Vehicle thermal management method and device and vehicle machine system

Abstract

The embodiment of the invention relates to a vehicle thermal management method and device and a vehicle machine system. According to the vehicle thermal management method and device, a fusion temperature value is generated by fusing detection data of a plurality of temperature sensors; and according to different threshold triggering, a cabin safety strategy is triggered to perform first heat treatment on the current vehicle, and a driving safety strategy is triggered to perform second heat treatment on the current vehicle, so that deep fusion of a driving safety function and a cabin heat management decision is realized. According to the method, driving safety is guaranteed when the safety threshold value is reached, the problem that a driving module is out of control when a vehicle executes a thermal management strategy due to the fact that safe driving is not considered in a traditional scheme is effectively solved, the driving safety in the thermal management process is improved, meanwhile, direct forced shutdown of a vehicle machine system is avoided through temperature grading judgment, and the driving safety is improved. And the user experience is greatly improved.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of automotive electronics technology, and more particularly to a vehicle thermal management method, device, and vehicle-mounted system. Background Art

[0002] With the rapid development of automotive electrical and electronic (E / E) architecture, the high integration of intelligent cockpit interaction, autonomous driving (self-driving), and automatic parking functions has become an industry trend. The widespread application of cockpit-parking integration and cockpit-driving integration systems has significantly increased the functional complexity and computing power requirements of onboard domain controllers. However, the exponential growth in computing power has directly led to a sharp increase in system power consumption, which in turn triggers a temperature rise effect. In high-temperature environments, the reliability, stability, and lifespan of electronic components are significantly reduced. In particular, core functions closely related to driving safety (such as environmental perception, decision-making and planning, and vehicle control) may fail due to excessive temperatures, seriously threatening vehicle driving safety.

[0003] The industry's thermal management solutions for integrated cabin / pilot domain controllers still primarily rely on the temperature monitoring model of traditional electronic devices. Their core strategy involves real-time monitoring of the domain controller's operating temperature through temperature sensors and triggering a series of response measures based on preset thresholds. These measures can include activating cooling fans, reducing chip operating frequency, or forcing a shutdown when the temperature reaches a critical threshold. Existing thermal management strategies focus solely on temperature protection for the hardware itself and fail to incorporate the operating status of driving safety-related functions (such as sensor data fusion, emergency braking, and lane keeping) into the thermal management decision-making system. This results in the system becoming unsafe before a forced shutdown occurs during actual system operation, posing serious safety risks to passengers. Furthermore, a forced shutdown can severely impact the user experience of cabin / pilot products. Summary of the Invention

[0004] In view of the above problems, the example of the present invention provides a vehicle thermal management method, device and vehicle-machine system, which are used to solve the problem that the thermal management strategy in the existing technology only focuses on the temperature protection of the hardware equipment itself, and does not incorporate the operating status of driving safety-related functions into the thermal management decision-making system.

[0005] According to one aspect of an example of the present invention, a vehicle thermal management method is provided, characterized by comprising: Obtain the detected temperature values ​​of multiple temperature sensors of the current vehicle in real time; fusing the plurality of detected temperature values ​​to obtain a fused temperature value, and determining a thermal state of the current vehicle according to the fused temperature value; If the vehicle thermal state is abnormal, thermal control processing is performed on the current vehicle. When the fusion temperature value reaches a first threshold, a cabin safety policy is executed to perform a first thermal processing on the current vehicle. When the fusion temperature value reaches a second threshold, a driving safety policy is executed to perform a second thermal processing on the current vehicle. If the thermal state of the vehicle is normal, no processing is performed.

[0006] In some optional embodiments, the temperature sensor is arranged in any one or more of the heat source area, the heat control area and the comfort area of ​​the current vehicle.

[0007] In some optional embodiments, the fusing the plurality of detected temperature values ​​to obtain a fused temperature value specifically includes: Setting a weight value for a detected temperature value of each temperature sensor according to a position of the temperature sensor in the current vehicle; The fusion temperature value is obtained by calculating the weighted average value of all the detected temperature values.

[0008] In some optional embodiments, before fusing the plurality of detected temperature values ​​to obtain a fused temperature value, the method further includes: Time synchronization of multiple detected temperature values ​​is performed through interpolation alignment method or network delay compensation method; and / or, performing noise filtering on the detected temperature value by means of a sliding average filter or a Kalman filter; And / or, a credibility evaluation is performed on each of the detected temperature values, and the detected temperature values ​​whose credibility reaches a preset credibility value are fused.

[0009] In some optional embodiments, determining the vehicle thermal state according to the fusion temperature value specifically includes: It is determined whether the fusion temperature value is within a third threshold range. If so, the vehicle thermal state is normal; otherwise, the vehicle thermal state is abnormal.

