Modular heat dissipation parameter optimization management system and method based on dynamic data analysis

Abstract

The application discloses a module heat dissipation parameter optimization management system and method based on dynamic data analysis, relates to the vehicle heat dissipation technical field, and comprises the following steps: acquiring vehicle front road section terrain data, and generating a slope change sequence; calculating the instantaneous heat generation of the power supply module in each slope change section according to the slope change; acquiring the refrigerant transmission time delay and the time length of the vehicle arriving at each slope section, determining the pre-adjustment time of the expansion valve according to the time length, combining the instantaneous heat generation to calculate the target opening degree, and generating an adjustment parameter sequence; and driving the expansion valve in advance according to the sequence before the vehicle arrives at the slope section, so that the refrigerant flow change is kept synchronous with the module heat generation change. Through terrain prediction and dynamic parameter matching, the application realizes predictive adjustment of the heat dissipation system, overcomes the response delay problem existing in the traditional feedback control, and significantly improves the thermal management efficiency and safety of the power supply module under complex road conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle heat dissipation technology, specifically to a module heat dissipation parameter optimization management system and method based on dynamic data analysis. Background Technology

[0002] Currently, most new energy vehicle power batteries use liquid cooling for thermal management. This involves placing a cooling plate on the battery surface, which then regulates the flow of refrigerant through an expansion valve to achieve heat exchange and dissipation. Existing technologies typically preset an ideal refrigerant inlet and outlet temperature difference threshold. By real-time monitoring of the actual refrigerant inlet and outlet temperature difference on the cooling plate and comparing the measured temperature difference with the preset ideal temperature difference threshold, the opening of the expansion valve is adjusted to achieve heat dissipation.

[0003] However, when vehicles travel on mountainous roads, frequently alternating between uphill and downhill driving, battery heat generation exhibits a dynamic characteristic of sudden surges. Existing technologies that adjust the expansion valve opening based on temperature differences result in a delayed control response, failing to match the rapid fluctuations in battery heat generation. Summary of the Invention

[0004] The purpose of this invention is to provide a module heat dissipation parameter optimization management system and method based on dynamic data analysis to solve the problems raised in the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a module heat dissipation parameter optimization management method based on dynamic data analysis, the method comprising:

[0006] Obtain terrain data of the road segment ahead of the vehicle's current driving path, analyze the terrain data of the road segment, and obtain slope change sequence data;

[0007] Based on the slope change sequence data, calculate the instantaneous heat generation of the vehicle power supply module in each slope change section;

[0008] Obtain the transmission delay of the refrigerant transmission pipeline in the vehicle cooling system, and calculate the arrival time required for the vehicle to enter each slope section at the current speed.

[0009] Analyze the relationship between the transmission delay and the arrival time to obtain the pre-adjustment time of the expansion valve; and calculate the target opening of the expansion valve based on the instantaneous heat generation in each slope change section.

[0010] Before the vehicle reaches each slope section, the expansion valve is activated in advance according to the adjustment parameter sequence of the expansion valve, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module.

[0011] Furthermore, the terrain data of the road segment ahead of the vehicle's current driving path is acquired, and the terrain data of the road segment is analyzed to obtain slope change sequence data, including:

[0012] The forward driving path output by the vehicle navigation system is divided into several continuous terrain sampling units according to a preset spatial step size. A unique road segment identifier is assigned to each terrain sampling unit, and the road segment identifier is bound to the starting spatial coordinates, ending spatial coordinates and unit length parameters corresponding to the terrain sampling unit.

[0013] The surface elevation dataset of the terrain sampling unit output by the map database and the vehicle-mounted environmental perception unit is retrieved. Using the spatial coordinates of the starting point and the spatial coordinates of the ending point as spatial anchor points, a road longitudinal profile of the terrain sampling unit is constructed. The road longitudinal profile is a two-dimensional geometric reference surface that reflects the longitudinal undulation shape of the road.

[0014] In the longitudinal profile of the road, extreme slope points are identified and located, and these extreme slope points are used as elevation detection points. These extreme slope points include the highest slope point and the lowest slope point. Adjacent elevation detection points within the same slope variation section are designated as the first detection point and the second detection point, respectively. The vertical elevation difference and horizontal projection distance between the first and second detection points are obtained. A right triangle is constructed with the vertical elevation difference as the opposite side and the horizontal projection distance as the adjacent side. The angle corresponding to the ratio of the opposite side to the adjacent side of the right triangle is calculated using the arctangent function to obtain the slope angle corresponding to the slope variation section. The slope direction is determined based on the positive or negative state of the vertical elevation difference. The slope direction includes uphill, downhill, and flat slopes.

