling fan and the target opening of the vehicle air intake grille are determined based on the operating data using the objective function and taking the minimization of the overall energy consumption of the vehicle as the goal.

[0099] In one embodiment, the objective function may be a function used to calculate the overall energy consumption of the vehicle. For example, the objective function may be constructed based on multiple factors including the vehicle's windage energy consumption, cooling fan energy consumption, and compressor energy consumption. Operating data may be substituted into the objective function, with the goal of minimizing the objective function value. A target speed for the vehicle's cooling fan and a target opening for the vehicle's air intake grille may also be determined simultaneously.

[0100] In step S103, the vehicle is controlled based on the target speed and the target opening.

[0101] In one embodiment, a target speed command can be sent to a cooling fan controller, allowing the controller to precisely adjust the fan motor speed based on the command, ensuring the fan reaches the target speed and achieving efficient heat dissipation. A target opening command can be sent to an air intake grille actuator, which, through an electric or hydraulic mechanism, adjusts the grille opening to the target, optimizing air flow. The target speed and target opening can be simultaneously sent to the corresponding controllers to achieve synchronized control of the cooling fan speed and grille opening.

[0102] In the above technical solution, vehicle operating data is acquired; a target speed for the vehicle's cooling fan and a target grille opening are determined based on the operating data using an objective function, with the goal of minimizing overall vehicle energy consumption; and the vehicle is controlled based on these target speeds and grille openings. This improves the real-time performance of vehicle control and enables precise dynamic adaptation to the vehicle's cooling requirements. Furthermore, by simultaneously determining the target speed and grille opening, it is possible to balance cooling capacity with windage energy consumption, minimizing vehicle energy consumption and improving range while ensuring adequate cooling.

[0103] In some possible implementations, in step S102, using an objective function, with the goal of minimizing overall vehicle energy consumption, and based on operating data, determining a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille includes:

[0104] By using the objective function and taking the minimum overall energy consumption of the vehicle as the goal, the target speed and target opening that meet the constraints are determined according to the operating data.

[0105] In this way, by setting constraints, energy saving can be limited to a safe and physically feasible range, preventing the algorithm from sacrificing heat dissipation, reliability or hardware life for energy saving.

[0106] In an optional embodiment, an optimizer may be used to minimize the overall energy consumption of the vehicle, and a genetic algorithm may be used to determine the target speed and target opening that meet the constraints based on the operating data.

[0107] Genetic algorithms possess global search capabilities, enabling them to explore a vast solution space. By combining operational data, they can precisely identify the target speed and opening that meet the constraints, minimizing overall vehicle energy consumption. Therefore, using an optimizer and genetic algorithms can quickly and accurately determine the target speed and opening.

[0108] For example, the genetic algorithm's optimal coordination search process can be deployed in the vehicle's NPU (neural network processing unit) chip for real-time estimation. Specifically, the estimation process involves the CPU (central processing unit) receiving input signals from CarService, processing the signals, and sending them to the NPU for inference. The NPU returns the inference structure to the CPU, which then outputs the signals to achieve a response to the target speed and target opening.

[0109] In an optional embodiment, the constraint condition includes: the cooling fan speed does not exceed the maximum allowable fan speed. In this way, the cooling fan can be prevented from overspeeding, which may cause the motor to overheat, blade instability, or structural damage.

[0110] In an optional embodiment, the constraint condition includes: the cooling fan speed change rate does not exceed a preset change rate threshold. In this way, sudden changes in speed can be avoided and the life of the drive motor and electronic control can be extended.

[0111] In an optional embodiment, the constraint condition includes: the vehicle's air intake volume is greater than or equal to the vehicle's required air volume. This ensures that the air intake volume can meet the cooling requirements, preventing overheating of the engine, battery, or motor, and ensuring vehicle safety and stable performance.

[0112] In one embodiment, the air intake volume of the vehicle may be determined by:

[0113] The air intake volume is determined based on the vehicle speed, the speed of the vehicle cooling fan and the opening of the vehicle air intake grille.

[0114] The vehicle's air intake includes both natural and forced air intake. Natural air intake is determined by the grille opening and vehicle speed, while forced air intake is determined by the cooling fan speed. The faster the vehicle speed, the wider the grille opening, and the higher the cooling fan speed, the greater the air intake. Therefore, using vehicle speed, cooling fan speed, and grille opening can accurately determine the air intake volume.

