Method and device for determining running state of vehicle

Abstract

The invention discloses a vehicle running state determination method and device applied to the technical field of vehicle control, and the method comprises the steps: obtaining a sensor value collected by a sensor of a vehicle power system, and configuring a simulation model of the vehicle power system through the sensor value. The simulation model comprises a first temperature calculation unit and a second temperature calculation unit which are constructed based on a sensor. In this way, discretization simulation of the vehicle power system is achieved, data collected by multiple types of sensors are fully utilized, and the internal temperature of the vehicle power system is accurately determined. And according to the historical operation state of the vehicle power system, determining an operation unit participating in simulation. And operating the simulation model to obtain an operation result including the temperature. And determining the current running state of the vehicle power system according to the running result. In this way, the current operation state of the vehicle power system can be accurately determined, heat management can be conducted on the vehicle power system according to the current operation state, and the heat management effect is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a method and apparatus for determining the operating state of a vehicle. Background Technology

[0002] Thermal runaway is a common fault in electric vehicles. Thermal runaway refers to a series of irreversible system failures caused by a rapid rise in temperature within the vehicle's powertrain. To prevent thermal runaway, thermal management is implemented in electric vehicles. Thermal management monitors the temperature of components within the vehicle's powertrain and executes corresponding management strategies when high temperatures are detected, thereby controlling the temperature of the vehicle's powertrain.

[0003] In the process of vehicle thermal management, it is necessary to determine whether there are temperature-related malfunctions in the vehicle based on the temperature information of the vehicle's drive system. Currently, it is difficult to achieve high-precision calculation of the temperature of the components included in the vehicle's powertrain, resulting in poor effectiveness of vehicle thermal management. Summary of the Invention

[0004] In view of this, this application provides a method and apparatus for determining the operating state of a vehicle, which can improve the effectiveness of thermal management of the vehicle.

[0005] The technical solution provided in this application is as follows:

[0006] Firstly, this application provides a method for determining the operating state of a vehicle, the method comprising:

[0007] The sensor values ​​collected by the sensors included in the vehicle powertrain system are obtained, and the simulation model of the vehicle powertrain system is configured using the sensor values. The simulation model includes a first temperature calculation unit and a second temperature calculation unit. The first temperature calculation unit corresponds to two adjacent temperature sensors included in the vehicle powertrain system, and the second temperature calculation unit corresponds to an adjacent temperature sensor and a target type sensor included in the vehicle powertrain system. The target type sensor is a sensor other than the temperature sensor whose collected data is used to calculate the temperature.

[0008] Based on the historical operating status of the vehicle power system, the operating units participating in the simulation are determined from the units included in the simulation model, and the operating units include at least the first temperature calculation unit;

[0009] The simulation model is run to obtain the results, which include the temperature of the running unit.

[0010] The current operating status of the vehicle power system is determined based on the operating results.

[0011] In one possible implementation, the historical operating state is a normal operating state, and the step of determining the operating units participating in the simulation from the units included in the simulation model includes:

[0012] The first temperature calculation unit is used as the operating unit;

[0013] or,

[0014] The historical operating state is an abnormal operating state. The step of determining the operating units participating in the simulation from the units included in the simulation model includes:

[0015] Determine the target unit corresponding to the abnormal operating state, wherein the target unit includes the second temperature calculation unit;

[0016] The first temperature calculation unit and the target unit are used as operating units.

[0017] In one possible implementation, the abnormal operating state includes a partially failed operating state and a failed operating state, wherein the number of target units corresponding to the partially failed operating state is less than or equal to the number of target units corresponding to the failed operating state.

[0018] In one possible implementation, determining the current operating state of the vehicle powertrain system based on the operating results includes:

[0019] If the operating result meets the normal operating conditions, the current operating state of the vehicle power system is determined to be the normal operating state. The normal operating conditions include that the number of operating units whose temperature exceeds the preset temperature range is less than a first quantity threshold.

[0020] If the operating result meets the abnormal operating conditions, the current operating state of the vehicle power system is determined to be an abnormal operating state. The abnormal operating conditions include the number of operating units whose temperature exceeds the preset temperature range being greater than or equal to a second quantity threshold, or the number of operating units whose temperature change rate exceeds the preset change rate range being greater than or equal to a third quantity threshold.

[0021] In one possible implementation, the method further includes:

[0022] In response to determining that the current operating state of the vehicle powertrain is an abnormal operating state, a thermal management operation corresponding to the abnormal operating state is executed.

[0023] In one possible implementation, the simulation model is constructed in the following manner:

[0024] The topology of the vehicle powertrain system is obtained, including components, the connection relationships between the components, sensors, and the configuration locations of the sensors, including temperature sensors and target type sensors.

[0025] The target type sensor divides the vehicle power system into multiple simulation regions based on the configuration positions of adjacent sensors, and the boundaries of the simulation regions are determined by the configuration positions of the adjacent sensors.

[0026] For a simulated region whose boundary is determined based on two adjacent temperature sensors, a first temperature calculation unit is constructed, and a first temperature calculation formula is configured for the first temperature calculation unit. The temperature of the first temperature calculation unit is determined based on the sensor values ​​of the two adjacent temperature sensors.

[0027] For a simulated region whose boundary is determined based on an adjacent temperature sensor and a target type sensor, a second temperature calculation unit is constructed, and a second temperature calculation formula is configured for the second temperature calculation unit. The temperature of the second temperature calculation unit is determined based on the sensor values ​​of the adjacent temperature sensor and the target type sensor.

[0028] In one possible implementation, the second temperature calculation formula is determined based on an initial temperature, power, and heat capacity. The initial temperature is determined based on the historical operating status of the components included in the simulation region. The power is one or more of current-generated heat power, mechanical friction-generated heat power, and fluid heat transfer power. The heat capacity is determined based on the performance parameters of the components included in the simulation region.