[0015] Using road segment identifiers as time-series indexes, the slope angle, slope direction, unit length parameters, and spatial coordinate information corresponding to all terrain sampling units are sequentially integrated according to the time-series index to form slope change sequence data;

[0016] This invention analyzes the forces acting on different slope sections, taking into account gravity, rolling resistance, and air resistance, to calculate the instantaneous heat generation of the power supply module under different working conditions such as climbing and descending slopes. Based on physical models and the law of conservation of energy, this calculation method makes the heat generation prediction more closely resemble the actual driving process, providing accurate heat load prediction for the cooling system and thus avoiding overheating or overcooling.

[0017] Furthermore, based on the slope change sequence data, the instantaneous heat generation of the vehicle power supply module in each slope change section is calculated, including:

[0018] From the slope change sequence data, extract the slope angle, slope direction, segment length, and time series index corresponding to each slope change segment; perform force analysis on each slope change segment in sequence according to the time series index, including:

[0019] Based on the slope angle and vehicle mass, calculate the magnitude of the component of the vehicle's weight along the longitudinal direction of the road; when the slope direction is uphill, the component force is opposite to the vehicle's direction of travel, forming a driving resistance; when the slope direction is downhill, the component force is in the same direction as the vehicle's direction of travel, forming a driving assistance; when the slope direction is flat, the component force is zero.

[0020] Obtain the rolling resistance and air resistance when the vehicle is moving; when the slope direction is uphill, add the driving resistance to the rolling resistance and air resistance to obtain the total driving resistance in the uphill state; when the slope direction is downhill, subtract the driving assistance from the sum of the rolling resistance and air resistance to obtain the total driving resistance in the downhill state; when the slope direction is flat, add the rolling resistance and air resistance to obtain the total driving resistance in the flat state.

[0021] The driving force required by the vehicle power supply module is obtained based on the magnitude of the total driving resistance. The driving force is multiplied by the distance the vehicle travels under the driving force to obtain the total mechanical work required by the vehicle in the slope change section, which is the total heat generated by the vehicle power supply module in the slope change section. According to the law of conservation of energy, the total mechanical work done by the power supply module to drive the vehicle is completely released as heat energy in the process of overcoming resistance. That is, the total mechanical work is equal to the total heat generated by the power supply module in the corresponding slope change section.

[0022] Based on the vehicle's current speed and the length of the gradient change section, calculate the vehicle's travel time through the gradient change section; divide the total heat by the travel time to obtain the heat generated by the power supply module per unit time in the gradient change section, which is recorded as the instantaneous heat generation.

[0023] This invention quantifies the time interval between the cooling system performing adjustment actions and the cooling effect taking effect by calculating the transmission delay of the refrigerant flowing from the expansion valve outlet to the heat dissipation interface of the power supply module. This time delay parameter is the key basis for subsequent pre-adjustment control, which can effectively make up for the response lag problem caused by ignoring physical transmission delay in traditional feedback control, and improve the control accuracy and real-time performance of the system.

[0024] Furthermore, obtaining the transmission delay of the refrigerant transmission lines in the vehicle cooling system includes:

[0025] The total path length and inner diameter parameters of the refrigerant transmission pipeline in the vehicle cooling system are obtained. Based on the preset flow rate of the refrigerant in the pipeline, the total pipeline length is divided by the preset flow rate to obtain the refrigerant transmission delay required for the refrigerant to flow from the expansion valve outlet to the heat dissipation interface of the power supply module. The refrigerant transmission delay is the time interval from when the cooling system performs an adjustment action to when the heat dissipation effect takes effect.

[0026] Furthermore, the calculation of the arrival time required for a vehicle to enter each gradient section at its current speed includes:

[0027] Extract the path distance between each slope change section and the vehicle's current position, divide the path distance by the vehicle's current speed to obtain the arrival time required for the vehicle to travel from the current position to the starting point of each slope change section; where the arrival time is the remaining travel time before the vehicle enters the corresponding slope change section from the current position.

[0028] Arrival times for all slope change segments are organized according to time-series index to form an arrival time sequence synchronized with the slope change sequence data.

[0029] This invention extracts the path distance between each slope section and the vehicle's current position, and calculates the precise arrival time by combining it with the current vehicle speed, forming a time sequence synchronized with the slope change sequence. This processing method enables the cooling system to sense the vehicle's future driving status in advance, providing an accurate time reference for the pre-adjustment of the expansion valve, and ensuring that the adjustment action is coordinated with the vehicle's driving process.

