Exhaust control method, device, apparatus, medium, and vehicle

Abstract

The application provides an exhaust control method, device, equipment, medium and vehicle. The exhaust control method is applied to a vehicle. The method comprises the following steps: acquiring an ambient temperature in a cab of the vehicle; determining that a temperature interval in which the ambient temperature is located is a target temperature interval, and determining an exhaust control parameter corresponding to the target temperature interval; and controlling a thermal management system of the vehicle to perform active exhaust based on the exhaust control parameter corresponding to the target temperature interval. In this way, the exhaust control parameter is adaptively selected according to the interval in which the ambient temperature is located, the exhaust strategy is matched with the coolant characteristics at different temperatures, the exhaust demand under the corresponding environment is better met, and the exhaust performance of the thermal management system is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an exhaust control method, device, equipment, medium, and vehicle. Background Technology

[0002] In vehicle thermal management systems, active exhaust operations are required to effectively remove gases from the cooling circuit to ensure the efficient and reliable operation of the thermal management system. Since changes in ambient temperature significantly affect the physical properties of the coolant, especially its viscosity which increases as temperature decreases, exhaust control needs to address the varying flow and exhaust requirements under different temperature conditions.

[0003] To achieve the above objectives, related technologies often employ active venting schemes with fixed parameters, that is, venting operations are performed with a preset uniform water pump speed and venting duration, which is relatively simple to implement. Alternatively, venting-related actions, such as trigger judgment or partial on / off control, are controlled based on coolant temperature or battery pack operating information.

[0004] However, in such solutions, exhaust parameters are usually fixed: under low temperature conditions, the viscosity of the coolant increases significantly, the movement of the airflow interface is hindered, and the fixed speed and duration are difficult to provide sufficient driving force and time to fully remove air bubbles; under high temperature conditions, continuous full-speed exhaust may occupy the cooling system for a long time, which conflicts with the heat dissipation demand that also relies on coolant circulation, increasing the risk of overheating of key components. Summary of the Invention

[0005] Based on the defects and deficiencies of the prior art, this application proposes an exhaust control method, device, equipment, medium, and vehicle.

[0006] According to a first aspect of this application, an exhaust control method is provided, the method comprising: The ambient temperature is obtained, which is the temperature inside the vehicle's driver's compartment. The ambient temperature is determined as the target temperature range among multiple temperature ranges, and the exhaust control parameters corresponding to the target temperature range are determined. Based on the exhaust control parameters corresponding to the target temperature range, the vehicle's thermal management system is controlled to perform active exhaust.

[0007] According to a second aspect of the embodiments of this application, an exhaust control device is provided, comprising: The acquisition module is used to acquire the ambient temperature, which is the temperature inside the vehicle's driver's cab. The determination module is used to determine the temperature range in which the ambient temperature falls among multiple temperature ranges as the target temperature range, and to determine the exhaust control parameters corresponding to the target temperature range; The control module is used to control the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range.

[0008] According to a third aspect of the embodiments of this application, an electronic device is provided, including a memory and a processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the exhaust control method as described in the first aspect by running a program in the memory.

[0009] According to a fourth aspect of the present application, a storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the exhaust control method as described in the first aspect.

[0010] According to a fifth aspect of the embodiments of this application, a computer program product is provided, wherein the computer program instructions, when executed by a processor, cause the processor to implement the exhaust control method as described in the first aspect.

[0011] According to a sixth aspect of the embodiments of this application, a vehicle is provided, the vehicle being provided with an exhaust control device as described in the second aspect or an electronic device as described in the third aspect.

[0012] In the aforementioned exhaust control methods, devices, equipment, media, and vehicles, the ambient temperature can be acquired and its target temperature range determined. Based on the exhaust control parameters corresponding to that temperature range, active exhaust can be performed, enabling the exhaust control to adaptively adjust according to the ambient temperature. This allows for the adoption of an exhaust strategy that matches the current coolant characteristics at different ambient temperatures, thereby improving the thoroughness of exhaust at low temperatures, ensuring heat dissipation requirements at high temperatures, avoiding conflicts between exhaust and heat dissipation, and enhancing the overall performance and safety of the vehicle's thermal management system. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0014] Figure 1 This is a schematic flowchart of an exhaust control method provided in an embodiment of this application.

[0015] Figure 2 This is a schematic diagram of an exhaust control process provided in an embodiment of this application.

[0016] Figure 3This is a schematic diagram of the structure of an exhaust control device according to an embodiment of this application.

[0017] Figure 4 This is a schematic diagram of the structure of an electronic device proposed in an embodiment of this application. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] In vehicle thermal management systems, a control scheme with fixed exhaust parameters is commonly used to achieve active exhaust from the cooling system. Specifically, this scheme maintains a constant water pump speed and exhaust duration throughout the active exhaust process. The water pump circulates the coolant at a set speed, carrying air bubbles in the pipes to the expansion tank and discharging them through the liquid flow. The main reason for the widespread adoption of this scheme is its simple control logic, which allows it to perform basic gas-liquid separation under normal temperature conditions.

[0020] However, the performance of the above-mentioned fixed-parameter scheme is not ideal when the vehicle needs to operate under conditions of extreme temperature differences. A fundamental contradiction lies in the fact that this scheme uses a single exhaust parameter in pursuit of control simplification, but in low-temperature environments, the coolant viscosity increases significantly, making it difficult for bubbles to detach from the liquid flow and rise. The fixed water pump speed and exhaust duration cannot provide sufficient driving force and duration, resulting in incomplete exhaust. In high-temperature environments, the system has an urgent need for heat dissipation for critical components such as the battery and motor. Prolonged exhaust operations will occupy cooling system resources, conflicting with the heat dissipation requirements. For example, when the ambient temperature is below 0 degrees Celsius, the high viscosity of the coolant significantly reduces the rising speed of bubbles. If the water pump speed and exhaust duration set at normal temperature are still used, the bubbles in the pipeline are often merely carried around by the liquid flow and cannot effectively reach the expansion tank, resulting in a significant decrease in the success rate of exhaust. When the ambient temperature is above 35 degrees Celsius, if a single continuous exhaust operation lasting several minutes is performed, the temperature of critical components may rise due to delayed heat dissipation, even exceeding the safe range.