[0010] In some optional embodiments, performing thermal control on the current vehicle specifically includes: determining whether the fusion temperature value reaches a first threshold or a second threshold; If the fusion temperature value reaches a first threshold, executing a cabin safety strategy to perform a first thermal treatment on the current vehicle; If the fusion temperature value reaches a second threshold, executing the driving safety strategy to perform a second thermal treatment on the current vehicle; If the fusion temperature value does not reach the first threshold and the second threshold, any one or more tasks of global temperature control, local temperature control, and stopping services associated with the heat source are performed.

[0011] In some optional embodiments, executing the cabin safety policy to perform a first thermal process on the current vehicle specifically includes: A first directional temperature value of a first directional sensor is obtained, and a cabin safety status is determined based on the first directional temperature value, and any one or more tasks of displaying an alarm, prohibiting user operations, and exiting the system are performed based on the cabin safety status.

[0012] In some optional embodiments, executing the driving safety strategy to perform a second thermal treatment on the current vehicle specifically includes: Obtain a second directional temperature value from the second directional sensor, determine a cabin safety status based on the second directional temperature value, and execute any one or more of the following tasks: display a warning, prohibit user operation, perform emergency braking, pull over, or exit automatic driving / assisted driving based on the cabin safety status.

[0013] According to another aspect of an embodiment of the present invention, a vehicle thermal management device is provided, the device comprising: The temperature acquisition module is used to obtain the detected temperature values ​​of multiple temperature sensors of the current vehicle in real time; a fusion determination module, configured to perform a fusion process on the plurality of detected temperature values ​​to obtain a fusion temperature value, and determine a vehicle thermal state of the current vehicle according to the fusion temperature value; and a heat treatment module, configured to perform thermal control processing on the current vehicle if the thermal state of the vehicle is abnormal, wherein when the fusion temperature value reaches a first threshold, the cabin safety strategy is executed to perform a first heat treatment on the current vehicle; and when the fusion temperature value reaches a second threshold, the driving safety strategy is executed to perform a second heat treatment on the current vehicle; and no processing is performed if the thermal state of the vehicle is normal.

[0014] According to another aspect of an embodiment of the present invention, a vehicle system is provided, comprising: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other via the communication bus; The memory is used to store at least one executable instruction, and the executable instruction enables the processor to perform the operation of the vehicle thermal management method as described above.

[0015] The present invention provides a vehicle thermal management method, device, and vehicle-mounted system. The beneficial effects of the present invention are as follows: the present invention generates a fused temperature value by fusing the detection data of multiple temperature sensors, and triggers the execution of a cabin safety strategy and a driving safety strategy to perform a first thermal treatment on the current vehicle according to different thresholds, thereby achieving a deep integration of driving safety functions and cabin thermal management decisions. This method ensures driving safety when the safety threshold is reached, effectively solving the problem that traditional solutions fail to consider safe driving, resulting in the loss of control of the driving module when the vehicle executes the thermal management strategy. This improves driving safety during the thermal management process. At the same time, the temperature grading judgment of the present invention avoids direct forced shutdown of the vehicle-mounted system, greatly improving the user experience.

[0016] The above description is only an overview of the technical solution of the example of the present invention. In order to more clearly understand the technical means of the embodiment of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the example of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are specifically listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings are only used to illustrate the embodiments and are not to be considered as limiting the present invention. In addition, the same reference symbols are used to represent the same components throughout the drawings. In the drawings: Figure 1 A schematic flow chart of a vehicle thermal management method according to embodiment 1 of the present invention is shown; Figure 2 The present invention provides a detailed schematic diagram of step 120 in Example 1; Figure 3 The present invention provides a detailed schematic diagram of step 130 in Example 1; Figure 4 A schematic structural diagram of a vehicle thermal management device according to embodiment 2 of the present invention is shown; Figure 5 The diagram shows the structure of the vehicle system according to the third embodiment of the present invention. DETAILED DESCRIPTION

[0018] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0019] Example 1: Figure 1 The first embodiment of the vehicle thermal management method of the present invention is shown. The vehicle thermal management method of the present invention is applied to a vehicle system to control the temperature of the entire vehicle. The specific steps of the vehicle management method are as follows: 110, obtaining the detected temperature values ​​of multiple temperature sensors of the current vehicle in real time; 120 , fusing the multiple detected temperature values ​​to obtain a fused temperature value, and determining the thermal state of the current vehicle based on the fused temperature value; 130, if the vehicle thermal state is abnormal, thermal control processing is performed on the current vehicle. When the fusion temperature value reaches a first threshold, the cabin safety policy is executed to perform a first thermal processing on the current vehicle. When the fusion temperature value reaches a second threshold, the driving safety policy is executed to perform a second thermal processing on the current vehicle. 140. If the vehicle thermal status is normal, no action is taken.

