CN110696813A - Plug-in hybrid electric vehicle thermal management control method - Google Patents

Plug-in hybrid electric vehicle thermal management control method Download PDF

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Publication number
CN110696813A
CN110696813A CN201911000583.7A CN201911000583A CN110696813A CN 110696813 A CN110696813 A CN 110696813A CN 201911000583 A CN201911000583 A CN 201911000583A CN 110696813 A CN110696813 A CN 110696813A
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threshold value
pump
vehicle
temperature
mode
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CN110696813B (en
Inventor
庄晓
李树成
李胜
王英杰
丁仲远
李佳祥
王诗豪
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FAW Jiefang Automotive Co Ltd
FAW Jiefang Qingdao Automobile Co Ltd
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FAW Jiefang Automotive Co Ltd
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    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • 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
    • B60W2510/08—Electric propulsion units
    • B60W2510/087—Temperature
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/088—Temperature

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention belongs to the technical field of automobile control, and discloses a plug-in hybrid electric vehicle thermal management control method, which comprises the following steps: s1, acquiring a vehicle signal; s2, judging whether the vehicle is in a charging mode, if so, jumping to S3, and if not, jumping to S4; s3, when the temperature of the speed regulating motor reaches a first threshold value, namely, Pump _ tChargeThresh, starting the heat-radiating water Pump, wherein the Pump _ tChargeThresh can be calibrated; s4, judging whether the vehicle enters an EVT mode, if so, jumping to S5, and if not, jumping to S7; s5, if the vehicle is in a normal driving mode, jumping to S6, and if the vehicle is in a slow-speed parking mode, jumping to S7; s6, when the temperature of the speed regulating motor reaches a second threshold value Pump _ tNormalThresh, starting the heat-dissipating water Pump, wherein the Pump _ tNormalThresh can be calibrated; and S7, when the temperature of the speed regulating motor reaches a third threshold value Pump _ tIdleThresh, starting the heat-dissipating water Pump, wherein the Pump _ tIdleThresh can be calibrated. The vehicle modes are divided into four modes, the starting temperature of the heat dissipation water pump is controlled respectively according to different vehicle modes, the heat dissipation effect under various modes is guaranteed, and the economy of the whole vehicle is improved.

Description

Plug-in hybrid electric vehicle thermal management control method
Technical Field
The invention relates to the technical field of automobile control, in particular to a plug-in hybrid electric vehicle thermal management control method.
Background
The plug-in hybrid electric vehicle has the advantages that the battery capacity is large, the external charging can be carried out, the vehicle can run in a pure electric mode, run in a hybrid power mode (mainly an internal combustion engine) after the electric quantity of the battery is exhausted, timely charge the battery and the like, and the application prospect is wide.
The high-voltage components in the plug-in hybrid electric vehicle include a motor, a motor controller, a DCDC, an electric steering pump, an electric inflation pump, and the like. Under different vehicle states, the working state and the working temperature of the high-voltage component are different, and under the influence of different environmental temperatures, if the heat dissipation temperature is constant and the numerical value is higher, the temperature difference is smaller, the air-cooled heat dissipation is not facilitated, and the heat dissipation effect is poor; if the heat dissipation temperature is constant and the value is low, the battery feed is obvious, which is not beneficial to improving the vehicle economy.
Disclosure of Invention
The invention aims to provide a plug-in hybrid electric vehicle thermal management control method, which ensures the heat dissipation effect and improves the economy of the whole vehicle.
In order to realize the purpose, the following technical scheme is provided:
the utility model provides a plug-in hybrid vehicle thermal management control method, thermal management system include heat dissipation water pump, radiator fan, heat dissipation pipeline, buncher, driving motor, DCDC controller, steering pump controller and inflation pump controller, and heat dissipation water pump and radiator fan pass through the heat dissipation pipeline and link to each other with buncher, driving motor, DCDC controller, steering pump controller and inflation pump controller, include:
s1, acquiring a vehicle signal;
s2, judging whether the vehicle is in a charging mode, if so, jumping to S3, and if not, jumping to S4;
s3, when the temperature of the speed regulating motor reaches a first threshold value, namely, Pump _ tChargeThresh, starting the heat-radiating water Pump, wherein the Pump _ tChargeThresh can be calibrated;
s4, judging whether the vehicle enters an EVT mode, if so, jumping to S5, and if not, jumping to S7;
s5, judging whether the vehicle is in a normal driving mode or a slow-speed parking mode, if the vehicle is in the normal driving mode, jumping to S6, and if the vehicle is in the slow-speed parking mode, jumping to S7;
s6, when the temperature of the speed regulating motor reaches a second threshold value Pump _ tNormalThresh, starting the heat-dissipating water Pump, wherein the Pump _ tNormalThresh can be calibrated;
and S7, when the temperature of the speed regulating motor reaches a third threshold value Pump _ tIdleThresh, starting the heat-dissipating water Pump, wherein the Pump _ tIdleThresh can be calibrated.