[0115] For example, the air intake volume Q can be determined by the following formula fan :

[0116] Q fan =sin(ags)*(k1v+k2fan)

[0117] Where ags is the opening of the vehicle's air intake grille, v is the vehicle speed, fan is the speed of the vehicle's cooling fan, k1 is the first parameter of the air intake model, and k2 is the second parameter of the air intake model. The values ​​of k1 and k2 can be obtained by fitting based on the vehicle's operating data. This formula (i.e., the air intake model) can be used to simply, quickly, and accurately calculate the air intake volume.

[0118] In one embodiment, the required air volume of the vehicle may be determined by:

[0119] Using the law of conservation of energy, a heat transfer model of the heat absorption process along the isobars in the vehicle's evaporator is constructed;

[0120] The required air volume is determined based on the heat exchange model and the refrigerant flow controlled by the expansion valve.

[0121] Figure 2 is a schematic diagram showing a refrigeration cycle process according to an exemplary embodiment. Figure 2 The process 1→2 in the figure is the adiabatic compression process along the isentropic line in the compressor; Figure 2 Process 2→3 is the process of releasing sensible heat along the isobars in the condenser; Figure 2 Process 3→4 in the figure is the process of releasing latent heat along the isobars in the condenser; Figure 2 Process 4→5 is the process of continuing heat release and subcooling along the isobaric line in the condenser; Figure 2 Process 5→6 is the throttling and pressure reduction process along the isenthalpy line inside the throttle valve; Figure 2 The process 6→1 in the figure is the heat absorption process along the isobaric line in the evaporator; Figure 2 P1 is the evaporation pressure and P2 is the condensation pressure.

[0122] When the vehicle is driving, the heat pump system is in low pressure. Figure 2 The process of 5 → 6 → 1 in the figure. The throttling and pressure reduction process along the isenthalpic line in the throttle valve (5 → 6) is the process of the expansion valve. The heat absorption process along the isobaric line in the evaporator (6 → 1) is a heat absorption process with the environment. The heat absorption process along the isobaric line in the evaporator follows the law of conservation of energy. f(enthalpy of 6, enthalpy of 1, flow rate) = f(inlet air temperature, outlet air temperature, air volume). Therefore, based on the law of conservation of energy, the following heat exchange model can be established:

[0123] G*(h1-h6)=Q O_fan *C*ρ 空气 *(T air1 -T air2 )

[0124] Among them, G is the controlled refrigerant flow of the expansion valve, h1 is the inlet enthalpy of the compressor, h6 is the outlet enthalpy of the expansion valve, Q O_fan is the required air volume, C is the specific heat capacity of air, ρ 空气 is the air density, T air1 is the air intake temperature of the vehicle's air intake grille, T air2 The air outlet temperature of the vehicle's air intake grille.

[0125] For example, the expansion valve's controlled refrigerant flow rate can be determined based on the flow area. This control of the expansion valve's refrigerant flow rate based on the flow area can precisely match cooling requirements, avoiding excessive refrigerant that increases energy consumption or insufficient refrigerant that affects cooling performance, thereby improving cooling efficiency and reducing operating costs.

[0126] For example, the controlled refrigerant flow rate G of the expansion valve can be determined by the following formula:

[0127]

[0128] Where ρ is the liquid density, P1 is the saturated low pressure of the heat pump system, P2 is the saturated high pressure of the heat pump system, C D is the flow coefficient, and A is the flow area.

[0129] For example, the flow coefficient C can be determined based on the valve body structure design and the physical properties of the inlet refrigerant (such as specific heat capacity and density). D The flow coefficient C D It can be obtained in advance through fitting.

[0130] For example, the flow area can be determined by:

[0131] Determine the flow area based on the percentage of valve core movement distance to full opening stroke.

[0132] In this way, the flow area can be accurately determined and the flow rate can be precisely controlled.

[0133] For example, the flow area A can be determined by the following formula:

[0134] A=ax 2 +bx+c

[0135] Where x is the percentage of valve core travel distance to full-open stroke, a is the first coefficient of the flow area model, b is the second coefficient, and c is the third coefficient. a, b, and c can be parameters obtained through fitting. This formula (i.e., the flow area model) allows for simple, rapid, and accurate determination of the flow area.

[0136] Based on the above heat exchange model and the calculation formula of the expansion valve to control the refrigerant flow rate, the required air volume Q can be obtained as follows: O_fan The calculation formula is:

[0137]

[0138] The formula can be transformed into:

[0139]

[0140] Thus, through the above-mentioned required air volume Q O_fan The calculation formula (i.e., the demand air volume model) can determine the demand air volume simply, quickly and accurately.