[0021] Through in-depth analysis, the inventors discovered that the root cause of the aforementioned contradiction lies in the significant changes in the physical properties of the coolant, such as viscosity, with ambient temperature. Fixed-parameter control fails to incorporate ambient temperature as a factor into the venting decision, causing the venting strategy to become disconnected from the actual flow of the coolant and the behavior of bubbles. At low temperatures, higher driving pressure and more ample venting time are required to help bubbles overcome viscous resistance and rise; at high temperatures, venting time needs to be shortened to allow cooling system resources to quickly return to their heat dissipation function. Fixed parameters cannot simultaneously accommodate these two opposing demand trends.

[0022] To overcome the aforementioned contradictions, embodiments of this application propose a different technical approach. The core inventive concept of this application lies in introducing an adaptive exhaust control strategy based on ambient temperature ranges. This involves dynamically selecting corresponding exhaust control parameters according to the ambient temperature range, thereby improving the parameter decision-making process in fixed-parameter control. This allows the exhaust operation to adapt to changes in coolant characteristics and system heat dissipation requirements under different ambient temperatures without sacrificing the exhaust function at room temperature. In other words, it provides a technical means to adjust exhaust control parameters according to ambient temperature ranges to control pump speed, exhaust duration, and exhaust mode. This effectively solves the problems of unstable exhaust performance across the entire temperature range and the conflict between exhaust and heat dissipation at high temperatures in fixed-parameter schemes, achieving a balance between thorough exhaust and heat dissipation safety over a wide range of ambient temperatures.

[0023] Based on the above concept, the embodiments in this specification provide an exhaust control method, which will be described exemplarily below with reference to the accompanying drawings.

[0024] In an exemplary embodiment, the exhaust control method provided in this application can be applied to an adaptive exhaust control system for a vehicle, which includes an ambient temperature sensor, a controller, a water pump, an expansion tank, a radiator, and a temperature sensor for collecting the temperature of key components.

[0025] An ambient temperature sensor is installed in the vehicle's driver's cab to obtain the ambient temperature inside the cab.

[0026] The controller is electrically connected to both the ambient temperature sensor and the temperature sensor of key components to receive temperature signals. The controller's output is electrically connected to the water pump to control its speed and start / stop. The water pump drives the coolant to circulate in the thermal management pipeline, which is equipped with an expansion tank to expel gases from the coolant. A radiator is used to dissipate the heat carried by the coolant.

[0027] The controller can be internally divided into an acquisition unit, a determination unit, and a control unit. The acquisition unit receives temperature signals from the ambient temperature sensor and converts them into ambient temperature values. The determination unit, connected to the acquisition unit, determines the current temperature range based on the ambient temperature value and identifies the corresponding exhaust control parameters for that range. The control unit, connected to the determination unit, retrieves the corresponding exhaust control parameters based on the determined temperature range and generates control commands to send to the water pump. This causes the water pump to operate according to the specified exhaust control parameters, completing the active exhaust operation.

[0028] The controller may also include a priority coordination unit that receives signals from the temperature sensors of critical components to determine the urgency of the heat dissipation requirement when exhaust and heat dissipation coordination is needed, and adjusts the timing of exhaust operation accordingly.

[0029] The signal transmission and data processing between all units, as well as between the controller and external sensors and actuators, constitute the implementation environment of this embodiment. In this environment, the controller can use the collected ambient temperature information to divide the temperature range and match the exhaust control parameters, and finally drive the water pump and other actuators to complete the exhaust, providing the hardware and functional foundation for the specific control process in each subsequent temperature range.

[0030] refer to Figure 1 In one exemplary embodiment, an exhaust control method is also provided, applied to any electronic device located in or outside the vehicle, capable of communicating with the vehicle. For example... Figure 1 As shown, the exhaust control method includes steps S101-S103: S101: Obtain ambient temperature.

[0031] Specifically, it receives the cabin temperature signal collected by the ambient temperature sensor and converts the temperature signal into an ambient temperature value Tamb that can be called by the controller.

[0032] Since the temperature inside the driver's cab is strongly correlated with the external thermal environment in which the vehicle is currently located, and its acquisition conditions are stable and the sensors are easy to place, using the temperature inside the driver's cab as the ambient temperature input can better characterize the ambient temperature level that the thermal management system will face and provide a basis for the selection of subsequent exhaust strategies.

[0033] Specifically, the ambient temperature can be acquired in real time, at a preset cycle, or when preset trigger conditions are met.

[0034] For example, the controller can call the sampled value of the ambient temperature sensor when the vehicle is powered on, during the thermal management system self-test, after the coolant circuit is replenished, or when the exhaust demand indicator is detected.

[0035] More specifically, the acquisition of ambient temperature can be achieved in various ways. For example, it can be achieved by directly sampling with a temperature sensor, by forwarding cabin temperature data already collected by the vehicle body controller, or by using a weighted result of multiple temperature points as the ambient temperature input. All of these methods can characterize the current ambient temperature level.

[0036] Ambient temperature generally refers to temperature information used to characterize the current thermal environment of a vehicle and participate in the selection of exhaust parameters. Specifically, ambient temperature refers to the air temperature inside the vehicle's cabin, or it can be an equivalent temperature value that has a mapping relationship with the cabin temperature.

