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WO2020135736A1 - 车辆散热控制方法及系统 - Google Patents

车辆散热控制方法及系统 Download PDF

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Publication number
WO2020135736A1
WO2020135736A1 PCT/CN2019/129276 CN2019129276W WO2020135736A1 WO 2020135736 A1 WO2020135736 A1 WO 2020135736A1 CN 2019129276 W CN2019129276 W CN 2019129276W WO 2020135736 A1 WO2020135736 A1 WO 2020135736A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
heat dissipation
heat
battery
time
Prior art date
Application number
PCT/CN2019/129276
Other languages
English (en)
French (fr)
Inventor
刘震辉
刘宇玲
李雷
Original Assignee
长城汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to EP19904246.6A priority Critical patent/EP3904139B1/en
Publication of WO2020135736A1 publication Critical patent/WO2020135736A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to the technical field of vehicle heat dissipation, in particular to a method and system for vehicle heat dissipation control.
  • the heating components such as the motor or engine of the vehicle stop working, but the heat of the motor cannot be dissipated in time, which leads to There is a hidden danger of overheated working parts.
  • the battery (or battery) installed on the vehicle can be used to continue driving the heat dissipation system to dissipate the heat-generating components.
  • This process is referred to as running after heat dissipation in this article. Process to control the temperature of the heating element.
  • the inventor of the present application found that the current model either has no post-operation processing, and the cooling system is stopped immediately after high-voltage power-off, or it performs a post-operation processing for a period of time after high-voltage power-off, Then turn off the heat dissipation system; therefore, under certain operating conditions, such as when the vehicle is suddenly powered off during high-speed driving and the vehicle speed has not dropped, the heating components continue to heat up and enter the post-heat dissipation operation phase, and will also As a result, the operation phase ends early after heat dissipation, so that the heat-generating components of the vehicle cannot be well protected by heat management.
  • the present invention aims to propose a vehicle heat dissipation control method to at least solve the problem of insufficient heat dissipation caused by a sudden power failure while the vehicle is running and the vehicle enters the post-heat dissipation operation stage before the vehicle speed drops.
  • a vehicle heat dissipation control method wherein the vehicle heat dissipation control method includes: detecting a driving speed of a vehicle, and judging whether the detected driving speed is greater than a preset driving speed threshold; when the detected driving speed is greater than or equal to a preset At the driving speed threshold, the high-voltage battery pack of the vehicle is controlled to drive the heat dissipation device of the vehicle to cool the heat-generating components of the vehicle, and the operating conditions after the vehicle is rejected from heat dissipation are controlled; when the detected driving speed is less than At the driving speed threshold, detecting whether the vehicle satisfies the operation condition after entering heat dissipation; and if the vehicle satisfies the operation condition after entering heat dissipation, controlling the battery of the vehicle to drive the heat dissipation device to operate.
  • the detecting whether the vehicle satisfies the running condition after entering the heat dissipation when the detected traveling speed is less than the traveling speed threshold includes: detecting whether the vehicle is in a position when the detected traveling speed is less than the traveling speed threshold High-pressure state; when the vehicle is not in a high-pressure state, detecting the temperature of the heat-generating component; and if the detected temperature of the heat-generating component is greater than a preset temperature threshold, it is determined that the vehicle satisfies the operating conditions after entering the heat dissipation.
  • the number of detected heat generating components is multiple, and each of the heat generating components is configured with a corresponding temperature threshold, wherein, if the detected temperature of the heat generating component is greater than a preset temperature threshold , It is determined that the vehicle satisfies the operating conditions after entering the heat dissipation includes: when the real-time temperature of any one of the detected plurality of heat generating components exceeds the temperature threshold corresponding to the detected heat generating component, it is determined that the vehicle meets the entry Operating conditions after heat dissipation.
  • controlling the battery of the vehicle to drive the heat dissipation device includes: if the vehicle satisfies the operating condition after entering heat dissipation, detecting the real time of the battery Power, and determine whether the detected real-time power exceeds a preset full power threshold; when the real-time power exceeds the full power threshold, control the battery to drive the heat sink for a first period of time; and when the When the real-time power does not exceed the sufficient power threshold, the battery is controlled to drive the heat dissipation device for a second time period, wherein the first time period is greater than the second time period.
  • the heat dissipation device includes an electronic water pump and an electronic fan, and the electronic water pump and the electronic fan can be driven by the battery to operate for heat dissipation, wherein, in the judgment, whether the detected real-time power exceeds a preset After the full power threshold, the vehicle heat dissipation control method further includes: when the real-time power exceeds the full power threshold, controlling the battery to power the electronic water pump and the electronic fan for the first time period; When the real-time power does not exceed the sufficient power threshold, the battery is controlled to supply power to the electronic water pump or the electronic fan for the second period of time.
  • the vehicle heat dissipation control method of the present invention has the following advantages:
  • the vehicle heat dissipation control method of the present invention considers and detects whether the running condition after entering the heat dissipation is combined with the driving speed (not just the high-pressure state of the whole vehicle), so that when the driving speed is high, the high-voltage battery pack of the vehicle is directly controlled To drive the heat dissipation device of the vehicle to run heat, and control the vehicle to refuse to enter the operating condition after heat dissipation, for example, it may be that the heat dissipation component is still executed according to the previous strategy, and the heat dissipation component is not turned off and does not enter the heat management operation.
  • the driving speed threshold is caused by the high driving speed, so that the vehicle will not turn off the heat dissipation components or enter the thermal management operation, and wait for the power to continue Execution of the previous high-voltage drive heat dissipation strategy avoids switching back and forth between different heat dissipation strategies, saving the controller's resource consumption; or, when the vehicle is running at high speed and suddenly loses power, it can also wait until the vehicle drops to driving speed After the threshold value is lower, the operation after heat dissipation is detected and executed to optimize the heat dissipation effect of the vehicle after heat dissipation.
  • Another object of the present invention is to propose a vehicle heat dissipation control system to at least solve the problem of insufficient heat dissipation caused by the sudden power failure when the vehicle is running and the vehicle speed entering the operation stage after the heat dissipation has not been reduced.
  • a vehicle heat dissipation control system wherein the vehicle heat dissipation control system includes: a driving speed detection unit for detecting the driving speed of the vehicle and determining whether the detected driving speed is greater than a preset driving speed threshold; a high-pressure heat dissipation driving unit For controlling the high-voltage battery pack of the vehicle to drive the heat sink of the vehicle to cool the heat-generating components of the vehicle when the detected driving speed is greater than or equal to the preset driving speed threshold, and the control rejects the The operating condition after the vehicle enters heat dissipation; the operation detection unit after heat dissipation is used to detect whether the vehicle meets the operating conditions after entering the heat dissipation when the detected driving speed is less than the driving speed threshold; and the low-pressure heat dissipation drive unit is used to When the vehicle satisfies the operation condition after entering the heat dissipation, the battery of the vehicle is controlled to drive the heat dissipation device to operate.
  • a driving speed detection unit for detecting the driving
  • the operation detection unit after heat dissipation includes: a high-voltage detection module for detecting whether the vehicle is in a high-pressure state when the detected traveling speed is less than the traveling speed threshold; a heat detection module for detecting when the vehicle Detect the temperature of the heat-generating component when it is not in a high-pressure state; the post-operation detection module is used to determine that the vehicle satisfies the operating conditions after entering the heat dissipation if the detected temperature of the heat-generating component is greater than a preset temperature threshold.