[0141] In some possible implementations, the vehicle control method provided by the present disclosure further includes:

[0142] The objective function is constructed based on the vehicle's wind resistance energy consumption, cooling fan energy consumption, and compressor energy consumption.

[0143] For example, the objective function J 能耗 It can be:

[0144] J 能耗 =J 压缩机 +J 风阻 +J 冷却风扇

[0145] Among them, J 压缩机 is the energy consumption of the compressor, J 风阻 is the wind resistance energy consumption, J 冷却风扇 is the energy consumption of the cooling fan.

[0146] In this way, the wind resistance, cooling fan and compressor energy consumption are comprehensively considered to accurately evaluate the vehicle's energy consumption, and energy consumption can be reduced and the cruising range can be improved through optimized design.

[0147] In an optional embodiment, the windage energy consumption can be determined by:

[0148] Determining the drag coefficient corresponding to the opening of the vehicle's grille;

[0149] Determine the wind resistance power based on the vehicle speed, vehicle frontal area and drag coefficient;

[0150] Determine the windage energy consumption based on the windage power.

[0151] The drag energy consumption of a vehicle refers to the energy consumed by the vehicle due to air resistance during driving. a It is composed of shape resistance, surface friction resistance, internal resistance and interference resistance. The internal resistance is the resistance generated when air passes through the internal structure such as the radiator and air intake, which is affected by the opening of the air intake grille. The larger the opening of the air intake grille, the higher the drag coefficient C. a The larger the drag coefficient C, the better. a :

[0152] C a =k3*ags 2 +k4*ags+k5

[0153] Where k3 is the first parameter of the drag coefficient model, k4 is the second parameter, k5 is the third parameter of the drag coefficient model, and ags is the opening of the vehicle's grille. k3, k4, and k5 can be fitted parameters. This formula (i.e., the drag coefficient model) allows for simple, rapid, and accurate determination of the drag coefficient.

[0154] For example, the windage power F can be determined by the following formula: a :

[0155]

[0156] Among them, ρ 空气 is the air density, v is the vehicle speed, C a is the drag coefficient, A r is the windward area.

[0157] For example, the windage power may be integrated to determine the windage energy consumption.

[0158] In this way, the opening of the vehicle's air intake grille can be used to accurately and efficiently determine the drag coefficient, and then the drag power can be calculated in combination with the vehicle speed and frontal area to further determine the drag energy consumption. This drag energy consumption can be used to optimize the vehicle's aerodynamic performance and thus reduce the energy consumption of the entire vehicle.

[0159] In an optional embodiment, the cooling fan energy consumption may be determined by:

[0160] Determine the cooling fan power based on the vehicle cooling fan speed;

[0161] Determine the cooling fan energy consumption based on the cooling fan power.

[0162] For example, the cooling fan power F can be determined by the following formula: f :

[0163] F f =f1*fan 3 +f2*fan 2 +f3*fan

[0164] Where fan is the speed of the vehicle's cooling fan, f1 is the first parameter of the cooling fan power model, f2 is the second parameter of the cooling fan power model, and f3 is the third parameter of the cooling fan power model. f1, f2, and f3 can be fitted parameters. This formula (i.e., the cooling fan power model) allows for simple, rapid, and accurate determination of cooling fan power.

[0165] For example, the cooling fan power may be integrated to determine the cooling fan energy consumption.

[0166] In this way, the cooling fan power can be accurately and efficiently determined through the cooling fan speed, and then the cooling fan energy consumption can be calculated. The cooling fan energy consumption can be used to optimize the control of vehicle heat dissipation, thereby reducing the energy consumption of the entire vehicle.

[0167] In an optional embodiment, the compressor energy consumption can be calculated as follows:

[0168] Determine the compressor power based on the compressor speed, compressor displacement, saturated high pressure of the heat pump system, saturated low pressure of the heat pump system, compressor exhaust temperature and compressor inlet temperature;

[0169] Determine the compressor energy consumption based on the compressor power.

[0170] For example, the compressor power F can be determined by the following formula: c :

[0171]

[0172] Among them, k6 and i are the fitting parameters, p1 is the saturated low pressure of the heat pump system, p2 is the saturated high pressure of the heat pump system, v1 is the compressor speed, w is the compressor displacement, T1 is the compressor inlet temperature, and T2 is the compressor exhaust temperature.

[0173] For example, the compressor power may be integrated to determine the compressor energy consumption.

[0174] In this way, the energy consumption of the compressor can be accurately calculated, and the operation of the heat pump system can be optimized by using the energy consumption of the compressor, thereby reducing the energy consumption of the entire vehicle.