[0037] The temperature inside the vehicle's cab can be the temperature in the driver's area, the average temperature of the passenger compartment, or the temperature at a representative point inside the cabin collected by the air conditioning control system. Using this terminology helps to achieve consistent control even when there are slight differences in the placement of sensors.

[0038] It should be noted that the ambient temperature obtained here is not merely for simple temperature measurement, but rather to infer the potential flowability and viscosity levels of the coolant under the current environment. When the ambient temperature decreases, the coolant viscosity typically increases, making it more difficult for bubbles to migrate and rise in the liquid; conversely, when the ambient temperature increases, the system may face a higher heat dissipation load. Therefore, this ambient temperature information provides a prerequisite for subsequent temperature range determination and further provides input data for the differentiated setting of exhaust control parameters, thus forming a closed loop in the entire control chain from environmental perception to parameter execution.

[0039] S102: Determine the temperature range in which the ambient temperature falls among multiple temperature ranges as the target temperature range, and determine the exhaust control parameters corresponding to the target temperature range.

[0040] The ambient temperature Tamb obtained in step S101 is compared with multiple preset temperature thresholds to determine the current ambient temperature range, and this temperature range is then designated as the target temperature range. These multiple temperature ranges may include a low-temperature range, a normal-temperature range, and a high-temperature range. For example, when -20℃ < Tamb ≤ 0℃, it is determined to be in the low-temperature range; when 0℃ < Tamb ≤ 35℃, it is determined to be in the normal-temperature range; and when Tamb > 35℃, it is determined to be in the high-temperature range.

[0041] Determining temperature ranges can be achieved through table lookup, range comparison logic, or a threshold mapping module. The controller can pre-store temperature range threshold tables and parameter mapping tables. The determining unit searches the threshold table based on the ambient temperature value, outputs the corresponding target temperature range identifier, and then the control unit calls the exhaust control parameters associated with that identifier. This setup provides clear range divisions, facilitating calibration and portability; adaptation to different vehicle models only requires adjusting the threshold table and parameter mapping table.

[0042] Temperature range refers to the discrete control range formed by dividing a continuous temperature domain according to preset boundaries.

[0043] The target temperature range refers to the temperature range that matches the current ambient temperature and will be used to drive the selection of subsequent exhaust parameters.

[0044] The target temperature range can be a single continuous range or a sub-range further subdivided in engineering implementation. The range boundaries can be set as closed ranges, open ranges, or semi-open / semi-closed ranges, as long as the same temperature value is avoided from being repeatedly assigned or having an unclear assignment.

[0045] Using temperature range control, rather than setting parameters individually for each temperature value, reduces control complexity and enhances the engineering feasibility of parameter calibration. Especially in vehicle thermal management systems, the effects of different ambient temperatures on coolant viscosity, bubble migration behavior, and heat dissipation requirements exhibit distinct range-like characteristics. Therefore, dividing the entire temperature range into multiple control ranges allows for the development of differentiated exhaust strategies to address the primary challenges faced by each range. The implementation of step S102 provides intermediate results for matching exhaust control parameters in step S103, thus giving exhaust control a clear environmental adaptability basis.

[0046] S103: Based on the exhaust control parameters corresponding to the target temperature range, control the vehicle's thermal management system to perform active exhaust.

[0047] Based on the target temperature range obtained in step S102, the exhaust control parameters corresponding to the range are read from the parameter mapping table, and control commands are output to the water pump to control the water pump to perform active exhaust according to the corresponding speed, duration and operating mode, so that the air bubbles in the coolant migrate to the expansion tank along the thermal management pipeline and are discharged.

[0048] Exhaust control parameters may include one or more of the following: pump speed, exhaust duration, exhaust mode, and execution priority. Pump speed determines the coolant circulation driving force, exhaust duration determines the total duration of continuous exhaust, exhaust mode determines whether the pump operates continuously or in a pulsed start-stop manner, and execution priority determines the scheduling order when exhaust and heat dissipation tasks occur concurrently. The controller can generate pulse width modulation signals, speed setpoints, start / stop commands, and task scheduling commands based on these parameters to control the pump and related thermal management actuators.

[0049] For example, in the extremely low temperature range, the target speed can be 95% to 100% of the rated speed, the target exhaust duration can be 180s to 300s, and the exhaust mode can be pulsed; in the low temperature range, the target speed can be 90% to 100% of the rated speed, the target exhaust duration can be 180s to 300s, and the exhaust mode can be continuous full-speed; in the normal temperature range, the target speed can be 75% to 85% of the rated speed, the target exhaust duration can be 60s to 120s, and the exhaust mode can be continuous full-speed; in the high temperature range, the target speed can be 80% to 90% of the rated speed, the target exhaust duration can be 30s to 60s, the exhaust mode can be continuous full-speed, and the exhaust task can be set to low priority. All of the above values ​​can be obtained through bench calibration and can also be adjusted according to the cooling system volume, pipe resistance, and water pump rated capacity of different vehicle models.

[0050] Active venting refers to the operation of actively causing gas in the coolant to be released, migrate, and discharged from the expansion tank or other venting locations by controlling the actuators in the thermal management system.

[0051] Specifically, it can refer to controlling the water pump to increase the flow rate to create a flushing and conveying effect, or it can include changing the liquid flow state by starting and stopping the pump to create conditions for bubbles to rise. The so-called thermal management system can include a coolant circuit, water pump, radiator, expansion tank, heat exchanger, valves, and cooling branches connected to batteries, motors, or other heat-generating components.

[0052] Optionally, the controller can also continuously collect system status information during the exhaust process, such as water pump feedback speed, key component temperature, exhaust completion flag or interruption flag, and adjust the exhaust process according to the real-time status.