  • the number of detected heat generating components is multiple, and each of the heat generating components is configured with a corresponding temperature threshold, wherein the post-operation detection module is used when there are multiple heat generating components detected When the real-time temperature of any one exceeds the temperature threshold corresponding to the detected heat generating component, it is determined that the vehicle satisfies the operating condition after entering the heat dissipation.
  • the low-voltage heat dissipation driving unit includes: a battery power detection module, configured to detect the real-time power of the battery and determine whether the detected real-time power exceeds a preset Full battery threshold; battery drive period control module, used to control the battery to drive the heat sink for a first period of time when the real-time power exceeds the full power threshold, and when the real-time power does not exceed all
  • the battery is controlled to drive the heat dissipation device for a second period of time, wherein the first period of time is greater than the second period of time.
  • the heat dissipation device includes an electronic water pump and an electronic fan, and the electronic water pump and the electronic fan can be driven by the battery to operate for heat dissipation, wherein the battery driving period control module is also used to If the amount of electricity exceeds the threshold of sufficient charge, the battery is controlled to supply power to the electronic water pump and the electronic fan for the first period of time, and when the real-time charge does not exceed the threshold of sufficient charge, the battery is controlled The battery supplies power to the electronic water pump or the electronic fan for the second period of time.
  • the vehicle heat dissipation control system has the same advantages as the above-mentioned vehicle heat dissipation control method over the prior art, and will not be repeated here.
  • FIG. 1 is a flowchart of a vehicle heat radiation control method according to an embodiment of the present invention
  • FIG. 2 is a flowchart of a vehicle heat radiation control method according to another embodiment of the present invention.
  • FIG. 3 is a structural block diagram of a vehicle heat radiation control system according to an embodiment of the present invention.
  • the battery mentioned in the embodiment of the present invention refers to a battery; the operation process after heat dissipation mentioned in the embodiment of the present invention refers to that after the vehicle stops working, it can be installed on the vehicle.
  • the onboard battery continues to drive the vehicle's heat dissipation mechanism to dissipate heat from the heat-generating components.
  • a vehicle heat radiation control method includes:
  • the execution subject of the method of the embodiment of the present invention may be various types of processors or controllers, and it may be implemented by additionally installing a processor on the vehicle, or it may also be implemented through the original
  • the controllers equipped such as VCU (Vehicle Control Unit), are implemented by improving the hardware or software configuration, and all fall within the protection scope of the present invention.
  • the travel speed threshold it may be any preset value, such as 0, 5 km/h, and so on.
  • the type of heat-generating components of the vehicle should not be limited here, it can be any component that can generate heat in the vehicle, for example, it can be a motor in a new energy vehicle, DC/DC ( DC converter), cooling tube circuit, IGBT (Insulated Gate Bipolar Transistor, insulated gate bipolar transistor), motor controller, engine, etc.
  • DC/DC DC converter
  • IGBT Insulated Gate Bipolar Transistor, insulated gate bipolar transistor
  • motor controller engine, etc.
  • the type of the heat dissipation device may be various types of heat dissipation components or a combination thereof, such as a water pump, an oil cooler, an electronic fan, etc., all of which fall within the protection scope of the present invention.
  • the vehicle immediately enters the detection and processing process of the operating conditions after heat dissipation after power is turned off, so that under some special operating conditions, the vehicle will immediately enter the detection and processing of the operating process after heat dissipation due to power failure. Treatment, but the vehicle may return to the high-voltage power-on state due to user operation or automatic reply. At this time, the vehicle will switch back to the heat dissipation strategy of using the high-voltage drive heat dissipation component, and switching back and forth causes the consumption of controller resources; and, The vehicle runs after performing heat dissipation during the high-speed driving phase, which may also result in poor heat dissipation.
  • the driving speed (not just the high-pressure state of the whole vehicle) to consider and detect whether the operating conditions after cooling are entered, so that when the driving speed is higher, the high-voltage battery of the vehicle is directly controlled
  • the package is used to drive the heat dissipation device of the vehicle to run heat, and control the operating conditions after the vehicle is refused to enter the heat dissipation, for example, it may be that the heat dissipation component is still executed according to the previous strategy, and the heat dissipation component is not turned off and does not enter the heat management operation.
  • the driving speed threshold is caused by the high driving speed, so that the vehicle will not turn off the heat dissipation component or enter the thermal management operation, and can wait for the power to be re-powered and continue to execute the previous
  • the high-voltage drive cooling strategy avoids switching back and forth between different cooling strategies and saves the controller's resource consumption; or, when the vehicle is running at high speed and suddenly loses power, it can also wait until the vehicle drops to the driving speed threshold or completely After stopping, the heat dissipation is detected and executed to ensure the heat dissipation effect of the vehicle after heat dissipation.
  • the number of the heat-generating components detected is multiple, and each heat-generating component is correspondingly configured with a corresponding temperature threshold.
  • the following conditions can be used to detect whether the vehicle meets the operating conditions after entering the heat dissipation :
  • the motor is configured with a motor temperature threshold 3.
  • the DC converter is configured with corresponding DC/DC temperature thresholds, etc., which may be preset according to the heat resistance characteristics of the heat-generating components, which should not be restricted here. Thereby, it is possible to ensure safe thermal management of each heat dissipation component of the vehicle.
  • the embodiments of the present invention provide the conditions for the operation entry and exit after thermal management, and the entry is determined by the BMS state, vehicle speed, and coolant temperature
  • the post-run time is determined by the post-run time, the voltage value of the small battery and the coolant temperature.
  • the specific strategy may include: If the VCU detects that the BMS has not exited the high-pressure state, or the BMS exits the high-pressure state, but the vehicle speed is greater than 5km/h (standard weight), the VCU controls the fan and the water pump to perform according to the previous strategy, and does not turn off the fan water pump. It does not run after entering thermal management.
  • the fan and the water pump are directly turned off without entering after running when all the following conditions are met:
  • the vehicle speed is less than or equal to 5km/h;
  • the temperature of the cooling liquid is less than 55°C (standard amount).
  • the vehicle speed is less than or equal to 5km/h (standard weight);
  • the coolant temperature is greater than 55°C (standard amount).
  • the temperature of the coolant is less than 46°C (standard quantity);
  • the voltage of the small battery is lower than 11.5V (standard weight) and lasts 1s (standard weight);
  • the fan and the water pump are started to be turned off, or the fan and the water pump are turned on again (specifically, the high pressure is restarted).
  • the protection of the heat-generating components under extreme operating conditions can be achieved.
  • the battery due to the use of the battery during operation after heat dissipation, the battery has a risk of excessive power consumption or even exhaustion, so that the next time the user expects to start the vehicle, the vehicle cannot start because the battery cannot provide appropriate power; and, the battery The excessive use of will also affect the service life of the battery.
  • a vehicle heat radiation control method includes:
  • S21 Detect the traveling speed of the vehicle, and determine whether the detected traveling speed is greater than a preset traveling speed threshold.