Further, after the radiator water Pump is started when the governor motor temperature reaches the first threshold value Pump _ tchargerthresh, step S3 further includes:
and S3.1, when the temperature of the speed regulating motor reaches a fourth threshold value, starting the cooling Fan, enabling the duty ratio of the cooling Fan to work according to a first set curve Fan _ rCharge _ CUR, calibrating the fourth threshold value and the first set curve Fan _ rCharge _ CUR, and enabling the fourth threshold value to be larger than the first threshold value.
Further, after the radiator water Pump is started when the governor motor temperature reaches the second threshold value Pump _ tNormalThresh, step S6 further includes:
s6.1, when the temperature of the speed regulating motor reaches a fifth threshold value, the cooling Fan is started, the duty ratio of the cooling Fan works according to a second set curve Fan _ rNormal _ CUR, the fifth threshold value and the second set curve Fan _ rNormal _ CUR can be calibrated, and the fifth threshold value is larger than the second threshold value.
Further, after the radiator water Pump is started when the governor motor temperature reaches the third threshold value Pump _ tiddlethresh, step S7 further includes:
s7.1, when the temperature of the speed regulating motor reaches a sixth threshold value, the cooling Fan is started, the duty ratio of the cooling Fan works according to a third set curve Fan _ rIdleThresh _ CUR, the sixth threshold value and the third set curve Fan _ rIdleThresh _ CUR can be calibrated, and the sixth threshold value is larger than the third threshold value.
Further, the conditions for the vehicle to enter EVT mode are:
in the pure electric mode, the ignition switch has an over-rising edge and the high level exceeds the set time;
or hybrid mode, the engine start is successful.
Further, the condition that the vehicle is in the slow stop mode is: the gear is in neutral and/or the vehicle speed is below the set vehicle speed.
Further, the first threshold value Pump _ tchargerthresh is obtained by a corresponding relation between the temperature of the speed regulating motor and the ambient temperature in a calibration charging mode;
the second threshold value Pump _ tNormalThresh is obtained by calibrating the corresponding relation between the temperature of the speed regulating motor and the ambient temperature in the normal running mode;
the third threshold value Pump _ tIdleThresh is obtained by calibrating the corresponding relation between the temperature of the speed regulating motor and the ambient temperature when the EVT mode or the slow stop mode is not entered.
Further, the first set curve Fan _ rCharge _ CUR is obtained by calibrating the corresponding relation between the duty ratio of the cooling Fan and the ambient temperature and the temperature of the speed regulating motor in the charging mode;
the second set curve Fan _ rNormal _ CUR is obtained by calibrating the corresponding relation between the duty ratio of the cooling Fan and the ambient temperature and the temperature of the speed regulating motor in the normal driving mode;
the third set curve Fan _ rldlethresh _ CUR is obtained by calibrating the corresponding relationship between the duty ratio of the cooling Fan, the ambient temperature and the temperature of the variable speed motor when the EVT mode or the slow stop mode is not entered.
Compared with the prior art, the plug-in hybrid electric vehicle thermal management control method provided by the invention has the advantages that the vehicle modes are divided into four modes, the starting temperature of the heat-radiating water pump is respectively controlled according to different vehicle modes, the heat-radiating effect under various modes is ensured, the working time of the heat-radiating water pump is taken into consideration, and the economy of the whole vehicle is improved. Further, according to different vehicle modes, after the heat-dissipating water pump is started, the starting and the running mode (namely, the duty ratio) of the heat-dissipating fan are respectively controlled to control the rotating speed of the heat-dissipating fan, so that the circulation effect is controlled, and the heat-dissipating effect is ensured.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
Fig. 1 is a flowchart of a thermal management control method for a plug-in hybrid electric vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The embodiment provides a plug-in hybrid electric vehicle heat management control method, wherein the plug-in hybrid electric vehicle comprises a vehicle control unit, a power battery, a charging socket, a speed regulating motor, a driving motor, a heat dissipation water pump, a heat dissipation fan, a heat dissipation pipeline, a DCDC controller, a steering pump controller, a inflating pump controller and the like, and the heat management system comprises the speed regulating motor, the driving motor, the heat dissipation water pump, the heat dissipation fan, the heat dissipation pipeline, the DCDC controller, the steering pump controller and the inflating pump controller. The charging socket is connected with the power battery to realize charging. The heat dissipation water pump and the heat dissipation fan are connected with the speed regulation motor, the driving motor, the DCDC controller, the steering pump controller and the inflating pump controller through heat dissipation pipelines so as to realize heat dissipation of the high-voltage component. And the vehicle controller collects vehicle signals in real time and sends a control command.