[0053] For example, in high-temperature scenarios, if the temperature of a critical component is detected to rise to a safe threshold, exhaust can be interrupted in advance and the system can switch to heat dissipation control; in extremely low-temperature scenarios, if the pulse cycle has not yet reached the predetermined cumulative full-speed time, the next pulse cycle will continue to be executed. Thus, step S103 not only realizes the calling of interval parameters, but also realizes dynamic execution coordinated with the real-time status of the system.

[0054] In this embodiment, the controller can classify the current operating condition into a corresponding target temperature range based on the ambient temperature inside the cab, and then call the exhaust control parameters that match that range to execute active exhaust, thereby enabling the exhaust control to adaptively adjust with changes in the environment. This allows for increased exhaust driving force and extended exhaust time in low-temperature environments, while reducing exhaust duration and balancing heat dissipation requirements in high-temperature environments. This mitigates the problem of insufficient adaptability of fixed exhaust parameters across the entire temperature range and improves the overall operational stability of the thermal management system.

[0055] To ensure the exhaust performance of the thermal management system under high and low temperature conditions, in some embodiments, the multiple temperature ranges include a low temperature range, a normal temperature range, and a high temperature range, with the temperatures corresponding to the low temperature range, the normal temperature range, and the high temperature range increasing sequentially; the exhaust control parameters include the water pump speed and the exhaust duration. The pump speed corresponding to the ambient temperature range is positively correlated with the absolute deviation of the ambient temperature from the normal temperature range. The exhaust duration corresponding to the temperature range in which the ambient temperature is located is negatively correlated with the ambient temperature.

[0056] To further optimize the exhaust effect and heat dissipation coordination performance under different ambient temperatures in the above embodiments, the multiple temperature ranges in this embodiment may include a low temperature range, a normal temperature range, and a high temperature range, with the temperatures corresponding to the low temperature range, the normal temperature range, and the high temperature range increasing sequentially; the exhaust control parameters include the water pump speed and the exhaust duration; the water pump speed corresponding to the temperature range in which the ambient temperature is located is positively correlated with the absolute deviation of the ambient temperature from the normal temperature range; and the exhaust duration corresponding to the temperature range in which the ambient temperature is located is negatively correlated with the ambient temperature.

[0057] In this scheme, the ambient temperature range can be used as a reference range for parameter design. The greater the deviation of the ambient temperature from the ambient temperature range, whether it deviates towards lower or higher temperatures, the higher the corresponding water pump speed can be. This is because at low temperatures, the coolant viscosity increases, requiring greater pumping capacity to drive the liquid flow and flush away air bubbles from the walls; at high temperatures, although the exhaust time tends to be compression-oriented, maintaining a relatively high water pump speed still helps to complete the necessary air bubble transport and exhaust in a shorter time. By setting this relationship, which is positively correlated with the absolute deviation, a uniform rule can be used to cover the speed change trends across multiple temperature ranges.

[0058] For example, the normal temperature range can be set to 0℃ to 35℃, with a corresponding target pump speed of, for example, 75% to 85% of the rated speed and a target venting time of, for example, 60s to 120s; the low temperature range can be set to -20℃ to 0℃, with a corresponding target pump speed of, for example, 90% to 100% of the rated speed and a target venting time of, for example, 180s to 300s; and the high temperature range can be set to above 35℃, with a corresponding target pump speed of, for example, 80% to 90% of the rated speed and a target venting time of, for example, 30s to 60s. Thus, the pump speed is increased relative to the normal temperature range, while the venting time generally decreases as the ambient temperature rises.

[0059] The absolute deviation of ambient temperature relative to the normal temperature range, as referred to in this application, generally refers to the absolute quantity of the degree of deviation between the ambient temperature and the boundary or representative value of the normal temperature range. Specifically, this absolute deviation can be the absolute value of the difference between the ambient temperature and the center temperature of the normal temperature range, the distance by which the ambient temperature exceeds the upper or lower boundary of the normal temperature range, or the difference in range levels. As long as it can reflect the degree to which the ambient temperature deviates from the normal temperature range and establish the speed adjustment relationship accordingly, it can be regarded as a specific realization of the absolute deviation.

[0060] The statement that exhaust duration is negatively correlated with ambient temperature means that, in general, the higher the ambient temperature, the shorter the exhaust duration; and the lower the ambient temperature, the longer the exhaust duration.

[0061] This negative correlation can be a strictly monotonic relationship or a piecewise negative correlation under zoned conditions. For example, setting a longer duration range in the low-temperature range, a medium duration range in the normal-temperature range, and a shorter duration range in the high-temperature range can achieve this overall relationship. This negative correlation setting helps to allow more time for bubble migration and precipitation at low temperatures and to reduce the time occupied by compressed exhaust at high temperatures, thus mitigating the impact on heat dissipation.

[0062] Optionally, the water pump speed and exhaust duration can be obtained through calibration or modified according to the vehicle platform. For example, for vehicle systems with longer cooling circuits, more branches, or higher expansion tank placement, a higher exhaust duration is used in the low-temperature range; for vehicle systems with stronger water pump rated capacity, a better exhaust effect can be maintained in the high-temperature range even with a shorter exhaust duration. Alternatively, lookup table interpolation can be introduced based on the above ranges, so that different temperature points within the range correspond to different specific values, but still satisfy the general rule of positive correlation with the absolute deviation of the normal temperature range and negative correlation with the ambient temperature.

[0063] By adopting the above relationship settings, three typical scenarios—low temperature, room temperature, and high temperature—can be covered with relatively simple parameter rules, achieving a balance between exhaust performance and heat dissipation requirements without significantly increasing control complexity. This scheme further refines... Figure 1 The parameter selection logic in step S103 ensures that the exhaust control parameters have both an executable engineering quantitative basis and the ability to adapt to different ambient temperature change trends.

