Electric vehicle endurance improving system and method

Abstract

The invention discloses an electric vehicle endurance improving system and method. The system comprises a vehicle front windshield, a heat exchange module, a heat dissipation module, a driving module and a controller. The heat exchange module and the heat dissipation module are sequentially located on the side, close to a cab, of a vehicle front windshield. The heat exchange module is used for absorbing heat generated when the driving module works; the controller is electrically connected with the heat exchange module and the heat dissipation module and used for obtaining a first current state parameter of the heat exchange module and a second current state parameter of the whole vehicle and determining the working gear of the heat dissipation module according to the first current state parameter and the second current state parameter. The heat dissipation module is further used for sucking air from the front windshield of the vehicle through the heat exchange module under the working gear and dissipating heat generated by the heat exchange module through the air. By means of the system, wind resistance energy consumption generated after the air inlet grille is opened is reduced, and the cruising ability of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of pure electric vehicles, and particularly relates to an electric vehicle endurance improvement system and an improvement method. BACKGROUND

[0002] The pure electric vehicle needs to be heated in winter, and the endurance at low temperature is greatly reduced. The current main method to improve the endurance of the electric vehicle in winter is to improve the overall endurance of the vehicle by increasing the battery capacity, or to reduce the power consumption by replacing the PTC heating with a heat pump. However, the current technology has the following problems:

[0003] 1. The manufacturing cost of the large-capacity battery is relatively high, and the large-capacity battery is heavy, which increases the overall weight of the vehicle, thereby negatively affecting the handling performance, braking performance and the like of the vehicle.

[0004] 2. The use of the heat pump requires opening the vehicle active air intake grille, which increases the overall wind resistance, and the opening of the grille is not conducive to the heat preservation of the passenger compartment, increases the heating load, and improves the overall energy consumption. The heating capacity of the heat pump is attenuated at extremely low temperatures. SUMMARY

[0005] The present application provides an electric vehicle endurance improvement system and an improvement method, which sets a heat exchange module, so that the heat dissipation module takes in air from the front windshield through the heat exchange module, cancels the air intake grille, changes the air intake direction, reduces the "wind hitting" loss, improves the heat preservation capacity of the driver's cabin, thereby improving the heating rate, reducing the heating energy consumption, reducing the cost, avoiding the increase of the overall wind resistance caused by the opening of the air intake grille, and improving the low-temperature endurance of the vehicle.

[0006] In a first aspect, the present application provides an electric vehicle endurance improvement system, comprising a vehicle front windshield, a heat exchange module, a heat dissipation module, a driving module and a controller. The heat exchange module and the heat dissipation module are located on the side of the vehicle front windshield close to the driver's cabin.

[0007] The heat exchange module is used to absorb the heat generated by the driving module during operation;

[0008] The controller is electrically connected with the heat exchange module and the heat dissipation module, respectively, for acquiring a first current state parameter of the heat exchange module and a second current state parameter of the vehicle, and determining the working gear of the heat dissipation module according to the first current state parameter and the second current state parameter;

[0009] The heat dissipation module is also used to take in air from the vehicle front windshield through the heat exchange module at the working gear, and dissipate the heat generated by the heat exchange module by using the air.

[0010] Optionally, the heat exchange module comprises cooling liquid, the first current state parameter comprises a cooling liquid temperature, and the second current state parameter comprises a current speed of the vehicle and a current ambient temperature;

[0011] The controller is further configured to determine a fan duty ratio of the heat dissipation module according to the cooling liquid temperature, the current speed of the vehicle and the current ambient temperature, and determine a working gear of the heat dissipation module according to the fan duty ratio.

[0012] Optionally, the controller is further configured to determine the fan duty ratio of the heat dissipation module based on a pre-designed calculation formula according to the cooling liquid temperature, the current speed of the vehicle and the current ambient temperature, and in combination with a target temperature of the cooling liquid; the pre-designed calculation formula is: ; wherein, the fan duty ratio is K p a temperature difference proportion coefficient is T act the cooling liquid temperature is T tar the target temperature of the cooling liquid is T env an ambient temperature coefficient is T amb the current ambient temperature is T ref a preset room temperature is T v a vehicle speed sensitive coefficient is v

[0013] Optionally, the temperature difference proportion coefficient ranges from 0.8 rpm / ℃ to 1.2 rpm / ℃, and the ambient temperature coefficient ranges from 0.2 to 0.5.

[0014] Optionally, the controller is further configured to determine the working gear of the heat dissipation module as the first working gear when the fan duty ratio is greater than or equal to 70%, determine the working gear of the heat dissipation module as the second working gear when the fan duty ratio is greater than or equal to 40% and less than 70%, determine the working gear of the heat dissipation module as the third working gear when the fan duty ratio is greater than or equal to 20% and less than 40%, and determine the working gear of the heat dissipation module as the fourth working gear when the fan duty ratio is greater than 0 and less than 20%.

[0015] The rotating speed of the heat dissipation module corresponding to the first working gear is a first rotating speed, the rotating speed of the heat dissipation module corresponding to the second working gear is a second rotating speed, the rotating speed of the heat dissipation module corresponding to the third working gear is a third rotating speed, and the rotating speed of the heat dissipation module corresponding to the fourth working gear is a fourth rotating speed, and the first rotating speed, the second rotating speed, the third rotating speed and the fourth rotating speed decrease in turn.