[0020] In steps 110 to 140, multiple temperature sensors refer to temperature acquisition devices distributed in different functional areas of the vehicle, which can be implemented by thermocouples, thermistors or infrared sensors, covering the heat source area, thermal control area and comfort area to ensure the comprehensiveness of temperature monitoring. The fused temperature value refers to the comprehensive temperature index after weighted calculation or filtering processing, which can be implemented by dynamic weight distribution or Kalman filtering algorithm to eliminate the error of a single sensor and improve data reliability. The first thermal treatment refers to the alarm or operation restriction measures triggered based on the safety status of the cabin, which can be implemented by human-computer interaction interface warnings or permission locking mechanisms to prevent users from operating incorrectly in high temperature environments. The second thermal treatment refers to active intervention measures involving driving safety functions, which can be implemented by the vehicle control module triggering a deceleration or pull-over parking instruction to ensure that the system maintains basic driving safety under high temperature critical conditions.

[0021] Specifically, multiple temperature sensors continuously collect temperature data from various areas of the vehicle. After time synchronization and noise filtering, these data are weighted and fused according to preset weights to generate a composite temperature value. If the composite temperature value exceeds a preset range, it is considered a thermal anomaly. The system then responds accordingly: If the first threshold is reached, cabin safety strategies are activated, such as displaying a high-temperature warning on the vehicle's screen and disabling non-essential functions; if the second threshold is reached, driving safety strategies are initiated, such as reducing the vehicle's speed and finding a safe parking area. If the temperature is within the normal range, the system maintains its original operating state without intervention.

[0022] Through the above technical solution, the present invention can identify potential thermal risks in advance and implement safety strategies in a graded manner, effectively preventing driving safety functions from suddenly failing in high-temperature environments. By dynamically adjusting response measures, the availability of cockpit functions is maintained to the maximum extent while ensuring system safety, avoiding service interruptions caused by forced shutdown, and significantly improving the thermal safety management capabilities and user experience of smart cars. It also achieves a deep integration of driving safety functions and cabin thermal management decisions. It effectively solves the problem that traditional solutions do not take safe driving into consideration, resulting in the loss of control of the driving module when the vehicle executes the thermal management strategy, improves driving safety during the thermal management process, and at the same time, the temperature grading judgment of the present invention avoids direct forced shutdown of the vehicle system, greatly improving the user experience.

[0023] In step 110, temperature sensors are set in any one or more of the heat source area, thermal control area, and comfort area of ​​the current vehicle. Among them, the heat source area refers to the area in the vehicle where components that are prone to high temperatures are located. Specifically, the areas where the power battery pack, motor controller, and power semiconductor module are located can be used. These areas generate a large amount of heat due to energy conversion losses during vehicle operation. The thermal control area refers to the area where the active temperature control device is active. Specifically, the areas where the radiator, coolant circulation pipeline, and air-conditioning compressor are located can be used. These areas are used to perform heat dissipation or cooling operations. The thermal control area is an area where heat is easily affected and its function is affected, such as the MCU and domain controller. These areas need to monitor their heating status in real time to determine whether their temperature affects the normal operation of functional components. The comfort area refers to the area where the occupants directly perceive the temperature. Specifically, the interior of the cabin, the steering wheel, and the area where the seats are located can be used. The temperature in these areas directly affects the human body's perceived comfort. By arranging temperature sensors in multiple areas, it is possible to cover the key influencing points of vehicle thermal management and avoid the risk of misjudgment caused by monitoring a single area.

[0024] Specifically, a temperature sensor network is deployed at heat-sensitive locations across various functional areas of the vehicle. For example, heat source zone sensors are placed between battery cells in the power battery pack to monitor temperature rise during charging and discharging. Thermal control zone sensors are located at the radiator's air inlet and outlet to assess the efficiency of the cooling system. Thermal control zone sensors are located in areas susceptible to heat to assess whether they affect the functioning of functional components. A comfort zone sensor is installed in the center of the cabin ceiling to obtain the actual temperature at occupant head height. Temperature data collected by sensors in each zone is synchronously transmitted to the domain controller, forming a multi-dimensional temperature monitoring matrix. If a heat source zone sensor detects an abnormal temperature rise but the comfort zone temperature is normal, the system prioritizes local cooling strategies to avoid premature forced shutdowns that impact the user experience. If a heat control zone sensor indicates insufficient cooling efficiency and the comfort zone temperature exceeds the specified limit, the system activates the air conditioning system for active cooling.