[0064] To further improve the bubble precipitation and migration effect at different temperature levels within a low-temperature range, in one embodiment, the low-temperature range includes a first low-temperature range and a second low-temperature range, wherein the lower limit temperature of the first low-temperature range is greater than the upper limit temperature of the second low-temperature range, and the exhaust control parameters also include an exhaust mode. The step of controlling the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range includes: if the target temperature range is the first low-temperature range, controlling the water pump of the thermal management system to operate at a first low-temperature speed for a first low-temperature duration in continuous exhaust mode; and if the target temperature range is the second low-temperature range, controlling the water pump to operate at a second low-temperature speed for a second low-temperature duration in pulse exhaust mode.

[0065] In this scheme, both the first and second low-temperature zones are subdivisions within the low-temperature range, but the fluid states and bubble behaviors they encounter are not entirely the same. In the first low-temperature zone, which is closer to 0°C, although the coolant viscosity increases, it still retains a certain degree of fluidity. A continuous venting mode can be used to flush out bubbles and transport them to the expansion tank through a continuous liquid flow. However, in the even colder second low-temperature zone, the coolant viscosity increases further, and a continuous high-speed liquid flow may cause small bubbles to be trapped and circulate, which is actually detrimental to the bubbles breaking free from the liquid flow and rising upwards. Therefore, using a pulse venting mode in the second low-temperature zone helps to alternately create different venting conditions between the operating and shutdown phases.

[0066] For example, the first low-temperature range can be set to -20℃ < Tamb ≤ 0℃, in which case the controller controls the water pump to run continuously at the first low-temperature speed for the first low-temperature duration. The first low-temperature speed can be, for example, 90% to 100% of the rated speed, and the first low-temperature duration can be, for example, 180s to 300s. In continuous venting mode, the water pump keeps running at full speed continuously, and the coolant forms a continuous high flow rate in the thermal management pipeline, which can flush away air bubbles attached to the pipe wall or local high points of the heat exchanger and push them to the vicinity of the expansion tank.

[0067] In addition, the pulse exhaust mode may include a full-speed flushing phase and a stationary stop phase.

[0068] The second low-temperature range can be set, for example, as a lower temperature range of Tamb ≤ -20℃, or as a lower sub-range within the lower low-temperature range. In this case, the controller controls the water pump to execute the pulse exhaust mode at the second low-temperature speed. The second low-temperature speed can be, for example, 95% to 100% of the rated speed, and the second low-temperature duration can be, for example, 180s to 300s. During the full-speed flushing phase of the pulse exhaust mode, the water pump runs at a higher speed for a preset running time Ton, for example, 60s; during the stationary stop phase of the pulse exhaust mode, the water pump stops running for a preset stop time Toff, for example, 10s; the controller accumulates the full-speed running time Tacc, and when Tacc reaches the second low-temperature duration Ttotal, the pulse exhaust ends.

[0069] The principle behind the aforementioned pulse exhaust mode is that during the full-speed flushing phase, air bubbles on the pipe wall are flushed, causing small bubbles to coalesce into larger bubbles and transport them to the vicinity of the expansion tank. During the stationary phase, fluid flow disturbance is significantly reduced, allowing bubbles to slowly rise due to buoyancy and escape from the exhaust port. This stationary window is particularly beneficial when temperatures are very low and the coolant exhibits a high-viscosity fluid state, providing conditions for bubbles to detach from the fluid flow. Compared to continuous full-speed operation, the pulse exhaust mode improves the situation where bubbles merely circulate within the loop and are difficult to expel, especially at lower temperatures.

[0070] In this application, the term "continuous venting mode" generally refers to a venting method in which the water pump keeps running continuously during a preset venting period; the term "pulse venting mode" generally refers to a venting method in which the water pump runs intermittently according to a start-stop alternation rhythm during the total venting time.

[0071] The pulse exhaust mode can be a fixed-cycle pulse or a variable-cycle pulse. For example, the pulse exhaust mode can use a rhythm of 60 seconds of full-speed rotation followed by a 10-second pause, or other timing combinations that balance flushing and resting effects, such as 40 to 90 seconds of full-speed rotation followed by a 5 to 20-second pause. Any pulse exhaust mode that improves exhaust performance at low temperatures through alternating operation and pauses can be applied to this solution.

[0072] It should be noted that the first low-temperature range uses a continuous venting mode, while the second low-temperature range uses a pulsed venting mode. These two modes are not mutually exclusive, but rather refined adaptations to the venting mode in low-temperature scenarios. In the first low-temperature range, continuous liquid flow is sufficient to meet the bubble migration requirements; continuing to use the pulsed mode might prolong the total venting time. In the second low-temperature range, the settling window provided during the stop phase can improve bubble rising conditions. This distinction between the two modes allows for more precise control within the low-temperature range, helping to improve the thoroughness of venting at different low-temperature levels.

[0073] Furthermore, the first low-temperature speed, the first low-temperature duration, the second low-temperature speed, and the second low-temperature duration are not limited to the specific values ​​mentioned above, and can be adjusted according to the pump specifications, coolant formula, and piping layout. Moreover, those skilled in the art can combine this low-temperature range subdivision scheme with the aforementioned temperature range mapping scheme. While maintaining the overall trend of a positive correlation between speed and environmental deviation and a negative correlation between exhaust duration and ambient temperature, they can further introduce differentiated control within the low-temperature range to simultaneously achieve better low-temperature exhaust adaptability and parameter consistency.