[0016] In a second aspect, the present application provides a method for improving the cruising range of an electric vehicle, which is applied to the electric vehicle cruising range improvement system described above, and the method comprises:

[0017] obtaining a first current state parameter of a heat exchange module and a second current state parameter of the whole vehicle;

[0018] determine the working gear of the heat dissipation module according to the first current state parameter and the second current state parameter.

[0019] Optionally, the heat exchange module comprises cooling liquid, the first current state parameter comprises a cooling liquid temperature, and the second current state parameter comprises a current speed of the vehicle and a current ambient temperature;

[0020] determine the working gear of the heat dissipation module according to the first current state parameter and the second current state parameter, comprising:

[0021] determine a fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed of the vehicle and the current ambient temperature;

[0022] determine the working gear of the heat dissipation module according to the fan duty cycle.

[0023] Optionally, the determining of the fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed of the vehicle and the current ambient temperature comprises:

[0024] determine the fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed of the vehicle and the current ambient temperature, in combination with a target temperature of the cooling liquid, based on a pre-designed calculation formula; the pre-designed calculation formula is: ;

[0025] wherein, the fan duty cycle, K p the temperature difference proportion coefficient, T act the cooling liquid temperature, T tar the target temperature of the cooling liquid, K env the ambient temperature coefficient, T amb the current ambient temperature, T ref the preset room temperature, K v the vehicle speed sensitive coefficient, v is the current speed of the vehicle, and v0 is a preset speed correction value.

[0026] Optionally, the temperature difference proportion coefficient ranges from 0.8 rpm / ℃ to 1.2 rpm / ℃, and the ambient temperature coefficient ranges from 0.2 to 0.5.

[0027] Optionally, the determining of the working gear of the heat dissipation module according to the fan duty cycle comprises:

[0028] when the fan duty cycle is greater than or equal to 70%, determine the working gear of the heat dissipation module as a first working gear;

[0029] when the fan duty cycle is greater than or equal to 40% and less than 70%, determine the working gear of the heat dissipation module as a second working gear;

[0030] When the fan duty cycle is greater than or equal to 20% and less than 40%, the working gear of the heat dissipation module is determined as the third working gear;

[0031] When the fan duty cycle is greater than 0 and less than 20%, the working gear of the heat dissipation module is determined as the fourth working gear;

[0032] The first working gear corresponds to the first rotating speed of the heat dissipation module, the second working gear corresponds to the second rotating speed of the heat dissipation module, the third working gear corresponds to the third rotating speed of the heat dissipation module, the fourth working gear corresponds to the fourth rotating speed of the heat dissipation module, and the first rotating speed, the second rotating speed, the third rotating speed and the fourth rotating speed decrease in turn.

[0033] In the working process of the electric vehicle, the driving module starts to work and generates heat. The negative pressure is formed on the side of the front windshield glass close to the driver's cabin. The heat exchange module and the heat dissipation module are arranged on the side of the front windshield glass where the negative pressure is formed in sequence. The heat exchange module absorbs the heat generated by the driving module. The controller is electrically connected with the heat exchange module and the heat dissipation module respectively. In the working process of the driving module, the controller obtains the first current state parameter of the heat exchange module and the second current state parameter of the whole vehicle, wherein the first current state parameter at least includes the current temperature. According to the first current state parameter and the second current state parameter, the working gear of the heat dissipation module is determined, and the heat dissipation module is controlled to be in the working gear. In the working gear, the heat dissipation module will suck the air outside the vehicle from the negative pressure of the front windshield glass to the heat exchange module, and discharge the heat absorbed in the heat exchange module, so as to reduce the temperature of the driving module and ensure the stable operation of the driving module. In addition, in the embodiment, the heat exchange module replaces the original front end module of the electric vehicle, and then the air intake grille is cancelled. The air is changed from the original air intake grille to the air intake from the front windshield glass. The air intake direction is changed, so that the air intake is no longer directly opposite to the driver's cabin. The "wind hitting" loss is reduced, the heat preservation capacity of the driver's cabin is improved, the heating rate is improved, the heating energy consumption is reduced, the cost is reduced, the increased vehicle wind resistance after the air intake grille is opened is avoided, and the low-temperature endurance of the whole vehicle is improved.

[0034] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creating laborious work.

[0036] Figure 1 is a structural schematic diagram of an electric vehicle range improvement system provided by an embodiment of the present application;

[0037] Figure 2 is a flowchart of an electric vehicle range improvement method provided by an embodiment of the present application;

[0038] Figure 3 is a flowchart of another electric vehicle range improvement method provided by an embodiment of the present application;

[0039] Figure 4 is a flowchart of another electric vehicle range improvement method provided by an embodiment of the present application. DETAILED DESCRIPTION

[0040] In order to make the personnel in the art better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should fall within the scope of protection of the present application.