[0175] Figure 3 is a comparison chart showing the thermal management strategies of a vehicle under medium and low speed conditions according to an exemplary embodiment. Figure 3 As shown in the first sub-figure, the windage energy consumption (best_w_pwr_list) when using the vehicle control method provided by the present disclosure is the same as the windage energy consumption (origin_w_pwr_list) when using other control methods; the cooling fan energy consumption (best_fan_pwr_list) when using the vehicle control method provided by the present disclosure is lower than the cooling fan energy consumption (origin_fan_pwr_list) when using other control methods. From the perspective of overall vehicle energy consumption, the overall vehicle energy consumption when using the vehicle control method provided by the present disclosure is lower than that when using other control methods.

[0176] Figure 3 The second sub-figure is a comparison diagram of the control of the air intake grille opening under medium and low speed conditions of the vehicle, wherein best_ags_list is a schematic curve for controlling the air intake grille opening when using the vehicle control method provided by the present invention, and origin_ags_list is a schematic curve for controlling the air intake grille opening when using other control methods. Figure 3 The third sub-figure is a comparison diagram of the control of the cooling fan speed under medium and low speed conditions of the vehicle, wherein best_fan_list is a schematic curve for controlling the cooling fan speed when using the vehicle control method provided by the present invention, and origin_fan_list is a schematic curve for controlling the cooling fan speed when using other control methods. Figure 3 The fourth sub-figure is a schematic diagram of vehicle speed.

[0177] Figure 4 is a comparison chart showing the thermal management strategy of a vehicle under high-speed conditions according to an exemplary embodiment. Figure 4As shown in the first sub-figure, the windage energy consumption (best_w_pwr_list) when using the vehicle control method provided by the present disclosure is less than the windage energy consumption (origin_w_pwr_list) when using other control methods, and is equal to the windage energy consumption (origin_w_pwr_list). The cooling fan energy consumption (best_fan_pwr_list) when using the vehicle control method provided by the present disclosure is slightly greater than the cooling fan energy consumption (origin_fan_pwr_list) when using other control methods. However, since the cooling fan energy consumption decreases by a greater amount, the overall vehicle energy consumption is also lower when using the vehicle control method provided by the present disclosure compared to when using other control methods.

[0178] Figure 4 The second sub-figure is a comparison diagram of the control of the air intake grille opening when the vehicle is operating at high speed, wherein best_ags_list is a schematic curve for controlling the air intake grille opening when using the vehicle control method provided by the present invention, and origin_ags_list is a schematic curve for controlling the air intake grille opening when using other control methods. Figure 4 The third sub-figure is a comparison diagram of the control of the cooling fan speed under high-speed conditions, wherein best_fan_list is a schematic curve for controlling the cooling fan speed when using the vehicle control method provided by the present invention, and origin_fan_list is a schematic curve for controlling the cooling fan speed when using other control methods. Figure 4 The fourth sub-figure is a schematic diagram of vehicle speed.

[0179] Therefore, through Figure 3 and Figure 4 It can be determined that the vehicle control method provided by the present disclosure can effectively reduce vehicle energy consumption and thus improve vehicle range.

[0180] Figure 5 FIG. 5 is a block diagram of a vehicle control device 500 according to an exemplary embodiment. Figure 5 , the vehicle control device 500 includes:

[0181] An acquisition module 501 is used to acquire vehicle operation data;

[0182] a determination module 502 for determining a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille based on the operating data using an objective function and taking minimization of overall vehicle energy consumption as a goal;

[0183] The control module 503 is configured to control the vehicle according to the target speed and the target opening.

[0184] In the above technical solution, vehicle operating data is acquired; a target speed for the vehicle's cooling fan and a target grille opening are determined based on the operating data using an objective function, with the goal of minimizing overall vehicle energy consumption; and the vehicle is controlled based on these target speeds and grille openings. This improves the real-time performance of vehicle control and enables precise dynamic adaptation to the vehicle's cooling requirements. Furthermore, by simultaneously determining the target speed and grille opening, it is possible to balance cooling capacity with windage energy consumption, minimizing vehicle energy consumption and improving range while ensuring adequate cooling.

[0185] In some possible implementations, the determination module 502 is configured to determine a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille by:

[0186] By utilizing the objective function and taking the minimization of the overall energy consumption of the vehicle as the goal, the target speed and the target opening that meet the constraint conditions are determined according to the operating data.