[0029] Secondly, this application provides a device for determining the operating state of a vehicle, the device comprising:

[0030] An acquisition unit is used to acquire sensor values ​​collected by sensors included in the vehicle powertrain system, and to configure a simulation model of the vehicle powertrain system using the sensor values. The simulation model includes a first temperature calculation unit and a second temperature calculation unit. The first temperature calculation unit corresponds to two adjacent temperature sensors included in the vehicle powertrain system, and the second temperature calculation unit corresponds to one adjacent temperature sensor and a target type sensor included in the vehicle powertrain system. The target type sensor is a sensor other than the temperature sensor whose collected data is used to calculate the temperature.

[0031] The unit determination unit is used to determine the operating unit participating in the simulation from the units included in the simulation model based on the historical operating status of the vehicle power system, wherein the operating unit includes at least the first temperature calculation unit;

[0032] A running unit is used to run the simulation model and obtain running results, including the temperature of the running unit.

[0033] A status determination unit is used to determine the current operating status of the vehicle power system based on the operating results.

[0034] In one possible implementation, the historical operating state is a normal operating state, and the unit determining unit is used to determine the operating units participating in the simulation from the units included in the simulation model, including:

[0035] The first temperature calculation unit is used as the operating unit;

[0036] or,

[0037] The historical operating state is an abnormal operating state. The unit determining unit is used to determine the operating units participating in the simulation from the units included in the simulation model, including:

[0038] A target unit corresponding to the abnormal operating state is determined, the target unit including the second temperature calculation unit; the first temperature calculation unit and the target unit are used as operating units.

[0039] In one possible implementation, the abnormal operating state includes a partially failed operating state and a failed operating state, wherein the number of target units corresponding to the partially failed operating state is less than or equal to the number of target units corresponding to the failed operating state.

[0040] In one possible implementation, the state determination unit is specifically configured to: determine the current operating state of the vehicle power system as a normal operating state if the operating result meets normal operating conditions, wherein the normal operating conditions include the number of operating units whose temperature exceeds a preset temperature range being less than a first quantity threshold; and determine the current operating state of the vehicle power system as an abnormal operating state if the operating result meets abnormal operating conditions, wherein the abnormal operating conditions include the number of operating units whose temperature exceeds a preset temperature range being greater than or equal to a second quantity threshold, or the number of operating units whose temperature change rate exceeds a preset change rate range being greater than or equal to a third quantity threshold.

[0041] In one possible implementation, the device further includes:

[0042] An execution unit is configured to perform a thermal management operation corresponding to the abnormal operating state in response to determining that the current operating state of the vehicle power system is an abnormal operating state.

[0043] In one possible implementation, the simulation model is constructed in the following manner:

[0044] The topology of the vehicle powertrain system is obtained, including components, the connection relationships between the components, sensors, and the configuration locations of the sensors, including temperature sensors and target type sensors.

[0045] The target type sensor divides the vehicle power system into multiple simulation regions based on the configuration positions of adjacent sensors, and the boundaries of the simulation regions are determined by the configuration positions of the adjacent sensors.

[0046] For a simulated region whose boundary is determined based on two adjacent temperature sensors, a first temperature calculation unit is constructed, and a first temperature calculation formula is configured for the first temperature calculation unit. The temperature of the first temperature calculation unit is determined based on the sensor values ​​of the two adjacent temperature sensors.

[0047] For a simulated region whose boundary is determined based on an adjacent temperature sensor and a target type sensor, a second temperature calculation unit is constructed, and a second temperature calculation formula is configured for the second temperature calculation unit. The temperature of the second temperature calculation unit is determined based on the sensor values ​​of the adjacent temperature sensor and the target type sensor.

[0048] In one possible implementation, the second temperature calculation formula is determined based on an initial temperature, power, and heat capacity. The initial temperature is determined based on the historical operating status of the components included in the simulation region. The power is one or more of current-generated heat power, mechanical friction-generated heat power, and fluid heat transfer power. The heat capacity is determined based on the performance parameters of the components included in the simulation region.

[0049] Thirdly, this application provides an apparatus, including: a processor, a memory, and a system bus;

[0050] The processor and the memory are connected via the system bus;

[0051] The memory is used to store one or more programs, the one or more programs including instructions that, when executed by the processor, cause the processor to perform the method described in the first aspect.

[0052] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the method described in the first aspect.

[0053] Therefore, this application has the following beneficial effects:

[0054] This application provides a method and apparatus for determining the operating state of a vehicle. In this method, sensor values ​​collected by sensors within the vehicle's powertrain system are acquired, and a simulation model of the vehicle's powertrain system is configured using these sensor values. The simulation model includes a first temperature calculation unit and a second temperature calculation unit. The first and second temperature calculation units correspond to the temperature sensors and target-type sensors included in the vehicle's powertrain system. Data collected by the target-type sensors is used to calculate the temperature. The temperature calculation unit, built based on the sensors, enables discretized simulation of the vehicle's powertrain system, fully utilizing data collected by multiple types of sensors to accurately determine the internal temperature of the vehicle's powertrain system. Based on the historical operating states of the vehicle's powertrain system, the operating units participating in the simulation are determined. The simulation model is run to obtain operating results, including temperature readings. The current operating state of the vehicle's powertrain system is determined based on the operating results. This allows for a more accurate determination of the current operating state of the vehicle's powertrain system based on the temperature estimated by the operating units, which helps in thermal management of the vehicle's powertrain system according to the current operating state, improving the effectiveness of thermal management. Attached Figure Description

[0055] Figure 1 A schematic diagram illustrating a method for determining the operating state of a vehicle provided in an embodiment of this application;

[0056] Figure 2 This is a schematic diagram of the topology of a vehicle powertrain system provided in an embodiment of this application;

[0057] Figure 3 A schematic diagram of the three-phase structure of a permanent magnet synchronous motor provided in an embodiment of this application;

[0058] Figure 4 This is a schematic diagram of the topology of a vehicle powertrain system provided in an embodiment of this application;

[0059] Figure 5 A schematic diagram of another vehicle powertrain topology provided in this application embodiment;

[0060] Figure 6 This is a schematic diagram of a device for determining the operating status of a vehicle, provided in an embodiment of this application. Detailed Implementation

[0061] To facilitate understanding and explanation of the technical solutions provided in the embodiments of this application, the background technology of this application will be described first.

