Vehicle heat dissipation control method, electronic equipment and storage medium

Abstract

The invention provides a vehicle heat dissipation control method, electronic equipment and a storage medium, the method is applied to the technical field of thermal management of vehicles, and the method comprises the steps that target data related to thermal management of an engine is acquired; according to the target data, determining a target height of the radiator fin relative to the first reference plane and / or a target inclination angle of the radiator fin relative to the second reference plane; wherein the first reference plane is parallel to the length direction of the vehicle body, and the second reference plane is parallel to the height direction of the vehicle body and perpendicular to the advancing direction of the vehicle; and adjusting the actual height of the radiator fin relative to the first reference plane to a target height, and / or adjusting the actual inclination angle of the radiator fin relative to the second reference plane to a target inclination angle. According to the method, the heat dissipation efficiency of the radiator fins can be matched with the dynamically changing heat dissipation requirement, and the balance between the heat dissipation performance and the vehicle comprehensive requirement is achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and more specifically, to a vehicle heat dissipation control method, electronic device, and storage medium in the field of vehicle thermal management technology. Background Technology

[0002] As the core power unit of a vehicle, the engine generates a lot of heat during operation. An efficient cooling system is the key to ensuring that the engine is always in the optimal operating temperature range, maintaining stable performance and extending its service life.

[0003] In traditional vehicle cooling systems, radiators typically employ a fixed structure design. Their core cooling components consist of a radiator core and densely packed, fixed radiator fins. Outside air flows in through the air intake grille, passing over the surfaces of these fixed radiator fins, and carrying away heat from the coolant through heat exchange. However, the cooling capacity of traditional radiators is static, and their efficiency is ill-suited to dynamically changing cooling demands. Summary of the Invention

[0004] This application provides a vehicle heat dissipation control method, electronic device, and storage medium. The method enables the heat dissipation efficiency of the radiator fins to match dynamically changing heat dissipation demands, thereby achieving a balance between heat dissipation performance and overall vehicle requirements.

[0005] In a first aspect, a method for controlling vehicle heat dissipation is provided. The method includes: acquiring target data related to engine thermal management; determining, based on the target data, a target height of the radiator fins relative to a first reference plane and / or a target tilt angle of the radiator fins relative to a second reference plane; wherein the first reference plane is parallel to the length direction of the vehicle body, and the second reference plane is parallel to the height direction of the vehicle body and perpendicular to the vehicle's forward direction; adjusting the actual height of the radiator fins relative to the first reference plane to the target height, and / or adjusting the actual tilt angle of the radiator fins relative to the second reference plane to the target tilt angle.

[0006] The above technical solution achieves the vertical movement and angular deflection of the radiator fins by adjusting their actual height and offset angle. Combining target data related to engine cooling, the target height of the radiator fins relative to a first reference plane and / or the target tilt angle of the radiator fins relative to a second reference plane are determined. The actual height and / or tilt angle of the radiator fins are then adjusted according to these target heights and / or tilt angles, ensuring that the current position of the radiator fins meets the engine's current cooling requirements, guaranteeing cooling efficiency, and thus keeping the engine in an optimal thermal management state, improving operational stability and durability. Furthermore, while ensuring the engine's cooling needs are met, optimizing vehicle cooling performance through radiator fin position adjustment avoids damage to the vehicle's aesthetics. Cleaning and maintenance do not require disassembly of parts; the adjustable radiator fins can be adjusted to the maintenance position, significantly reducing maintenance costs and time.

[0007] In conjunction with the first aspect, in some possible implementations, determining the target height of the radiator fins relative to the first reference plane and / or the target tilt angle of the radiator fins relative to the second reference plane based on the target data includes: determining whether the engine has a cooling requirement based on the target data; if the engine does not have a cooling requirement, determining the target height of the radiator fins relative to the first reference plane as a first height, and / or determining the target tilt angle of the radiator fins relative to the second reference plane as 0; at the first height, the overlap rate between the projection area of ​​the radiator fins on the second reference plane and the projection area of ​​the air intake grille on the second reference plane is less than or equal to a first preset overlap rate threshold; if the engine has a cooling requirement, determining the target height of the radiator fins relative to the first reference plane as a second height, and / or determining the target tilt angle of the radiator fins relative to the second reference plane is greater than or equal to 0; at the second height, the overlap rate between the projection area of ​​the radiator fins on the second reference plane and the projection area of ​​the air intake grille on the second reference plane is greater than or equal to a second preset overlap rate threshold.

[0008] The above technical solution, when the engine has no current cooling requirement, adjusts the actual height of the radiator fins relative to the first reference plane to the first height. This effectively ensures that the radiator fins avoid the air intake grille as much as possible, thus ensuring that the cooling airflow basically bypasses the radiator fins, meeting the requirements of low wind resistance and rapid warm-up, allowing the engine coolant temperature to rise rapidly so that the driver can quickly receive warm air. Simultaneously, by setting the target tilt angle to 0 degrees, it means that after the radiator fins move to the first height, their contours remain parallel to the mounting space wall in the engine compartment. Throughout the entire operation, the radiator fins can move only in the vertical direction, and their movement trajectory is a simple straight line, making control more convenient. Since the radiator fins do not deflect at the first height, there is no need to reserve additional three-dimensional space at the first height, saving engine compartment resources. When the engine has a current cooling requirement, by adjusting the radiator fins to the second height, the radiator fins are moved to the air intake of the air intake grille, achieving efficient heat dissipation. Based on this, by setting an angle greater than or equal to 0, especially an angle greater than 0, the radiator fins can more actively guide and capture the cooling air from the air intake grille. The presence of the angle increases the effective path length of the cooling air flowing through the radiator fins, thereby improving heat dissipation efficiency.

[0009] Combining the first aspect and the above implementation methods, in some possible implementation methods, when the engine has a heat dissipation requirement, the target tilt angle is determined in the following way: obtaining the target heat dissipation of the engine and the characteristic parameters of the radiator fins; and determining the target tilt angle of the radiator fins relative to the second reference plane based on the target heat dissipation and the characteristic parameters.

[0010] In the above technical solution, the characteristic parameters of the heat sink can characterize the current heat dissipation capacity of the heat sink, and the target heat dissipation capacity characterizes the current heat dissipation demand. Therefore, the target tilt angle determined based on the target heat dissipation capacity and characteristic parameters takes into account both the current heat dissipation capacity and heat dissipation demand, thereby improving the rationality and accuracy of the determined target tilt angle.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the characteristic parameters of the heat sink include: the vertical windward area of ​​the heat sink, which refers to the windward area when the heat sink is perpendicular to the first reference plane; determining the target tilt angle of the heat sink relative to the second reference plane based on the target heat dissipation and characteristic parameters, including: determining the reference heat dissipation of the heat sink under the vertical windward area; and determining the target tilt angle of the heat sink relative to the second reference plane based on the reference heat dissipation and the target heat dissipation.

[0012] The above technical solution compares the dynamic target heat dissipation with the inherent benchmark heat dissipation in real time, transforming qualitative heat dissipation requirements into quantitative geometric control commands. This enables precise control of the radiator fin tilt angle, ensuring that the radiator fin's heat dissipation capacity is accurately matched with the engine's actual operating conditions. This avoids the risk of overheating due to insufficient heat dissipation and prevents energy waste caused by excessive heat dissipation and increased wind resistance, thus facilitating the comprehensive optimization of heat dissipation efficiency and overall vehicle energy efficiency.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the characteristic parameters of the heat sink also include: the heat transfer coefficient of the heat sink and the logarithmic mean temperature difference; determining the reference heat dissipation of the heat sink under the vertical windward area includes: determining the reference heat dissipation of the heat sink under the vertical windward area based on the heat transfer coefficient of the heat sink, the logarithmic mean temperature difference and the vertical windward area of ​​the heat sink.

[0014] In combination with the first aspect and the above implementation, in some possible implementations, the method further includes: in response to a cleaning command for the radiator fins, controlling the radiator fins to rise to a position where they are at least partially exposed outside the engine compartment.