  • the detection of the real-time power of the battery it may be by directly detecting the power information of the battery (for example, how much power is left); as an additional or alternative, since the battery is working, the voltage and current output by the battery It will decrease with the duration of the discharge time, so it is also possible to indicate (or reflect) the real-time battery capacity by detecting the voltage and/or current values across the battery and using the detected voltage and/or current values , Making the detection process more convenient and reliable; as an example, in a battery with a rated voltage of 12V, its working voltage may be attenuated between 12V and 9V as the discharge continues.
  • the sufficient power threshold may be pre-configured by the user, for example, it may be the power required to ensure the normal start of the vehicle.
  • the heat sink is controlled to supply power for a long time to dissipate a large amount of heat, and when the battery power is insufficient, the heat sink is controlled to supply power for a short time to dissipate a little heat.
  • it realizes the heat dissipation operation of the heat-generating components during the operating conditions after heat dissipation.
  • it also ensures that the battery will not be excessively consumed during the operation after heat dissipation, which guarantees the service life of the battery and guarantees The battery power is sufficient to complete the subsequent vehicle startup, which improves the user experience of the vehicle.
  • the heat dissipation device of the vehicle includes a combination of various heat dissipation components (such as an electronic water pump and an electric fan), which can also be further improved by strategic scheduling in a state where the battery is fully charged or not fully charged Endurance.
  • various heat dissipation components such as an electronic water pump and an electric fan
  • the heat dissipation device includes an electronic water pump and an electronic fan, and the electronic water pump and the electronic fan operate to dissipate heat when powered by a battery, for example, by operating the electronic water pump to mobilize the movement of the cooling liquid in the cooling circuit, and the fan is used to blow the cooling tube to achieve Heat dissipation; wherein, when the real-time power exceeds the sufficient power threshold, the battery is controlled to supply power to the electronic water pump and the electronic fan for the first period of time, and when the real-time power does not exceed the sufficient power threshold, the battery is controlled to power the electronic water pump or the electronic fan For the second time period.
  • the heat dissipation principle of the electronic water pump and electronic fan is as follows: the electronic water pump and electronic fan are the core components of the new energy vehicle thermal management system.
  • the electronic water pump provides power for the circulation of the cooling fluid in the water circuit.
  • the electronic fan generates air flow by rotating to bring the surface temperature of the radiator go.
  • the coolant circulates in the system, taking away the heat of the heat-dissipating components such as the motor, and the heat is taken away by the fan in the radiator, which achieves the cooling effect.
  • the high-voltage power is supplied to the vehicle, the high-voltage components such as motors and motor controllers send temperature values, and the electronic water pump and electronic fan perform corresponding operation levels according to the temperature values. When the temperature value is lower, the operation level is lower, and the temperature value is higher, the operation level is higher.
  • the judgment conditions of whether the electronic water pump and the electronic fan enter the running process include: collecting the current voltage value of the small battery and inputting it from the VCU bottom layer to the VCU application layer; and, the MCU (MotorControl Unit, motor control unit) bus will The motor rotor temperature value T MOTOR , the current controller IGBT temperature value T IBGT , and the current coolant temperature T WATER are sent to the VCU; and, the DC/DC bus sends the current DC/DC temperature value T DCDC to the VCU; and, VCU to determine whether the new energy vehicle is in a high-voltage power-on state.
  • MCU MotorControl Unit, motor control unit
  • the temperature control thresholds need to be set or calibrated in advance, including: motor rotor temperature thresholds T MOTOR1 and T MOTOR2 , controller IGBT temperature thresholds T IBGT1 and T IBGT2 , coolant temperature thresholds T WATER1 and T WATER2 , DC/DC temperature thresholds T DCDC1 and T DCDC2 .
  • the voltage control threshold of the small battery may be set in advance; for example, two different voltage control thresholds of the small battery may be set as A and B, and A ⁇ B. Then, set the setting values T1 and T2 of the different opening time periods of the water pump during the operation process after heat dissipation, T1 ⁇ T2.
  • the operation process after heat dissipation can be performed by executing the following methods:
  • the state of the whole vehicle is changed from the high-voltage power-on state to the high-voltage power-off state.
  • the water pump enters the post-processing operation.
  • the water pump When the vehicle is in the high-voltage power-off state, the water pump immediately enters the post-processing operation state, which can take the heat away in time to prevent parts from appearing.
  • Over-temperature phenomenon to avoid functional failure and shortened service life caused by over-temperature of parts, so as to ensure the normal driving of the vehicle.
  • the real-time motor rotor temperature T MOTOR , controller IGBT temperature T IBGT , coolant temperature T WATER and DC converter temperature T DCDC are collected .
  • T MOTOR > T MOTOR2 , or T IBGT > T IBGT2 , or T WATER > T WATER1 , or T DCDC > T DCDC2 any temperature value is greater than the opening threshold, the water pump is turned on.
  • T MOTOR ⁇ T MOTOR2 , and T IBGT ⁇ T IBGT2 , and T WATER ⁇ T WATER2 , and T DCDC ⁇ T DCDC2 are collected.
  • the post-processing operation opening threshold and closing threshold are set according to the temperature bearing capacity of the object to be radiated, which effectively prevents the occurrence of over-temperature.
  • the water pump when the water pump enters the post-operation process, when the voltage value of the current small battery is ⁇ B, the water pump is allowed to be turned on for a time T2.
  • a ⁇ current battery voltage ⁇ B the water pump is allowed to turn on T1.
  • the voltage value of the current small battery is ⁇ A
  • the pump is not allowed to start.
  • the purpose of setting the voltage thresholds A and B is to determine the remaining discharge capacity of the small battery more finely according to the voltage value of the small battery, and determine whether the post-processing processing time is T1 or T2 according to the discharge capacity.
  • the two sets of different post-processing operation times T1 and T2 are set to more likely balance the post-processing heat dissipation request and the discharge capacity of the small battery, not only to ensure the post-processing heat dissipation capacity, but also It is necessary to take into account the discharge capacity of small batteries.
  • the water pump performs post-processing operation according to the input temperature, which effectively protects the motor and motor control and other heat-dissipating components from overheating.
  • the pump when the pump enters the post-processing process, it refers to the voltage value of the small battery, controls the time of post-processing operation according to the set voltage threshold, and whether to exit the post-processing process. This effectively prevents the excessive power consumption of the small battery during post-operation processing, protects the life of the small battery, and prevents the phenomenon of unstartable when starting the vehicle next time.
  • the vehicle heat dissipation control system 30 includes: a driving speed detection unit 301 for detecting the driving speed of the vehicle and determining whether the detected driving speed is greater than a preset driving speed threshold;
  • the high-pressure heat dissipation driving unit 302 is configured to control the high-voltage battery pack of the vehicle to drive the heat dissipation device of the vehicle to cool the heat-generating components of the vehicle when the detected driving speed is greater than or equal to a preset driving speed threshold, And control rejects the vehicle to enter the operating condition after heat dissipation;
  • the post-heat dissipation operation detection unit 303 is used to detect whether the vehicle satisfies the condition after entering the heat dissipation when the detected driving speed is less than the driving speed threshold; and, low pressure
  • the heat dissipation driving unit 304 is configured to control the battery of the vehicle to drive the heat dissipation device if the vehicle satisfies the operation condition after entering the heat diss
  • the operation detection unit 303 after heat dissipation includes: a high-voltage detection module for detecting whether the vehicle is in a high-voltage state when the detected traveling speed is less than the traveling speed threshold; a heat detection module for When the vehicle is not in a high-pressure state, the temperature of the heat-generating component is detected; a post-operation detection module is used to determine that the vehicle satisfies the condition of heat dissipation if the detected temperature of the heat-generating component is greater than a preset temperature threshold Operating conditions.