[0030] Furthermore, analyzing the relationship between the transmission delay and the arrival time to obtain the pre-adjustment time of the expansion valve includes:

[0031] Based on the arrival time sequence, the pre-adjustment time of the expansion valve before the vehicle reaches each slope change section is calculated sequentially. By subtracting the refrigerant transmission delay from the arrival time, the pre-adjustment time in which the expansion valve needs to perform adjustment action in advance is obtained.

[0032] This invention obtains the pre-adjustment time for the expansion valve to perform adjustment actions in advance by subtracting the refrigerant transmission delay from the time it takes for the vehicle to arrive at each slope section. This pre-adjustment mechanism enables the refrigerant flow change to be synchronized with the heat generation change of the power supply module in time, fundamentally solving the problem of untimely heat dissipation caused by response delay in traditional temperature difference feedback control. It is particularly suitable for scenarios with frequently changing operating conditions, such as mountain roads.

[0033] Furthermore, the target opening degree of the expansion valve is calculated based on the instantaneous heat generation in each slope variation section, including:

[0034] Extract the instantaneous heat generation corresponding to each slope change section and retrieve the preset heat-cooling conversion coefficient of the cooling system; wherein, the heat-cooling conversion coefficient is the conversion ratio coefficient between the heat generated per unit time and the required refrigerant flow rate; multiply the instantaneous heat generation by the heat-cooling conversion coefficient to obtain the refrigerant flow rate requirement value matched by the cooling system for each slope change section.

[0035] The maximum flow rate and maximum rated opening of the expansion valve are retrieved from the cooling system. The ratio of the required refrigerant flow rate to the maximum flow rate of the expansion valve is calculated to obtain the refrigerant flow rate percentage.

[0036] Multiply the refrigerant flow rate ratio by the maximum rated opening of the expansion valve to obtain the target opening of the expansion valve corresponding to the refrigerant flow rate requirement.

[0037] By mapping the pre-adjustment time corresponding to each slope change section to the target opening of the expansion valve, the sequence of expansion valve adjustment parameters is obtained.

[0038] This invention obtains the refrigerant flow requirement by multiplying the instantaneous heat generation by the heat-cooling conversion coefficient, and then accurately calculates the target opening corresponding to each slope section by combining the maximum flow rate and maximum rated opening of the expansion valve. This calculation method achieves precise matching between heat generation load and cooling capacity, avoiding energy waste caused by excessive flow or insufficient heat dissipation caused by insufficient flow, and significantly improving the energy efficiency of the thermal management system.

[0039] Furthermore, before the vehicle reaches each gradient section, the expansion valve is activated in advance according to the adjustment parameter sequence of the expansion valve, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module, including:

[0040] Based on the adjustment parameter sequence of the expansion valve, and taking the current driving time of the vehicle as a benchmark, the pre-adjustment time corresponding to each slope change section is monitored in real time.

[0041] When the driving time reaches the pre-adjustment time, an expansion valve adjustment command is sent to the cooling system, and the cooling system controls the expansion valve to adjust to the corresponding target opening.

[0042] After the expansion valve is adjusted to the target opening, the cooling system delivers the refrigerant into the refrigerant transmission pipeline according to the corresponding refrigerant flow rate requirement. The refrigerant reaches the heat dissipation interface of the power supply module after the transmission delay ends.

[0043] This invention monitors the pre-adjustment time in real time and issues an expansion valve adjustment command to the cooling system at the appropriate time, so that the refrigerant arrives at the heat dissipation interface of the power supply module just after the transmission delay ends. This synchronous control method ensures that the changes in refrigerant flow rate and the changes in module heat generation are highly consistent in time, realizing true predictive heat dissipation adjustment and effectively ensuring the thermal safety and performance stability of the power supply module under complex road conditions.

[0044] Furthermore, to better implement the above method, a module heat dissipation parameter optimization and management system based on dynamic data analysis is also provided. This system includes: a terrain analysis module, a heat generation calculation module, a time delay calculation module, an adjustment parameter generation module, and a synchronization control module.

[0045] The terrain analysis module is used to acquire terrain data of the road segment ahead of the vehicle's current driving path, analyze the terrain data of the road segment, and acquire slope change sequence data.

[0046] The heat generation calculation module is connected to the terrain analysis module and is used to calculate the instantaneous heat generation of the vehicle power supply module in each slope change section based on the slope change sequence data.

[0047] The delay calculation module is used to obtain the transmission delay of the refrigerant transmission pipeline in the vehicle cooling system and calculate the arrival time required for the vehicle to enter each slope section at the current speed.

[0048] The adjustment parameter generation module is connected to the heat generation calculation module and the time delay calculation module respectively. It is used to analyze the relationship between the transmission time delay and the arrival time, obtain the pre-adjustment time of the expansion valve, and calculate the target opening degree of the expansion valve based on the instantaneous heat generation in each slope change section.