[0015] The above technical solution raises the radiator fins, so that most of the radiator fins are completely exposed beyond the engine hood. Although the remaining parts are not completely exposed, they can still be cleaned from all angles through the air intake grille, avoiding the problem of difficult cleaning. The radiator fins can be cleaned without disassembly, reducing maintenance costs.

[0016] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the vehicle further includes a lifting mechanism and / or a rotating mechanism. The lifting mechanism is used to adjust the actual height of the radiator fins relative to the first reference plane, and the rotating mechanism is used to adjust the actual tilt angle of the radiator fins relative to the second reference plane. Adjusting the actual height of the radiator fins relative to the first reference plane to a target height, and / or adjusting the actual tilt angle of the radiator fins relative to the second reference plane to a target tilt angle includes: controlling the lifting mechanism to move the radiator fins to adjust the actual height of the radiator fins relative to the first reference plane to the target height; and / or controlling the rotating mechanism to rotate the radiator fins to adjust the actual tilt angle of the radiator fins relative to the second reference plane to the target tilt angle.

[0017] The above technical solution, by setting up a lifting mechanism and / or a rotating mechanism, facilitates the precise adjustment of the height of the radiator fins and / or the precise adjustment of the tilt angle.

[0018] In combination with the first aspect and the above-described implementations, in some possible implementations, the lifting mechanism includes a first drive motor, a first moving component, a second moving component, two first gears, and two second gears. A first motor gear is mounted on the output shaft of the first drive motor, and racks are mounted on the first and second moving components. The rotating mechanism includes a second drive motor, a third gear, and a rotating shaft. A second motor gear is mounted on the output shaft of the second drive motor. The rack in the first moving component meshes with the two first gears, the rack in the second moving component meshes with the two second gears, and the first motor gear meshes with the rack in the first moving component. The two first gears have a gap, and the two second gears have a gap. The side of the first moving component opposite to the rack is rotatably connected to the third gear. A radiator fin is fixedly mounted on the rotating shaft. The first... The first end is fixedly connected to the third gear, and the side of the second moving component opposite to the rack is rotatably connected to the second end of the rotating shaft. The second motor gear meshes with the third gear. The lifting mechanism is controlled to move the radiator fins to adjust the actual height of the radiator fins relative to the first reference plane to the target height, including: obtaining a first rotation angle corresponding to the target height; controlling the first drive motor to rotate the first rotation angle to adjust the actual height of the radiator fins relative to the first reference plane to the target height; and / or, controlling the rotation mechanism to rotate the radiator fins to adjust the actual tilt angle of the radiator fins relative to the second reference plane to the target tilt angle, including: obtaining a second rotation angle corresponding to the target tilt angle; controlling the second drive motor to rotate the second rotation angle to adjust the actual tilt angle of the radiator fins relative to the second reference plane to the target tilt angle.

[0019] The above technical solution employs a symmetrically arranged lifting mechanism with two moving parts and four fixed gears (two first gears and two second gears) to ensure balanced force distribution. The rotating mechanism is integrated within the two moving parts, making full use of vertical space, resulting in a compact overall structure that adapts to the confined space of the engine compartment. Two sets of fixed gears provide precise vertical guidance for the lifting motion, and the two ends of the rotating shaft are connected to the first and second moving parts respectively, ensuring rotational stability.

[0020] In a second aspect, a vehicle cooling control device is provided, comprising: an acquisition module for acquiring target data related to engine thermal management; a determination module for determining, based on the target data, a target height of the radiator fins relative to a first reference plane and / or a target tilt angle of the radiator fins relative to a second reference plane; wherein the first reference plane is parallel to the length direction of the vehicle body, and the second reference plane is parallel to the height direction of the vehicle body and perpendicular to the vehicle's forward direction; and an adjustment module for adjusting the actual height of the radiator fins relative to the first reference plane to the target height, and / or adjusting the actual tilt angle of the radiator fins relative to the second reference plane to the target tilt angle.

[0021] Thirdly, an electronic device is provided, comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, causing the electronic device to perform the method described in the first aspect or any possible implementation thereof.

[0022] Fourthly, a vehicle is provided that includes the electronic equipment described in the third aspect.

[0023] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0024] In a sixth aspect, a non-volatile storage medium is provided, which stores computer program code that, when executed on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application; Figure 2 This is a schematic cross-sectional view of an inclined heat sink provided in an embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle heat dissipation control method provided in an embodiment of this application; Figure 4 This is a cross-sectional view of an adjustment mechanism and a heat sink provided in an embodiment of this application; Figure 5 This is a cross-sectional schematic diagram of a heat sink fin in an unraised state, provided in an embodiment of this application; Figure 6 This is a cross-sectional schematic diagram of a heat sink fin in a raised state, provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a vehicle cooling control device provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0026] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0028] As the core power unit of a vehicle, the engine generates a large amount of heat during operation. An efficient cooling system is crucial to ensuring that the engine always operates within its optimal temperature range, maintains stable performance, and extends its service life. Currently, vehicles generally use a radiator-based cooling system. This system exchanges heat with the air through radiator fins, dissipating the heat from the engine coolant to the external environment, thereby achieving thermal management and regulation of the engine.

[0029] In traditional vehicle cooling systems, radiators typically employ a fixed structure design. The core cooling component consists of a radiator core and densely arranged fixed radiator fins. Outside air flows in through the intake grille, passing over the surfaces of these fixed radiator fins, and carrying away heat from the coolant through heat exchange. The spatial position and orientation of the fixed radiator fins remain constant, achieving heat exchange through a predetermined heat dissipation area and structural shape. During the design process, to improve cooling efficiency, the number of radiator fins is often increased or their arrangement density optimized to expand the heat dissipation area; this is the mainstream technical approach for improving cooling performance. Simultaneously, these radiators require regular cleaning and maintenance to remove dust and debris adhering to the radiator fin surfaces, preventing blockage of heat dissipation channels and a decrease in cooling efficiency. However, this traditional fixed radiator fin design has the following technical problems: A streamlined vehicle exterior design is not only an aesthetic requirement, but also a core element for reducing wind resistance and improving driving economy. Traditional radiator designs often present a trade-off between aesthetic appeal and functional efficiency. The radiator fin structure designed to increase heat dissipation area can sometimes disrupt the overall streamlined design of the vehicle, affecting its appearance.

[0030] Traditional radiator fins are fixed to the vehicle body and surrounding components. Cleaning and maintenance require disassembling the front bumper, air deflector, and other related parts. The whole process is cumbersome, time-consuming, and labor-intensive, increasing the vehicle's maintenance costs.

[0031] Vehicles face complex and variable operating conditions during operation, with variations in engine heat generation rates and external cooling conditions. Traditional radiators use a fixed fin design, whose cooling capacity is static and cannot be adjusted according to actual operating conditions. This results in cooling efficiency that is difficult to match dynamically changing cooling demands. For example, in low-speed congested traffic, the frontal airflow effect is insufficient, and the engine's heat generation is concentrated while the external airflow is weak, easily leading to insufficient cooling. Conversely, at high speeds, the cooling capacity may be excessive, increasing unnecessary wind resistance. This lack of adaptability directly affects the engine's operational stability and may even cause overheating failures.

[0032] Furthermore, to more precisely control the cooling airflow and reduce wind resistance, an active adjustable air intake grille technology has emerged. This involves installing grille fins controlled by multiple independently driven devices on the front and / or back of the radiator fins, controlling the airflow into the radiator core by adjusting the opening angle of the grille fins. However, this solution essentially performs external throttling and control of the airflow entering the radiator, without altering the inherent fixed and unadjustable nature of the radiator itself. In other words, this technology adjusts the airflow by regulating the opening of the grille fins, but does not modify the radiator fins themselves. Therefore, the fundamental contradictions arising from the radiator core and radiator fins being fixed heat exchange modules persist: First, the dense radiator fin structure designed to meet cooling requirements remains visible through the grille gaps even when the vehicle is stationary or the grille is closed, contradicting the overall aesthetic design of the vehicle; second, the radiator fins are fixed in the narrow engine compartment, making it extremely difficult to clean accumulated dust and debris, and requiring complex disassembly procedures for maintenance.