  • the number of the heat-generating components detected is multiple, and each of the heat-generating components is configured with a corresponding temperature threshold, wherein the post-operation detection module is used when there are multiple detected When the real-time temperature of any one of the heat-generating components exceeds the temperature threshold corresponding to the detected heat-generating components, it is determined that the vehicle satisfies the operating conditions after entering the heat dissipation.
  • the low-pressure heat dissipation driving unit 304 includes a battery power detection module for detecting the real-time power of the battery and determining whether the detected real-time power Exceeding a preset full power threshold; a battery driving period control module, configured to control the battery to drive the heat sink for a first period of time when the real-time power exceeds the full power threshold, and when the real-time When the electric quantity does not exceed the sufficient electric quantity threshold, the battery is controlled to drive the heat dissipation device for a second period of time, wherein the first period of time is greater than the second period of time.
  • the heat dissipation device includes an electronic water pump and an electronic fan, and the electronic water pump and the electronic fan can be driven by the battery to operate for heat dissipation, wherein the battery drive period control module is also used to When the real-time power exceeds the threshold of sufficient power, controlling the battery to supply power to the electronic water pump and the electronic fan for the first period of time, and when the real-time power does not exceed the threshold of sufficient power, Then, the battery is controlled to supply power to the electronic water pump or the electronic fan for the second period of time.
  • An embodiment of the present invention provides a machine-readable storage medium having instructions stored on the machine-readable storage medium. The instructions are used to cause the machine to execute the above vehicle heat dissipation control method.
  • An embodiment of the present invention provides a processor that is used to run a program, where the program is executed to implement a method for controlling vehicle heat dissipation when the program is running.
  • An embodiment of the present invention provides a device.
  • the device includes a processor, a memory, and a program stored on the memory and executable on the processor. When the processor executes the program, the vehicle heat dissipation control method is implemented.
  • the device in the embodiment of the present invention may be a vehicle-mounted device or a chip device that can be integrated into an MCU of a vehicle or the like.
  • the present application also provides a computer program product which, when executed on a vehicle, is adapted to execute a program initialized with the steps of the above vehicle heat radiation control method.
  • the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Moreover, the present application may take the form of a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program code.
  • computer usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions may also be stored in a computer readable memory that can guide a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture including an instruction device, the instructions
  • the device implements the functions specified in one block or multiple blocks of the flowchart one flow or multiple flows and/or block diagrams.
  • These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of operating steps are performed on the computer or other programmable device to produce computer-implemented processing, which is executed on the computer or other programmable device