[0041] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0042] In an embodiment, Figure 1 is a structural schematic diagram of an electric vehicle range improvement system provided by an embodiment of the present application, which can be applicable to the case of improving the heat preservation capacity of the cockpit in cold weather, thereby improving the range of the electric vehicle, such as Figure 1As shown, the electric vehicle endurance improvement system includes a vehicle front windshield 1, a heat exchange module 2, a heat dissipation module 3, a drive module 4 and a controller 5; the heat exchange module 2 and the heat dissipation module 3 are located on the side of the vehicle front windshield 1 close to the cab in sequence; the heat exchange module 2 is used to absorb the heat generated when the drive module 4 works; the controller 5 is electrically connected with the heat exchange module 2 and the heat dissipation module 3, respectively, for obtaining a first current state parameter of the heat exchange module 2 and a second current state parameter of the whole vehicle, and determining a working gear of the heat dissipation module 3 according to the first current state parameter and the second current state parameter; the heat dissipation module 3 is used to suck air from the vehicle front windshield 1 through the heat exchange module 2 at the working gear, and dissipate the heat generated by the heat exchange module 2 by using the air.

[0043] In the embodiment, the vehicle front windshield 1 is used as an air inlet of the air suction channel, and the system forms negative pressure at the front windshield through the structural design (such as microporous, edge flow guide groove or openable air vent) near the front windshield, so as to guide external air into the vehicle. The heat exchange module 2 is a heat exchange device capable of absorbing heat and releasing heat when there is medium (such as air) flow, which may include cooling liquid, heat-conducting material, heat pipe, heat sink, phase change material (PCM) or small liquid cooling plate and the like. The heat dissipation module 3 is a component with active or passive heat dissipation capability, which usually includes fan, fin heat sink, air duct, exhaust port and the like, and can realize forced convection to discharge heat. In the embodiment, the heat dissipation module 3 includes a heat dissipation fan, which is used to dissipate the heat generated by the drive module 4 under the action of the controller 5, so as to realize heat dissipation. The drive module 4 is a core electronic / electrical component responsible for power output in the vehicle, which is used to control the operation of the motor, and realizes the functions of vehicle acceleration, deceleration or energy recovery and the like. In addition, the drive module 4 is the main heat source in the system, and its stable operation depends on effective heat dissipation. If the temperature is too high, it may cause performance degradation, protective power reduction or even failure. The controller 5 is an electronic control unit (ECU), which may be an independent module or integrated in the whole vehicle controller, and has the capabilities of data acquisition, logic judgment and execution control.

[0044] Specifically, during the working process of the electric vehicle, the driving module 4 will start to work to start, accelerate or stop the electric vehicle, etc., at this time the driving module 4 will generate heat, and because the front windshield 1 of the vehicle is close to the side of the driver's cabin, a negative pressure will be formed, the heat exchange module 2 and the heat dissipation module 3 are arranged in sequence on the side of the front windshield 1 of the vehicle where the negative pressure is formed, and the heat exchange module 2 will absorb the heat generated by the driving module 4. By electrically connecting the controller 5 with the heat exchange module 2 and the heat dissipation module 3 respectively, during the working process of the driving module 4, the controller 5 will obtain the first current state parameter of the heat exchange module 2 and the second current state parameter of the whole vehicle, wherein the first current state parameter at least includes the current temperature, and according to the first current state parameter and the second current state parameter, the working gear of the heat dissipation module 3 is determined, and the heat dissipation module 3 is controlled to be in the working gear. Under this working gear, the heat dissipation module 3 will suck the air outside from the negative pressure of the front windshield 1 of the vehicle into the heat exchange module 2, and discharge the heat absorbed in the heat exchange module 2, so as to reduce the temperature of the driving module 4 and ensure the stable operation of the driving module 4.

[0045] It should be noted that in the embodiment, the heat exchange module 2 is used to replace the original front end module of the electric vehicle, and the air intake from the original air intake grille is changed to air intake from the front windshield 1 of the vehicle, the air intake direction is changed, the air intake is no longer directly facing the driver's cabin, the "wind hitting" loss is reduced, the heat preservation ability of the driver's cabin is improved, the heating rate is improved, the heating energy consumption is reduced, the cost is reduced, the increased vehicle wind resistance after the air intake grille is opened is avoided, and the low-temperature endurance of the vehicle is improved.

[0046] The technical scheme of the embodiment of the present application, in the working process of the electric vehicle, the driving module will start to work and generate heat, and the negative pressure will be formed on the side of the vehicle front windshield glass close to the driver's cabin, the heat exchange module and the heat dissipation module are sequentially arranged on the side of the vehicle front windshield glass where the negative pressure is formed, and the heat exchange module will absorb the heat generated by the driving module. By electrically connecting the controller with the heat exchange module and the heat dissipation module, in the working process of the driving module, the controller obtains the first current state parameter of the heat exchange module and the second current state parameter of the whole vehicle, wherein the first current state parameter at least includes the current temperature, and according to the first current state parameter and the second current state parameter, the working gear of the heat dissipation module is determined, and the heat dissipation module is controlled to be in the working gear. In the working gear, the heat dissipation module will suck the air outside from the negative pressure of the vehicle front windshield glass to the heat exchange module, and discharge the heat absorbed in the heat exchange module, so as to reduce the temperature of the driving module and ensure the stable operation of the driving module. In addition, in the embodiment, the heat exchange module is used to replace the original front end module of the electric vehicle, and then the air grille is cancelled, so that the air is changed from the original air inlet grille to the air inlet from the vehicle front windshield glass, the air inlet direction is changed, the air inlet is no longer directly facing the driver's cabin, the "wind hitting" loss is reduced, the heat preservation capacity of the driver's cabin is improved, the heating rate is improved, the heating energy consumption is reduced, the cost is reduced, the increased vehicle wind resistance after the air inlet grille is opened is avoided, and the low-temperature endurance of the whole vehicle is improved.