[0062] Thermal management of electric vehicles can ensure that critical components such as batteries, motors, and electronic control systems operate within suitable temperature ranges, preventing thermal runaway and improving the overall performance and safety of the vehicle.

[0063] In the process of thermal management of electric vehicles, it is necessary to obtain temperature information of components within the vehicle's powertrain. Typically, temperature sensors are pre-installed around the components of the powertrain to collect their temperatures and report them to the onboard electronic control unit (ECU). Based on the acquired temperatures, the ECU calculates the component temperatures, determines the operating status of the vehicle's powertrain, and executes corresponding thermal management strategies.

[0064] However, the number of temperature sensors installed in a vehicle is limited, making it impossible to comprehensively detect the temperature of components. This results in limited temperature information obtained by the ECU, making it difficult to accurately determine the temperature of components. Consequently, errors occur in judging the internal temperature of the vehicle's powertrain, which may lead to an inaccurate determination of the powertrain's operating status and an inability to implement effective thermal management strategies in a timely manner. This can result in thermal runaway, affecting the overall safety of the vehicle.

[0065] Based on this, this application provides a method for determining the operating state of a vehicle. This method involves acquiring sensor values ​​collected by sensors within the vehicle's powertrain system and configuring a simulation model of the powertrain system using these sensor values. The simulation model includes a first temperature calculation unit and a second temperature calculation unit. These units correspond to temperature sensors and target-type sensors within the vehicle's powertrain system. Data collected by the target-type sensors is used to calculate the temperature. The temperature calculation unit, built based on the sensors, enables discretized simulation of the vehicle's powertrain system, fully utilizing data collected by multiple types of sensors to accurately determine the internal temperature of the powertrain system. The operating units participating in the simulation are determined based on the historical operating states of the vehicle's powertrain system. The simulation model is run to obtain operating results, including temperature readings. The current operating state of the vehicle's powertrain system is determined based on the operating results. This allows for a more accurate determination of the current operating state of the vehicle's powertrain system based on the temperature estimated by the operating units, facilitating thermal management of the powertrain system according to its current operating state and improving the effectiveness of thermal management.

[0066] To facilitate understanding of the technical solutions provided in the embodiments of this application, the method for determining the vehicle operating status provided in the embodiments of this application will be described below with reference to the accompanying drawings.

[0067] It should be noted that, in one possible implementation, the vehicle operating state determination method provided in this application embodiment can be applied to a simulation platform. The simulation platform can be based on a time-continuous solver or a discrete solving environment such as a Field Programmable Gate Array (FPGA) to run the simulation model and obtain the simulation results; this application embodiment does not limit this. By executing the vehicle operating state determination method on the simulation platform, the vehicle thermal management process can be simulated, the effectiveness of the thermal management strategy can be verified, which is beneficial for designing suitable thermal management strategies for vehicles and improving the effectiveness of actual use of thermal management strategies. In another possible implementation, the vehicle operating state determination method provided in this application embodiment can be applied to an ECU. During vehicle operation, the ECU can accurately determine the current operating state of the vehicle and then perform thermal management based on the current operating state, thereby improving the thermal management effect.

[0068] See Figure 1 As shown, this figure is a schematic diagram of a method for determining the operating state of a vehicle provided in an embodiment of this application. Figure 1 As shown, the method for determining the vehicle operating status provided in this application embodiment includes S101-S104.

[0069] S101: Obtain sensor values ​​collected by the sensors included in the vehicle powertrain system, and use the sensor values ​​to configure the simulation model of the vehicle powertrain system.

[0070] The simulation model of the vehicle powertrain system is used to simulate the vehicle powertrain system. The simulation system can simulate the temperature changes of components during the operation of the vehicle powertrain system.

[0071] The simulation model includes a first temperature calculation unit and a second temperature calculation unit.

[0072] The first temperature calculation unit corresponds to two adjacent temperature sensors included in the vehicle powertrain system. The second temperature calculation unit corresponds to one adjacent temperature sensor and a target type sensor included in the vehicle powertrain system. The target type sensor is a sensor other than the temperature sensor that can assist in temperature calculation. The target type sensor is related to heat generation and heat transfer. That is to say, the target type sensor itself cannot directly collect temperature values, but the temperature can be calculated based on the data collected by the target type sensor.

[0073] The second temperature calculation unit can calculate the temperature based on data other than that collected by the temperature sensor, without the need for a full range of temperature sensors. This allows for full utilization of information collected by other types of sensors and helps to achieve more precise temperature calculations.

[0074] The following describes the method for constructing the simulation model, including the following five steps:

[0075] A1: Obtain the topology of the vehicle's powertrain system.

[0076] The topology of a vehicle powertrain system includes components, the connections between components, sensors, and their placement. Components are the parts and equipment that make up the vehicle powertrain system. For example, components include a coolant tank, water pump, controller, battery, fuel tank, fuel pump, P1 motor, P3 motor, radiator, and fan. The connections between components constitute the vehicle powertrain system. Sensors are installed within the vehicle powertrain system. Sensors include temperature sensors and target-type sensors. Target-type sensors include, for example, fan speed sensors, coolant flow sensors, and current sensors, whose collected data helps in calculating temperature.

[0077] As an example, see Figure 2 As shown in the figure, this is a schematic diagram of the topology of a vehicle power system provided in an embodiment of this application. The vehicle power system includes components such as a water tank, a water pump, a radiator and fan, a controller, a battery, an oil tank, an oil pump, a P1 motor, a P3 motor, and a temperature sensor (T), a speed sensor (ω), a current sensor (I), and a flow sensor (Q).