[0033] Furthermore, adjusting the grille essentially throttles the airflow into the radiator by controlling its opening, and the radiator fins can only passively receive the limited airflow. In other words, no matter how the grille is adjusted, its effect is limited to changing the amount of airflow reaching the fixed radiator fins. The radiator fins themselves remain in a passive and fixed state. This results in low adjustment efficiency when airflow demand is low, and when heat dissipation demand is high, it is limited by the inherent static performance limit of the radiator.

[0034] To address the technical problems of aesthetic and functional conflicts, inconvenient maintenance, and low heat dissipation efficiency in vehicle cooling systems, embodiments of this application provide a vehicle cooling control method applied to a vehicle controller. This method aims to design adjustable radiator fins, dynamically adjusting the actual height and tilt angle of the radiator fins to match dynamically changing heat dissipation demands, thereby achieving a balance between heat dissipation performance and the overall vehicle requirements.

[0035] This embodiment directly adjusts the radiator fins, allowing them to actively change their posture to efficiently utilize airflow. This not only enables faster and more precise control of heat dissipation intensity but also improves heat dissipation efficiency. Through raising, lowering, and deflecting, the radiator fins can actively adjust themselves to the optimal windward position and angle, maximizing the use of available airflow, optimizing airflow paths, and enhancing turbulence. Therefore, under the same airflow conditions, it achieves higher instantaneous heat dissipation efficiency than adjusting grille fins, even exceeding the theoretical heat dissipation limit of fixed radiator fins. When heat dissipation is not required, the radiator fins can be completely retracted, and their appearance is not visible through the grille gaps, improving aesthetics. When maintenance is needed, the radiator fins can be raised to the cleaning position for cleaning without disassembly.

[0036] Figure 1 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application.

[0037] For example, such as Figure 1 As shown, the vehicle includes: a sensor network 101, an intelligent control unit 102, an adjustment mechanism 103, and a radiator fin 104.

[0038] Sensor network 101 includes a series of sensors deployed on the vehicle, including temperature sensors, vehicle speed sensors, air intake sensors, etc., for real-time acquisition of target data related to engine thermal management.

[0039] The intelligent control unit 102 is used to calculate the most suitable position range (such as the target height of the heat sink 104 relative to the first reference plane) and angle (such as the target tilt angle of the heat sink 104 relative to the second reference plane) of the heat sink 104 based on the target data collected by the sensor network 101 and through a preset algorithm, and generate control commands.

[0040] The adjustment mechanism 103 is used to control the position range and tilt angle of the radiator fins 104 according to the control commands of the intelligent control unit 102, so as to adjust the frontal area. Controlling the position range of the radiator fins 104 can be understood as adjusting the actual height of the radiator fins 104 relative to the first reference plane to a target height. Controlling the tilt angle of the radiator fins 104 can be understood as adjusting the actual tilt angle of the radiator fins 104 relative to the second reference plane to a target tilt angle. The adjustment mechanism 103 can also be called a drive mechanism, such as a stepper motor or a hydraulic push rod.

[0041] The radiator fins 104 have a degree of freedom of movement along the vehicle height direction and a degree of freedom of rotation along the vehicle width direction, and their spatial position and attitude can be controlled by a drive mechanism. To define the control reference, two reference planes are defined, namely the first reference plane and the second reference plane mentioned above.

[0042] Figure 2This is a schematic cross-sectional view of a heat sink with an inclined fin provided in an embodiment of this application.

[0043] For example, such as Figure 2 As shown, for easy distinction, the heat sink in the initial position is marked as 104-1, and the heat sink after tilting at an angle X is marked as 104-2.

[0044] The following is combined Figure 2 The first and second reference planes are described above.

[0045] The first reference plane is parallel to the length direction of the vehicle body, that is, it extends along the front-to-back direction of the vehicle body and is parallel to the ground. For example, the first reference plane is parallel to... Figure 2 The XY planes of the vehicle are parallel. The first reference plane is intended to provide a reference for the raising and lowering of the radiator fins, and is used to define the height adjustment reference of the radiator fins. The first reference plane can be the plane where the bottom position of the radiator fin 104-1 is located, the plane where the middle position of the radiator fin 104-1 is located, or the plane where the top position of the radiator fin 104-1 is located. However, this embodiment does not specifically limit this. Theoretically, as long as the first reference plane is parallel to the length direction of the vehicle body, it is acceptable.

[0046] The second reference plane is parallel to the height direction of the vehicle body and perpendicular to the vehicle's forward direction; that is, it extends along the vertical direction of the vehicle body and is perpendicular to the ground. For example, the second reference plane can be... Figure 2 The second reference plane is the plane in which the radiator fin 104-1 is located. The second reference plane is designed to provide a reference for the rotation of the radiator fins and to define the reference for adjusting the tilt angle of the radiator fins. The second reference plane can also be understood as the vertical windward surface of the vehicle.

[0047] Since the first reference plane is parallel to the length direction of the vehicle body and the second reference plane is parallel to the height direction of the vehicle body, the first reference plane is perpendicular to the second reference plane.

[0048] Figure 3 This is a schematic flowchart of a vehicle cooling control method provided in an embodiment of this application.

[0049] For example, such as Figure 3 As shown, the control method includes: Step 301: Obtain target data related to engine thermal management.

[0050] Step 302: Based on the target data, determine the target height of the radiator fins relative to the first reference plane and / or the target tilt angle of the radiator fins relative to the second reference plane; wherein, the first reference plane is parallel to the length direction of the vehicle body, and the second reference plane is parallel to the height direction of the vehicle body and perpendicular to the forward direction of the vehicle.

[0051] Step 303: Adjust the actual height of the heat sink relative to the first reference plane to the target height, and / or adjust the actual tilt angle of the heat sink relative to the second reference plane to the target tilt angle.

[0052] exist Figure 3 In the illustrated embodiment, the radiator fins are moved vertically and tilted angularly by adjusting their actual height and offset angle. Based on target data related to engine cooling, the target height and / or target tilt angle of the radiator fins are determined. The actual height and / or actual tilt angle of the radiator fins are then adjusted according to these target heights and / or tilt angles, ensuring that the current position of the radiator fins meets the engine's current cooling requirements, guaranteeing cooling efficiency, and thus keeping the engine in an optimal thermal management state, improving operational stability and durability. Furthermore, while ensuring engine cooling needs are met, optimizing vehicle cooling performance through radiator fin position adjustment avoids damage to the vehicle's aesthetics. Cleaning and maintenance do not require disassembly of components; the adjustable radiator fins can be adjusted to the maintenance position, significantly reducing maintenance costs and time.

[0053] The following is about Figure 3 The specific implementation methods of each step in the illustrated embodiment are explained below: In step 301, it can be done as follows Figure 1 The sensor network 101 shown collects target data related to engine thermal management. This target data reflects the engine's operating status and current cooling requirements. Target data includes, but is not limited to: engine coolant temperature, engine speed, intake air temperature, vehicle speed, ambient temperature, and air conditioning operating status.

[0054] In step 302, it can be done by, for example Figure 1 The intelligent control unit 102 shown determines the target height of the heat sink relative to the first reference plane and / or the target tilt angle of the heat sink relative to the second reference plane based on the target data. A description of the first and second reference planes can be found above and will not be repeated here to avoid repetition.

[0055] Specifically, based on the acquired target data, the target control parameters of the heat sink are determined by a preset control algorithm. These target control parameters include the target height of the heat sink relative to the first reference plane and / or the target tilt angle relative to the second reference plane.

[0056] For example, when the vehicle is traveling at high speed and the engine coolant temperature is high, the control algorithm outputs instructions to increase the height and tilt angle of the radiator fins to maximize the frontal area and improve heat dissipation efficiency. When the vehicle is traveling at low speed and the engine is under low load, instructions are output to reduce the height and tilt angle of the radiator fins to match the streamlined design of the vehicle body, taking into account both aesthetics and low wind resistance requirements.