[0187] In some possible implementations, the constraints include:

[0188] The air intake volume of the vehicle is greater than or equal to the required air volume of the vehicle.

[0189] In some possible implementations, the determination module 502 is further configured to determine the air intake volume according to the vehicle speed, the rotation speed of the vehicle cooling fan, and the opening of the vehicle air intake grille.

[0190] In some possible implementations, the determination module 502 is further configured to determine the air intake volume Q using the following formula: fan :

[0191] Q fan =sin(ags)*(k1v+k2fan)

[0192] Wherein, ags is the opening of the vehicle air intake grille, v is the vehicle speed, fan is the speed of the vehicle cooling fan, k1 is the first parameter of the air intake volume model, and k2 is the second parameter of the air intake volume model.

[0193] In some possible implementations, the determination module 502 is further configured to utilize the law of conservation of energy to construct a heat exchange model of the heat absorption process along the isobars in the evaporator of the vehicle; and to determine the required air volume based on the heat exchange model and the controlled refrigerant flow of the expansion valve.

[0194] In some possible implementations, the determination module 502 is further configured to determine the required air volume Q using the following formula: O_fan :

[0195]

[0196] Where G is the controlled refrigerant flow of the expansion valve, C is the specific heat capacity of air, and ρ 空气 is the air density, T air1 is the air intake temperature of the vehicle air intake grille, T air2 is the air outlet temperature of the vehicle air intake grille, h1 is the inlet enthalpy value of the compressor, and h6 is the outlet enthalpy value of the expansion valve.

[0197] In some possible implementations, the controlled refrigerant flow rate of the expansion valve is determined according to a flow area.

[0198] In some possible implementations, the determination module 502 is further configured to determine the flow area according to a percentage of the valve core movement distance to the fully open stroke.

[0199] In some possible implementations, the determination module 502 is further configured to determine the flow area a using the following formula:

[0200] A=ax 2 +bx+c

[0201] Wherein, x is the percentage of the valve core movement distance to the fully open stroke, a is the first coefficient of the flow area model, b is the second coefficient of the flow area model, and c is the third coefficient of the flow area model.

[0202] In some possible implementations, the vehicle control device 500 further includes:

[0203] A construction module is used to construct the objective function according to the wind resistance energy consumption, cooling fan energy consumption and compressor energy consumption of the vehicle.

[0204] In some possible implementations, the determination module 502 is further used to determine the drag coefficient corresponding to the opening of the vehicle's air intake grille; determine the drag power based on the vehicle speed, the vehicle's frontal area and the drag coefficient; and determine the drag energy consumption based on the drag power.

[0205] In some possible implementations, the determination module 502 is further configured to determine the drag coefficient C corresponding to the opening of the vehicle's air intake grille using the following formula: a :

[0206] C a =k3*ags 2 +k4*ags+k5

[0207] Among them, k3 is the first parameter of the drag coefficient model, k4 is the second parameter of the drag coefficient model, k6 is the third parameter of the drag coefficient model, and ags is the opening of the vehicle air intake grille.

[0208] In some possible implementations, the determination module 502 is further configured to determine the cooling fan power according to the rotation speed of the vehicle cooling fan; and determine the cooling fan energy consumption according to the cooling fan power.

[0209] In some possible implementations, the determination module 502 is further configured to determine the cooling fan power F by the following formula: f :

[0210] F f =f1*fan 3 +f2*fan 2 +f3*fan

[0211] Wherein, fan is the rotation speed of the vehicle cooling fan, f1 is the first parameter of the cooling fan power model, f2 is the second parameter of the cooling fan power model, and f3 is the third parameter of the cooling fan power model.

[0212] In some possible implementations, the determination module 502 is further configured to utilize an optimizer, with the goal of minimizing overall vehicle energy consumption, and employ a genetic algorithm to determine the target speed and the target opening that satisfy the constraints based on the operating data.

[0213] In some possible implementations, the acquisition module 501 is further configured to acquire the vehicle's operating data in the following manner:

[0214] Operation data of the vehicle in a target operation mode is acquired, where the target operation mode includes any one of the following: a passenger compartment cooling mode, a passenger compartment heating mode, and a battery cooling mode.

[0215] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0216] Figure 6 FIG6 is a block diagram illustrating a vehicle 600 according to an exemplary embodiment. For example, vehicle 600 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or another type of vehicle. Vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0217] Reference Figure 6 Vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of vehicle 600 may be interconnected via wired or wireless means.

[0218] In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.

[0219] The perception system 620 may include several sensors for sensing information about the environment surrounding the vehicle 600. For example, the perception system 620 may include a global positioning system (which may be a GPS system, a BeiDou system, or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera.