  • the instructions provide steps for implementing the functions specified in one block or multiple blocks of the flowchart one flow or multiple flows and/or block diagrams.
  • the computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
  • processors CPUs
  • input/output interfaces network interfaces
  • memory volatile and non-volatile memory
  • the memory may include non-permanent memory, random access memory (RAM) and/or non-volatile memory in a computer-readable medium, such as read only memory (ROM) or flash memory (flash RAM).
  • RAM random access memory
  • ROM read only memory
  • flash RAM flash memory
  • Computer readable media including permanent and non-permanent, removable and non-removable media, can store information by any method or technology.
  • the information may be computer readable instructions, data structures, modules of programs, or other data.
  • Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, Magnetic tape cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media can be used to store information that can be accessed by computing devices.
  • PRAM phase change memory
  • SRAM static random access memory
  • DRAM dynamic random access memory
  • RAM random access memory
  • ROM read-only memory
  • EEPROM electrically erasable programmable read-only memory

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Abstract

一种车辆散热控制方法，包括：检测车辆的行驶速度；当行驶速度大于或等于预设的行驶速度阈值时，控制车辆的高压电池包来驱动车辆的散热装置运行，且控制拒绝车辆进入散热后运行工况；当行驶速度小于行驶速度阈值时，检测车辆是否满足进入散热后运行条件；若满足散热后运行条件，控制蓄电池来驱动散热装置。该方法避免了控制器在不同散热策略之间的来回切换，节约了资源消耗，优化了车辆的散热后运行的散热效果。一种车辆散热控制系统，一种计算机可读介质以及一种处理器也被公开。

Description

车辆散热控制方法及系统 技术领域
本发明涉及车辆散热技术领域，特别涉及一种车辆散热控制方法及系统。
背景技术
在整车工作(例如行驶)了一段时间并停止工作(例如电动车的高压下电)之后，车辆的电机或发动机等发热部件停止工作，但是电机的热量无法及时地散出去，这样就导致了发热部件存在过热工况的隐患。
为此，目前相关技术中提出了在整车停止工作之后，可以是利用安装在车辆上的电瓶(或蓄电池)继续驱动散热系统对发热部件进行散热，此过程在本文中被称为散热后运行过程，以控制降低发热部件的温度。
但是，本申请的发明人在实践本申请的过程中发现：目前车型要么没有后运行处理，高压下电后马上控制散热系统停止工作，要么在高压断电后马上执行一段时间的后运行处理，然后关闭散热系统；因此，导致在某些运行工况下，例如车辆在高速行驶的过程中突然断电而车速还没有降下来时发热部件还在持续发热就进入散热后运行阶段，并且也会导致散热后运行阶段会早早地结束，使得车辆的发热部件得不到良好的热管理保护。
发明内容
有鉴于此，本发明旨在提出一种车辆散热控制方法，以至少解决在车辆行驶时突然断电而车速还没有降下来就进入散热后运行阶段 所导致的散热不充分的问题。
为达到上述目的，本发明的技术方案是这样实现的：
一种车辆散热控制方法，其中，所述车辆散热控制方法包括：检测车辆的行驶速度，并判断所检测的行驶速度是否大于预设的行驶速度阈值；当所检测的行驶速度大于或等于预设的行驶速度阈值时，控制所述车辆的高压电池包来驱动车辆的散热装置运行以用于冷却所述车辆的发热部件，且控制拒绝所述车辆进入散热后运行工况；当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件；以及若所述车辆满足进入散热后运行条件，则控制所述车辆的蓄电池来驱动所述散热装置运行。
进一步的，所述当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件包括：当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否处于高压状态；当所述车辆未处于高压状态，检测所述发热部件的温度；以及若所检测的所述发热部件的温度大于预设的温度阈值，则确定所述车辆满足进入散热后运行条件。
进一步的，所检测的发热部件的数量为多个，且每一所述发热部件均配置有相对应的温度阈值，其中，所述若所检测的所述发热部件的温度大于预设的温度阈值，则确定车辆满足进入散热后运行条件包括：当存在所检测的多个发热部件中的任意一者的实时温度超过了所检测的发热部件所相对应的温度阈值时，确定所述车辆满足进入散热后运行条件。
进一步的，所述若所述车辆满足进入散热后运行条件，则控制所述车辆的蓄电池来驱动所述散热装置运行包括：若所述车辆满足进入散热后运行条件，则检测所述蓄电池的实时电量，并判断所检测的实 时电量是否超过预设的充分电量阈值；当所述实时电量超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第一时间段；以及当所述实时电量未超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第二时间段，其中所述第一时间段大于所述第二时间段。
进一步的，所述散热装置包括电子水泵和电子风扇，且所述电子水泵和所述电子风扇能够被所述蓄电池驱动而运行散热，其中，在所述判断所检测的实时电量是否超过预设的充分电量阈值之后，所述车辆散热控制方法还包括：当所述实时电量超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵和所述电子风扇供电持续所述第一时间段；当所述实时电量未超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵或所述电子风扇供电持续所述第二时间段。
相对于现有技术，本发明所述的车辆散热控制方法具有以下优势：
本发明所述的车辆散热控制方法，通过结合行驶速度(而不仅仅是整车高压状态)来考量并检测是否进入散热后运行条件，使得在行驶速度较高时，直接控制车辆的高压电池包来驱动车辆的散热装置运行散热，并且控制拒绝车辆进入散热后运行工况，例如可以是控制散热部件仍然按以前策略执行，不关闭散热部件也不进入热管理后运行。在一些车辆工况下，当车辆在高速运行而突然掉电时，由于行驶速度大而导致行驶速度阈值，使得车辆不会关闭散热部件也不进入热管理后运行，而等待重新上电而继续执行之前的高压驱动散热策略，避免了在不同散热策略之间的来回切换，节约了控制器的资源消耗；或者，当车辆在高速运行而突然掉电时，还可以是等到车辆下降到行驶速度阈值以下之后再检测并执行散热后运行，优化了车辆的散热后运行的散热效果。
本发明的另一目的在于提出一种车辆散热控制系统，以至少解决在车辆行驶时突然断电而车速还没有降下来就进入散热后运行阶段所导致的散热不充分的问题。
为达到上述目的，本发明的技术方案是这样实现的：
一种车辆散热控制系统，其中，所述车辆散热控制系统包括：行驶速度检测单元，用于检测车辆的行驶速度，并判断所检测的行驶速度是否大于预设的行驶速度阈值；高压散热驱动单元，用于当所检测的行驶速度大于或等于预设的行驶速度阈值时，控制所述车辆的高压电池包来驱动车辆的散热装置运行以用于冷却所述车辆的发热部件，且控制拒绝所述车辆进入散热后运行工况；散热后运行检测单元，用于当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件；以及低压散热驱动单元，用于若所述车辆满足进入散热后运行条件，则控制所述车辆的蓄电池来驱动所述散热装置运行。