[0057] In some embodiments, determining the target height of the radiator fins relative to a first reference plane and / or the target tilt angle of the radiator fins relative to a second reference plane based on target data includes: determining whether the engine has a cooling requirement based on the target data; if the engine does not have a cooling requirement, determining the target height of the radiator fins relative to the first reference plane as a first height, and / or determining the target tilt angle of the radiator fins relative to the second reference plane as 0. If the engine has a cooling requirement, determining the target height of the radiator fins relative to the first reference plane as a second height, and / or determining that the target tilt angle of the radiator fins relative to the second reference plane is greater than or equal to 0.

[0058] In some embodiments, the target data includes: ambient temperature, engine coolant temperature, air conditioning set temperature, and operating mode. If the ambient temperature is lower than a first preset temperature threshold or the air conditioning set temperature is higher than the engine coolant temperature, it is determined that the engine currently has no cooling requirement, and thus the target height of the radiator fins relative to the first reference plane is determined as the first height. If the engine coolant temperature is higher than a second preset temperature threshold or the air conditioning operating mode is cooling mode, it is determined that the engine currently has a cooling requirement, and thus the target height of the radiator fins relative to the first reference plane is determined as the second height.

[0059] The two situations described above are explained in detail below: At the first height, the overlap rate between the projected area of ​​the radiator fins on the second reference plane (referred to as area A) and the projected area of ​​the air intake grille on the second reference plane (referred to as area B) is less than or equal to a first preset overlap rate threshold. In other words, when the actual height of the radiator fins relative to the first reference plane is the first height, the overlap rate between the two projected areas is less than or equal to the first preset overlap rate threshold. The overlap rate can be the ratio between the overlapping area of ​​areas A and B and the area of ​​area A.

[0060] The first preset overlap rate threshold is set to a small value (e.g., less than or equal to 10%), intended to illustrate... The first height ensures that the effective heat dissipation area of ​​the radiator fins is almost completely separated from the effective ventilation area of ​​the air intake grille. This means that when the actual height of the radiator fins relative to the first reference plane is the first height, the cooling airflow entering from the air intake grille will essentially bypass or not flow through the radiator fins, thus achieving the avoidance of cooling airflow to meet the requirements of low wind resistance and rapid warm-up.

[0061] At the second height, the overlap rate between the projected area of ​​the radiator fins on the second reference plane (referred to as area A) and the projected area of ​​the air intake grille on the second reference plane (referred to as area B) is greater than or equal to a second preset overlap rate threshold. In other words, when the actual height of the radiator fins relative to the first reference plane is the second height, the overlap rate between the two projected areas is greater than or equal to the second preset overlap rate threshold.

[0062] The second preset overlap rate threshold is set to a relatively large value (e.g., greater than or equal to 70%), which is intended to illustrate... The second height ensures that the effective heat dissipation area of ​​the radiator fins is almost aligned with the effective ventilation area of ​​the air intake grille, maximizing the flow of cool air entering from the grille across the radiator fins for efficient heat exchange. This means that when the actual height of the radiator fins relative to the first reference plane is the second height, the cooling airflow entering from the air intake grille will flow across the radiator fins to its maximum extent, thus achieving efficient heat dissipation.

[0063] Furthermore, to avoid deviations in the overlap rate determination due to non-functional edge areas, the aforementioned overlap rate specifically refers to the overlap rate between the projected area of ​​the effective heat dissipation area of ​​the radiator fins on the second reference plane and the projected area of ​​the effective ventilation area of ​​the air intake grille on the second reference plane. The effective heat dissipation area refers to the core area covered by the finned structure that actually participates in the main heat exchange on the radiator fins, excluding the peripheral frame portion used for installation, sealing, or structural reinforcement. The effective ventilation area refers to the mesh or grille-like opening area on the air intake grille that allows air to pass through, excluding its surrounding solid frame or decorative parts.

[0064] The aforementioned air intake grille refers to the grille structure at the front of the vehicle used to guide outside air into the engine compartment. Its core function is to provide cooling airflow for heat exchange components such as radiators and condensers. It is a key component of the vehicle's air intake and cooling system, and this air intake grille is also called a windward grille.

[0065] For example, depending on the vehicle model, the air intake grille can be divided into upper-mounted air intake grilles and lower-mounted air intake grilles. The effective ventilation area of ​​an upper-mounted air intake grille is higher than the ground, designed to draw air in from a higher position at the front of the vehicle. The effective ventilation area of ​​a lower-mounted air intake grille is lower than the ground, designed to draw air in from a lower position at the front of the vehicle. For instance, using the horizontal plane where the front wheel axle is located as a third reference plane, when the entire effective ventilation area of ​​the air intake grille is located above this third reference plane, it is defined as an upper-mounted air intake grille. When the entire effective ventilation area of ​​the air intake grille is located below this third reference plane, it is defined as a lower-mounted air intake grille. This third reference plane can be the same plane as the first reference plane mentioned above, or it can be a different plane; this embodiment does not specifically limit this.

[0066] Based on this, in order to adjust the actual height of the radiator fins relative to the first reference plane to a first height to avoid the air intake grille, when the vehicle is equipped with an upper air intake grille, it may be necessary to lower the radiator fins to the first height to avoid the upper air intake grille. When the vehicle is equipped with a lower air intake grille, it may be necessary to raise the radiator fins to the first height to avoid the lower air intake grille.

[0067] The following describes the impact of target data on the target height of the heat sink relative to the first reference plane: Ambient temperature represents the initial temperature of the external cooling medium and is a fundamental factor affecting heat dissipation efficiency. The lower the ambient temperature, the greater the heat dissipation potential of the cold air, and the lower the engine's active cooling demand. Engine coolant temperature, also known as engine coolant temperature, is the temperature of the coolant circulating in the engine cooling system and is a core parameter reflecting the engine's cooling needs. The difference between the air conditioning set temperature and the engine coolant temperature reflects the vehicle's cooling requirements. When the air conditioning set temperature is higher than the engine coolant temperature, it indicates that rapid cooling is not needed inside the vehicle, and the air conditioning system places a small additional load on the cooling system. The air conditioning operating mode is coupled with the engine cooling system. In cooling mode, the condenser consumes engine power and generates additional heat, requiring enhanced overall heat dissipation.

[0068] If the ambient temperature is lower than the first preset temperature threshold, it indicates that the outside air temperature is low. Generally, an engine needs a warm-up period after starting to reach its optimal operating temperature. Increasing cooling would prolong the warm-up time and increase fuel consumption. If the radiator fins are still positioned in the windward direction at this time, excessive cooling airflow is not only ineffective but will also delay engine warm-up, increasing fuel consumption and emissions. Therefore, setting the target height of the radiator fins to the first height ensures that the radiator fins are as far away from the air intake grille as possible, thus avoiding the cooling airflow and meeting the requirements for low wind resistance and rapid warm-up.

[0069] The first preset temperature threshold can be set according to the ambient temperature critical value set according to the normal operating temperature range of the engine. It can be pre-calibrated, for example, set to less than or equal to 10 degrees. However, this embodiment does not make specific limitations on this.

[0070] When the air conditioning is set to a temperature higher than the engine coolant temperature, it typically occurs in heating mode. The passenger compartment expects more heat than the current engine coolant temperature, indicating that the heat generated by the engine should be prioritized for cabin heating rather than being forcibly dissipated; in other words, the engine has no cooling requirement. Therefore, setting the target height of the radiator fins to the highest possible level ensures that the radiator fins are positioned away from the air intake grille, thus avoiding direct airflow and meeting the requirements for low wind resistance and rapid warm-up. This allows the engine coolant temperature to rise quickly, ensuring that the driver and passengers receive warm air promptly.