[0025] Through the above technical solution, the present invention solves the temperature monitoring blind spot problem caused by the single sensor layout of traditional thermal management strategies. Through multi-area collaborative monitoring, it can accurately distinguish different scenarios such as battery overheating, heat dissipation failure, and cabin temperature rise, avoiding the risk of thermal runaway caused by local high temperatures not being detected in time. For example, if the temperature inside the battery module is abnormal but the temperature of the domain controller is normal, the system can activate the battery cooling system in a targeted manner to prevent delays in processing due to global temperatures not reaching the threshold, while maintaining cabin comfort.

[0026] In step 120, a fusion process is performed on the multiple detected temperature values ​​to obtain a fusion temperature value, see Figure 2 , this step specifically includes: 210, setting a weight value for the detected temperature value of each temperature sensor according to the position of the temperature sensor in the current vehicle; 220 , obtaining a fusion temperature value by calculating a weighted average of all detected temperature values.

[0027] In steps 210-220, the weight value is a numerical value assigned based on the degree of influence of the temperature sensor region on the vehicle's thermal state. This can be achieved through dynamic adjustment based on regional functional priority or historical temperature rise contribution. For example, sensors in heat source areas can be assigned higher weights because they directly reflect the state of heating elements. The weighted average value is the sum of the detection values ​​of each temperature sensor multiplied by its corresponding weight, and then divided by the total weight value. Specifically, standardization can be used to eliminate dimensional differences to ensure that temperature data from different regions are comparable.

[0028] Specifically, the locations of temperature sensors are divided into heat source areas, thermal control areas, and comfort areas. The temperatures in different areas have different characterization capabilities for the thermal status of the entire vehicle. The sensors arranged in the heat source area are given higher weights because they are close to high-power-consuming components, for example, a weight value of 0.5; while the weights of the sensors in the comfort area can be set to 0.2. After time synchronization and noise filtering, all detected temperature values ​​are weighted averaged according to the weight ratio to generate a fusion temperature value that reflects the thermal status of the entire vehicle. For example, when the sensor in the heat source area detects a sudden increase in temperature, its high weight will significantly increase the fusion temperature value, enabling the system to quickly identify potential thermal risks. In a specific example, let the detected temperature value of the i-th temperature sensor be Ti, and define its weight value as Wi, and calculate the weighted average as the fusion temperature value. The formula is: .

[0029] Through the above-mentioned technical solution, the present invention solves the problem of thermal management delays or false triggering caused by unreasonable temperature data fusion in the existing technology. Through differentiated weight distribution, the fused temperature value can more accurately reflect the vehicle's thermal state, allowing the system to identify potential risks before the temperature reaches the threshold, avoiding the failure of driving safety functions due to local high temperatures not being promptly addressed. At the same time, this solution provides a reliable data foundation for subsequent hierarchical thermal control strategies. For example, when the fused temperature value approaches the first threshold, heat dissipation optimization measures are initiated in advance, reducing the probability of forced shutdown and ensuring user experience and driving safety.

[0030] In some optional embodiments, before fusing multiple detected temperature values ​​to obtain a fused temperature value, it also includes: time synchronization of multiple detected temperature values ​​through an interpolation alignment method or a network delay compensation method; and / or, noise filtering of the detected temperature values ​​through a sliding average filter or a Kalman filter; and / or, credibility evaluation of each detected temperature value, and fusing the detected temperature values ​​whose credibility reaches a preset credibility value.

[0031] Interpolation alignment involves time-aligning asynchronously sampled multi-channel temperature data. Specifically, linear interpolation or spline interpolation algorithms can be used to estimate data at missing time points. Network delay compensation compensates for data transmission delays from distributed temperature sensors, for example by correcting data reception times through timestamp comparison and delay prediction models. Specifically, during domain controller operation, multiple temperature sensors distributed across heat source and thermal control areas may have inconsistent data time bases due to differences in sampling cycles. For example, the sampling cycle of the front cabin main chip temperature sensor is 200 milliseconds, while the sampling cycle of the battery management unit temperature sensor is 500 milliseconds. In this case, interpolation alignment can be used to compensate for the slower sensor data, aligning the timestamps of all temperature data to the same base. For sensor nodes with communication delays, such as temperature data transmitted via the CAN bus, network delay compensation is used to time-correct temperature values ​​at the receiving end based on transmission delay statistics.

[0032] Sliding average filtering refers to calculating the mean of a temperature series by moving a window, for example, using a window containing 3-5 sampling points to eliminate random fluctuations. Kalman filtering refers to optimally estimating temperature data through state equations and observation equations, for example, by constructing a temperature change model to suppress high-frequency noise. After time synchronization is completed, a sliding average filter is used to smooth the temperature series. For example, a moving average is calculated for five consecutive sampling values ​​of the cabin display temperature sensor to eliminate instantaneous interference caused by poor contact. For the core chip temperature data of the power domain controller, the Kalman filter algorithm is combined with the chip power consumption model to suppress noise.