[0074] To further improve exhaust reliability in extremely low temperature environments, in one embodiment, the plurality of temperature ranges further includes an extremely low temperature range, wherein the upper limit temperature of the extremely low temperature range is lower than the lower limit temperature of the low temperature range, and the step of controlling the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range includes: if the target temperature range is the extremely low temperature range, controlling the water pump of the thermal management system to run at a third low temperature speed for a third low temperature duration in pulse exhaust mode, and preheating the coolant in the thermal management system.

[0075] In this scheme, the extremely low temperature range can be set, for example, to Tamb ≤ -20℃, or in more stringent scenarios, the condition requiring preheating can be set to Tamb ≤ -30℃. Since the coolant viscosity increases significantly at this temperature, exhaust efficiency may still be limited by relying solely on the airflow scouring and the bubble rising window formed by brief pauses in operation. Therefore, further preheating the coolant on top of pulse exhaust can improve bubble migration conditions from the source of viscosity reduction and create a synergistic effect with pulse exhaust.

[0076] Specifically, after determining that the target temperature range is an extremely low temperature range, the controller can control the water pump to perform pulse exhaust at the third low temperature speed, and simultaneously or in advance control the preheating components to start in order to preheat the coolant.

[0077] For example, the third low-temperature speed may be, for example, 95% to 100% of the rated speed, and the third low-temperature duration may be, for example, 180s to 300s.

[0078] Specifically, the preheating component can be a positive temperature coefficient heater or other heating device capable of providing heat to the coolant. The temperature of the preheated coolant can be increased to a preset temperature, such as above 5°C, to reduce flow resistance and promote the detachment of bubbles from the liquid phase.

[0079] In some embodiments, preheating can be performed before the pulse exhaust begins, i.e., the coolant is preheated from an extremely low temperature to a preset temperature before pulse exhaust is performed; or it can be performed during pulse exhaust, for example, by simultaneously activating the preheating component during the stop phase to locally raise the temperature of the coolant during the stop window, thereby improving liquid flowability without significantly increasing the total exhaust time. More specifically, preheating can also be full-loop preheating, local branch preheating, or preheating of the area adjacent to the expansion tank, as long as it can improve the conditions for bubble generation, coalescence, migration, and buoyancy.

[0080] In this application, "preheating" refers to the process of introducing heat into the coolant in the thermal management system before or during exhaust, thereby increasing its temperature and decreasing its viscosity. Coolant preheating is not limited to heating all the coolant to the same temperature; it can also involve bringing a portion of the coolant participating in the current exhaust cycle to a temperature level suitable for bubble migration. Furthermore, the preset temperature is not limited to 5°C and can be selected from above 0°C or other suitable ranges, depending on the coolant type, vehicle platform, and low-temperature initiation conditions.

[0081] By employing pulsed exhaust combined with preheating in the extremely low temperature range, the flushing and transporting effects on bubbles during full-speed operation, the rising and releasing effects on bubbles during shutdown, and the viscosity reduction effect brought about by preheating can be coordinated. This not only alleviates the problem of bubbles struggling to break free from the high viscosity liquid at extremely low temperatures, but also helps to improve the exhaust speed and success rate, thus enabling the thermal management system to achieve relatively reliable active exhaust even at lower ambient temperatures.

[0082] To further coordinate exhaust and heat dissipation requirements in high-temperature environments, in one embodiment, controlling the vehicle's thermal management system to actively exhaust based on exhaust control parameters corresponding to the target temperature range includes: if the target temperature range is the high-temperature range, determining whether the temperature of a key component is greater than a preset heat dissipation threshold; if the temperature of the key component is greater than the preset heat dissipation threshold, performing heat dissipation operations on the key component, and controlling the water pump in the thermal management system to run at a preset high-temperature speed for a preset high-temperature duration in continuous exhaust mode.

[0083] In this scheme, the high-temperature range can be, for example, Tamb > 35°C. At this temperature, the vehicle's thermal management system typically faces a high heat dissipation load, and prolonged exhaust operations may affect the cooling of critical components. Therefore, the controller can use a priority coordination unit to detect the temperature of critical components before or during exhaust, and determine the urgency of the current heat dissipation requirement accordingly. These critical components may include the battery, motor, motor controller, or other heat-sensitive components. Temperature sensors for these critical components can be installed on these components to provide temperature signals to the controller in real time.

[0084] Specifically, preset heat dissipation thresholds can be set separately for different critical components. For example, the safety threshold for the battery can be 45°C, while the safety threshold for the motor can be other calibrated temperature values. The controller can first compare the temperature of each critical component with its respective threshold within the high-temperature range. If the temperature of all critical components has not reached their respective preset heat dissipation thresholds, active venting can be performed according to the venting parameters of the high-temperature range; if the temperature of any critical component reaches or exceeds the corresponding preset heat dissipation threshold, it indicates that the current heat dissipation demand is high, and the controller can first perform heat dissipation operations and then control the water pump to run at a preset high-temperature speed for a preset high-temperature duration.

[0085] The heat dissipation operation may include improving the heat exchange capacity of the radiator side, switching the cooling circuit, controlling the operation of the fan or valve, and / or maintaining the continuous circulation of the coolant.

[0086] The preset high-temperature speed can be, for example, 80% to 90% of the rated speed, and the preset high-temperature duration can be, for example, 30s to 60s. In continuous venting mode, the water pump maintains continuous operation for a short period of time in order to complete the necessary venting without occupying heat dissipation resources for a long time.

[0087] In this application, the phrase "the temperature of a critical component exceeds a preset heat dissipation threshold" can include either strictly exceeding or reaching the preset heat dissipation threshold. The preset heat dissipation threshold broadly refers to the temperature limit used to determine whether a critical component should receive heat dissipation resources or perform heat dissipation operations first. This preset heat dissipation threshold can be a single fixed value or a dynamic threshold that varies with operating conditions, such as changing with state of charge, load, motor torque, or seasonal calibration, as long as it can be used to determine the sequential relationship between exhaust and heat dissipation tasks.