[0078] Based on the topology of the vehicle powertrain system, the system can be divided into multiple simulation regions with different functions. This allows for subsequent simulation of the vehicle powertrain system according to the divided simulation regions, thus building a simulation model.

[0079] A2: Based on the configuration positions of adjacent sensors, the vehicle power system is divided into multiple simulation regions, and the boundaries of the simulation regions are determined by the configuration positions of adjacent sensors.

[0080] It should be noted that the embodiments of this application do not limit the method for determining adjacent sensors. In one possible implementation, based on the topology, a sensor is first detected and determined according to a preset detection direction, and then the next sensor is detected according to the preset detection direction. If two consecutively detected sensors include at least one temperature sensor, then the two consecutively detected sensors are considered adjacent sensors. If neither of the two consecutively detected sensors is a temperature sensor, then the detection continues according to the preset detection direction until a temperature sensor is detected, and the first sensor detected this time and the detected temperature sensor are considered adjacent sensors. In another possible implementation, each sensor has an identifier. A manually set combination of identifiers for two adjacent sensors is obtained, and the sensors corresponding to the two identifiers included in the identifier combination are considered adjacent sensors.

[0081] Temperature sensors can collect temperature values ​​at the designated location. Target-type sensors can collect values ​​used to calculate the location. The location of the simulation area boundary is determined based on the locations of adjacent sensors. The vehicle powertrain system is then divided into multiple simulation areas according to these boundary locations. By using temperature sensors and / or target-type sensors to determine the temperature of the simulation area boundaries, a more refined temperature estimation of the vehicle powertrain system can be achieved, improving the accuracy of thermal management.

[0082] A3: For the simulated region whose boundary is determined based on two adjacent temperature sensors, a first temperature calculation unit is constructed, and a first temperature calculation formula is configured for the first temperature calculation unit. The temperature of the first temperature calculation unit is determined based on the sensor values ​​of two adjacent temperature sensors.

[0083] When two adjacent sensors are temperature sensors, a first temperature calculation unit is constructed for the simulated region. This first temperature calculation unit is used to simulate the components included in the simulated region, simulating the temperature changes of those components. One or more first temperature calculation units can be constructed.

[0084] A first temperature calculation formula is configured for the first temperature calculation unit. This formula is used to calculate the temperature of the first temperature calculation unit. The temperature of the first temperature calculation unit is determined based on the sensor values ​​of two adjacent temperature sensors. As an example, the temperature inside the first temperature calculation unit is estimated based on the difference between the values ​​of two adjacent temperature sensors.

[0085] A4: For the simulation region whose boundary is determined based on an adjacent temperature sensor and a target type sensor, a second temperature calculation unit is constructed, and a second temperature calculation formula is configured for the second temperature calculation unit. The temperature of the second temperature calculation unit is determined based on the sensor value of an adjacent temperature sensor and the sensor value of a target type sensor.

[0086] When two adjacent sensors are used, one a temperature sensor and the other a target-type sensor, a second temperature calculation unit is constructed for the simulated region. This second temperature calculation unit is used to simulate the components included in the simulated region, simulating the temperature changes of those components. One or more second temperature calculation units can be constructed.

[0087] As an example, for a permanent magnet synchronous motor, based on the temperature sensor installed in the motor housing and the current sensor of each phase circuit, each phase winding, stator poles and rotor permanent magnet can be divided, and each phase winding, stator poles and rotor permanent magnet can be used to construct an independent second temperature calculation unit.

[0088] A second temperature calculation formula is configured for the second temperature calculation unit. This formula is used to calculate the temperature of the second temperature calculation unit. The temperature of the second temperature calculation unit is determined based on the sensor values ​​of a corresponding adjacent temperature sensor and a target type sensor. The second temperature calculation formula includes a formula for converting other types of energy into heat energy. The formula for energy conversion is related to the type of target type sensor. For example, if the target type sensor is a current sensor, the second temperature calculation formula includes a formula for converting electrical energy into heat energy.

[0089] As an example, the second temperature calculation formula is determined based on the initial temperature, power, and heat capacity. The initial temperature is determined based on the historical operating conditions of the components included in the simulation region. The initial temperature may be, for example, the ambient temperature of the components included in the simulation region, or the temperature determined by the second temperature calculation unit during the previous operation. The power is one or more of the following: current-generated heat power, mechanical friction-generated heat power, and fluid transfer heat power.

[0090] As an example, the power calculation formula is one or more of formulas (1)-(3):

[0091] P ie =I 2 R (1)

[0092] Among them, P ie Let I be the current, which can be acquired by a current sensor, and R be the resistance through which the current flows, determined based on the performance parameters of the components included in the simulation area.

[0093] P if =F f ·v=T f ·ω (2)

[0094] Among them, P if For the heat generated by mechanical friction, F f ρ represents frictional force, determined based on the performance parameters of the components included in the simulation area. v represents relative velocity, acquired via a velocity sensor. T f The torque is the frictional force, determined based on the performance parameters of the components included in the simulation area. ω is the relative rotational speed, obtained through a speed sensor. F f With T f It can be a constant or a variable that changes with temperature.

[0095] P it =R(T2-T1) (3)

[0096] Among them, P itR represents the fluid heat transfer power, and R represents the thermal resistance, determined based on the performance parameters of the components included in the simulation region. As an example, for a scenario describing fan cooling, R is a function of fan speed. T1 and T2 represent the temperatures on either side of the heat transfer plane, obtained from temperature sensors or by solving the differential equations governing the temperature.

[0097] The heat capacity is determined based on the performance parameters of the components included in the simulation area and is a calibration value.

[0098] As an example, the formula for calculating the second temperature is:

[0099]

[0100] The expression is in the form of a differential equation, as shown in formula (5):

[0101]

[0102] Where T0 is the initial temperature, P i Where is power and c is heat capacity. T represents the temperature of the second temperature calculation unit. This indicates the rate of temperature change in the second temperature calculation unit.