[0071] If the engine coolant temperature exceeds the second preset temperature threshold, it indicates that the engine is under high load and has generated a significant amount of excess heat. The cooling system needs to maximize its heat dissipation capacity to prevent overheating. The air conditioning is operating in cooling mode, with the compressor running. The condenser requires the engine-driven compressor to operate, which increases the engine load and generates additional heat. Simultaneously, the condenser itself needs to dissipate heat. Therefore, the overall cooling system's heat dissipation capacity needs to be enhanced to prevent heat buildup. In this situation, the target height for the radiator fins is set to the second height to ensure precise alignment with the effective air intake area of ​​the air intake grille, achieving efficient heat dissipation.

[0072] The second preset temperature threshold can be the critical value of the safe operating temperature of the engine coolant, which can be pre-calibrated, for example, set to 90 degrees. However, this embodiment does not specifically limit it.

[0073] The following describes the effect of the target data on the tilt angle of the heat sink fins relative to the second reference plane: In some embodiments, the target tilt angle of the radiator fins relative to the second reference plane is determined based on the target data, including the following two cases: when the ambient temperature is less than the first preset temperature threshold or the air conditioner setting temperature is greater than the engine coolant temperature, it is determined that the engine currently has no cooling demand, and thus the target tilt angle of the radiator fins relative to the second reference plane is determined to be 0; when the engine coolant temperature is greater than the second preset temperature threshold or the air conditioner is in cooling mode, it is determined that the engine currently has a cooling demand, and thus the target tilt angle of the radiator fins relative to the second reference plane is determined to be greater than or equal to 0.

[0074] The tilt angle of the radiator fins helps to adjust the heat dissipation efficiency and vehicle wind resistance by changing the contact angle between them and the cooling airflow.

[0075] As mentioned above, when the ambient temperature is below the first preset temperature threshold or the air conditioning setting is above the engine coolant temperature, there is no current cooling demand. In this case, the target tilt angle of the radiator fins relative to the second reference plane is set to 0, flush with the front of the vehicle body, minimizing the frontal area and drag coefficient, which helps reduce energy consumption and wind noise. Conversely, when the engine coolant temperature is above the second preset temperature threshold or the air conditioning is in cooling mode, there is a current cooling demand. In this case, the target tilt angle of the radiator fins relative to the second reference plane is set to be greater than or equal to 0. The tilted radiator fins act as a deflector, more effectively guiding and capturing the cooling air from the air intake grille into its cooling channels, reducing airflow separation and loss at the inlet. For the flowing air, the tilted radiator fins effectively lengthen its physical path, increasing the contact area and heat exchange time between the air and the radiator fin surface, thus improving heat exchange efficiency and quickly and efficiently removing heat to ensure stable engine operation.

[0076] In some embodiments, when the ambient temperature is lower than a first preset temperature threshold or the air conditioner's set temperature is higher than the engine coolant temperature, it is determined that the engine currently has no cooling demand. Therefore, the target height of the radiator fins relative to a first reference plane is determined as the first height, and the target tilt angle of the radiator fins relative to a second reference plane is determined to be 0 degrees. That is, when there is no cooling demand, simultaneously determining the target height and target tilt angle effectively ensures that the radiator fins avoid the air intake grille as much as possible, thereby ensuring that the cooling airflow essentially bypasses the radiator fins, meeting the requirements for low wind resistance and rapid warm-up. Simultaneously, by setting the target tilt angle to 0 degrees, it means that after the radiator fins move to the first height, their contour remains parallel to the wall of the mounting space within the engine compartment. Throughout the entire operation, the radiator fins can move only in the vertical direction, and their trajectory is a simple straight line. Therefore, in the engine compartment layout, only the minimum space required for this linear movement needs to be reserved above or below the radiator fins (depending on the grille position). Since the radiator fins do not deflect at their final position (i.e., at the first height), the additional three-dimensional space required within their rotation radius due to angular deflection is avoided, saving engine compartment resources. Therefore, by coordinating and controlling the radiator fins at the first height and 0-degree tilt angle when there is no need for heat dissipation, not only is the vehicle's aerodynamic performance and thermal management efficiency improved, but the layout of the engine compartment is also made more compact and reasonable, providing greater freedom and possibilities for the optimization of the overall vehicle structure and the design of a lower and more streamlined front styling.

[0077] In some embodiments, when the engine coolant temperature exceeds a second preset temperature threshold or the air conditioning is in cooling mode, it is determined that the engine currently has a cooling demand. Therefore, a target height of the radiator fins relative to a first reference plane is determined as a second height, and a target tilt angle of the radiator fins relative to the second reference plane is determined to be greater than or equal to 0. That is, when a cooling demand exists, both the target height and the target tilt angle are simultaneously determined. By adjusting to the second height, the radiator fins are first moved to the air intake of the air intake grille, achieving efficient heat dissipation. Based on this, by setting a tilt angle greater than or equal to 0, the radiator fins can more actively guide and capture cooling air from the air intake grille. The tilt angle increases the effective path length of the cooling air flowing through the radiator fins, improving cooling efficiency. Therefore, when a cooling demand exists, by coordinating the height adjustment (second height) and tilt angle adjustment (non-zero angle), the performance potential of the cooling system is maximized, effectively improving cooling efficiency and ensuring the reliability of the engine and air conditioning system under extreme operating conditions.

[0078] In the above embodiments, the determination of whether the engine currently has a cooling requirement is mainly based on data such as ambient temperature, engine coolant temperature, air conditioning set temperature and operating mode. In specific implementations, other methods can also be used to determine whether the engine has a cooling requirement, and this embodiment does not specifically limit this.

[0079] In some embodiments, when there is a cooling requirement for the engine, the target tilt angle is determined by: obtaining the target heat dissipation of the engine and the characteristic parameters of the radiator fins; and determining the target tilt angle of the radiator fins relative to the second reference plane based on the target heat dissipation and the characteristic parameters.

[0080] The target heat dissipation of an engine refers to the amount of heat that the cooling system needs to remove to maintain the engine within a safe and efficient operating temperature range; or, in other words, the amount of heat that the cooling system needs to remove in a timely manner to maintain thermal balance. This target heat dissipation can be calculated based on real-time operating conditions, for example, through the coolant flow rate and the temperature difference between the coolant outlet and inlet temperatures. However, this embodiment does not specifically limit the calculation method for the engine's target heat dissipation.

[0081] The characteristic parameters of a heat sink are used to describe the inherent physical and thermodynamic properties of the heat sink itself and its current state parameters. These characteristic parameters characterize the heat sink's current heat dissipation capacity, while the target heat dissipation capacity characterizes the current heat dissipation requirement. Based on the target heat dissipation capacity and the actual characteristic parameters of the heat sink, the target tilt angle that the heat sink should deflect to meet the target heat dissipation capacity is determined.

[0082] In some embodiments, the characteristic parameters of the heat sink include: the vertical windward area of ​​the heat sink, which refers to the windward area of ​​the heat sink when it is perpendicular to the first reference plane; the above-mentioned determination of the target tilt angle of the heat sink relative to the second reference plane based on the target heat dissipation and the characteristic parameters includes: determining the reference heat dissipation of the heat sink under the vertical windward area; and determining the target tilt angle of the heat sink relative to the second reference plane based on the reference heat dissipation and the target heat dissipation.

[0083] The airflow area of ​​a heat sink fin perpendicular to the first reference plane can be understood as: the effective heat dissipation area of ​​the heat sink fin when perpendicular to the first reference plane. This effective heat dissipation area can be understood as: the area of ​​the effective heat dissipation region of the heat sink fin when perpendicular to the first reference plane. The vertical airflow area can also be understood as: the projected area of ​​the heat sink fin on the second reference plane when perpendicular to the first reference plane; this area represents the effective airflow area that the heat sink fin can provide in its initial position. Figure 2 As shown, heat sink 104-1 is the heat sink located in the initial position.

[0084] The baseline heat dissipation of a radiator fin over its vertical airflow area characterizes the theoretical heat dissipation capacity of the radiator fin in its initial position. The required target tilt angle is determined by comparing the actual demand (i.e., the target heat dissipation) with the baseline capacity (i.e., the baseline heat dissipation).