As shown in fig. 1, the method for controlling thermal management of a plug-in hybrid electric vehicle includes:
s1, acquiring a vehicle signal;
s2, judging whether the vehicle is in a charging mode, if so, jumping to S3, and if not, jumping to S4;
s3, when the temperature of the speed regulating motor reaches a first threshold value, namely, Pump _ tChargeThresh, starting the heat-radiating water Pump, wherein the Pump _ tChargeThresh can be calibrated;
s4, judging whether the vehicle enters an EVT mode, if so, jumping to S5, and if not, jumping to S7;
s5, judging whether the vehicle is in a normal driving mode or a slow-speed parking mode, if the vehicle is in the normal driving mode, jumping to S6, and if the vehicle is in the slow-speed parking mode, jumping to S7;
s6, when the temperature of the speed regulating motor reaches a second threshold value Pump _ tNormalThresh, starting the heat-dissipating water Pump, wherein the Pump _ tNormalThresh can be calibrated;
and S7, when the temperature of the speed regulating motor reaches a third threshold value Pump _ tIdleThresh, starting the heat-dissipating water Pump, wherein the Pump _ tIdleThresh can be calibrated.
And after the key is inserted and the vehicle is powered on, the vehicle controller starts working and collects a vehicle signal in real time. And judging the current mode of the vehicle according to the acquired whole vehicle signal. The present embodiment divides the vehicle modes into four types: a charging mode, an unentered EVT mode, a full vehicle travel mode, and a retarded stop mode. And under different current modes of the vehicle, the starting or the closing of the heat-radiating water pump is set according to the temperature of the speed-regulating motor.
Specifically, for the determination of the charging mode, if the vehicle controller acquires the charging signal, it indicates that the vehicle is in the charging mode, and if the vehicle controller does not acquire the charging signal, it indicates that the vehicle is not in the charging mode. For judging whether the vehicle enters an EVT mode, the vehicle controller needs to firstly acquire an EV mode switch signal to judge whether the vehicle is in a pure electric mode or a hybrid power mode; if the vehicle is in an electric-only mode, further judging whether the ignition switch has an over-rising edge and the high level exceeds the set time, if the ignition switch has the over-rising edge and the high level exceeds the set time (such as 1s), indicating that the ignition is successful, enabling the vehicle to enter an enabling state, namely entering an EVT mode, otherwise, if only a key is inserted but the ignition is not performed, not entering the EVT mode; if the vehicle is in a hybrid power mode and the vehicle control unit further acquires a successful starting signal from the engine, the vehicle enters an enabling state, namely the EVT mode is entered, and otherwise, the EVT mode is not entered. After the vehicle enters the EVT mode, the vehicle control unit further judges a gear signal or a vehicle speed signal, if the gear is in a neutral gear or the vehicle speed signal is lower than a set vehicle speed, the vehicle is indicated to be in a slow-speed parking mode, otherwise, the vehicle is in a normal running mode.
Further, when the vehicle is in the charging mode, the cooling water Pump is set to be started when the temperature of the speed regulating motor reaches a first threshold value Pump _ tchargetrhresh, otherwise, the cooling water Pump is not started. When the vehicle is in a normal driving mode, the radiator water Pump is started when the temperature of the speed regulating motor reaches a second threshold value Pump _ tNormalThresh, otherwise, the radiator water Pump is not started. When the vehicle is in the disabled mode (i.e., when the EVT mode is not entered) or the creep stop mode, it is set that the radiator water Pump is activated when the governor motor temperature reaches the third threshold Pump _ tIdleThresh, otherwise the radiator water Pump is not activated.
Specifically, the first threshold value Pump _ tchargerthresh is obtained from a corresponding relationship between the temperature of the speed regulating motor and the ambient temperature in the calibration charging mode; the second threshold value Pump _ tNormalThresh is obtained by calibrating the corresponding relation between the temperature of the speed regulating motor and the ambient temperature in the normal running mode; the third threshold value Pump _ tIdleThresh is obtained by calibrating the corresponding relation between the temperature of the speed regulating motor and the ambient temperature when the EVT mode or the slow stop mode is not entered. The first threshold value Pump _ tchargerthresh, the second threshold value Pump _ tnnormalthresh and the third threshold value Pump _ tiddlethresh are set mainly by considering the ambient temperature and the working time of the radiator water Pump. The threshold value needs to be larger than the ambient temperature, so that the temperature difference is ensured, and the heat can be dissipated by adopting a heat dissipating water pump. Within a certain temperature range, the threshold value is positively correlated with the ambient temperature; when the ambient temperature is lower than a certain value (such as 20 ℃ below zero), the threshold value is set unchanged to control the working time of the heat-dissipating water pump, so that the working time of the heat-dissipating water pump is prevented from being too long, fuel oil waste is prevented, the heat-dissipating temperature is too low, and the power battery has obvious power feed.