[0103] Based on the temperature sensors at the boundary between the first and second temperature calculation units and the target type sensor, the boundary temperature of the two temperature calculation units can be determined. The internal temperature of the first and second temperature calculation units can be estimated using a linear difference based on the boundary temperatures, thus enabling the estimation or prediction of the temperature of components without temperature sensors. The heat flow between the two temperature calculation units can be calculated based on the temperature difference between the units and the coolant flow rate collected by the sensors.

[0104] Taking the aforementioned motor inverter as an example, the magnitude of the three-phase current can be obtained from the current value collected by a current sensor, and then the heat generation power of each phase can be determined using the phase current. Combined with the temperature collected by a temperature sensor installed on the motor housing, the heat dissipation power is obtained. Based on the heat generation power and heat dissipation power, the temperature of the second temperature calculation unit corresponding to each phase winding is determined, realizing the estimation of the phase-specific heating temperature.

[0105] For details, see Figure 3 As shown in the figure, this is a schematic diagram of the three-phase structure of a permanent magnet synchronous motor according to an embodiment of this application. The temperature of the stator housing of the permanent magnet synchronous motor is T0, which is measured by a temperature sensor installed on the stator housing.

[0106] Using phase current reconstruction technology, the bus current I acquired by the current sensor DC Estimate the real-time current I of each of the three phases. A IB and I C .

[0107]

[0108] Where t1-t6 represent the moments within the current acquisition period. Based on the three-phase real-time current, the heat generation power P of each phase can be calculated. QA P QB and P QC .

[0109]

[0110] The heat dissipation power of each phase is P DA P DB and P DC This is related to structure and temperature difference. (Using P) DA For example, P DA It is calculated using formula (8).

[0111] P DA =R·ΔT (8)

[0112] Where R is the thermal resistance between each phase and the environment, which is a calibrated value. ΔT is the temperature difference with the environment. The temperature of the phase is calculated using the heat dissipation power and the heat generation power. Taking phase A as an example, the temperature calculation formula is shown in formula (9).

[0113]

[0114] As another example, the stator of a permanent magnet synchronous motor is equipped with a temperature sensor, and the rotor is equipped with a speed sensor. Taking the second temperature calculation unit jointly constructed by the rotor and stator as an example, the second temperature calculation formula of the second temperature calculation unit is:

[0115]

[0116] Where T0 is the temperature collected by the stator temperature sensor. c is the rotor heat capacity, which is the calibration value.

[0117] P i Including P i1 =f(ω) r i a i b i c ,R r ) and P i2 =f(T) s ,R T P i1 This indicates that the rotor's internal eddy currents generate heat. R r This is the rotor eddy current equivalent resistance, which is the calibrated value. a ib and i c This is the stator phase current, which can be set based on the stator phase current sensor. ω r The rotor speed is obtained from the rotor speed sensor. T s The stator temperature is obtained from the temperature sensor of the stator. R T It is the thermal resistance between the rotor and the stator, and it is the calibrated value.

[0118] This enables the interaction and coupling of magnetic field directional control and thermal management.

[0119] By using the established simulation model, the temperatures of the first and second temperature calculation units, as well as the heat transfer between the temperature calculation units, can be calculated, thereby estimating the temperature of components in the vehicle power system during operation and contributing to more accurate thermal management.

[0120] During vehicle operation, or during simulation of vehicle operation using a simulation model on a simulation platform, sensor values ​​are acquired. These sensor values ​​can be actual values ​​collected by sensors during real vehicle operation, or virtual values ​​generated by other models simulating vehicle operation or input by the user.

[0121] LIN (Local Interconnect Network) can be used as a communication network for communication between sensors and ECUs.

[0122] This application does not limit the frequency of acquiring sensor values. In one possible implementation, sensor values ​​are acquired in real time. In another possible implementation, sensor values ​​are acquired based on a preset acquisition period.

[0123] Based on the acquired sensor data, a simulation model is configured. Specifically, the relevant parameters corresponding to the sensor values ​​are configured in the first and second temperature calculation units of the simulation model.

[0124] S102: Based on the historical operating status of the vehicle power system, determine the operating units participating in the simulation from the units included in the simulation model. The operating units shall include at least the first temperature calculation unit.

[0125] The historical operating state of a vehicle powertrain system refers to the historically determined operating state of the vehicle powertrain system. This historical operating state can be the operating state of the vehicle powertrain system determined using a simulation model in the last instance, or it can be a pre-set operating state of the vehicle powertrain system.

[0126] The historical operating status of a vehicle's powertrain system includes normal operating status and abnormal operating status. Normal operating status refers to the state in which the vehicle's powertrain system operates normally. Abnormal operating status refers to a state in which the vehicle's powertrain system exhibits abnormal temperatures, corresponding to situations where a thermal management fault has occurred or is about to occur.

[0127] In some possible implementations, the abnormal operating state includes two sub-states: a partially failed operating state and a completely failed operating state. A partially failed operating state indicates that a component in the vehicle's powertrain has partially failed, resulting in performance degradation. A completely failed operating state indicates that a component in the vehicle's powertrain has completely failed.

[0128] For different historical operating states, the simulation model may need to run and the units participating in the simulation may be different.

[0129] Based on the historical operating status of the vehicle's power system, the operating units participating in the simulation model are determined.

[0130] It should be noted that the operating unit includes at least a first temperature calculation unit. That is, the first temperature calculation unit is the unit that needs to participate in the simulation under both normal and abnormal operating conditions. In one possible implementation, the simulation model includes multiple first temperature calculation units. Each first temperature calculation unit needs to participate in the simulation.

[0131] In one possible implementation, the historical operating state is considered the normal operating state. The first temperature calculation unit is used as the operating unit.

[0132] See Figure 4 As shown in the figure, this is a schematic diagram of the topology of a vehicle powertrain system provided in an embodiment of this application. The sensors marked with dashed lines are those whose values ​​are not used in simulation model calculations during normal operation. The sensors marked with solid lines are those whose values ​​are used in simulation model calculations during normal operation. During normal operation, the first temperature calculation unit acts as the operating unit, and only the sensor values ​​collected by the temperature sensor directly participate in the calculations.