[0085] For example, if the target heat dissipation equals the baseline heat dissipation, it indicates that the current heat dissipation demand is basically matched with the baseline capability of the radiator fins. In this case, the radiator fins do not need to be deflected, i.e., the target tilt angle can be 0 degrees. If the target heat dissipation is less than the baseline heat dissipation, it indicates that the current heat dissipation demand is lower than the maximum heat dissipation capacity. In this case, a smaller target tilt angle (e.g., 5°) can be calculated to gently meet the heat dissipation demand, thereby minimizing unnecessary wind resistance. If the target heat dissipation is greater than the baseline heat dissipation, it indicates that the heat dissipation demand is extremely urgent, even exceeding the theoretical limit of the vertical orientation. In this case, a larger target tilt angle (e.g., 25° to 30°) will be determined. A larger target tilt angle not only utilizes the maximum frontal area but also breaks through the heat dissipation limit under the vertical orientation by creating turbulence and extending the airflow path, achieving excess heat dissipation performance.

[0086] For example, in combination Figure 2 The target heat dissipation and the reference heat dissipation can have a proportional relationship as shown in formula (1): Formula (1) Where Q1 represents the baseline heat dissipation, Q2 represents the target heat dissipation, and X represents the target tilt angle. As can be seen from formula (1), X can be calculated when Q1 and Q2 are known.

[0087] In some embodiments, the characteristic parameters of the radiator fins further include: the heat transfer coefficient of the radiator fins and the logarithmic mean temperature difference of the radiator fins; the determination of the reference heat dissipation of the radiator fins under the vertical windward area includes: determining the reference heat dissipation of the radiator fins under the vertical windward area based on the heat transfer coefficient of the radiator fins, the logarithmic mean temperature difference of the radiator fins and the vertical windward area of ​​the radiator fins.

[0088] The heat transfer coefficient (K) is a parameter characterizing the heat exchange efficiency of a radiator fin. It takes into account various factors such as the thermal conductivity of the fin material, fin structure design, and airflow velocity, and is usually obtained through bench testing. The logarithmic mean temperature difference of a radiator fin refers to the equivalent constant temperature difference that produces the same heat exchange effect during a heat exchange process with a temperature change.

[0089] For example, the logarithmic mean temperature difference can be calculated using the following formula (2): Formula (2) in, It refers to the logarithmic mean temperature difference, where ΔT1 and ΔT2 represent the temperature difference between the two ends of the radiator, respectively. ΔT1 represents the temperature difference between the hot fluid inlet and the cold fluid outlet, and ΔT2 represents the temperature difference between the hot fluid outlet and the cold fluid inlet.

[0090] For example, the product of the heat transfer coefficient of the radiator fins, the logarithmic mean temperature difference, and the vertical airflow area of ​​the radiator fins can be used as the baseline heat dissipation. The baseline heat dissipation Q1 can be calculated using the following formula (3): Formula (3) Where K represents the heat transfer coefficient, The logarithmic mean temperature difference is represented by A, which represents the vertical windward area.

[0091] Combining formulas (1) and (3) above, we can obtain the following formula (4): Formula (4) From this formula (4), it can be seen that only the target tilt angle X is an unknown quantity. Q2, K, The target tilt angle can be calculated by substituting the known quantities A and B into the above formula (4).

[0092] In some embodiments, considering the compactness of the space layout and the complexity of the mechanisms within the vehicle's engine compartment, the radiator fins may be designed to deflect in only one direction (e.g., towards the interior of the engine compartment). Based on this, only the necessary movement space needs to be reserved in a single direction along the rotation path of the radiator fins.

[0093] Understandably, the engine compartment houses numerous components such as the engine, transmission, battery, various controllers, and pipelines, leaving limited space. Providing symmetrical and ample curved space for the bidirectional deflection of the radiator fins would increase the lateral dimensions of the engine compartment or encroach on the space available for other critical components.

[0094] From a heat transfer and aerodynamics perspective, heat dissipation efficiency mainly depends on two key factors: effective frontal area and the contact time / turbulence level between the airflow and the radiator fin surface. When the radiator fins are deflected by an angle X, regardless of the deflection direction, their effective projected area on the second reference plane is the same. Therefore, theoretically, the heat dissipation effect is essentially the same whether the radiator fins are deflected to the left or right relative to the second reference plane by the same angle. Thus, achieving a specific target tilt angle, the heat dissipation capacity achieved by deflecting to the left and to the right is equivalent.

[0095] See Figure 2 The heat sink 104-2 is exemplarily shown after being tilted to the right by a target tilt angle X relative to the second reference plane.

[0096] The aforementioned implementation employs a unidirectional deflection design, requiring only rotation space on one side of the radiator fins. This reduces the lateral space occupied by the engine compartment, providing greater flexibility for the overall vehicle layout. The drive mechanism also eliminates the need for complex bidirectional rotation, resulting in a simpler structure, higher reliability, and lower cost. Furthermore, since heat dissipation performance depends only on the magnitude of the deflection angle, and not on the direction, this design simplifies the mechanical structure while fully retaining the function of optimizing heat dissipation efficiency through tilt angle adjustment.

[0097] In step 303, through Figure 1 The adjustment mechanism 103 shown adjusts the actual height and target tilt angle of the heat sink fins. The adjustment mechanism 103 can perform specific control actions according to the determined target height and / or target tilt angle to adjust the actual height of the heat sink fins relative to the first reference plane to the target height, and / or adjust the actual tilt angle of the heat sink fins relative to the second reference plane to the target tilt angle.

[0098] In some embodiments, the adjustment mechanism includes a lifting mechanism and / or a rotating mechanism. The lifting mechanism is used to adjust the actual height of the heat sink fins relative to a first reference plane, and the rotating mechanism is used to adjust the actual tilt angle of the heat sink fins relative to a second reference plane. Step 303 is implemented by: controlling the lifting mechanism to move the heat sink fins to adjust the actual height of the heat sink fins relative to the first reference plane to a target height; and / or, controlling the rotating mechanism to rotate the heat sink fins to adjust the actual tilt angle of the heat sink fins relative to the second reference plane to a target tilt angle.

[0099] The lifting mechanism is connected to the mounting bracket of the radiator fins, and its core function is to respond to the control system (such as...). Figure 1 The control commands from the intelligent control unit 102 (shown) drive the heat sink fins to move vertically, thereby adjusting the actual height of the heat sink fins relative to the first reference plane. The rotating mechanism is connected to the mounting bracket of the heat sink fins, and its core function is to respond to the commands of the control system, drive the heat sink fins to rotate, thereby adjusting its actual tilt angle relative to the second reference plane.

[0100] In some embodiments, see Figure 4 , Figure 4 This is a cross-sectional view of an adjustment mechanism and a heat sink provided in an embodiment of this application.

[0101] For example, such as Figure 4 As shown, the lifting mechanism includes a first drive motor (not shown), a first moving part 41, a second moving part 42, two first gears 43, and two second gears 44. A first motor gear 45 is mounted on the output shaft of the first drive motor. Racks are mounted on the first moving part 41 and the second moving part 42. The rack on the first moving part 41 is designated as the first rack 410, and the rack on the second moving part 42 is designated as the second rack 420. The rotating mechanism includes a second drive motor 46, a third gear 47, and a rotating shaft 48. A second motor gear 49 is mounted on the output shaft of the second drive motor 46.

[0102] The first rack 410 in the first moving component 41 meshes with two first gears 43, the second rack 420 in the second moving component 42 meshes with two second gears 44, and the first motor gear 45 meshes with the first rack 410 in the first moving component 41. The two first gears 43 are spaced apart, and the two second gears 44 are spaced apart. Optionally, the two first gears 43 are respectively disposed at both ends of the first moving component 41, and the two second gears 44 are respectively disposed at both ends of the second moving component 42.