[0220] The decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0221] The drive system 640 may include components that provide power to the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission system, and wheels. The engine may be an internal combustion engine, an electric motor, an air compression engine, or a combination thereof. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0222] Some or all functions of the vehicle 600 are controlled by a computing platform 650. The computing platform 650 may include at least one processor 651 and a memory 652. The processor 651 may execute instructions 653 stored in the memory 652.

[0223] The processor 651 can be any conventional processor, such as a commercially available CPU. The processor can also include a graphics processor (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof.

[0224] The memory 652 may be implemented by any type of volatile or non-volatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0225] In addition to instructions 653 , memory 652 may also store data, such as road maps, route information, and vehicle location, direction, speed, etc. The data stored in memory 652 may be used by computing platform 650 .

[0226] In the embodiment of the present disclosure, the processor 651 can execute the instruction 653 to complete all or part of the steps of the above-mentioned vehicle control method.

[0227] Figure 7 FIG. 8 is a block diagram of a vehicle control device 800 according to an exemplary embodiment. Figure 7 , the apparatus 800 may include one or more of the following components: a processing component 802 , a memory 804 , a power component 806 , a multimedia component 808 , an audio component 810 , an input / output interface 812 , a sensor component 814 , and a communication component 816 .

[0228] Processing component 802 generally controls the overall operation of device 800, such as operations associated with display, phone calls, data communications, camera operation, and recording. Processing component 802 may include one or more processors 820 to execute instructions to perform all or part of the steps of the vehicle control method described above. Furthermore, processing component 802 may include one or more modules to facilitate interaction between processing component 802 and other components. For example, processing component 802 may include a multimedia module to facilitate interaction between multimedia component 808 and processing component 802.

[0229] The memory 804 is configured to store various types of data to support the operations of the device 800. Examples of such data include instructions for any application or method operating on the device 800, contact data, phone book data, messages, pictures, videos, etc. The memory 804 can be implemented by any type of volatile or non-volatile storage device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk.

[0230] The power supply component 806 provides power to the various components of the device 800. The power supply component 806 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the device 800.

[0231] The multimedia component 808 includes a screen that provides an output interface between the device 800 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen can be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, slides, and gestures on the touch panel. The touch sensor can not only sense the boundaries of the touch or slide action, but also detect the duration and pressure associated with the touch or slide operation. In some embodiments, the multimedia component 808 includes a front camera and / or a rear camera. When the device 800 is in an operating mode, such as a shooting mode or a video mode, the front camera and / or the rear camera can receive external multimedia data. Each front camera and rear camera can be a fixed optical lens system or have focal length and optical zoom capabilities.

[0232] The audio component 810 is configured to output and / or input audio signals. For example, the audio component 810 includes a microphone (MIC), which is configured to receive external audio signals when the device 800 is in an operating mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signal can be further stored in the memory 804 or transmitted via the communication component 816. In some embodiments, the audio component 810 also includes a speaker for outputting audio signals.

[0233] The input / output interface 812 provides an interface between the processing component 802 and peripheral interface modules, such as a keyboard, a click wheel, buttons, etc. These buttons may include but are not limited to: a home button, a volume button, a start button, and a lock button.

[0234] The sensor assembly 814 includes one or more sensors for providing various aspects of the status assessment of the device 800. For example, the sensor assembly 814 can detect the open / closed state of the device 800, the relative positioning of components, such as the display and keypad of the device 800. The sensor assembly 814 can also detect changes in the position of the device 800 or a component of the device 800, the presence or absence of user contact with the device 800, the orientation or acceleration / deceleration of the device 800, and temperature changes of the device 800. The sensor assembly 814 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. The sensor assembly 814 may also include an optical sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor assembly 814 may also include an accelerometer, a gyroscope, a magnetic sensor, a pressure sensor, or a temperature sensor.

[0235] The communication component 816 is configured to facilitate wired or wireless communication between the device 800 and other devices. The device 800 can access a wireless network based on a communication standard, such as WiFi, 2G or 3G, or a combination thereof. In an exemplary embodiment, the communication component 816 receives a broadcast signal or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 816 also includes a near field communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on radio frequency identification (RFID) technology, infrared data association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology and other technologies.

[0236] In an exemplary embodiment, the device 800 can be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-mentioned vehicle control method.