[0133] In another possible implementation, the historical operating state is considered an abnormal operating state. Target units corresponding to the abnormal operating state are determined. Target units are units in the simulation model that exhibit temperature anomalies or are affected by temperature anomalies. Target units include second temperature calculation units. The simulation model includes one or more second temperature calculation units. Target units can be units corresponding to pre-defined abnormal operating states. As an example, corresponding target units are pre-defined based on the possible causes of the abnormal operating state. If the historical operating state is determined to be an abnormal operating state, the causes of the abnormal operating state are analyzed to determine the corresponding target units. As another example, the relationships between various units are pre-defined. Other units associated with the unit exhibiting temperature anomalies in the abnormal operating state are designated as target units. The first temperature calculation unit and the target units are designated as operating units. If the first temperature calculation unit and the target unit overlap, the identical units are merged to determine the operating units.

[0134] In abnormal operating conditions, adding target units can achieve greater computational load and higher accuracy in temperature calculation.

[0135] See Figure 5 As shown in the figure, this is a schematic diagram of another vehicle powertrain topology provided in an embodiment of this application. The sensors marked with solid lines are those whose values ​​are used for simulation model calculations under abnormal operating conditions. Under abnormal operating conditions, the first temperature calculation unit and part or all of the second temperature calculation unit act as operating units, and the sensor values ​​collected by the temperature sensors and target type sensors directly participate in the calculations.

[0136] It should be noted that after determining the temperature of the operating unit, the temperature of the corresponding component can also be determined. The operating unit may correspond to a complete component, multiple components, or a portion of a module within a component. Figure 4 and Figure 5 Taking the vehicle powertrain topology shown as an example, the temperature of motor M1 can be calculated using formula (11):

[0137] dT M1 =f1(Q i ,T i ,W) (11)

[0138] Among them, Q i This refers to the heat dissipated by the coolant. (T) i The temperature is the temperature of the first temperature calculation unit included in motor M1, which is the temperature determined based on the temperature sensor. W represents the heat conducted from other components to motor M1.

[0139] For locations in the vehicle's powertrain where no temperature sensor is installed, such as the controller, the temperature can be calculated using formula (12):

[0140] T controller =f2(Q i ,T i ,W) (12)

[0141] Among them, Q i This refers to the heat dissipated by the coolant. (T) i The temperature is determined by the second temperature calculation unit built for the controller. W represents the heat conducted from other components to the controller.

[0142] Furthermore, when abnormal operating states include partial failure operating states and complete failure operating states, the number of target units corresponding to the partial failure operating states is less than or equal to the number of target units corresponding to the complete failure operating states. This allows for an increase in the number of units participating in the simulation when the abnormality is severe, i.e., component failure, thereby improving the accuracy of temperature calculations and obtaining a more effective and accurate determination of the current operating state.

[0143] S103: Run the simulation model and obtain the results.

[0144] After determining the operating unit, the simulation model is run to simulate the temperature changes of the vehicle powertrain system during operation. The simulation model yields results, including the temperature output by the operating unit. These results reflect the temperature of the vehicle powertrain system components during operation.

[0145] In another possible implementation, the results also include the rate of temperature change. The rate of temperature change reflects the temperature changes within the temperature calculation unit and indicates the trend of temperature change.

[0146] S104: Determine the current operating status of the vehicle's power system based on the operating results.

[0147] The current operating state of the vehicle power system is the operating state of the vehicle power system when the simulation model outputs the operating results.

[0148] The operating results, including the temperature of the operating unit, can be used to determine whether the vehicle's powertrain is operating normally.

[0149] As an example, this application provides a possible implementation of determining the current operating state of a vehicle power system based on the operating results.

[0150] Determine whether the operating results meet the normal operating conditions. If the operating results meet the normal operating conditions, then the current operating state of the vehicle powertrain system is determined to be a normal operating state. If the operating results meet the abnormal operating conditions, then the current operating state of the vehicle powertrain system is determined to be an abnormal operating state.

[0151] As an example, the normal operating condition is that the number of operating units whose temperature exceeds the preset temperature range is less than a first quantity threshold. The preset temperature range is a pre-defined range of temperatures that the operating units will output under normal operating conditions. If the temperature of an operating unit exceeds the preset temperature range, it indicates that the operating unit may be malfunctioning. If the number of malfunctioning operating units is less than the first quantity threshold, it may be an occasional temperature anomaly occurring during operation.

[0152] As another example, abnormal operating conditions include the number of operating units whose temperature exceeds the preset temperature range being greater than or equal to a second threshold, or the number of operating units whose temperature change rate exceeds the preset change rate range being greater than or equal to a third threshold. If the number of operating units with abnormal temperatures exceeds the second threshold, it indicates a large number of abnormal operating units, suggesting that the vehicle powertrain system has experienced component temperature abnormalities. In this case, the second temperature calculation unit needs to be invoked to determine the scope and severity of the abnormality. Furthermore, the operating status of the vehicle powertrain system can be judged based on the temperature change rate of the operating units. The preset change rate range is a pre-defined range of temperature change rates for operating units under normal operating conditions. If the temperature change rate of an operating unit exceeds the preset change rate range, it indicates that the operating unit may be malfunctioning. For example, if the temperature change rate output by an operating unit exceeds the preset change rate range, the operating unit is malfunctioning and may experience a thermal management failure. If the number of operating units with abnormal change rates exceeds the third threshold, it indicates a large number of abnormal operating units, suggesting that the vehicle powertrain system has experienced component temperature abnormalities.

[0153] In addition, abnormal operating conditions can also include conditions that determine the abnormal operating state based on sensor values ​​from target type sensors. For example, if the speed sensor of the coolant pump and the speed sensor of the fan both register 0, it indicates that the coolant pump and fan have stopped rotating, and the vehicle's powertrain has malfunctioned.