[0047] Optionally, with reference to Figure 1 , the heat exchange module 2 includes cooling liquid, the first current state parameter includes the cooling liquid temperature, and the second current state parameter includes the current speed and the current environment temperature of the vehicle; the controller 5 is further used to determine the fan duty cycle of the heat dissipation module 3 according to the cooling liquid temperature, the current speed and the current environment temperature of the vehicle; and determine the working gear of the heat dissipation module 3 according to the fan duty cycle.

[0048] Specifically, the controller 5 determines the working gear of the heat dissipation module 3 by obtaining the current coolant temperature, the current speed of the vehicle and the current ambient temperature, wherein the coolant temperature can be obtained by a temperature sensor arranged on the heat exchange module 2, the current speed of the vehicle can be obtained by a speed sensor, and the current ambient temperature can be obtained by a thermometer or a temperature sensor, which can be determined according to actual conditions and is not limited herein. After obtaining the coolant temperature, the current speed of the vehicle and the current ambient temperature, the controller 5 can determine the fan duty cycle of the heat dissipation module 3 in combination with the target temperature of the coolant. The controller 5 can determine the fan duty cycle of the heat dissipation module 3 by some preset algorithm logic, calculation formula or preset corresponding relationship. After determining the fan duty cycle, the controller 5 can determine the working gear of the heat dissipation module 3 according to the fan duty cycle, so that the heat dissipation module 3 works at the working gear.

[0049] Optionally, with reference to Figure 1 , the controller 5 is further configured to determine the fan duty cycle of the heat dissipation module 3 according to the coolant temperature, the current speed of the vehicle and the current ambient temperature in combination with the target temperature of the coolant based on a preset calculation formula. ; wherein, the fan duty cycle is K p the temperature difference proportion coefficient is T act the coolant temperature is T tar the target temperature of the coolant is T env the ambient temperature coefficient is T amb the current ambient temperature is T ref the preset room temperature is T v the vehicle speed sensitive coefficient is v

[0050] Optionally, the temperature difference proportion coefficient ranges from 0.8 rpm / ℃ to 1.2 rpm / ℃, and the ambient temperature coefficient ranges from 0.2 to 0.5.

[0051] Specifically, the controller 3 determines the fan duty cycle of the heat dissipation module 3 according to the obtained coolant temperature, the current speed of the vehicle and the current ambient temperature, and according to the preset calculation formula by using the known temperature difference proportion coefficient K p , the ambient temperature coefficient K env , the preset room temperature T ref , the vehicle speed sensitive coefficient K v and the preset speed correction value v0, and the obtained coolant temperature T act , the current speed of the vehicle v and the current ambient temperature T ambSubstituting the above pre-design calculation formula, the fan duty ratio N of the heat dissipation module 3 can be quickly calculated, which is the cooling fan duty ratio required for the heat dissipation module 3 to dissipate the heat generated at present.

[0052] In addition, the temperature difference ratio coefficient ranges from 0.8 rpm / ℃ to 1.2 rpm / ℃, and exemplarily, the temperature difference ratio coefficient can be 0.8 rpm / ℃, 0.9 rpm / ℃, 1.0 rpm / ℃, 1.1 rpm / ℃ or 1.2 rpm / ℃, which can be determined according to actual conditions and is not limited herein. The ambient temperature coefficient is 0.2-0.5, and exemplarily, the ambient temperature coefficient is 0.2, 0.3, 0.4 or 0.5, which can be determined according to actual conditions and is not limited herein. The preset speed correction value v0 can be set in advance, and exemplarily, it can be 2 or 3, which can be determined according to actual conditions and is not limited herein.

[0053] Optionally, with reference to Figure 1 , the controller 5 is further configured to determine that the working gear of the heat dissipation module 3 is the first working gear when the fan duty ratio is greater than or equal to 70%, determine that the working gear of the heat dissipation module 3 is the second working gear when the fan duty ratio is greater than or equal to 40% and less than 70%, determine that the working gear of the heat dissipation module 3 is the third working gear when the fan duty ratio is greater than or equal to 20% and less than 40%, and determine that the working gear of the heat dissipation module 3 is the fourth working gear when the fan duty ratio is greater than 0 and less than 20%. The rotating speed of the heat dissipation module 3 corresponding to the first working gear is the first rotating speed, the rotating speed of the heat dissipation module 3 corresponding to the second working gear is the second rotating speed, the rotating speed of the heat dissipation module 3 corresponding to the third working gear is the third rotating speed, and the rotating speed of the heat dissipation module 3 corresponding to the fourth working gear is the fourth rotating speed. The first rotating speed, the second rotating speed, the third rotating speed and the fourth rotating speed decrease in turn.