[0103] The side of the first moving part 41 opposite to the first rack 410 is rotatably connected to the third gear 47. The radiator fin 40 is fixedly mounted on the rotating shaft 48. The first end of the rotating shaft 48 is fixedly connected to the third gear 47. The side of the second moving part 42 opposite to the second rack 420 is rotatably connected to the second end of the rotating shaft 48. The second motor gear 49 meshes with the third gear 47.

[0104] For example, the above-mentioned control lifting mechanism drives the heat sink to move, so as to adjust the actual height of the heat sink relative to the first reference plane to the target height, including: obtaining a first rotation angle corresponding to the target height; controlling the first drive motor to rotate the first rotation angle, so as to adjust the actual height of the heat sink relative to the first reference plane to the target height.

[0105] For example, the lifting mechanism includes a power unit, a transmission unit, and a motion conversion unit. The power unit includes a first drive motor and a first motor gear 45 on its output shaft. The transmission unit includes a first moving part 41 (with a first rack 410) and a second moving part 42 (with a second rack 420). The motion conversion unit includes two first gears 43 and two second gears 44.

[0106] The first drive motor starts and transmits rotational power to the first rack 410 of the first moving component 41 via the first motor gear 45. The first moving component 41 transmits motion synchronously to the second moving component 42 via two first gears 43. The two first gears 43 and two second gears 44 form a fixed gear set, fixed by the mounting base and unable to move up or down. According to the principle of relative motion, the first gears 43 and second gears 44 drive the meshing first rack 410 and second rack 420 to perform vertical linear motion. The first gears 43 and second gears 44 provide support points and vertical guidance for the radiator fins 40, preventing them from wobbling or tilting. Thus, the two first gears 43 and two second gears 44 actually constitute two sets of fixed gears. The radiator fins 40, as the object to be raised and lowered, rise and fall accordingly when the first rack 410 and second rack 420 are driven by the first motor gear 45.

[0107] Optionally, the lifting mechanism also includes a third drive motor (not shown in the figure), and a third motor gear 50 is provided on the output shaft of the third drive motor. The third motor gear 50 meshes with the second rack 420 in the second moving part 42. The first drive motor and the second drive motor can operate synchronously to jointly drive the radiator fins to lift and lower, thereby enhancing the lifting driving force and stability.

[0108] For example, the target height is converted into a first rotation angle of the first drive motor, such that by controlling the first drive motor to rotate by the first rotation angle, the actual height of the heat sink relative to the first reference plane is adjusted to the target height. If the current height of the heat sink is higher than the target height, the first drive motor is controlled to rotate by the first rotation angle in a first direction to reduce the height of the heat sink. If the current height of the heat sink is lower than the target height, the first drive motor is controlled to rotate by the first rotation angle in a second direction to increase the height of the heat sink, wherein the first direction and the second direction are opposite.

[0109] For example, the above-mentioned control rotation mechanism drives the heat sink to rotate in order to adjust the actual tilt angle of the heat sink relative to the second reference plane to the target tilt angle, including: obtaining the second rotation angle corresponding to the target tilt angle; controlling the second drive motor to rotate the second rotation angle in order to adjust the actual tilt angle of the heat sink relative to the second reference plane to the target tilt angle.

[0110] For example, the rotating mechanism includes a power unit, a transmission unit, and an execution unit. The power unit includes a second drive motor 46 and a second motor gear 49 on its output shaft, the transmission unit includes a third gear 47, and the execution unit includes a rotating shaft 48.

[0111] The second drive motor 46 starts, and transmits power to the third gear 47 through the second motor gear 49. The third gear 47 is fixedly connected to the first end of the rotating shaft 48, driving the rotating shaft 48 to rotate. The second end of the rotating shaft 48 is rotatably connected to the second moving part 42, and the first moving part 41 is rotatably connected to the third gear 47, forming a stable rotational support structure. The radiator fins 40 are fixedly mounted on the rotating shaft 48 and rotate synchronously with the rotating shaft 48.

[0112] For example, the target rotation angle is converted into the second rotation angle of the second drive motor, so that by controlling the second drive motor to rotate the second rotation angle, the actual tilt angle of the heat sink relative to the second reference plane is adjusted to the target tilt angle.

[0113] In the above implementation, the lifting mechanism employs two symmetrically arranged moving parts and four fixed gears (i.e., two first gears and two second gears) to ensure balanced force distribution. The rotating mechanism is integrated within the two moving parts, making full use of vertical space, resulting in a compact overall structure that adapts to the confined space of the engine compartment. The two sets of fixed gears provide precise vertical guidance for the lifting motion, and the two ends of the rotating shaft are connected to the first and second moving parts respectively, ensuring rotational stability.

[0114] In some embodiments, the controller may also, in response to a cleaning command for the radiator fins, control the radiator fins to rise to a position where they are at least partially exposed outside the engine compartment.

[0115] Specifically, the controller is also configured to execute an intelligent cleaning mode to solve the problem of reduced heat dissipation performance caused by debris clogging the radiator fins, while eliminating the complicated disassembly process in traditional cleaning methods.

[0116] The aforementioned "cleaning command" can be triggered in multiple ways, providing users or service personnel with flexible operation access. For example, it can be triggered via a virtual button on the vehicle's screen, a dedicated physical cleaning button, or remotely via a smartphone application. The controller can also automatically initiate cleaning commands based on intelligent algorithms. For instance, if the engine coolant temperature is close to or exceeds the normal range under moderate load during multiple consecutive driving cycles, it may indicate a blockage in the radiator fins, prompting the user to clean them and automatically triggering a cleaning command. Alternatively, based on camera detection of blockages in front of the radiator fins, a cleaning command can be automatically triggered when the obstructed area exceeds a threshold.

[0117] Specifically, in response to a cleaning command, the controller can control the lifting mechanism to raise the radiator fins to a preset cleaning height. This cleaning height is such that at least 30% of the effective heat dissipation area of ​​the radiator fins protrudes beyond the conventional outline of the engine compartment, i.e., at least partially exposed outside the engine compartment and fully exposed in a position where manual or mechanical operation is easily performed.

[0118] Figure 5 This is a cross-sectional schematic diagram of a heat sink fin in an unraised state, as provided in an embodiment of this application. Figure 6 This is a cross-sectional schematic diagram of a heat sink fin in a raised state, provided in an embodiment of this application.

[0119] See Figure 5 and Figure 6 The lifting mechanism includes two sets of fixed gear sets, one set of motor and gear sets, and fixed gear chains added to both ends of the radiator fins. The two sets of fixed gear sets include two first gears 43 and two second gears 44. The set of motor and gear sets includes a first drive motor (not shown in the figure) and a first motor gear 45 on the output shaft, and a third drive motor (not shown in the figure) and a third motor gear 50 on the output shaft. The fixed gear chains include a first rack 410 and a second rack 420. The two sets of fixed gear sets are used to fix the radiator fins 40 (the gears are rotatable). The set of motor and gear sets is used to adjust the radiator fins by raising or lowering them according to the lifting command through the forward or reverse rotation of the motor, and also serves to fix the radiator fins 40. Fixed gear chains are added to both ends of the radiator fins 40, which cooperate with the motor to realize the lifting function of the radiator fins. The controller responds to the cleaning command and controls the radiator fins to move from the cleaning position via the lifting mechanism. Figure 5 The not-raised state shown has been switched to Figure 6 The raised position shown is for easy cleaning of the radiator fins.

[0120] In the above embodiment, the radiator fins are raised so that most of the radiator fins are completely exposed beyond the engine hood. Although the remaining part is not completely exposed, it can still be cleaned from all angles through the air intake grille, avoiding the problem of difficult cleaning. The radiator fins can be cleaned without disassembly, reducing maintenance costs.

[0121] In summary, the embodiments of this application enable dynamic adaptive adjustment of the radiator fins. While ensuring the engine's cooling needs, the vehicle's cooling performance is optimized by adjusting the radiator fins' posture, avoiding damage to the vehicle's aesthetics. Cleaning and maintenance do not require disassembling parts; simply adjusting the radiator fins to the maintenance position, i.e., the aforementioned cleaning height, significantly reduces maintenance costs and time. Furthermore, the actual height and tilt angle of the radiator fins are adjusted in real time for different driving conditions, achieving intelligent cooling and ensuring the engine is always in optimal thermal management, thus improving engine stability and durability.