进一步的，所述散热后运行检测单元包括：高压检测模块，用于当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否处于高压状态；发热检测模块，用于当所述车辆未处于高压状态，检测所述发热部件的温度；后运行检测模块，用于若所检测的所述发热部件的温度大于预设的温度阈值，则确定所述车辆满足进入散热后运行条件。
进一步的，所检测的发热部件的数量为多个，且每一所述发热部件均配置有相对应的温度阈值，其中，所述后运行检测模块用于当存在所检测的多个发热部件中的任意一者的实时温度超过了所检测的发热部件所相对应的温度阈值时，确定所述车辆满足进入散热后运行条件。
进一步的，所述低压散热驱动单元包括：蓄电池电量检测模块，用于若所述车辆满足进入散热后运行条件，则检测所述蓄电池的实时电量，并判断所检测的实时电量是否超过预设的充分电量阈值；蓄电池驱动时段控制模块，用于当所述实时电量超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第一时间段，以及，当所述实时电量未超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第二时间段，其中所述第一时间段大于所述第二时间段。
进一步的，所述散热装置包括电子水泵和电子风扇，且所述电子水泵和所述电子风扇能够被所述蓄电池驱动而运行散热，其中，所述蓄电池驱动时段控制模块还用于当所述实时电量超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵和所述电子风扇供电持续所述第一时间段，以及，当所述实时电量未超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵或所述电子风扇供电持续所述第二时间段。
所述车辆散热控制系统与上述车辆散热控制方法相对于现有技术所具有的优势相同，在此不再赘述。
本发明的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施方式及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1为本发明一实施方式所述的车辆散热控制方法的流程图；
图2为本发明另一实施方式所述的车辆散热控制方法的流程图；
图3为本发明一实施方式所述的车辆散热控制系统的结构框图。
附图标记说明：
30   车辆散热控制系统         301  行驶速度检测单元
302  高压散热驱动单元         303  散热后运行检测单元
304  低压散热驱动单元
具体实施方式
需要说明的是，在不冲突的情况下，本发明中的实施方式及实施方式中的特征可以相互组合。
另外，在本发明的实施方式中所提到的电瓶，是指蓄电池；本发明的实施方式中所提到的散热后运行过程，其是指在整车停止工作之后，可以是利用安装在车辆上的蓄电池继续驱动整车散热机构对发热部件进行散热的过程。
下面将参考附图并结合实施方式来详细说明本发明。
如图1所示，本发明一实施例的车辆散热控制方法，包括：
S11、检测车辆的行驶速度，并判断所检测的行驶速度是否大于预设的行驶速度阈值。
关于本发明实施例方法的执行主体，其可以是各种类型的处理器或控制器，且其可以是通过额外在车辆上装设处理器来实现的，另外其也还可以是通过对车辆所原本就配有的控制器，例如VCU(Vehicle Control Unit,整车控制器)，进行硬件或软件配置上的改进所实现的，且都属于本发明的保护范围内。关于行驶速度阈值的说明，其可以是任意预先设定的数值，诸如0、5km/h等等。
S12、当所检测的行驶速度大于或等于预设的行驶速度阈值时，控制车辆的高压电池包来驱动车辆的散热装置运行以用于冷却车辆的发热部件，且控制拒绝车辆进入散热后运行工况。
需说明的是，关于车辆的发热部件的类型在此应不加以限定，其可以是任意的在车辆中的能够产生热量的部件，例如，其可以是新能源汽车中的电机、DC/DC(直流转换器)、冷却管回路、IGBT(Insulated Gate Bipolar Transistor,绝缘栅双极型晶体管)、电机控制器、发动机等等。
S13、当所检测的行驶速度小于行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件。
S14、若车辆满足进入散热后运行条件，则控制车辆的蓄电池来驱动散热装置运行。
可以理解的是，散热装置的类型可以是各种用于实现散热功能的各类散热部件或其组合，例如水泵、油冷器、电子风扇等，且都属于本发明的保护范围内。
在目前相关技术中，车辆断电之后就立刻进入散热后运行条件的检测和处理过程，使得在一些特殊工况下车辆高速运行因故障掉电而使得车辆会立即进入散热后运行处理的检测和处理，但是车辆有可能会因为用户操作或自动回复而重新回到高压上电状态，此时车辆又会切回到使用高压驱动散热部件的散热策略，来回切换导致控制器资源的消耗；并且，车辆在高速行驶阶段就执行散热后运行，其也会导致散热效果不佳。
相比之下，在本实施例中，通过结合行驶速度(而不仅仅是整车高压状态)来考量并检测是否进入散热后运行条件，使得在行驶速度较高时，直接控制车辆的高压电池包来驱动车辆的散热装置运行散热，并且控制拒绝车辆进入散热后运行工况，例如可以是控制散热部件仍然按以前策略执行，不关闭散热部件也不进入热管理后运行。举例而言，当车辆在高速运行而突然掉电时，由于行驶速度大而导致行驶速 度阈值，使得车辆不会关闭散热部件也不进入热管理后运行，可以等待重新上电而继续执行之前的高压驱动散热策略，避免了在不同散热策略之间的来回切换，节约了控制器的资源消耗；或者，当车辆在高速运行而突然掉电时，还可以是等到车辆下降到行驶速度阈值或完全停下来了之后再检测并执行散热后运行，保障了车辆的散热后运行的散热效果。
在一些实施方式中，可以是通过以下方式来检测车辆是否满足进入散热后运行条件：当所检测的行驶速度小于所述行驶速度阈值时，检测车辆是否处于高压状态；当车辆未处于高压状态，检测发热部件的温度；以及，若所检测的发热部件的温度大于预设的温度阈值，则确定车辆满足进入散热后运行条件。由此，只有在行驶速度较低时，才触发对散热后运行工况的检测和处理流程，并通过对整车高压状态及发热部件的温度检测，来实现对散热后运行条件的检测和判断。
在一些实施方式中，所检测的发热部件的数量为多个，且每一发热部件均对应配置有相对应的温度阈值，相应地，可以是通过以下方式来检测车辆是否满足进入散热后运行条件：当存在所检测的多个发热部件中的任意一者的实时温度超过了所检测的发热部件所相对应的温度阈值时，确定车辆满足进入散热后运行条件；例如，电机配置有电机温度阈值、直流转换器配置有对应的DC/DC温度阈值等，其可以是根据发热部件的耐热特性而预先设定的，在此对其应不加以限制。由此，能够保障对车辆的各个散热部件的安全热管理。
在本发明实施例中，针对目前相关技术中热管理后运行策略的缺失以及缺点，本发明实施例提供了热管理后运行进入和退出的条件，通过BMS状态、车速以及冷却液温度来确定进入后运行的时间；同时通过后运行的时间，小蓄电池的电压值以及冷却液温度来确定退出 后运行的时间。其具体策略可以是包括：如果VCU检测到BMS没有退出高压状态，或BMS退出高压状态，但是车速大于5km/h(标定量)，VCU控制风扇、水泵扔按以前策略执行，不关闭风扇水泵，也不进入热管理后运行。
另外，其可以是当满足以下所有条件时不进入后运行，而直接关闭风扇、水泵：
1)BMS退出了高压状态；
2)车速小于等于5km/h；
3)冷却液温度小于55℃(标定量)。
另外，其可以是当满足以下所有条件时，开始进行热管理后运行：
1)BMS退出了高压状态；
2)车速小于等于5km/h(标定量)；
3)冷却液温度大于55℃(标定量)。
另外，其可以是当热管理后运行条件满足后，开始控制风扇、水泵工作。
当满足以下任意条件时，退出热管理后运行：
1)冷却液温度小于46℃(标定量)；
2)后运行时间达到30s(标定量)；
3)小蓄电池电压低于11.5V(标定量)并持续1s(标定量)；
4)重新上高压。
在本发明实施例中，当热管理后运行退出条件满足时，开始控制风扇、水泵关闭，或者重新开始控制风扇、水泵开启(特指重新上高压)。具体的，通过定义了保持原热管理策略的条件，以及进入热管理后运行的条件，可以实现极端工况下对各发热部件的保护。
进一步地，由于散热后运行过程中蓄电池的使用，致使蓄电池存 在电量过度消耗甚至电量用尽的风险，使得在下次用户期望启动车辆的时候因蓄电池无法提供适宜的电力而无法启动车辆；以及，蓄电池的过量使用也会影响蓄电池的使用寿命。
鉴于此，如图2所示，本发明一实施例的车辆散热控制方法，包括：
S21、检测车辆的行驶速度，并判断所检测的行驶速度是否大于预设的行驶速度阈值。