[0049] The synchronization control module, connected to the adjustment parameter generation module, is used to drive the expansion valve in advance according to the adjustment parameter sequence of the expansion valve before the vehicle arrives at each slope section, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module.

[0050] Compared with the prior art, the beneficial effects of the present invention are:

[0051] 1. This invention analyzes the terrain data of the road ahead, calculates the instantaneous heat generation of the power supply module in each slope change section in advance, and combines the refrigerant transmission delay and vehicle arrival time to achieve pre-adjustment of the expansion valve opening, so that the refrigerant flow change is synchronized with the module heat generation change, overcoming the problem of untimely heat dissipation caused by response lag in traditional temperature difference feedback control.

[0052] 2. This invention addresses the characteristic of sudden surges in battery heat generation under frequent uphill and downhill conditions on mountain roads. Based on the slope change sequence, this invention performs dynamic stress analysis and heat generation prediction, which can accurately match the required refrigerant flow rate for each road section, avoid overheating or excessive cooling, and improve the system's thermal management efficiency.

[0053] 3. This invention ensures that the expansion valve adjustment action is coordinated with the vehicle driving process through a synchronous control mechanism, reducing unnecessary refrigerant flow fluctuations, lowering cooling system energy consumption, and ensuring the safe operation of the power supply module under high temperature and high load conditions. Attached Figure Description

[0054] Figure 1 This is a flowchart illustrating the module heat dissipation parameter optimization management system and method based on dynamic data analysis of the present invention.

[0055] Figure 2This is a schematic diagram illustrating an application scenario of the module heat dissipation parameter optimization management system and method based on dynamic data analysis of the present invention. Detailed Implementation

[0056] Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0057] Example 1: As Figure 1 As shown, the present invention provides a technical solution: a module heat dissipation parameter optimization management method based on dynamic data analysis, the method comprising:

[0058] Obtain terrain data of the road segment ahead of the vehicle's current driving path, analyze the terrain data of the road segment, and obtain slope change sequence data;

[0059] Based on the slope change sequence data, calculate the instantaneous heat generation of the vehicle power supply module in each slope change section;

[0060] Obtain the transmission delay of the refrigerant transmission pipeline in the vehicle cooling system, and calculate the arrival time required for the vehicle to enter each slope section at the current speed.

[0061] Analyze the relationship between the transmission delay and the arrival time to obtain the pre-adjustment time of the expansion valve; and calculate the target opening of the expansion valve based on the instantaneous heat generation in each slope change section.

[0062] Before the vehicle reaches each slope section, the expansion valve is activated in advance according to the adjustment parameter sequence of the expansion valve, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module.

[0063] This includes acquiring terrain data of the road segment ahead of the vehicle's current driving path, analyzing the terrain data, and obtaining slope change sequence data, including:

[0064] The forward driving path output by the vehicle navigation system is divided into several continuous terrain sampling units according to a preset spatial step size. A unique road segment identifier is assigned to each terrain sampling unit, and the road segment identifier is bound to the starting spatial coordinates, ending spatial coordinates and unit length parameters corresponding to the terrain sampling unit.

[0065] Retrieve the surface elevation dataset of the terrain sampling unit output by the map database and the vehicle-mounted environmental perception unit, and construct the road longitudinal profile of the terrain sampling unit using the spatial coordinates of the starting point and the spatial coordinates of the ending point as spatial anchor points.

[0066] In the longitudinal profile of the road, extreme slope points are identified and located, and these extreme slope points are used as elevation detection points. Adjacent elevation detection points located within the same slope change section are designated as the first detection point and the second detection point, respectively. The vertical elevation difference and horizontal projection distance between the first and second detection points are obtained. A right triangle is constructed with the vertical elevation difference as the opposite side and the horizontal projection distance as the adjacent side. The angle value corresponding to the ratio of the opposite side to the adjacent side of the right triangle is calculated using the arctangent function to obtain the slope angle corresponding to the slope change section. The slope direction is determined based on the positive or negative state of the vertical elevation difference. The slope direction includes uphill, downhill, and flat slopes.