[0033] Credibility assessment involves determining the rationality of temperature values ​​based on historical data or physical constraints. For example, a temperature change exceeding 50°C within 10 seconds is considered abnormal. During data preprocessing, each sensor's temperature value is evaluated for credibility. For example, if a motor controller temperature rise exceeding 30°C within 1 second is detected, the sensor data is deemed unreliable and discarded. Only data that passes credibility verification is retained for fusion calculations.

[0034] Through the above-mentioned technical solution, the present invention effectively solves the fusion error caused by inconsistent time bases of multi-sensor data, eliminates the interference of measurement noise on thermal state determination, and avoids the risk of misjudgment caused by abnormal data participating in the fusion calculation. For example, during the operation of the cabin-and-cockpit integrated domain controller, when the sensor of the lidar heat dissipation module has poor contact due to vibration, the credibility assessment mechanism can promptly identify abnormal temperature values ​​and prevent the erroneous triggering of emergency braking strategies. This technical solution improves system safety and user experience while ensuring the accuracy of thermal management decisions.

[0035] In step 120, the vehicle's thermal state is determined based on the fusion temperature value. This includes determining whether the fusion temperature value is within a third threshold range. If so, the vehicle's thermal state is normal; otherwise, the vehicle's thermal state is abnormal. In this embodiment, the third threshold range refers to a pre-set safe operating temperature range. This range can be determined through a combination of vehicle thermodynamic simulation and actual vehicle calibration. For example, the maximum allowable operating temperature of the battery pack and chip module is used as the upper limit of the range, and the low-temperature start protection temperature is used as the lower limit.

[0036] Specifically, after obtaining the fusion temperature value, it is compared with the third threshold range. When the fusion temperature value is within this range, it indicates that the temperature of each area of ​​the vehicle is in normal operating conditions and there is no need to start thermal control processing; when it exceeds the interval boundary, the abnormal judgment mechanism is triggered. For example, during the operation of the cabin-driver integrated domain controller, if the fusion temperature value exceeds the upper limit due to a sudden rise in ambient temperature or computing power overload, the system will immediately mark the thermal state abnormality, providing a judgment basis for subsequent multi-level responses. The threshold range can be dynamically adjusted according to the configuration of different vehicle models, such as setting a stricter temperature range for the high-computing power version controller.

[0037] Through the above-mentioned technical solution, the present invention achieves a precise assessment of the vehicle's overall thermal state, effectively distinguishing between normal and abnormal operating conditions. A dynamic threshold range-based determination mechanism can promptly identify potential risks at the early stages of temperature anomalies, avoiding safety hazards before forced system shutdowns due to localized temperature excursions. Furthermore, this determination method considers the temperature characteristics of different functional areas, ensuring that the triggering timing of thermal management strategies precisely matches vehicle safety requirements.

[0038] In step 130, the current vehicle is subjected to thermal control processing, see Figure 3 , this step specifically includes: 310, determining whether the fusion temperature value reaches a first threshold or a second threshold; 320 , if the fusion temperature value reaches a first threshold, executing the cabin safety strategy to perform a first thermal treatment on the current vehicle; 330 , if the fusion temperature value reaches a second threshold, executing the driving safety strategy to perform a second thermal treatment on the current vehicle; 340 , if the fusion temperature value does not reach the first threshold and the second threshold, perform any one or more tasks of global temperature control, local temperature control, and stopping services associated with the heat source.

[0039] In steps 310-340, the first threshold refers to the temperature critical value that triggers the cabin safety strategy, which can be determined through experimental tests or historical data statistics, for example, it is set to 65°C. This threshold is used to prioritize the safety of people in the cabin at the initial stage of temperature anomaly. The second threshold refers to the temperature critical value that triggers the driving safety strategy, for example, it is set to 60°C, and its value can be equal to or different from the first threshold, which is used to control the driving safety function in the vehicle thermal management. Global temperature control refers to adjusting the overall thermal environment of the vehicle, for example, by adjusting the air-conditioning system or the speed of the cooling fan. Local temperature control refers to targeted heat dissipation of specific heat source areas, such as active air cooling or liquid cooling of domain controller chips. Stopping heat source-associated services refers to shutting down non-essential functional modules related to high-temperature heat sources, such as pausing the entertainment system or reducing processor computing power.