[0054] Specifically, after the controller 5 determines the fan duty ratio of the heat dissipation module 3, the working gear of the heat dissipation module 3 can be determined according to the fan duty ratio. Specifically, when the controller 5 determines that the fan duty ratio is greater than or equal to 70%, at this time, the driving module 3 generates more heat, and a high-gear fan is needed to quickly dissipate heat at a high speed, so the controller 5 determines that the working gear of the heat dissipation module 3 is the first working gear, such as gear A, and the first speed of the heat dissipation module 3 corresponding to the first working gear is 100%, that is, rotating at full speed to achieve rapid heat dissipation. When the fan duty ratio is greater than or equal to 40% and less than 70%, at this time, the driving module 3 generates moderate heat, and a high-gear fan is needed to quickly dissipate heat at a high speed, so the controller 5 determines that the working gear of the heat dissipation module 3 is the second working gear, such as gear B, and the second speed of the heat dissipation module 3 corresponding to the second working gear is 70%, that is, rotating at a high speed to achieve rapid heat dissipation. When the fan duty ratio is greater than or equal to 20% and less than 40%, at this time, the driving module 3 generates less heat, and a low-gear fan can achieve rapid heat dissipation at a low speed, so the controller 5 determines that the working gear of the heat dissipation module 3 is the third working gear, such as gear C, and the third speed of the heat dissipation module 3 corresponding to the third working gear is 40%, that is, rotating at a low speed to achieve rapid heat dissipation and reduce cost. When the fan duty ratio is greater than 0 and less than 20%, at this time, the driving module 3 generates little heat, and the fan does not need to be turned on to achieve heat dissipation effect, so the controller 5 determines that the working gear of the heat dissipation module 3 is the fourth working gear, such as the idle gear, and the fourth speed of the heat dissipation module 3 corresponding to the fourth working gear is 0, which achieves rapid heat dissipation. In this way, the adaptation between the speed of the heat dissipation module 3 and the fan duty ratio is achieved, which improves the heat dissipation efficiency while reducing the cost.

[0055] Based on the same inventive concept, Figure 2 A flowchart of an electric vehicle range improvement method is provided for the electric vehicle range improvement system described above. The method comprises:

[0056] S110, acquiring a first current state parameter of a heat exchange module and a second current state parameter of a whole vehicle.

[0057] S120, determining a working gear of a heat dissipation module according to the first current state parameter and the second current state parameter.

[0058] Specifically, during the working process of the electric vehicle, the driving module starts to work to start, accelerate or stop the electric vehicle, and the driving module generates heat at this time, and the negative pressure is formed on the side of the front windshield glass close to the driver's cabin, the heat exchange module and the heat dissipation module are sequentially arranged on the side of the front windshield glass where the negative pressure is formed, and the heat exchange module absorbs the heat generated by the driving module. During the working process of the driving module, the first current state parameter of the heat exchange module and the second current state parameter of the whole vehicle are obtained, wherein the first current state parameter at least includes the current temperature, and the working gear of the heat dissipation module is determined according to the first current state parameter and the second current state parameter, and the heat dissipation module is controlled to be in the working gear. Under the working gear, the heat dissipation module will suck the air outside from the negative pressure of the front windshield glass to the heat exchange module, and discharge the heat absorbed in the heat exchange module, so as to reduce the temperature of the driving module and ensure the stable operation of the driving module.

[0059] It should be noted that in the embodiment, the heat exchange module is used to replace the original front end module of the electric vehicle, and the air inlet is changed from the original air inlet grille to the air inlet from the front windshield glass, the air inlet direction is changed, the air inlet is no longer directly opposite to the driver's cabin, the wind loss is reduced, the heat preservation capacity of the driver's cabin is improved, the heating rate is improved, the heating energy consumption is reduced, the cost is reduced, the increased vehicle wind resistance after the air inlet grille is opened is avoided, and the low-temperature endurance of the whole vehicle is improved.

[0060] The technical features of the embodiment of the present application are that the first current state parameter of the heat exchange module and the second current state parameter of the whole vehicle are obtained, and the working gear of the heat dissipation module is determined according to the first current state parameter and the second current state parameter. By using the above method, the heat preservation capacity of the driver's cabin is improved, the heating rate is improved, the heating energy consumption is reduced, the cost is reduced, the increased vehicle wind resistance after the air inlet grille is opened is avoided, and the low-temperature endurance of the whole vehicle is improved.

[0061] In another specific embodiment, Figure 3 The flowchart of another electric vehicle endurance improvement method provided by the embodiment of the present application is provided, and the specific implementation manner of S120 in the above embodiment, that is, determining the working gear of the heat dissipation module according to the first current state parameter and the second current state parameter, is refined as follows:

[0062] According to the coolant temperature, the current speed of the vehicle and the current environment temperature, the fan duty cycle of the heat dissipation module is determined.

[0063] According to the fan duty cycle, the working gear of the heat dissipation module is determined.

[0064] The details of the embodiment not described in detail can refer to the above embodiment, which will not be described here.

[0065] Reference Figure 3As shown, the method comprises:

[0066] S210, acquiring a first current state parameter of the heat exchange module and a second current state parameter of the whole vehicle.

[0067] The heat exchange module comprises cooling liquid, the first current state parameter comprises the cooling liquid temperature, and the second current state parameter comprises the current speed and the current environment temperature of the vehicle.

[0068] S220, determining the fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed and the current environment temperature of the vehicle.

[0069] S230, determining the working gear of the heat dissipation module according to the fan duty cycle.