[0122] Figure 7 This is a schematic diagram of the structure of a vehicle cooling control device provided in an embodiment of this application.

[0123] For example, such as Figure 7 As shown, the vehicle cooling control device 700 includes: an acquisition module 701 for acquiring target data related to engine thermal management; a determination module 702 for determining, based on the target data, a target height of the radiator fins relative to a first reference plane and / or a target tilt angle of the radiator fins relative to a second reference plane; wherein the first reference plane is parallel to the length direction of the vehicle body, and the second reference plane is parallel to the height direction of the vehicle body and perpendicular to the vehicle's forward direction; and an adjustment module 703 for adjusting the actual height of the radiator fins relative to the first reference plane to the target height, and / or adjusting the actual tilt angle of the radiator fins relative to the second reference plane to the target tilt angle.

[0124] It is not difficult to see that the embodiments of this application are device embodiments corresponding to the method embodiments described above, and the embodiments of this application can be implemented in conjunction with the method embodiments described above. The relevant technical details and technical effects mentioned in the method embodiments described above are still effective in the embodiments of this application, and will not be repeated here to reduce repetition.

[0125] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0126] For example, such as Figure 8 As shown, the electronic device 800 includes a memory 801 and a processor 802. The memory 801 stores executable program code 8011, and the processor 802 is used to call and execute the executable program code 8011 to perform a vehicle heat dissipation control method.

[0127] This embodiment also provides a vehicle that includes an electronic device for performing a vehicle cooling control method provided in the above embodiment. The electronic device may be a controller within the vehicle.

[0128] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle cooling control method provided in embodiments of this application.

[0129] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0130] When the functional modules are divided according to their respective functions, the device may also include an acquisition module, a determination module, and an adjustment module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0131] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle cooling control method, and therefore can achieve the same effect as the above-described implementation method.

[0132] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0133] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0134] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle heat dissipation control method provided in the above embodiments.

[0135] This embodiment also provides a non-volatile storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the vehicle heat dissipation control method provided in the above embodiment.

[0136] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle heat dissipation control method provided in the above embodiment.

[0137] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0138] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0139] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0140] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling vehicle heat dissipation, characterized in that, The vehicle includes radiator fins, and the method includes: Acquire target data related to engine thermal management; Based on the target data, determine the target height of the radiator fins relative to a first reference plane and / or the target tilt angle of the radiator fins relative to a second reference plane; wherein, the first reference plane is parallel to the length direction of the vehicle body, and the second reference plane is parallel to the height direction of the vehicle body and perpendicular to the forward direction of the vehicle. Adjust the actual height of the heat sink relative to the first reference plane to the target height, and / or adjust the actual tilt angle of the heat sink relative to the second reference plane to the target tilt angle.

2. The method according to claim 1, characterized in that, Determining the target height of the heat sink relative to the first reference plane and / or the target tilt angle of the heat sink relative to the second reference plane based on the target data includes: Based on the target data, determine whether the engine has a cooling requirement; When the engine does not have the required cooling, the target height of the radiator fins relative to the first reference plane is determined as the first height, and / or the target tilt angle of the radiator fins relative to the second reference plane is determined to be 0; at the first height, the overlap rate between the projection area of ​​the radiator fins on the second reference plane and the projection area of ​​the air intake grille on the second reference plane is less than or equal to a first preset overlap rate threshold. When the engine has the heat dissipation requirement, the target height of the radiator fins relative to the first reference plane is determined as the second height, and / or the target tilt angle of the radiator fins relative to the second reference plane is determined to be greater than or equal to 0; at the second height, the overlap rate between the projection area of ​​the radiator fins on the second reference plane and the projection area of ​​the air intake grille on the second reference plane is greater than or equal to a second preset overlap rate threshold.

3. The method according to claim 2, characterized in that, When the engine has the aforementioned cooling requirement, the target tilt angle is determined as follows: Obtain the target heat dissipation of the engine and the characteristic parameters of the radiator fins; Based on the target heat dissipation and the characteristic parameters, the target tilt angle of the heat sink relative to the second reference plane is determined.

4. The method according to claim 3, characterized in that, The characteristic parameters of the heat sink include: the vertical windward area of ​​the heat sink, which refers to the windward area of ​​the heat sink when it is perpendicular to the first reference plane. Determining the target tilt angle of the heat sink relative to the second reference plane based on the target heat dissipation and the characteristic parameters includes: Determine the baseline heat dissipation of the radiator fins under the vertical windward area; Based on the reference heat dissipation and the target heat dissipation, the target tilt angle of the heat sink fins relative to the second reference plane is determined.

5. The method according to claim 4, characterized in that, The characteristic parameters of the radiator fins also include: the heat transfer coefficient and the logarithmic mean temperature difference of the radiator fins. Determining the reference heat dissipation of the radiator fins under the vertical windward area includes: The baseline heat dissipation of the radiator is determined based on the heat transfer coefficient of the radiator fins, the logarithmic mean temperature difference, and the vertical airflow area of ​​the radiator fins.

6. The method according to claim 1, characterized in that, The method further includes: In response to a cleaning command for the radiator fins, the radiator fins are controlled to rise to a position where they are at least partially exposed outside the engine compartment.

7. The method according to any one of claims 1 to 6, characterized in that, The vehicle further includes a lifting mechanism and / or a rotating mechanism, wherein the lifting mechanism is used to adjust the actual height of the radiator fins relative to the first reference plane, and the rotating mechanism is used to adjust the actual tilt angle of the radiator fins relative to the second reference plane; Adjusting the actual height of the heat sink fins relative to the first reference plane to the target height, and / or adjusting the actual tilt angle of the heat sink fins relative to the second reference plane to the target tilt angle, includes: The lifting mechanism is controlled to move the radiator fins, thereby adjusting the actual height of the radiator fins relative to the first reference plane to the target height; And / or, The rotating mechanism is controlled to drive the heat sink to rotate, so as to adjust the actual tilt angle of the heat sink relative to the second reference plane to the target tilt angle.

8. The method according to claim 7, characterized in that, The lifting mechanism includes a first drive motor, a first moving part, a second moving part, two first gears and two second gears. The output shaft of the first drive motor is provided with a first motor gear, and the first moving part and the second moving part are provided with racks. The rotating mechanism includes a second drive motor, a third gear and a rotating shaft. The output shaft of the second drive motor is provided with a second motor gear. The rack in the first moving component meshes with two first gears, the rack in the second moving component meshes with two second gears, the first motor gear meshes with the rack in the first moving component, the two first gears are spaced apart, and the two second gears are spaced apart; In the first moving component, the side opposite to the rack is rotatably connected to the third gear. The radiator fin is fixedly mounted on the rotating shaft. The first end of the rotating shaft is fixedly connected to the third gear. In the second moving component, the side opposite to the rack is rotatably connected to the second end of the rotating shaft. The second motor gear meshes with the third gear. The control of the lifting mechanism to move the radiator fins, thereby adjusting the actual height of the radiator fins relative to the first reference plane to the target height, includes: Obtain the first rotation angle corresponding to the target height; Control the first drive motor to rotate by the first rotation angle to adjust the actual height of the heat sink relative to the first reference plane to the target height; And / or, The control of the rotating mechanism to drive the heat sink fins to rotate, thereby adjusting the actual tilt angle of the heat sink fins relative to the second reference plane to the target tilt angle, includes: Obtain the second rotation angle corresponding to the target tilt angle; Control the second drive motor to rotate the second rotation angle to adjust the actual tilt angle of the heat sink relative to the second reference plane to the target tilt angle.

9. An electronic device, characterized in that, The electronic device includes: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the electronic device to perform the method as described in any one of claims 1 to 8.

10. A non-volatile storage medium, characterized in that, The non-volatile storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 8.

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