[0067] Using road segment identifiers as time-series indexes, the slope angle, slope direction, unit length parameters, and spatial coordinate information corresponding to all terrain sampling units are sequentially integrated according to the time-series index to form slope change sequence data;

[0068] In an embodiment of the present invention, the vehicle navigation system outputs the forward driving path and divides it into multiple continuous terrain sampling units according to a preset spatial step size of 20 meters; each unit is assigned a road segment identifier and bound with the starting point coordinates, ending point coordinates, and unit length; elevation data is retrieved from the map database, and a longitudinal profile of the road is constructed with the starting point and ending point as anchor points; the highest and lowest slope points are identified in the profile as elevation detection points, the vertical elevation difference and horizontal projection distance between adjacent detection points are calculated, the slope angle is obtained through the arctangent function, and the uphill or downhill direction is determined according to the sign of the elevation difference; the slope angle, direction, length, and coordinates of all units are integrated in time sequence to form slope change sequence data;

[0069] The calculation of the instantaneous heat generation of the vehicle power supply module in each slope change section, based on the slope change sequence data, includes:

[0070] From the slope change sequence data, extract the slope angle, slope direction, segment length, and time series index corresponding to each slope change segment; perform force analysis on each slope change segment in sequence according to the time series index, including:

[0071] Based on the slope angle and vehicle mass, calculate the magnitude of the component of the vehicle's weight along the longitudinal direction of the road; when the slope direction is uphill, the component force is opposite to the vehicle's direction of travel, forming a driving resistance; when the slope direction is downhill, the component force is in the same direction as the vehicle's direction of travel, forming a driving assistance; when the slope direction is flat, the component force is zero.

[0072] Obtain the rolling resistance and air resistance when the vehicle is moving; when the slope direction is uphill, add the driving resistance to the rolling resistance and air resistance to obtain the total driving resistance in the uphill state; when the slope direction is downhill, subtract the driving assistance from the sum of the rolling resistance and air resistance to obtain the total driving resistance in the downhill state; when the slope direction is flat, add the rolling resistance and air resistance to obtain the total driving resistance in the flat state.

[0073] The driving force required by the vehicle power supply module is obtained based on the magnitude of the total driving resistance. The driving force is multiplied by the distance the vehicle travels under the action of the driving force to obtain the total mechanical work required by the vehicle in the slope change section, which is the total heat generated by the vehicle power supply module in the slope change section.

[0074] Based on the vehicle's current speed and the length of the gradient change section, calculate the vehicle's travel time through the gradient change section; divide the total heat by the travel time to obtain the heat generated by the power supply module per unit time in the gradient change section, which is recorded as the instantaneous heat generation.

[0075] In an embodiment of the invention, a slope angle of 6° and a length of 150 meters are extracted from an uphill section from the slope change sequence; the longitudinal component of gravity along the road is calculated to be approximately 1545N based on a vehicle mass of 1500kg, which is used as the driving resistance; rolling resistance of 200N and air resistance of 250N are obtained and added together to obtain a total driving resistance of 1995N; the power supply module needs to provide a driving force of 1995N, which is multiplied by the driving distance of 150 meters to obtain a total mechanical work of 299.25kJ, i.e., the total heat generation; if the vehicle takes 15 seconds to pass through this section at a speed of 10m / s, the instantaneous heat generation is 19.95kW;

[0076] The transmission delay of the refrigerant transmission pipeline in the vehicle cooling system includes:

[0077] Obtain the total path length and inner diameter parameters of the refrigerant transmission pipeline in the vehicle cooling system. Based on the preset flow rate of the refrigerant in the pipeline, divide the total pipeline length by the preset flow rate to obtain the refrigerant transmission delay required for the refrigerant to flow from the expansion valve outlet to the heat dissipation interface of the power supply module.

[0078] In an embodiment of the present invention, the total path length of the refrigerant transmission pipeline in the cooling system is 2.5 meters, the inner diameter of the pipeline is 8 millimeters, and the preset flow rate of the refrigerant in the pipeline is 0.5 m / s; dividing the total pipeline length of 2.5 meters by 0.5 m / s, the transmission delay of the refrigerant from the expansion valve outlet to the heat dissipation interface of the power supply module is 5 seconds.

[0079] The calculation of the arrival time required for a vehicle to enter each gradient section at its current speed includes:

[0080] Extract the path distance between each slope change section and the vehicle's current position, divide the path distance by the vehicle's current speed, and obtain the arrival time required for the vehicle to travel from the current position to the starting point of each slope change section.

[0081] Arrival times for all slope change segments are organized according to time-series index to form an arrival time sequence synchronized with the slope change sequence data.

[0082] In an embodiment of the present invention, the path distance between the starting point of the first slope change section ahead and the current position of the vehicle is extracted as 800 meters, and the current vehicle speed is 72 km / h, or 20 m / s; 800 meters divided by 20 m / s gives the time to reach the starting point of the section as 40 seconds; the arrival time sequence is formed by calculating the arrival time for all slope change sections in sequence and organizing them according to the time index.

[0083] The analysis of the relationship between the transmission delay and the arrival time to obtain the pre-adjustment time of the expansion valve includes:

[0084] Based on the arrival time sequence, the pre-adjustment time of the expansion valve before the vehicle reaches each slope change section is calculated sequentially. By subtracting the refrigerant transmission delay from the arrival time, the pre-adjustment time in which the expansion valve needs to perform adjustment action in advance is obtained.