S22、当所检测的行驶速度大于或等于预设的行驶速度阈值时，控制车辆的高压电池包来驱动车辆的散热装置运行以用于冷却车辆的发热部件，且控制拒绝车辆进入散热后运行工况。
S23、当所检测的行驶速度小于所述行驶速度阈值时，检测车辆是否满足进入散热后运行条件。
S24、若车辆满足进入散热后运行条件，则检测蓄电池的实时电量，并判断所检测的实时电量是否超过预设的充分电量阈值。
关于蓄电池的实时电量的检测，其可以是通过直接地检测蓄电池的电量信息(例如电量还剩余多少)；作为可附加或可替换地，由于蓄电池在工作的过程中，蓄电池所输出的电压和电流会随着放电时间的持续而降低，因此还可以是通过检测蓄电池两端的电压值和/或电流值，并利用该所检测的电压值和/或电流值来指示(或反映)蓄电池的实时电量，使得检测过程更加方便可靠；作为示例，在额定电压为12V的蓄电池中，其工作电压可以是随着放电的持续在12V到9V之间进行衰减。
S25、当实时电量超过充分电量阈值时，控制蓄电池驱动散热装置持续第一时间段。
S26、当实时电量未超过充分电量阈值时，控制蓄电池驱动散热 装置持续第二时间段，其中第一时间段大于第二时间段。
需说明的是，充分电量阈值可以是由用户预先配置的，例如其可以是能够保障车辆正常启动所需的电量。由此，使得在蓄电池电量充足时控制为散热装置长时间供电以大量散热，在蓄电池电量不充足时控制为散热装置短时间供电以少量散热。一方面，实现了散热后运行工况运行过程中对发热部件的散热操作，另一方面，还保障了蓄电池在散热后运行过程中不会出现电量过度消耗，保障了蓄电池的使用寿命，并且保障电池电量足以完成后续的车辆启动，提高了车辆的用户体验。
在本发明实施例中，为了更好地实现对蓄电池的电量控制和管理，提出了在触发蓄电池供电时进行梯级供电，以在实现散热后运行的性能的同时，尽可能地延长蓄电池的续航能力。以及，通过定义了后运行最大运行时间，可以防止因温度一直降不下去而导致蓄电池亏电；以及，通过定义了因蓄电电量低退出热管理后运行的条件，防止蓄电池亏电。
更优选地，在车辆的散热装置中包括多种散热部件的组合(例如电子水泵和电风扇)，其中还可以是通过在蓄电池电量充足状态或电量非充足状态下的策略性调度以进一步提升蓄电池的续航能力。作为示例，散热装置包括电子水泵和电子风扇，且电子水泵和电子风扇在由蓄电池供电时而运行散热，例如通过运行电子水泵来调动冷却回路中的冷却液运动，风扇用于对冷却管吹风从而实现散热；其中，当实时电量超过充足电量阈值时，控制蓄电池为电子水泵和电子风扇供电持续所述第一时间段，以及当实时电量未超过充足电量阈值，则控制蓄电池为电子水泵或电子风扇供电持续第二时间段。由此，在蓄电池电量充足时同时开启电子水泵和电子风扇等多个散热部件，在蓄电池 电量不够充足时仅单独开启电子水泵或电子风扇，实现了在散热降温和电量续航之间的平衡控制。
电子水泵与电子风扇的散热原理为：电子水泵与电子风扇是新能源汽车热管理系统核心部件，电子水泵为冷却液在水路中循环提供动力，电子风扇通过旋转产生空气流动将散热器表面温度带走。冷却液在系统中循环，带走电机等被散热部件的热量，在散热器通过风扇将热量带走，这样达到冷却的效果。当整车上高压电的时候，电机、电机控制器等高压部件发送温度值，电子水泵与电子风扇根据温度值的高低，进行相应的运行等级。当温度值越低，运行等级越低，温度值越高，运行等级越高。
为了防止电子水泵与电子风扇后运行处理的时候小电瓶过度消耗或者兼顾后处理散热请求与小电瓶放电能力的平衡关系，有效的防止电子水泵与电子风扇后运行处理的时候12V小电瓶过度消耗，减少因12V小电瓶亏电带来整车无法正常启动的风险，同时保护12V小电瓶寿命。具体的，电子水泵与电子风扇是否进入后运行处理的判断条件有：采集当前小电瓶的电压值，由VCU底层输入至VCU应用层；以及，由MCU(MotorControl Unit,电机控制单元)总线将当前电机转子温度值T MOTOR、当前控制器IGBT温度值T IBGT、当前的冷却液温度T WATER发送至VCU；以及，由DC/DC总线将当前DC/DC的温度值T DCDC发送至VCU；以及，VCU来判断新能源汽车是否处于高压上电状态。
然后，需要预先设置或标定的温度控制阀值，具体包括：电机转子温度阀值T MOTOR1与T MOTOR2、控制器IGBT温度阀值T IBGT1与T IBGT2、冷却液温度阀值T WATER1与T WATER2、DC/DC的温度阀值T DCDC1与T DCDC2。
进一步的，还可以是预先设置小电瓶电压控制阀值；例如，可以是设置两个不同的小电瓶电压控制阀值为A与B，A＜B。然后，设置水泵在散热后运行处理过程中的不同的开启时间段设定值T1与T2，T1＜T2。
在完成上述预先的设定之后，可以是通过执行如下的方式来进行散热后运行处理过程：
整车状态由高压上电状态转变为高压下电状态，水泵进入后处理运行，当整车处于高压下电状态，水泵就立即进入后处理运行状态，这样能及时把热量带走防止零部件出现过温现象，避免零部件过温所导致的功能失灵和寿命缩减，从而保障车辆的正常行车。
水泵进入后运行处理时，采集实时电机转子温度T MOTOR、控制器IGBT温度T IBGT、冷却液温度T WATER和直流转换器的温度T DCDC。其中，当T MOTOR＞T MOTOR2，或T IBGT＞T IBGT2，或T WATER＞T WATER1，或T DCDC＞T DCDC2。即任意一个温度值大于开启阀值，水泵开启。当T MOTOR＜T MOTOR2，且T IBGT＜T IBGT2，且T WATER＜T WATER2，且T DCDC＜T DCDC2。也就是说，在所有温度值小于关闭阀值时，控制关闭水泵。后处理运行开启阀值与关闭阀值是根据被散热对象的温度承受能力设置，有效防止出现过温现象。
优选地，水泵进入后运行处理时，当前小电瓶的电压值≥B时，水泵允许开启时间T2。当A＜当前小电瓶的电压值＜B时，水泵允许开启T1。当前小电瓶的电压值≤A时，不允许水泵开启。设置电压阀值A与B目的是为了根据小电瓶的电压值，更加细化地判断了小电瓶的剩余放电能力，根据放电能力决定后运行处理时间为T1还是T2。
本发明实施例中，通过定义了保持原策略和进入热管理后运行的 条件，可以更好的对各部件进行降温处理，避免各部件被烧坏；另外，通过定义了退出后运行的条件，可以避免因后运行而导致蓄电池亏电。
在本发明实施例中，通过设置两组不同的后处理运行时间T1与T2，是为了更大可能性兼顾后处理散热请求与小电瓶放电能力的平衡关系，既要保证后处理散热能力，又要兼顾小电瓶的放电能力。一方面，整车状态由高压上电状态转变为高压下电状态时，水泵根据输入温度进行后处理运行，有效保护了电机以及电机控制等被散热部件不出现过温现象。另一方面，当水泵进入后运行处理的同时，参考小电瓶电压值，根据设置的电压阀值，控制后处理运行的时间，以及是否退出后运行处理。这样有效防止了后运行处理时，小电瓶电量过度消耗，保护小电瓶的寿命，防止下次启动车辆时，出现无法启动的现象。
如图3所示，本发明一实施例的车辆散热控制系统30，包括：行驶速度检测单元301，用于检测车辆的行驶速度，并判断所检测的行驶速度是否大于预设的行驶速度阈值；高压散热驱动单元302，用于当所检测的行驶速度大于或等于预设的行驶速度阈值时，控制所述车辆的高压电池包来驱动车辆的散热装置运行以用于冷却所述车辆的发热部件，且控制拒绝所述车辆进入散热后运行工况；散热后运行检测单元303，用于当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件；以及，低压散热驱动单元304，用于若所述车辆满足进入散热后运行条件，则控制所述车辆的蓄电池来驱动所述散热装置运行。
在一些实施方式中，所述散热后运行检测单元303包括：高压检测模块，用于当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否处于高压状态；发热检测模块，用于当所述车辆未处于高压状态，检测所述发热部件的温度；后运行检测模块，用于若所检测 的所述发热部件的温度大于预设的温度阈值，则确定所述车辆满足进入散热后运行条件。
在一些实施方式中，所检测的发热部件的数量为多个，且每一所述发热部件均配置有相对应的温度阈值，其中，所述后运行检测模块用于当存在所检测的多个发热部件中的任意一者的实时温度超过了所检测的发热部件所相对应的温度阈值时，确定所述车辆满足进入散热后运行条件。
在一些实施方式中，所述低压散热驱动单元304包括：蓄电池电量检测模块，用于若所述车辆满足进入散热后运行条件，则检测所述蓄电池的实时电量，并判断所检测的实时电量是否超过预设的充分电量阈值；蓄电池驱动时段控制模块，用于当所述实时电量超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第一时间段，以及，当所述实时电量未超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第二时间段，其中所述第一时间段大于所述第二时间段。