[0154] In some possible implementations, the normal operating state and abnormal operating state of the vehicle powertrain can be switched between each other. Steps S101-S104 can be executed multiple times in a loop, enabling multiple assessments of the current operating state of the vehicle powertrain. This facilitates timely detection of thermal management faults and improves the reliability and safety of the vehicle powertrain operation. Furthermore, when the ECU executes the above steps, after determining that the current operating state of the vehicle powertrain is abnormal, the corresponding thermal management operation is executed. The thermal management operation corresponding to the abnormal operating state can be a pre-set operation to alleviate or resolve the problem of abnormal temperature in the vehicle powertrain.

[0155] Thermal management operations include tasks such as analyzing the cause of a fault and implementing thermal management strategies.

[0156] Specifically, analyzing the causes of failures includes identifying the abnormal components based on operational results. For example, based on the operational units that meet the abnormal operational conditions in the operational results, the components included in the simulation area corresponding to the operational unit are considered as the faulty components, thereby initially determining the location of the faulty component in the vehicle's powertrain system.

[0157] Based on the above, the vehicle operating state determination method provided in this application embodiment can achieve zonal thermal estimation by using thermodynamic state analysis methods and discretized simulation to fuse and calculate the acquisition results of various sensors installed in the vehicle power system. This method enables fault location diagnosis of the thermal management system, motor phase current detection, processing of multi-source sensors, and local thermal estimation of the vehicle operating state. In the event of an anomaly in the vehicle power system's thermal management system, the topology, thermodynamic principles, and parameters of heat-generating components, heat sinks, and sensors can be determined based on the operating results, thus pinpointing the location of the anomaly and effectively implementing thermal management strategies.

[0158] This allows for a more accurate determination of the thermodynamic state inside the vehicle's powertrain and the prediction of its changing trends, supporting thermal management of the vehicle control system in failure states and improving safety and reliability.

[0159] Based on the method for determining vehicle operating status provided in the above embodiments, this application also provides a device for determining vehicle operating status. The device for determining vehicle operating status will be described below with reference to the accompanying drawings.

[0160] See Figure 6 As shown, this figure is a structural schematic diagram of a vehicle operating status determination device provided in an embodiment of this application. Figure 6 As shown, the device for determining the vehicle's operating status includes:

[0161] The acquisition unit 601 is used to acquire sensor values ​​collected by the sensors included in the vehicle power system, and to configure a simulation model of the vehicle power system using the sensor values. The simulation model includes a first temperature calculation unit and a second temperature calculation unit. The first temperature calculation unit corresponds to two adjacent temperature sensors included in the vehicle power system, and the second temperature calculation unit corresponds to one adjacent temperature sensor and a target type sensor included in the vehicle power system. The target type sensor is a sensor other than the temperature sensor whose collected data is used to calculate the temperature.

[0162] Unit determination unit 602 is used to determine the operating unit participating in the simulation from the units included in the simulation model based on the historical operating status of the vehicle power system, wherein the operating unit includes at least the first temperature calculation unit;

[0163] The running unit 603 is used to run the simulation model and obtain running results, including the temperature of the running unit.

[0164] The status determination unit 604 is used to determine the current operating status of the vehicle power system based on the operating results.

[0165] In one possible implementation, the historical operating state is a normal operating state, and the unit determining unit 602 is used to determine the operating units participating in the simulation from the units included in the simulation model, including:

[0166] The first temperature calculation unit is used as the operating unit;

[0167] or,

[0168] The historical operating state is an abnormal operating state. The unit determining unit 602 is used to determine the operating units participating in the simulation from the units included in the simulation model, including:

[0169] A target unit corresponding to the abnormal operating state is determined, the target unit including the second temperature calculation unit; the first temperature calculation unit and the target unit are used as operating units.

[0170] In one possible implementation, the abnormal operating state includes a partially failed operating state and a failed operating state, wherein the number of target units corresponding to the partially failed operating state is less than or equal to the number of target units corresponding to the failed operating state.

[0171] In one possible implementation, the state determination unit 604 is specifically configured to: if the operation result meets normal operation conditions, determine that the current operation state of the vehicle power system is a normal operation state, wherein the normal operation conditions include the number of operating units whose temperature exceeds a preset temperature range being less than a first quantity threshold; if the operation result meets abnormal operation conditions, determine that the current operation state of the vehicle power system is an abnormal operation state, wherein the abnormal operation conditions include the number of operating units whose temperature exceeds a preset temperature range being greater than or equal to a second quantity threshold, or the number of operating units whose temperature change rate exceeds a preset change rate range being greater than or equal to a third quantity threshold.

[0172] In one possible implementation, the device further includes:

[0173] An execution unit is configured to perform a thermal management operation corresponding to the abnormal operating state in response to determining that the current operating state of the vehicle power system is an abnormal operating state.

[0174] In one possible implementation, the simulation model is constructed in the following manner:

[0175] The topology of the vehicle powertrain system is obtained, including components, the connection relationships between the components, sensors, and the configuration locations of the sensors, including temperature sensors and target type sensors.

[0176] The target type sensor divides the vehicle power system into multiple simulation regions based on the configuration positions of adjacent sensors, and the boundaries of the simulation regions are determined by the configuration positions of the adjacent sensors.

[0177] For a simulated region whose boundary is determined based on two adjacent temperature sensors, a first temperature calculation unit is constructed, and a first temperature calculation formula is configured for the first temperature calculation unit. The temperature of the first temperature calculation unit is determined based on the sensor values ​​of the two adjacent temperature sensors.

[0178] For a simulated region whose boundary is determined based on an adjacent temperature sensor and a target type sensor, a second temperature calculation unit is constructed, and a second temperature calculation formula is configured for the second temperature calculation unit. The temperature of the second temperature calculation unit is determined based on the sensor values ​​of the adjacent temperature sensor and the target type sensor.