[0070] Specifically, when determining the working gear of the heat dissipation module, the current cooling liquid temperature of the cooling liquid, the current speed of the vehicle and the current environment temperature are acquired, wherein the acquisition of the cooling liquid temperature can include but is not limited to obtaining through the temperature sensor arranged on the heat exchange module, the acquisition of the current speed of the vehicle can include but is not limited to obtaining through the speed sensor, and the acquisition of the current environment temperature can include but is not limited to obtaining through the thermometer or the temperature sensor, etc., which can be determined according to the actual situation, and is not limited herein. After the cooling liquid temperature, the current speed of the vehicle and the current environment temperature are acquired, the fan duty cycle of the heat dissipation module can be determined in combination with the target temperature of the cooling liquid. The fan duty cycle of the heat dissipation module can be determined through some preset algorithm logic, calculation formula or preset corresponding relationship, etc. After the fan duty cycle is determined, the working gear of the heat dissipation module can be determined according to the fan duty cycle, so that the heat dissipation module works at the working gear.

[0071] The technical scheme of the embodiment of the application determines the fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed and the current environment temperature of the vehicle, and determines the working gear of the heat dissipation module according to the fan duty cycle. By using the above method, the determination of the fan duty cycle is realized, the working gear of the heat dissipation module is determined according to the fan duty cycle, the heating efficiency is improved, the cost is reduced, the heating energy consumption is reduced, and the whole vehicle endurance is improved.

[0072] In another specific embodiment, Figure 4 The flowchart of another electric vehicle endurance improvement method provided by the embodiment of the application, the specific implementation manner of S220 in the above embodiment, i.e., determining the fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed and the current environment temperature of the vehicle, is refined as follows:

[0073] According to the coolant temperature, the current speed of the vehicle and the current ambient temperature, in combination with the target temperature of the coolant, a fan duty cycle of the heat dissipation module is determined based on a pre-designed calculation formula, the pre-designed calculation formula being: ;

[0074] wherein, is the fan duty cycle, K p is a temperature difference proportion coefficient, T act is the coolant temperature, T tar is the target temperature of the coolant, K env is an ambient temperature coefficient, T amb is the current ambient temperature, T ref is a preset room temperature, K v is a vehicle speed sensitive coefficient, v is the current speed of the vehicle, and v0 is a preset speed correction value.

[0075] Further, the specific implementation manner of determining the working gear of the heat dissipation module according to the fan duty cycle in S230 is refined as follows:

[0076] when the fan duty cycle is greater than or equal to 70%, the working gear of the heat dissipation module is determined as the first working gear;

[0077] when the fan duty cycle is greater than or equal to 40% and less than 70%, the working gear of the heat dissipation module is determined as the second working gear;

[0078] when the fan duty cycle is greater than or equal to 20% and less than 40%, the working gear of the heat dissipation module is determined as the third working gear;

[0079] when the fan duty cycle is greater than 0 and less than 20%, the working gear of the heat dissipation module is determined as the fourth working gear;

[0080] wherein, the rotating speed of the heat dissipation module corresponding to the first working gear is the first rotating speed, the rotating speed of the heat dissipation module corresponding to the second working gear is the second rotating speed, the rotating speed of the heat dissipation module corresponding to the third working gear is the third rotating speed, and the rotating speed of the heat dissipation module corresponding to the fourth working gear is the fourth rotating speed, the first rotating speed, the second rotating speed, the third rotating speed and the fourth rotating speed decrease in turn.

[0081] The details of the embodiment not described above can refer to the above-described embodiments, which will not be described here again.

[0082] Referring to FIG. Figure 4 The method comprises the following steps:

[0083] S310, acquiring a first current state parameter of a heat exchange module and a second current state parameter of a whole vehicle.

[0084] S320, determining the fan duty cycle of the heat dissipation module according to the coolant temperature, the current speed of the vehicle and the current ambient temperature, in combination with the target temperature of the coolant, based on a pre-designed calculation formula.

[0085] wherein the pre-designed calculation formula is: ; N = K T + K T + K T + K v + K v0 p K is a temperature difference proportion coefficient, T act T is the coolant temperature, T tar K is the target temperature of the coolant, T env K is an ambient temperature coefficient, T amb T is the current ambient temperature, T ref K is a preset room temperature, T v K is a vehicle speed sensitive coefficient, v is the current speed of the vehicle, and v0 is a preset speed correction value.

[0086] Optionally, the temperature difference proportion coefficient ranges from 0.8 rpm / ℃ to 1.2 rpm / ℃, and the ambient temperature coefficient ranges from 0.2 to 0.5.

[0087] Specifically, when determining the fan duty cycle of the heat dissipation module, according to the obtained coolant temperature, the current speed of the vehicle and the current ambient temperature, according to the pre-designed calculation formula , by substituting the known temperature difference proportion coefficient K p , the ambient temperature coefficient K env , the preset room temperature T ref , the vehicle speed sensitive coefficient K v and the preset speed correction value v0, and the obtained coolant temperature T act , the current speed of the vehicle v and the current ambient temperature T amb into the above pre-designed calculation formula, the fan duty cycle N of the heat dissipation module can be quickly calculated, which is the required cooling fan duty cycle for dissipating the heat generated by the heat dissipation module.