[0088] In some embodiments, exhaust tasks in the high-temperature range can be set to low priority. That is, even if there is an exhaust demand, as long as the temperature of critical components is at a high level, the controller can maintain the heat dissipation mode first, and then execute the exhaust after the temperature drops to a safe range. Alternatively, the exhaust process can be monitored in real time when heat dissipation and exhaust are carried out concurrently. If the temperature of critical components reaches a safe threshold during the exhaust process, the exhaust is immediately interrupted and the system switches to heat dissipation mode, and the remaining exhaust process is continued after the temperature drops.

[0089] By introducing the aforementioned judgment mechanism based on the temperature of key components, exhaust control in high-temperature environments can no longer rely solely on the ambient temperature variable, but can be further scheduled in conjunction with the thermal state of key components. This establishes a coordinated priority relationship between exhaust and heat dissipation tasks, helping to prevent overheating of key components due to exhaust consuming circulation capacity under high-temperature conditions. Simultaneously, necessary exhaust can still be completed when heat dissipation conditions permit, improving the operational safety and reliability of the system.

[0090] To further reduce the impact of the high-temperature exhaust process on the continuity of heat dissipation, in one embodiment, the step of performing heat dissipation operation on the key component and controlling the water pump in the thermal management system to run at a preset high-temperature speed for a preset high-temperature duration in continuous exhaust mode includes: dividing the preset high-temperature duration into multiple preset high-temperature sub-durations; and during the heat dissipation operation on the key component, intermittently executing multiple times to control the water pump to run at the preset high-temperature speed for the preset high-temperature sub-durations in continuous exhaust mode.

[0091] In this scheme, the preset high-temperature duration is no longer executed continuously all at once, but is broken down into multiple short segments to intersperse exhaust operations between periods of priority heat dissipation. With this configuration, the thermal management system can continuously respond to the heat dissipation needs of critical components between multiple short exhaust segments, reducing the impact of prolonged continuous exhaust on cooling capacity. The principle is that, through time-slicing scheduling, a total exhaust task is distributed into multiple shorter execution units, allowing heat dissipation and exhaust tasks to alternate along the time axis, thus balancing both.

[0092] Specifically, the preset high-temperature duration can be, for example, 60 seconds, and is divided into three preset high-temperature sub-durations, each lasting 20 seconds. Under high-temperature conditions, the controller can first perform a cooling operation, then control the water pump to run continuously at a preset high-temperature speed for the first sub-duration of 20 seconds, and then switch back to the cooling operation; once the temperature of the critical components is within the allowable range, the second and third sub-durations of 20 seconds are then executed. The interval between these segments can be fixed or dynamically adjusted according to the rate at which the temperature of the critical components decreases.

[0093] The multiple preset high-temperature sub-durations are not limited to being evenly divided. Optionally, the sub-durations can be the same or different. For example, when the heat dissipation demand is high in the early stage of high temperature, the first sub-duration segment can be set to 10s, and the second sub-duration segment can be set to 25s or 30s; the length of each segment can also be dynamically allocated according to the real-time temperature of key components, the remaining exhaust volume, or the current load of the vehicle. The number of preset high-temperature sub-durations is not limited to three; it can be two, four, or more, as long as the sum constitutes the preset high-temperature duration and can achieve segmented execution of exhaust.

[0094] In this application, the term "intermittent execution multiple times" refers to the fact that during the heat dissipation operation, the exhaust operation is not continuously completed without interruption, but rather inserted in stages and multiple rounds. The heat dissipation operation may include a pure heat dissipation phase or a hybrid control phase with heat dissipation as the primary focus. The preset high-temperature speed is not limited to a single fixed value; the same speed can be used within each preset high-temperature sub-duration, or it can be adjusted within the range of 80% to 90% of the rated speed according to the current temperature conditions.

[0095] By employing the aforementioned fragmented execution method, the necessary exhaust volume can be met in high-temperature scenarios while reducing the continuous impact of exhaust on the cooling system. When the temperature of critical components approaches the safety threshold, the controller can switch back to cooling operation more quickly; when the temperature is within a safe range, the next exhaust segment is then inserted. This helps maintain a smoother thermal management control rhythm in high-temperature operating conditions and, in conjunction with the aforementioned priority judgment mechanism based on the temperature of critical components, further improves the compatibility between exhaust and cooling.

[0096] For example, the exhaust control process in the embodiments of this application can be as follows: Figure 2 As shown.

[0097] like Figure 3 As shown in the figure, this application embodiment also provides an exhaust control device, including an acquisition module 301, a determination module 302 and a control module 303.

[0098] in, The acquisition module 301 is used to acquire the ambient temperature, which is the temperature inside the vehicle's driver's cab; The determining module 302 is used to determine the temperature range in which the ambient temperature is located among multiple temperature ranges as the target temperature range, and to determine the exhaust control parameters corresponding to the target temperature range; The control module 303 is used to control the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range.

[0099] The exhaust control method provided in this embodiment belongs to the same concept as the exhaust control method provided in the above embodiments of this application. It can execute the exhaust control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects. Technical details not described in detail in this embodiment can be found in the specific processing content of the exhaust control method provided in the above embodiments of this application, and will not be repeated here.

[0100] Another embodiment of this application also provides an electronic device, see [link to relevant documentation] Figure 4 As shown, the electronic device includes a memory 400 and a processor 410.

[0101] The memory 400 is connected to the processor 410 and is used to store programs; The processor 410 is used to implement the exhaust control method disclosed in any of the above embodiments by running the program stored in the memory 400.