[0237] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 804 including instructions. The instructions can be executed by the processor 820 of the device 800 to implement the vehicle control method described above. For example, the non-transitory computer-readable storage medium can be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0238] In another exemplary embodiment, the present disclosure further provides a computer-readable storage medium having computer program instructions stored thereon. When the program instructions are executed by a processor, the steps of the vehicle control method provided by the present disclosure are implemented.

[0239] In another exemplary embodiment, the present disclosure further provides a computer program product, which includes a computer program executable by a programmable device, and has a code portion for executing the above-mentioned vehicle control method when executed by the programmable device.

[0240] Those skilled in the art will also appreciate that the various illustrative logical blocks and steps listed in the embodiments of the present application can be implemented by electronic hardware, computer software, or a combination of both. Whether such functions are implemented by hardware or software depends on the specific application and the design requirements of the entire system. Those skilled in the art may use various methods to implement the described functions for each specific application, but such implementation should not be construed as exceeding the scope of protection of the embodiments of the present application.

[0241] Although terms such as "first", "second" and "third" may be used herein to describe various components, parts, regions, layers or sections, these components, parts, regions, layers or sections are not limited to these terms. On the contrary, these terms are only used to distinguish one component, part, region, layer or section from another component, part, region, layer or section. Therefore, without departing from the teachings of each example, the first component, part, region, layer or section mentioned in the examples described herein may also be referred to as the second component, part, region, layer or section. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" can explicitly or implicitly include at least one such feature. In the description herein, the meaning of "multiple" is at least two, for example, two, three, etc., unless otherwise clearly and specifically defined.

[0242] Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the use of the word exemplary is intended to present concepts in a concrete manner. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or." That is, unless otherwise specified or clear from the context, "X applies to A or B" is intended to mean any of the natural inclusive permutations. That is, if X applies to A; X applies to B; or X applies to both A and B, then "X applies to A or B" satisfies any of the aforementioned instances. Furthermore, the articles "a" and "an," as used in this application and the appended claims, are generally understood to mean "one or more," unless otherwise specified or clear from the context to refer to the singular form.

[0243] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art after reading and understanding the specification and drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific functions of the described components, even if structurally not equivalent to the disclosed structures. In addition, although specific features of the present disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations as may be desired and beneficial for any given or specific application. In addition, with respect to the terms "including," "having," "having," "having," or variations thereof used in the specific embodiments or claims, such terms are intended to be inclusive in a manner similar to the term "comprising."

[0244] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the appended claims.

[0245] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that: include: Obtain vehicle operation data; Using the objective function, with the goal of minimizing overall vehicle energy consumption, and based on the operating data, determining a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille; The vehicle is controlled based on the target speed and the target opening degree.

2. The method according to claim 1, characterized in that The objective function is used to determine a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille based on the operating data with the goal of minimizing the overall energy consumption of the vehicle, including: By utilizing the objective function and taking the minimization of the overall energy consumption of the vehicle as the goal, the target speed and the target opening that meet the constraint conditions are determined according to the operating data.

3. The method according to claim 2, characterized in that The constraints include: The air intake volume of the vehicle is greater than or equal to the required air volume of the vehicle.

4. The method according to claim 3, characterized in that The method further comprises: The air intake volume is determined according to the vehicle speed, the rotation speed of the vehicle cooling fan and the opening of the vehicle air intake grille.

5. The method according to claim 4, characterized in that The determining of the air intake volume according to the vehicle speed, the rotation speed of the vehicle cooling fan and the opening of the vehicle air intake grille includes: The air intake volume Q is determined by the following formula fan : Q fan =sin(ags)*(k1v+k2fan) Wherein, ags is the opening of the vehicle air intake grille, v is the vehicle speed, fan is the speed of the vehicle cooling fan, k1 is the first parameter of the air intake volume model, and k2 is the second parameter of the air intake volume model.

6. The method according to claim 3, characterized in that The method further comprises: Using the law of conservation of energy, a heat transfer model of the heat absorption process along the isobars in the vehicle's evaporator is constructed; The required air volume is determined according to the heat exchange model and the controlled refrigerant flow of the expansion valve.

7. The method according to claim 6, characterized in that The determining the required air volume according to the heat exchange model and the controlled refrigerant flow of the expansion valve includes: The required air volume Q is determined by the following formula O_fan : Where G is the controlled refrigerant flow of the expansion valve, C is the specific heat capacity of air, and ρ 空气 is the air density, T air1 is the air intake temperature of the vehicle air intake grille, T air2 is the air outlet temperature of the vehicle air intake grille, h1 is the inlet enthalpy value of the compressor, and h6 is the outlet enthalpy value of the expansion valve.