[0179] In one possible implementation, the second temperature calculation formula is determined based on an initial temperature, power, and heat capacity. The initial temperature is determined based on the historical operating status of the components included in the simulation region. The power is one or more of current-generated heat power, mechanical friction-generated heat power, and fluid heat transfer power. The heat capacity is determined based on the performance parameters of the components included in the simulation region.

[0180] Based on the method embodiment described above for determining the vehicle operating status, this application provides a device, including: a processor, a memory, and a system bus;

[0181] The processor and the memory are connected via the system bus;

[0182] The memory is used to store one or more programs, the one or more programs including instructions, which, when executed by the processor, cause the processor to perform the method for determining the vehicle operating state as described in any of the above embodiments.

[0183] Based on the method for determining vehicle operating status provided in the above embodiments, this application provides a computer-readable storage medium storing instructions. When the instructions are executed on a terminal device, the terminal device performs the method for determining vehicle operating status as described in any of the above embodiments.

[0184] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems or apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.

[0185] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0186] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0187] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0188] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for determining the operating state of a vehicle, characterized in that, The method includes: The sensor values ​​collected by the sensors included in the vehicle powertrain system are obtained, and the simulation model of the vehicle powertrain system is configured using the sensor values. The simulation model includes a first temperature calculation unit and a second temperature calculation unit. The first temperature calculation unit corresponds to two adjacent temperature sensors included in the vehicle powertrain system, and the second temperature calculation unit corresponds to an adjacent temperature sensor and a target type sensor included in the vehicle powertrain system. The target type sensor is a sensor other than the temperature sensor whose collected data is used to calculate the temperature. Based on the historical operating status of the vehicle power system, the operating units participating in the simulation are determined from the units included in the simulation model, and the operating units include at least the first temperature calculation unit; The simulation model is run to obtain the results, which include the temperature of the running unit. The current operating status of the vehicle power system is determined based on the operating results.

2. The method according to claim 1, characterized in that, The historical operating state is the normal operating state, and the step of determining the operating units participating in the simulation from the units included in the simulation model includes: The first temperature calculation unit is used as the operating unit; or, The historical operating state is an abnormal operating state. The step of determining the operating units participating in the simulation from the units included in the simulation model includes: Determine the target unit corresponding to the abnormal operating state, wherein the target unit includes the second temperature calculation unit; The first temperature calculation unit and the target unit are used as operating units.

3. The method according to claim 2, characterized in that, The abnormal operating state includes a partially failed operating state and a failed operating state, wherein the number of target units corresponding to the partially failed operating state is less than or equal to the number of target units corresponding to the failed operating state.

4. The method according to claim 1, characterized in that, Determining the current operating state of the vehicle power system based on the operating results includes: If the operating result meets the normal operating conditions, the current operating state of the vehicle power system is determined to be the normal operating state. The normal operating conditions include that the number of operating units whose temperature exceeds the preset temperature range is less than a first quantity threshold. If the operating result meets the abnormal operating conditions, the current operating state of the vehicle power system is determined to be an abnormal operating state. The abnormal operating conditions include the number of operating units whose temperature exceeds the preset temperature range being greater than or equal to a second quantity threshold, or the number of operating units whose temperature change rate exceeds the preset change rate range being greater than or equal to a third quantity threshold.

5. The method according to claim 1, characterized in that, The method further includes: In response to determining that the current operating state of the vehicle powertrain is an abnormal operating state, a thermal management operation corresponding to the abnormal operating state is executed.

6. The method according to any one of claims 1-5, characterized in that, The simulation model was constructed in the following manner: Obtain the topology of the vehicle powertrain system, the topology including components, the connection relationships between the components, sensors, and the configuration locations of the sensors, the sensors including temperature sensors and target type sensors; The target type sensor divides the vehicle power system into multiple simulation regions based on the configuration positions of adjacent sensors, and the boundaries of the simulation regions are determined by the configuration positions of the adjacent sensors. For a simulated region whose boundary is determined based on two adjacent temperature sensors, a first temperature calculation unit is constructed, and a first temperature calculation formula is configured for the first temperature calculation unit. The temperature of the first temperature calculation unit is determined based on the sensor values ​​of the two adjacent temperature sensors. For a simulated region whose boundary is determined based on an adjacent temperature sensor and a target type sensor, a second temperature calculation unit is constructed, and a second temperature calculation formula is configured for the second temperature calculation unit. The temperature of the second temperature calculation unit is determined based on the sensor values ​​of the adjacent temperature sensor and the target type sensor.

7. The method according to claim 6, characterized in that, The second temperature calculation formula is determined based on the initial temperature, power, and heat capacity. The initial temperature is determined based on the historical operating status of the components included in the simulation area. The power is one or more of the following: current-generated heat power, mechanical friction-generated heat power, and fluid heat transfer power. The heat capacity is determined based on the performance parameters of the components included in the simulation area.

8. A device for determining the operating state of a vehicle, characterized in that, The device includes: An acquisition unit is used to acquire sensor values ​​collected by sensors included in the vehicle powertrain system, and to configure a simulation model of the vehicle powertrain system using the sensor values. The simulation model includes a first temperature calculation unit and a second temperature calculation unit. The first temperature calculation unit corresponds to two adjacent temperature sensors included in the vehicle powertrain system, and the second temperature calculation unit corresponds to one adjacent temperature sensor and a target type sensor included in the vehicle powertrain system. The target type sensor is a sensor other than the temperature sensor whose collected data is used to calculate the temperature. The unit determination unit is used to determine the operating unit participating in the simulation from the units included in the simulation model based on the historical operating status of the vehicle power system, wherein the operating unit includes at least the first temperature calculation unit; A running unit is used to run the simulation model and obtain running results, including the temperature of the running unit. A status determination unit is used to determine the current operating status of the vehicle power system based on the operating results.

9. A device, characterized in that, include: Processor, memory, system bus; The processor and the memory are connected via the system bus; The memory is used to store one or more programs, the one or more programs including instructions that, when executed by the processor, cause the processor to perform the method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the method described in any one of claims 1-7.

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