在一些实施方式中，所述散热装置包括电子水泵和电子风扇，且所述电子水泵和所述电子风扇能够被所述蓄电池驱动而运行散热，其中，所述蓄电池驱动时段控制模块还用于当所述实时电量超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵和所述电子风扇供电持续所述第一时间段，以及，当所述实时电量未超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵或所述电子风扇供电持续所述第二时间段。
关于本发明实施例的车辆散热控制系统的更多的细节可以参照上文关于车辆散热控制方法中的相关描述，并能够取得与上述车辆散热控制方法相同或相应的技术效果，故在此不再赘述。
本发明实施例提供了一种机器可读存储介质，该机器可读存储介质上存储有指令，该指令用于使得机器执行上述车辆散热控制方法。
本发明实施例提供了一种处理器，所述处理器用于运行程序，其中，所述程序运行时执行实现车辆散热控制方法。
本发明实施例提供了一种设备，设备包括处理器、存储器及存储在存储器上并可在处理器上运行的程序，处理器执行程序时实现车辆散热控制方法。本发明实施例中的设备可以是车载设备或可集成至车辆等的MCU中的芯片设备等。
本申请还提供了一种计算机程序产品，当在车辆上执行时，适于执行初始化有上述车辆散热控制方法的步骤的程序。
本领域内的技术人员应明白，本申请的实施例可提供为方法、系统、或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请是参照根据本申请实施例的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数 据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
在一个典型的配置中，计算设备包括一个或多个处理器(CPU)、输入/输出接口、网络接口和内存。
存储器可能包括计算机可读介质中的非永久性存储器，随机存取存储器(RAM)和/或非易失性内存等形式，如只读存储器(ROM)或闪存(flash RAM)。存储器是计算机可读介质的示例。
计算机可读介质包括永久性和非永久性、可移动和非可移动媒体可以由任何方法或技术来实现信息存储。信息可以是计算机可读指令、数据结构、程序的模块或其他数据。计算机的存储介质的例子包括，但不限于相变内存(PRAM)、静态随机存取存储器(SRAM)、动态随机存取存储器(DRAM)、其他类型的随机存取存储器(RAM)、只读存储器(ROM)、电可擦除可编程只读存储器(EEPROM)、快闪记忆体或其他内存技术、只读光盘只读存储器(CD-ROM)、数字多功能光盘(DVD)或其他光学存储、磁盒式磁带，磁带磁磁盘存储或其他磁性存储设备或任何其他非传输介质，可用于存储可以被计算设备访问的信息。以上所述仅为本发明的较佳实施方式而已，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、 改进等，均应包含在本发明的保护范围之内。

Claims (12)

  1. 一种车辆散热控制方法，其特征在于，所述车辆散热控制方法包括：
    检测车辆的行驶速度，并判断所检测的行驶速度是否大于预设的行驶速度阈值；
    当所检测的行驶速度大于或等于预设的行驶速度阈值时，控制所述车辆的高压电池包来驱动车辆的散热装置运行以用于冷却所述车辆的发热部件，且控制拒绝所述车辆进入散热后运行工况；
    当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件；以及
    若所述车辆满足进入散热后运行条件，则控制所述车辆的蓄电池来驱动所述散热装置运行。
  2. 根据权利要求1所述的车辆散热控制方法，其特征在于，所述当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件包括：
    当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否处于高压状态；
    当所述车辆未处于高压状态，检测所述发热部件的温度；以及
    若所检测的所述发热部件的温度大于预设的温度阈值，则确定所述车辆满足进入散热后运行条件。
  3. 根据权利要求2所述的车辆散热控制方法，其特征在于，所检测的发热部件的数量为多个，且每一所述发热部件均配置有相对应的温度阈值，其中，所述若所检测的所述发热部件的温度大于预设的温度阈值，则确定车辆满足进入散热后运行条件包括：
    当存在所检测的多个发热部件中的任意一者的实时温度超过了所检测的发热部件所相对应的温度阈值时，确定所述车辆满足进入散热后运行条件。
  4. 根据权利要求1所述的车辆散热控制方法，其特征在于，所述若所述车辆满足进入散热后运行条件，则控制所述车辆的蓄电池来驱动所述散热装置运行包括：
    若所述车辆满足进入散热后运行条件，则检测所述蓄电池的实时电量，并判断所检测的实时电量是否超过预设的充分电量阈值；
    当所述实时电量超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第一时间段；以及
    当所述实时电量未超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第二时间段，其中所述第一时间段大于所述第二时间段。
  5. 根据权利要求4所述的车辆散热控制方法，其特征在于，所述散热装置包括电子水泵和电子风扇，且所述电子水泵和所述电子风扇能够被所述蓄电池驱动而运行散热，其中，在所述判断所检测的实时电量是否超过预设的充分电量阈值之后，所述车辆散热控制方法还包括：
    当所述实时电量超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵和所述电子风扇供电持续所述第一时间段；
    当所述实时电量未超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵或所述电子风扇供电持续所述第二时间段。
  6. 一种车辆散热控制系统，其特征在于，所述车辆散热控制系 统包括：
    行驶速度检测单元，用于检测车辆的行驶速度，并判断所检测的行驶速度是否大于预设的行驶速度阈值；
    高压散热驱动单元，用于当所检测的行驶速度大于或等于预设的行驶速度阈值时，控制所述车辆的高压电池包来驱动车辆的散热装置运行以用于冷却所述车辆的发热部件，且控制拒绝所述车辆进入散热后运行工况；
    散热后运行检测单元，用于当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否满足进入散热后运行条件；以及
    低压散热驱动单元，用于若所述车辆满足进入散热后运行条件，则控制所述车辆的蓄电池来驱动所述散热装置运行。
  7. 根据权利要求6所述的车辆散热控制系统，其特征在于，所述散热后运行检测单元包括：
    高压检测模块，用于当所检测的行驶速度小于所述行驶速度阈值时，检测所述车辆是否处于高压状态；
    发热检测模块，用于当所述车辆未处于高压状态，检测所述发热部件的温度；
    后运行检测模块，用于若所检测的所述发热部件的温度大于预设的温度阈值，则确定所述车辆满足进入散热后运行条件。
  8. 根据权利要求7所述的车辆散热控制系统，其特征在于，所检测的发热部件的数量为多个，且每一所述发热部件均配置有相对应的温度阈值，其中，所述后运行检测模块用于当存在所检测的多个发热部件中的任意一者的实时温度超过了所检测的发热部件所相对应的温度阈值时，确定所述车辆满足进入散热后运行条件。
  9. 根据权利要求6所述的车辆散热控制系统，其特征在于，所述低压散热驱动单元包括：
    蓄电池电量检测模块，用于若所述车辆满足进入散热后运行条件，则检测所述蓄电池的实时电量，并判断所检测的实时电量是否超过预设的充分电量阈值；
    蓄电池驱动时段控制模块，用于当所述实时电量超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第一时间段，以及，当所述实时电量未超过所述充分电量阈值时，控制所述蓄电池驱动所述散热装置持续第二时间段，其中所述第一时间段大于所述第二时间段。
  10. 根据权利要求9所述的车辆散热控制系统，其特征在于，所述散热装置包括电子水泵和电子风扇，且所述电子水泵和所述电子风扇能够被所述蓄电池驱动而运行散热，其中，所述蓄电池驱动时段控制模块还用于当所述实时电量超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵和所述电子风扇供电持续所述第一时间段，以及，当所述实时电量未超过所述充足电量阈值，则控制所述蓄电池为所述电子水泵或所述电子风扇供电持续所述第二时间段。
  11. 一种机器可读存储介质，该机器可读存储介质上存储有指令，该指令用于使得机器执行权利要求1至5中任意一项所述的车辆散热控制方法。
  12. 一种处理器，其特征在于，用于运行程序，所述程序被运行时用于执行：如权利要求1至5中任意一项所述的车辆散热控制方法。
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