8. The method according to claim 6, characterized in that The controlled refrigerant flow rate of the expansion valve is determined according to the flow area.

9. The method according to claim 8, characterized in that The method further comprises: The flow area is determined according to the percentage of the valve core movement distance to the fully open stroke.

10. The method according to claim 9, characterized in that Determining the flow area according to the percentage of the valve core movement distance to the fully open stroke includes: The flow area A is determined by the following formula: A=ax 2 +bx+c Wherein, x is the percentage of the valve core movement distance to the fully open stroke, a is the first coefficient of the flow area model, b is the second coefficient of the flow area model, and c is the third coefficient of the flow area model.

11. The method according to claim 1, wherein The method further comprises: The objective function is constructed based on the windage energy consumption, cooling fan energy consumption and compressor energy consumption of the vehicle.

12. The method according to claim 11, characterized in that The method further comprises: Determining the drag coefficient corresponding to the opening of the vehicle's grille; determining windage power based on the vehicle speed, the vehicle frontal area, and the drag coefficient; The windage energy consumption is determined according to the windage power.

13. The method according to claim 12, characterized in that Determining the drag coefficient corresponding to the opening of the vehicle's air intake grille includes: The drag coefficient C corresponding to the opening of the vehicle's air intake grille is determined by the following formula: a : C a =k3*ags 2 +k4*ags+k5 Among them, k3 is the first parameter of the drag coefficient model, k4 is the second parameter of the drag coefficient model, k5 is the third parameter of the drag coefficient model, and ags is the opening of the vehicle air intake grille.

14. The method according to claim 11, characterized in that The method further comprises: Determine the cooling fan power based on the vehicle cooling fan speed; The energy consumption of the cooling fan is determined according to the cooling fan power.

15. The method according to claim 14, wherein determining the cooling fan power according to the rotation speed of the vehicle cooling fan comprises: The cooling fan power F is determined by the following formula f : <h2 style=";text-align:left;direction:ltr">F<h2 style=";text-align:left;direction:ltr"> f <h2 style=";text-align:left;direction:ltr"> =f1*fan<h2 style=";text-align:left;direction:ltr"> 3 <h2 style=";text-align:left;direction:ltr"> +f2*fan<h2 style=";text-align:left;direction:ltr"> 2 <h2 style=";text-align:left;direction:ltr"> +f3*fan Wherein, fan is the rotation speed of the vehicle cooling fan, f1 is the first parameter of the cooling fan power model, f2 is the second parameter of the cooling fan power model, and f3 is the third parameter of the cooling fan power model.

16. The method according to claim 2, characterized in that The step of determining the target speed and the target opening that satisfy the constraint conditions based on the operating data with the goal of minimizing the overall energy consumption of the vehicle includes: The optimizer is used to minimize the overall energy consumption of the vehicle and adopt a genetic algorithm to determine the target speed and the target opening that meet the constraint conditions based on the operating data.

17. The method according to claim 1, wherein The obtaining of the vehicle's operating data includes: Operation data of the vehicle in a target operation mode is acquired, where the target operation mode includes any one of the following: a passenger compartment cooling mode, a passenger compartment heating mode, and a battery cooling mode.

18. A vehicle control device, characterized in that: include: An acquisition module, used to acquire vehicle operation data; a determination module for determining, based on the operating data, a target speed of the vehicle cooling fan and a target opening of the vehicle air intake grille using an objective function and taking minimization of overall vehicle energy consumption as a goal; A control module is used to control the vehicle according to the target speed and the target opening.

19. The device according to claim 18, characterized in that The determination module is used to determine the target speed of the vehicle cooling fan and the target opening of the vehicle air intake grille by: By utilizing the objective function and taking the minimization of the overall energy consumption of the vehicle as the goal, the target speed and the target opening that meet the constraint conditions are determined according to the operating data.

20. The device according to claim 19, characterized in that The constraints include: The air intake volume of the vehicle is greater than or equal to the required air volume of the vehicle.

21. The device according to claim 18, characterized in that The device further comprises: A construction module is used to construct the objective function according to the wind resistance energy consumption, cooling fan energy consumption and compressor energy consumption of the vehicle.

22. A vehicle, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to execute the executable instructions in the memory to implement the steps of the vehicle control method according to any one of claims 1 to 17.

23. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle control method according to any one of claims 1 to 17 are implemented.

24. A computer program product, characterized in that The invention comprises a computer program, which implements the steps of the vehicle control method according to any one of claims 1 to 17 when the computer program is executed by a processor.

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