[0088] In addition, the temperature difference proportion coefficient ranges from 0.8 rpm / ℃ to 1.2 rpm / ℃, and exemplarily, the temperature difference proportion coefficient can be 0.8 rpm / ℃, 0.9 rpm / ℃, 1.0 rpm / ℃, 1.1 rpm / ℃ or 1.2 rpm / ℃, which can be determined according to actual conditions, and is not limited herein. The ambient temperature coefficient ranges from 0.2 to 0.5, and exemplarily, the ambient temperature coefficient can be 0.2, 0.3, 0.4 or 0.5, which can be determined according to actual conditions, and is not limited herein. The preset speed correction value v0 can be set in advance, and exemplarily, can be 2 or 3, which can be determined according to actual conditions, and is not limited herein.

[0089] S330, when the fan duty cycle is greater than or equal to 70%, determining that the working gear of the heat dissipation module is a first working gear.

[0090] S340, when the fan duty cycle is greater than or equal to 40% and less than 70%, determining that the working gear of the heat dissipation module is a second working gear.

[0091] S350, when the fan duty cycle is greater than or equal to 20% and less than 40%, determining that the working gear of the heat dissipation module is a third working gear.

[0092] S360, when the fan duty cycle is greater than 0 and less than 20%, determining that the working gear of the heat dissipation module is a fourth working gear.

[0093] The first working gear corresponds to a first rotating speed of the heat dissipation module, the second working gear corresponds to a second rotating speed of the heat dissipation module, the third working gear corresponds to a third rotating speed of the heat dissipation module, and the fourth working gear corresponds to a fourth rotating speed of the heat dissipation module, and the first rotating speed, the second rotating speed, the third rotating speed and the fourth rotating speed decrease in turn.

[0094] Specifically, after determining the fan duty cycle of the heat dissipation module, the working gear of the heat dissipation module can be determined according to the fan duty cycle. Specifically, when the fan duty cycle is greater than or equal to 70%, the heat generated by the driving module is relatively large, and a high-gear fan is needed to quickly dissipate heat at a high rotating speed, so the working gear of the heat dissipation module is determined to be a first working gear, such as gear A, the first working gear corresponds to a first rotating speed of the heat dissipation module, which is 100%, i.e. rotating at full speed to achieve rapid heat dissipation. When the fan duty cycle is greater than or equal to 40% and less than 70%, the heat generated by the driving module is moderate, and a high-gear fan is needed to quickly dissipate heat at a high rotating speed, so the working gear of the heat dissipation module is determined to be a second working gear, such as gear B, the second working gear corresponds to a second rotating speed of the heat dissipation module, which is 70%, i.e. rotating at a high speed to achieve rapid heat dissipation. When the fan duty cycle is greater than or equal to 20% and less than 40%, the heat generated by the driving module is relatively small, and a low-gear fan can achieve rapid heat dissipation at a low rotating speed, so the working gear of the heat dissipation module is determined to be a third working gear, such as gear C, the third working gear corresponds to a third rotating speed of the heat dissipation module, which is 40%, i.e. rotating at a low speed to achieve rapid heat dissipation and reduce cost. When the fan duty cycle is greater than 0 and less than 20%, the heat generated by the driving module is very small, and the fan does not need to be turned on to achieve heat dissipation effect, so the working gear of the heat dissipation module is determined to be a fourth working gear, such as gear off, the fan is turned off, the fourth working gear corresponds to a fourth rotating speed of the heat dissipation module, which is 0, to achieve rapid heat dissipation. In this way, the adaptation between the rotating speed of the heat dissipation module and the fan duty cycle is achieved, the heat dissipation efficiency is improved, and the cost is reduced.

[0095] The technical scheme of the embodiment of the present application determines the fan duty cycle of the heat dissipation module according to the coolant temperature, the current speed of the vehicle, and the current ambient temperature, in combination with the target temperature of the coolant, based on a pre-designed calculation formula; when the fan duty cycle is greater than or equal to 70%, the working gear of the heat dissipation module is determined as the first working gear; when the fan duty cycle is greater than or equal to 40% and less than 70%, the working gear of the heat dissipation module is determined as the second working gear; when the fan duty cycle is greater than or equal to 20% and less than 40%, the working gear of the heat dissipation module is determined as the third working gear; and when the fan duty cycle is greater than 0 and less than 20%, the working gear of the heat dissipation module is determined as the fourth working gear. By using the above method, the adaptation between the rotation speed of the heat dissipation module and the fan duty cycle is realized, and the heat dissipation efficiency is improved while the cost is reduced.

[0096] It should be understood that the various forms of flow shown above can be reordered, added to, or deleted from without departing from the scope of the present application. For example, the steps recited in the present application can be performed in parallel, in series, or in a different order, and the present application is not limited in this regard.

[0097] The specific embodiments described above do not constitute an limitation on the scope of the application. Those skilled in the art will readily understand that various modifications, combinations, sub-combinations, and alternatives of the embodiments described above can be made based on design requirements and other factors insofar as they come within the spirit and scope of the application. Any modification, equivalent replacement, and improvement made within the spirit and principle of the application shall fall within the scope of the application.

Claims

1. An electric vehicle range boost system, characterized by, The system comprises a vehicle front windshield, a heat exchange module, a heat dissipation module, a driving module and a controller; the heat exchange module and the heat dissipation module are sequentially located on the side of the vehicle front windshield close to the cab; The heat exchange module is used for absorbing heat generated by the driving module during operation; The controller is electrically connected with the heat exchange module and the heat dissipation module, respectively, and is used for acquiring a first current state parameter of the heat exchange module and a second current state parameter of the whole vehicle, and determining a working gear of the heat dissipation module according to the first current state parameter and the second current state parameter; The heat dissipation module is further used for sucking air from the vehicle front windshield through the heat exchange module at the working gear, and dissipating heat generated by the heat exchange module by using the air.