[0085] In an embodiment of the present invention, the arrival time corresponding to a certain slope change section is 40 seconds, and the refrigerant transmission delay is 5 seconds; by subtracting the refrigerant transmission delay from the arrival time, the pre-adjustment time for the expansion valve to perform adjustment action in advance is 35 seconds; that is, the vehicle should start adjusting the expansion valve 35 seconds before arriving at the starting point of the section.

[0086] The target opening degree of the expansion valve is calculated based on the instantaneous heat generation in each slope variation section, including:

[0087] Extract the instantaneous heat generation corresponding to each slope change section and retrieve the preset heat-cooling conversion coefficient of the cooling system; multiply the instantaneous heat generation by the heat-cooling conversion coefficient to obtain the refrigerant flow rate requirement value matched by the cooling system for each slope change section;

[0088] The maximum flow rate and maximum rated opening of the expansion valve are retrieved from the cooling system. The ratio of the required refrigerant flow rate to the maximum flow rate of the expansion valve is calculated to obtain the refrigerant flow rate percentage.

[0089] Multiply the refrigerant flow rate ratio by the maximum rated opening of the expansion valve to obtain the target opening of the expansion valve corresponding to the refrigerant flow rate requirement.

[0090] By mapping the pre-adjustment time corresponding to each slope change section to the target opening of the expansion valve, the sequence of expansion valve adjustment parameters is obtained.

[0091] In an embodiment of the present invention, the instantaneous heat generation of a certain slope section is 19.95kW, the preset heat conversion coefficient of the cooling system is 0.025, and the unit is L / s / kW; multiplying the two together, the refrigerant flow requirement is 0.49875L / s; the maximum flow rate of the expansion valve is 1.2L / s, and the maximum rated opening is 100%; the refrigerant flow rate ratio is 0.49875÷1.2≈0.4156, multiplied by 100% to obtain the target opening of 41.56%; the target opening is then correlated with the pre-adjustment time of the section to generate an adjustment parameter sequence;

[0092] Specifically, before the vehicle reaches each gradient section of the road, the expansion valve is activated in advance according to the adjustment parameter sequence of the expansion valve, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module. This includes:

[0093] Based on the adjustment parameter sequence of the expansion valve, and taking the current driving time of the vehicle as a benchmark, the pre-adjustment time corresponding to each slope change section is monitored in real time.

[0094] When the driving time reaches the pre-adjustment time, an expansion valve adjustment command is sent to the cooling system, and the cooling system controls the expansion valve to adjust to the corresponding target opening.

[0095] After the expansion valve is adjusted to the target opening, the cooling system delivers the refrigerant into the refrigerant transmission pipeline according to the corresponding refrigerant flow rate requirement. The refrigerant reaches the heat dissipation interface of the power supply module after the transmission delay ends.

[0096] In an embodiment of the present invention, based on the current driving time of the vehicle, each pre-adjustment time point is monitored in real time according to the expansion valve adjustment parameter sequence. When the driving time reaches the pre-adjustment time of 35 seconds, an expansion valve adjustment command is sent to the cooling system to adjust the opening of the expansion valve to 41.56%. After the adjustment is completed, the cooling system delivers refrigerant according to the corresponding refrigerant flow rate requirement of 0.49875L / s. After a 5-second transmission delay, the refrigerant just reaches the heat dissipation interface of the power supply module, keeping pace with the moment when the vehicle enters the uphill section and the heat generation surges.

[0097] Example 2: Figure 2 As shown, in order to better implement the above method, a module heat dissipation parameter optimization and management system based on dynamic data analysis is also provided. The system includes: terrain analysis module, heat generation calculation module, time delay calculation module, adjustment parameter generation module and synchronization control module.

[0098] The terrain analysis module is used to acquire terrain data of the road segment ahead of the vehicle's current driving path, analyze the terrain data of the road segment, and acquire slope change sequence data.

[0099] The heat generation calculation module is connected to the terrain analysis module and is used to calculate the instantaneous heat generation of the vehicle power supply module in each slope change section based on the slope change sequence data.

[0100] The delay calculation module is used to obtain the transmission delay of the refrigerant transmission pipeline in the vehicle cooling system and calculate the arrival time required for the vehicle to enter each slope section at the current speed.

[0101] The adjustment parameter generation module is connected to the heat generation calculation module and the time delay calculation module respectively. It is used to analyze the relationship between the transmission time delay and the arrival time, obtain the pre-adjustment time of the expansion valve, and calculate the target opening degree of the expansion valve based on the instantaneous heat generation in each slope change section.