[0102] Specifically, the electronic device may also include: a bus, a communication interface 420, an input device 430, and an output device 440.

[0103] The processor 410, memory 400, communication interface 420, input device 430, and output device 440 are interconnected via a bus. Among them: A bus can include a pathway for transmitting information between various components of a computer system.

[0104] The processor 410 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present application. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0105] Processor 410 may include a main processor, as well as a baseband chip, modem, etc.

[0106] The memory 400 stores a program for executing the technical solution of this application, and may also store an operating system and other critical business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 400 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0107] Input device 430 may include a device for receiving user input data and information, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0108] Output device 440 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0109] The communication interface 420 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0110] The processor 410 executes the program stored in the memory 400 and calls other devices, which can be used to implement the various steps of any of the exhaust control methods provided in the above embodiments of this application.

[0111] Those skilled in the art will understand that Figure 4The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which the present application is applied. The specific electronic device may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0112] This application also proposes a chip including a processor and a data interface. The processor reads and runs a program stored in a memory through the data interface to execute the exhaust control method described in any of the above embodiments. For details of the processing and its beneficial effects, please refer to the above description of the exhaust control method embodiments.

[0113] In addition to the methods and apparatus described above, embodiments of this application provide a computer program product comprising computer program instructions that, when executed by a processor, cause the processor to perform the steps of the exhaust control methods according to various embodiments of this application as described in the "Exemplary Methods" section of this specification.

[0114] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0115] Furthermore, embodiments of this application also propose a storage medium storing a computer program that is executed by a processor in the exhaust control methods according to various embodiments of this application as described in the "Exemplary Methods" section above.

[0116] Embodiments of this application also propose a vehicle equipped with the aforementioned exhaust control device, or, for example, the aforementioned... Figure 4 The electronic device shown.

[0117] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0118] The block diagrams of the devices, equipment, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, equipment, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0119] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0120] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0121] It should be understood that the qualifying terms "first," "second," etc., used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and cannot be used to limit the scope of protection of this application.

[0122] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. An exhaust control method, characterized in that, The method includes: The ambient temperature is obtained, which is the temperature inside the vehicle's driver's compartment. The ambient temperature is determined as the target temperature range among multiple temperature ranges, and the exhaust control parameters corresponding to the target temperature range are determined. Based on the exhaust control parameters corresponding to the target temperature range, the vehicle's thermal management system is controlled to perform active exhaust.

2. The exhaust control method according to claim 1, characterized in that, The multiple temperature ranges include a low temperature range, a normal temperature range, and a high temperature range, with the temperatures corresponding to the low temperature range, the normal temperature range, and the high temperature range increasing sequentially. The exhaust control parameters include the water pump speed and the exhaust duration; The pump speed corresponding to the ambient temperature range is positively correlated with the absolute deviation of the ambient temperature from the normal temperature range. The exhaust duration corresponding to the temperature range in which the ambient temperature is located is negatively correlated with the ambient temperature.

3. The exhaust control method according to claim 2, characterized in that, The low-temperature range includes a first low-temperature range and a second low-temperature range, wherein the lower limit temperature of the first low-temperature range is greater than the upper limit temperature of the second low-temperature range, and the exhaust control parameters also include an exhaust mode. The step of controlling the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range includes: If the target temperature range is the first low temperature range, then the water pump of the thermal management system is controlled to run at a first low temperature speed for a first low temperature duration in continuous exhaust mode; If the target temperature range is the second low temperature range, then the water pump is controlled to run at the second low temperature speed for the second low temperature duration in pulse exhaust mode.

4. The exhaust control method according to claim 2, characterized in that, The plurality of temperature ranges also includes an extremely low temperature range, wherein the upper limit temperature of the extremely low temperature range is lower than the lower limit temperature of the low temperature range, and controlling the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range includes: If the target temperature range is the extremely low temperature range, then the water pump of the thermal management system is controlled to run at the third low temperature speed for the third low temperature duration in pulse exhaust mode, and the coolant in the thermal management system is preheated.

5. The exhaust control method according to claim 2, characterized in that, The step of controlling the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range includes: If the target temperature range is the high temperature range, then determine whether the temperature of the key component is greater than the preset heat dissipation threshold. If the temperature of the critical component exceeds the preset heat dissipation threshold, heat dissipation is performed on the critical component, and the water pump in the thermal management system is controlled to run at a preset high temperature speed for a preset high temperature duration in continuous exhaust mode.

6. The exhaust control method according to claim 5, characterized in that, The sound source performs heat dissipation operations on the key components and controls the water pump in the thermal management system to operate at a preset high-temperature speed and for a preset high-temperature duration in continuous exhaust mode, including: The preset high temperature duration is divided into multiple preset high temperature sub-durations; During the heat dissipation operation of the key components, the water pump is controlled to run at the preset high temperature speed for the preset high temperature sub-duration in continuous exhaust mode multiple times at intervals.

7. An exhaust control device, characterized in that, The device includes: The acquisition module is used to acquire the ambient temperature, which is the temperature inside the vehicle's driver's cab. The determination module is used to determine the temperature range in which the ambient temperature falls among multiple temperature ranges as the target temperature range, and to determine the exhaust control parameters corresponding to the target temperature range; The control module is used to control the vehicle's thermal management system to perform active exhaust based on the exhaust control parameters corresponding to the target temperature range.

8. An electronic device, characterized in that, Including memory and processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the exhaust control method as described in any one of claims 1 to 6 by running a program in the memory.

9. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the exhaust control method as described in any one of claims 1 to 6.

10. A vehicle, characterized in that, The vehicle is equipped with the exhaust control device as described in claim 7 or the electronic device as described in claim 8.

Images