[0040] Specifically, when the fusion temperature value exceeds the normal range but does not reach the first and second thresholds, the system prioritizes global temperature control to reduce the overall heat load. If the temperature continues to rise to the first threshold, the cabin safety policy is triggered, such as issuing a high temperature warning through the cockpit display and restricting user operation permissions. When the temperature rises to the second threshold, the system executes driving safety strategies, such as limiting the autonomous driving function and triggering emergency braking preparation. In this process, if the temperature is effectively controlled before the threshold is triggered, the system operation is maintained by combining local temperature control with function degradation to avoid direct shutdown. For example, when the fusion temperature value is between 60°C and 65°C, the air conditioning cooling and domain controller cooling fans can be turned on at the same time, and the in-vehicle entertainment system can be paused to reduce power consumption.

[0041] Through the above-mentioned technical solution, the present invention can dynamically adjust the thermal management strategy at different stages of temperature anomaly, effectively avoiding the problem of sudden interruption of system functions caused by single threshold shutdown in the prior art. By performing functional degradation and local heat dissipation when the temperature does not reach the safety threshold, the temperature rise rate is slowed while the operation of core driving functions is maintained. When the temperature reaches the safety critical point, a multi-level strategy is implemented to ensure the safety of cabin occupants and vehicle driving safety, significantly reducing the safety risks caused by system failure in high-temperature environments.

[0042] In step 320, the cabin safety strategy is executed to perform a first thermal treatment on the current vehicle, specifically including: obtaining a first directional temperature value of a first directional sensor, and judging the cabin safety status based on the first directional temperature value, and performing any one or more tasks including warning display, prohibiting user operation, and system exit according to the cabin safety status.

[0043] Among them, the first directional sensor refers to a temperature sensor deployed in an area directly related to safety operations in the cabin. Specifically, it can be implemented by a sensor mounted on the steering wheel, central control screen or seat heating module, and is used to monitor temperature anomalies in the user contact area in the cabin. The first directional temperature value refers to the real-time temperature data collected by the first directional sensor, which can be obtained by periodic sampling or event triggering, and is used to evaluate the safety status of the user operation interface in the cabin. The cabin safety status refers to the comparison result based on the first directional temperature value and the preset safety threshold. Specifically, it can be implemented by multi-level threshold judgment logic. For example, when the temperature exceeds the warning threshold, an alarm is triggered, and when it exceeds the critical threshold, an operation restriction is triggered.

[0044] Specifically, during the execution of the cockpit safety strategy, when the fused temperature value reaches the first threshold, the system first obtains real-time temperature data of the key operating areas in the cockpit through the first directional sensor. For example, when it is detected that the temperature of the steering wheel heating module exceeds the preset limit, the system compares the first directional temperature value with the safety threshold. If it exceeds the allowable range, it determines that the cockpit safety status is abnormal. According to the abnormality level, the system can trigger alarm displays step by step to prompt the user, prohibit the user from operating the heating function to prevent burns, or force the user to exit the related services in the case of continuous high temperature to reduce risks. This process uses directional temperature monitoring and a graded response mechanism to intervene in the early stage of hardware temperature abnormalities, avoiding user safety risks caused by the failure of cockpit operation functions.

[0045] The above-mentioned technical solution provides early warning and restricts user operations when the cabin temperature is abnormal, preventing burns or accidental touches caused by local overheating, while also avoiding system interruptions caused by a global forced shutdown. Through targeted temperature monitoring and a graded response strategy, the system maximizes cabin functionality while ensuring user safety.

[0046] In step 330, the driving safety strategy is executed to perform a second heat treatment on the current vehicle, specifically including: obtaining a second directional temperature value of the second directional sensor, and judging the cabin safety status based on the second directional temperature value, and performing any one or more tasks including warning display, prohibiting user operation, emergency braking, pulling over, and exiting automatic driving / assisted driving according to the cabin safety status.

[0047] Among them, the second directional sensor refers to a temperature detection device deployed in a critical area of ​​vehicle driving safety. Specifically, it can be implemented by a temperature sensor arranged near the environmental perception module, decision-making control module or vehicle braking system, and is used to monitor temperature changes in areas that are strongly related to driving safety in real time. The second directional temperature value refers to the temperature data directly collected by the second directional sensor. Specifically, it can be obtained by taking the average value of multiple points of sampling to ensure the accuracy and reliability of the temperature data. The cabin safety status refers to a comprehensive evaluation result of whether the vehicle driving function is in a safe operating condition based on the second directional temperature value. Specifically, it can be achieved by comparing and analyzing the second directional temperature value with a preset temperature safety threshold.

[0048] Specifically, when the fused temperature value reaches the second threshold, the system automatically activates the execution process of the driving safety strategy. First, the second directional temperature value is obtained in real time from the second directional sensor. This temperature value reflects the operating status of the core functional area of ​​the vehicle's driving safety. The second directional temperature value is then dynamically compared with the preset driving safety temperature threshold. If a temperature anomaly is detected, a multi-level response mechanism is triggered. For example, when the temperature reaches the primary warning line, a high temperature warning message is pushed through the on-board display and non-essential user operations are restricted. If the temperature continues to rise to the intermediate warning line, the emergency brake assist system is activated and the vehicle is controlled to slow down. When the temperature exceeds the highest safety threshold, the automatic driving or assisted driving mode is forced to exit, and the vehicle is controlled to pull over to avoid a safety accident.