[0102] The synchronization control module, connected to the adjustment parameter generation module, is used to drive the expansion valve in advance according to the adjustment parameter sequence of the expansion valve before the vehicle arrives at each slope section, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module.

[0103] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for optimizing and managing module heat dissipation parameters based on dynamic data analysis, characterized in that: The method includes: Obtain terrain data of the road segment ahead of the vehicle's current driving path, analyze the terrain data of the road segment, and obtain slope change sequence data; Based on the slope change sequence data, calculate the instantaneous heat generation of the vehicle power supply module in each slope change section; Obtain the transmission delay of the refrigerant transmission pipeline in the vehicle cooling system, and calculate the arrival time required for the vehicle to enter each slope section at the current speed. Analyze the relationship between the transmission delay and the arrival time to obtain the pre-adjustment time of the expansion valve; and calculate the target opening of the expansion valve based on the instantaneous heat generation in each slope change section. Before the vehicle reaches each slope section, the expansion valve is activated in advance according to the adjustment parameter sequence of the expansion valve, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module.

2. The module heat dissipation parameter optimization management method based on dynamic data analysis according to claim 1, characterized in that, Acquire terrain data for the road segment ahead of the vehicle's current driving path, analyze the terrain data, and obtain slope change sequence data, including: The forward driving path output by the vehicle navigation system is divided into several continuous terrain sampling units according to a preset spatial step size. A unique road segment identifier is assigned to each terrain sampling unit, and the road segment identifier is bound to the starting spatial coordinates, ending spatial coordinates and unit length parameters corresponding to the terrain sampling unit. Retrieve the surface elevation dataset of the terrain sampling unit output by the map database and the vehicle-mounted environmental perception unit, and construct the road longitudinal profile of the terrain sampling unit using the spatial coordinates of the starting point and the spatial coordinates of the ending point as spatial anchor points. In the longitudinal profile of the road, extreme slope points are identified and located, and these extreme slope points are used as elevation detection points. Adjacent elevation detection points located within the same slope change section are designated as the first detection point and the second detection point, respectively. The vertical elevation difference and horizontal projection distance between the first and second detection points are obtained. A right triangle is constructed with the vertical elevation difference as the opposite side and the horizontal projection distance as the adjacent side. The angle value corresponding to the ratio of the opposite side to the adjacent side of the right triangle is calculated using the arctangent function to obtain the slope angle corresponding to the slope change section. The slope direction is determined based on the positive or negative state of the vertical elevation difference. The slope direction includes uphill, downhill, and flat slopes. Using road segment identifiers as time-series indexes, the slope angle, slope direction, unit length parameters, and spatial coordinate information corresponding to all terrain sampling units are sequentially integrated according to the time-series index to form slope change sequence data.

3. The module heat dissipation parameter optimization management method based on dynamic data analysis according to claim 1, characterized in that, Based on the slope change sequence data, the instantaneous heat generation of the vehicle power supply module in each slope change section is calculated as follows: From the slope change sequence data, extract the slope angle, slope direction, segment length, and time series index corresponding to each slope change segment; perform force analysis on each slope change segment in sequence according to the time series index, including: Based on the slope angle and vehicle mass, calculate the magnitude of the component of the vehicle's weight along the longitudinal direction of the road; when the slope direction is uphill, the component force is opposite to the vehicle's direction of travel, forming a driving resistance; when the slope direction is downhill, the component force is in the same direction as the vehicle's direction of travel, forming a driving assistance; when the slope direction is flat, the component force is zero. Obtain the rolling resistance and air resistance when the vehicle is moving; when the slope direction is uphill, add the driving resistance to the rolling resistance and air resistance to obtain the total driving resistance in the uphill state; when the slope direction is downhill, subtract the driving assistance from the sum of the rolling resistance and air resistance to obtain the total driving resistance in the downhill state; when the slope direction is flat, add the rolling resistance and air resistance to obtain the total driving resistance in the flat state. The driving force required by the vehicle power supply module is obtained based on the magnitude of the total driving resistance. The driving force is multiplied by the distance the vehicle travels under the action of the driving force to obtain the total mechanical work required by the vehicle in the slope change section, which is the total heat generated by the vehicle power supply module in the slope change section. Based on the vehicle's current speed and the length of the gradient change section, calculate the travel time of the vehicle through the gradient change section; divide the total heat by the travel time to obtain the heat generated by the power supply module per unit time in the gradient change section, which is recorded as the instantaneous heat generation.