2. The electric vehicle range extender system of claim 1, wherein, The heat exchange module comprises cooling liquid, the first current state parameter comprises the cooling liquid temperature, and the second current state parameter comprises a current speed and a current environment temperature of the vehicle; The controller is further used for determining a fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed and the current environment temperature of the vehicle, and determining the working gear of the heat dissipation module according to the fan duty cycle.

3. The electric vehicle range extender system of claim 2, wherein, The controller is further used for determining the fan duty cycle of the heat dissipation module according to the cooling liquid temperature, the current speed and the current environment temperature of the vehicle, in combination with a target temperature of the cooling liquid, and based on a pre-designed calculation formula. The pre-design calculation formula is: ; wherein, is the fan duty cycle, K p is the temperature difference coefficient, T act is the cooling liquid temperature, T tar is the target temperature of the cooling liquid, K env is the ambient temperature coefficient, T amb is the current ambient temperature, T ref is the preset room temperature, K v is the vehicle speed sensitivity coefficient, v is the current speed of the vehicle, and v0 is a preset speed correction value.

4. The electric vehicle range extender system of claim 3, wherein, The temperature difference proportion coefficient ranges from 0.8 rpm / ℃ to 1.2 rpm / ℃, and the environment temperature coefficient ranges from 0.2 to 0.

5.

5. The electric vehicle range extender system of claim 2, wherein, The controller is further used for determining the working gear of the heat dissipation module as a first working gear when the fan duty cycle is greater than or equal to 70%, determining the working gear of the heat dissipation module as a second working gear when the fan duty cycle is greater than or equal to 40% and less than 70%, determining the working gear of the heat dissipation module as a third working gear when the fan duty cycle is greater than or equal to 20% and less than 40%, and determining the working gear of the heat dissipation module as a fourth working gear when the fan duty cycle is greater than 0 and less than 20%. The first working gear corresponds to a first rotating speed of the heat dissipation module, the second working gear corresponds to a second rotating speed of the heat dissipation module, the third working gear corresponds to a third rotating speed of the heat dissipation module, the fourth working gear corresponds to a fourth rotating speed of the heat dissipation module, and the first rotating speed, the second rotating speed, the third rotating speed and the fourth rotating speed decrease in turn.

6. An electric vehicle range enhancement method, characterized by, The method is applied to the electric vehicle range improvement system of any one of claims 1-5, and the method comprises: acquiring a first current state parameter of a heat exchange module and a second current state parameter of a whole vehicle; determining a working gear of a heat dissipation module according to the first current state parameter and the second current state parameter.

7. The method of claim 6, wherein, The heat exchange module comprises cooling liquid, the first current state parameter comprises the cooling liquid temperature, and the second current state parameter comprises a current speed and a current environment temperature of the vehicle; According to the first current state parameter and the second current state parameter, a working gear of the heat dissipation module is determined, including: According to the coolant temperature, the current speed of the vehicle and the current environment temperature, a fan duty ratio of the heat dissipation module is determined; According to the fan duty ratio, the working gear of the heat dissipation module is determined.

8. The electric vehicle range boost method of claim 7, wherein, According to the coolant temperature, the current speed of the vehicle and the current environment temperature, a fan duty ratio of the heat dissipation module is determined, including: According to the cooling liquid temperature, the current speed of the vehicle and the current environment temperature, in combination with the target temperature of the cooling liquid, a fan duty cycle of the heat dissipation module is determined based on a pre-designed calculation formula, which is: ; wherein, is the fan duty cycle, K p is the temperature difference coefficient, T act is the coolant temperature, T tar is the target coolant temperature, K env is the ambient temperature coefficient, T amb is the current ambient temperature, T ref is the preset room temperature, K v is the vehicle speed sensitivity coefficient, v is the current speed of the vehicle, and v0 is a preset speed correction value.

9. The electric vehicle range boost method of claim 8, wherein, The range of the temperature difference proportional coefficient is 0.8 rpm / ℃-1.2 rpm / ℃, and the environment temperature coefficient is 0.2-0.

5.

10. The method of claim 7, wherein, According to the fan duty ratio, the working gear of the heat dissipation module is determined, including: When the fan duty ratio is greater than or equal to 70%, the working gear of the heat dissipation module is determined as a first working gear; When the fan duty ratio is greater than or equal to 40% and less than 70%, the working gear of the heat dissipation module is determined as a second working gear; When the fan duty ratio is greater than or equal to 20% and less than 40%, the working gear of the heat dissipation module is determined as a third working gear; When the fan duty ratio is greater than 0 and less than 20%, the working gear of the heat dissipation module is determined as a fourth working gear; The first working gear corresponds to a first rotating speed of the heat dissipation module, the second working gear corresponds to a second rotating speed of the heat dissipation module, the third working gear corresponds to a third rotating speed of the heat dissipation module, and the fourth working gear corresponds to a fourth rotating speed of the heat dissipation module, and the first rotating speed, the second rotating speed, the third rotating speed and the fourth rotating speed decrease in turn.

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