[0049] Through the above-mentioned technical solution, the present invention prioritizes the controlled degradation or safe exit of driving safety-related functions when the vehicle's thermal state is abnormal. Through the synergistic effect of targeted temperature monitoring and a multi-stage response mechanism, it effectively prevents sudden failure of driving functions due to temperature runaway. It also avoids the loss of control and impact on driving safety caused by direct forced shutdowns in traditional solutions, achieving a balance between safety protection and functional availability.

[0050] Example 2: Figure 4 An embodiment of a vehicle thermal management device is shown. The vehicle thermal management device 400 includes a temperature acquisition module 410, a fusion determination module 420, and a heat treatment module 430. The device is specifically as follows: Temperature acquisition module 410 is used to execute step 110 of Example 1. Specifically, the temperature acquisition module collects temperature data from different areas in real time using temperature sensors deployed within the vehicle. This module can be implemented using multiple sensors distributed across heat source areas, heat control areas, and comfort areas, such as temperature probes deployed in the domain controller, battery pack, or cabin. This module covers key areas of the vehicle and ensures comprehensive and real-time temperature data.

[0051] Fusion determination module 420 is configured to execute step 120 of Example 1. Specifically, the fusion determination module generates a fused temperature value by weighted averaging or filtering the detection values ​​of multiple temperature sensors. This can be achieved by setting weights and calculating a weighted average, for example, assigning different weights based on the importance of the sensor region. This module eliminates single-point temperature errors and improves the accuracy of temperature status assessment.

[0052] Thermal processing module 430 is configured to execute step 130 or step 140 of Example 1. Specifically, the thermal processing module triggers different levels of thermal control strategies based on fusion temperature thresholds. This can be implemented through a logic judgment unit and an execution unit. This module's function is to link temperature anomalies with driving safety functions to proactively address safety hazards.

[0053] Compared with existing technologies, existing solutions only trigger hardware protection measures based on a single temperature threshold, such as forced shutdown, but do not coordinate control of driving safety functions during this process, resulting in the system being in an unsafe state before shutdown. This solution achieves a deep integration of driving safety functions and cabin thermal management decisions. It effectively solves the problem that traditional solutions do not consider safe driving, resulting in the loss of control of the driving module when the vehicle executes the thermal management strategy, improves driving safety during the thermal management process, and at the same time, the temperature classification judgment of the present invention avoids direct forced shutdown of the vehicle system, greatly improving the user experience.

[0054] Example 3: Figure 5 The schematic diagram of the structure of an embodiment of the vehicle system is shown. The specific embodiment of the present invention does not limit the specific implementation of the vehicle system.

[0055] like Figure 5 As shown, the device for automatically generating PCB etching drawings may include: a processor 502 , a communications interface 504 , a memory 506 , and a communication bus 508 .

[0056] Processor 502, communication interface 504, and memory 506 communicate with each other via communication bus 508. Communication interface 504 is used to communicate with other devices, such as clients or other server network elements. Processor 502 is used to execute program 510, which may specifically perform the steps described in the above-mentioned embodiment of the vehicle thermal management method.

[0057] Specifically, the program 510 may include program code including computer-executable instructions.

[0058] The processor 502 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present invention. The one or more processors included in the vehicle-mounted system may be processors of the same type, such as one or more CPUs, or processors of different types, such as one or more CPUs and one or more ASICs.

[0059] The memory 506 is used to store the program 510. The memory 506 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0060] Program 510 can be specifically called by processor 502 to enable the vehicle system to execute steps 110 to 140 of embodiment 1.

[0061] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system or other device. In addition, the embodiments of the present invention are not directed to any particular programming language.

[0062] In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the present invention may be practiced without these specific details. Similarly, in order to streamline the present invention and aid in understanding one or more of the various inventive aspects, in the above description of exemplary embodiments of the present invention, various features of embodiments of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. The claims that follow the detailed description are hereby expressly incorporated into that detailed description, with each claim itself serving as a separate embodiment of the present invention.

[0063] Those skilled in the art will appreciate that the modules in the devices of the embodiments can be adaptively changed and installed in one or more devices different from the embodiments. The modules, units, or components in the embodiments can be combined into one module, unit, or component, and furthermore, they can be divided into multiple submodules, subunits, or subcomponents. Except that at least some of such features and / or processes or units are mutually exclusive.