4. The module heat dissipation parameter optimization management method based on dynamic data analysis according to claim 1, characterized in that, The transmission delay of the refrigerant transmission pipeline in the vehicle cooling system includes: The total path length and inner diameter parameters of the refrigerant transmission pipeline in the vehicle cooling system are obtained. Based on the preset flow rate of the refrigerant in the pipeline, the total pipeline length is divided by the preset flow rate to obtain the refrigerant transmission delay required for the refrigerant to flow from the expansion valve outlet to the heat dissipation interface of the power supply module.

5. The module heat dissipation parameter optimization management method based on dynamic data analysis according to claim 1, characterized in that, The calculation of the arrival time required for the vehicle to enter each gradient section at the current speed includes: Extract the path distance between each slope change section and the vehicle's current position, divide the path distance by the vehicle's current speed, and obtain the arrival time required for the vehicle to travel from the current position to the starting point of each slope change section. Arrival times for all slope change sections are organized according to time-series index to form an arrival time sequence synchronized with the slope change sequence data.

6. The module heat dissipation parameter optimization management method based on dynamic data analysis according to claim 1, characterized in that, The analysis of the relationship between the transmission delay and the arrival time to obtain the pre-adjustment time of the expansion valve includes: Based on the arrival time sequence, the pre-adjustment time of the expansion valve before the vehicle reaches each slope change section is calculated sequentially. By subtracting the refrigerant transmission delay from the arrival time, the pre-adjustment time in which the expansion valve needs to perform adjustment action in advance is obtained.

7. The module heat dissipation parameter optimization management method based on dynamic data analysis according to claim 1, characterized in that, The calculation of the target opening of the expansion valve based on the instantaneous heat generation in each slope variation section includes: Extract the instantaneous heat generation corresponding to each slope change section and retrieve the preset heat-cooling conversion coefficient of the cooling system; multiply the instantaneous heat generation by the heat-cooling conversion coefficient to obtain the refrigerant flow rate requirement value matched by the cooling system for each slope change section; The maximum flow rate and maximum rated opening of the expansion valve are retrieved from the cooling system. The ratio of the required refrigerant flow rate to the maximum flow rate of the expansion valve is calculated to obtain the refrigerant flow rate percentage. Multiply the refrigerant flow rate ratio by the maximum rated opening of the expansion valve to obtain the target opening of the expansion valve corresponding to the refrigerant flow rate requirement. By mapping the pre-adjustment time corresponding to each slope change section to the target opening of the expansion valve, the sequence of expansion valve adjustment parameters is obtained.

8. The module heat dissipation parameter optimization management method based on dynamic data analysis according to claim 1, characterized in that, Before the vehicle reaches each gradient section of the road, the expansion valve is activated in advance according to the adjustment parameter sequence of the expansion valve, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module, including: Based on the adjustment parameter sequence of the expansion valve, and taking the current driving time of the vehicle as a benchmark, the pre-adjustment time corresponding to each slope change section is monitored in real time. When the driving time reaches the pre-adjustment time, an expansion valve adjustment command is sent to the cooling system, and the cooling system controls the expansion valve to adjust to the corresponding target opening. After the expansion valve is adjusted to the target opening, the cooling system delivers the refrigerant into the refrigerant transmission pipeline according to the corresponding refrigerant flow rate requirement. The refrigerant then reaches the heat dissipation interface of the power supply module after the transmission delay ends.

9. A module heat dissipation parameter optimization management system based on dynamic data analysis, used to execute the module heat dissipation parameter optimization management method based on dynamic data analysis as described in any one of claims 1-8, characterized in that, The system includes: a terrain analysis module, a heat generation calculation module, a time delay calculation module, an adjustment parameter generation module, and a synchronization control module; The terrain analysis module is used to acquire terrain data of the road segment ahead of the vehicle's current driving path, analyze the terrain data of the road segment, and acquire slope change sequence data. The heat generation calculation module is connected to the terrain analysis module and is used to calculate the instantaneous heat generation of the vehicle power supply module in each slope change section based on the slope change sequence data. The delay calculation module is used to obtain the transmission delay of the refrigerant transmission pipeline in the vehicle cooling system and calculate the arrival time required for the vehicle to enter each slope section at the current speed. The adjustment parameter generation module is connected to the heat generation calculation module and the time delay calculation module respectively, and is used to analyze the relationship between the transmission delay and the arrival time to obtain the pre-adjustment time of the expansion valve; and to calculate the target opening degree of the expansion valve based on the instantaneous heat generation in each slope change section. The synchronization control module is connected to the adjustment parameter generation module and is used to drive the expansion valve to operate in advance according to the adjustment parameter sequence of the expansion valve before the vehicle arrives at each slope section, so that the change in refrigerant flow is synchronized with the change in heat generation of the power supply module.

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