[0064] It should be noted that the above embodiments illustrate rather than limit the invention, and that alternative embodiments may be devised by a person skilled in the art without departing from the scope of the appended claims. In the claims, any reference signs placed between brackets should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present invention may be implemented by means of hardware comprising several different elements and by means of appropriately programmed computers. In a unit claim enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third etc. does not indicate any order. These words may be interpreted as names. The steps in the above embodiments should not be understood as limiting the order of execution unless otherwise specified.

Claims

1. A vehicle thermal management method, characterized in that: include: Obtain the detected temperature values ​​of multiple temperature sensors of the current vehicle in real time; fusing the plurality of detected temperature values ​​to obtain a fused temperature value, and determining a thermal state of the current vehicle according to the fused temperature value; If the vehicle thermal state is abnormal, thermal control processing is performed on the current vehicle. When the fusion temperature value reaches a first threshold, a cabin safety policy is executed to perform a first thermal processing on the current vehicle. When the fusion temperature value reaches a second threshold, a driving safety policy is executed to perform a second thermal processing on the current vehicle. If the thermal state of the vehicle is normal, no processing is performed.

2. The vehicle thermal management method according to claim 1, characterized in that: The temperature sensor is arranged in any one or more of the heat source area, the heat control area and the comfort area of ​​the current vehicle.

3. The vehicle thermal management method according to claim 2, characterized in that: The fusing the plurality of detected temperature values ​​to obtain a fused temperature value specifically includes: Setting a weight value for a detected temperature value of each temperature sensor according to a position of the temperature sensor in the current vehicle; The fusion temperature value is obtained by calculating the weighted average value of all the detected temperature values.

4. The vehicle thermal management method according to claim 3, characterized in that: Before fusing the plurality of detected temperature values ​​to obtain a fused temperature value, the method further includes: Time synchronization of multiple detected temperature values ​​is performed through interpolation alignment method or network delay compensation method; and / or, performing noise filtering on the detected temperature value by means of a sliding average filter or a Kalman filter; And / or, a credibility evaluation is performed on each of the detected temperature values, and the detected temperature values ​​whose credibility reaches a preset credibility value are fused.

5. The vehicle thermal management method according to claim 1, characterized in that: Determining the vehicle thermal state according to the fusion temperature value specifically includes: It is determined whether the fusion temperature value is within a third threshold range. If so, the vehicle thermal state is normal; otherwise, the vehicle thermal state is abnormal.

6. The vehicle thermal management method according to claim 5, characterized in that: The thermal control process for the current vehicle specifically includes: determining whether the fusion temperature value reaches a first threshold or a second threshold; If the fusion temperature value reaches a first threshold, executing a cabin safety strategy to perform a first thermal treatment on the current vehicle; If the fusion temperature value reaches a second threshold, executing the driving safety strategy to perform a second thermal treatment on the current vehicle; If the fusion temperature value does not reach the first threshold and the second threshold, any one or more tasks of global temperature control, local temperature control, and stopping services associated with the heat source are performed.

7. The vehicle thermal management method according to claim 6, characterized in that: The executing of the cabin safety strategy to perform a first thermal process on the current vehicle specifically includes: A first directional temperature value of a first directional sensor is obtained, and a cabin safety status is determined based on the first directional temperature value, and any one or more tasks of displaying an alarm, prohibiting user operations, and exiting the system are performed based on the cabin safety status.

8. The vehicle thermal management method according to claim 6, characterized in that: The executing the driving safety strategy to perform a second thermal treatment on the current vehicle specifically includes: Obtain a second directional temperature value from the second directional sensor, determine a cabin safety status based on the second directional temperature value, and execute any one or more of the following tasks: display a warning, prohibit user operation, perform emergency braking, pull over, or exit automatic driving / assisted driving based on the cabin safety status.

9. A vehicle thermal management device, characterized in that: The device comprises: The temperature acquisition module is used to obtain the detected temperature values ​​of multiple temperature sensors of the current vehicle in real time; a fusion determination module, configured to perform a fusion process on the plurality of detected temperature values ​​to obtain a fusion temperature value, and determine a vehicle thermal state of the current vehicle according to the fusion temperature value; and a heat treatment module, configured to perform thermal control processing on the current vehicle if the thermal state of the vehicle is abnormal, wherein when the fusion temperature value reaches a first threshold, the cabin safety strategy is executed to perform a first heat treatment on the current vehicle; and when the fusion temperature value reaches a second threshold, the driving safety strategy is executed to perform a second heat treatment on the current vehicle; and no processing is performed if the thermal state of the vehicle is normal.

10. A vehicle computer system, characterized in that: include: A processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other via the communication bus; The memory is used to store at least one executable instruction, and the executable instruction enables the processor to perform the operation of the vehicle thermal management method according to any one of claims 1 to 8.

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