For example, in the normal driving mode, when the ambient temperatures are 20 ℃, 30 ℃ and 40 ℃ respectively, the second threshold values are 40 ℃, 50 ℃ and 60 ℃ respectively, and when the ambient temperature is less than 10 ℃, the second threshold value is set to be kept at 20 ℃.
Further, under the condition of the same ambient temperature, the first threshold value Pump _ tNormalThresh < the second threshold value Pump _ tidldlethresh < the third threshold value Pump _ tChargeThresh, because in the charging mode, the motor does not work, but the vehicle inevitably has a discharging condition, and at this time, the heat dissipation requirement is needed, but the requirement is minimum; in the non-enabling mode, the key is inserted but the ignition is not performed, but the mode generally has short duration, the vehicle can have the requirement of enabling quickly, and the heat dissipation requirement is slightly larger than that in the charging mode; under the normal driving mode, the motor is high in required efficiency, and the heat dissipation requirement is maximum; under the slow-speed parking mode, the required power of the motor is reduced, and the heat dissipation requirement is also reduced.
In the heat management control method for the plug-in hybrid electric vehicle provided by the embodiment, the vehicle modes are divided into four modes, the starting temperatures of the heat dissipation water pumps are respectively controlled according to different vehicle modes, the heat dissipation effect under various modes is ensured, the working time of the heat dissipation water pumps is considered, and the economy of the whole vehicle is improved.
Optionally, for the charging mode, in order to optimize the heat dissipation effect of the heat dissipation water pump, step S3 further includes: and S3.1, when the temperature of the speed regulating motor reaches a fourth threshold value, starting the cooling Fan, enabling the duty ratio of the cooling Fan to work according to a first set curve Fan _ rCharge _ CUR, calibrating the fourth threshold value and the first set curve Fan _ rCharge _ CUR, and enabling the fourth threshold value to be larger than the first threshold value.
And after the heat-dissipating water pump is started, if the temperature of the speed-regulating motor measured by the vehicle controller in real time continuously rises and reaches a fourth threshold value, controlling the heat-dissipating Fan to start, promoting the cooling water circulation in the heat-dissipating water pump, and controlling the duty ratio of the heat-dissipating Fan to work according to a first set curve Fan _ rCharge _ CUR in order to ensure the circulation effect.
The larger the duty ratio of the heat radiation fan is, the better the circulation effect is and the better the heat radiation effect is. The higher the speed regulating motor temperature is, the larger the duty ratio of the heat radiation fan is set.
The first set curve Fan _ rCharge _ CUR can be obtained by calibrating the corresponding relationship between the duty ratio of the cooling Fan, the ambient temperature and the temperature of the speed regulating motor in the charging mode. The corresponding relation can be described in the form of a two-dimensional table, wherein one dimension represents the ambient temperature, the other dimension represents the temperature of the speed regulating motor, the middle of the table is the duty ratio of the cooling fan, and the duty ratio of the cooling fan can be correspondingly obtained through one ambient temperature and one temperature of the speed regulating motor.
Optionally, corresponding to the normal driving mode, in order to optimize the heat dissipation effect of the heat dissipation water pump, step S6 further includes: s6.1, when the temperature of the speed regulating motor reaches a fifth threshold value, the cooling Fan is started, the duty ratio of the cooling Fan works according to a second set curve Fan _ rNormal _ CUR, the fifth threshold value and the second set curve Fan _ rNormal _ CUR can be calibrated, and the fifth threshold value is larger than the second threshold value.
And after the heat-dissipating water pump is started, if the temperature of the speed-regulating motor measured by the vehicle controller in real time continuously rises and reaches a fifth threshold value, controlling the heat-dissipating Fan to start, promoting the cooling water circulation in the heat-dissipating water pump, and controlling the duty ratio of the heat-dissipating Fan to work according to a second set curve Fan _ rCharge _ CUR in order to ensure the circulation effect.
The second set curve Fan _ normal _ CUR is obtained by calibrating the corresponding relationship between the duty ratio of the radiator Fan, the ambient temperature and the temperature of the speed-regulating motor in the normal driving mode. The second setting curve Fan _ rCharge _ CUR is obtained in the same manner as the first setting curve Fan _ rCharge _ CUR, except that the values of the corresponding parameters are different.
Optionally, for the non-EVT mode and the slow stop mode, in order to optimize the heat dissipation effect of the heat dissipation water pump, step S7 further includes: s7.1, when the temperature of the speed regulating motor reaches a sixth threshold value, the cooling Fan is started, the duty ratio of the cooling Fan works according to a third set curve Fan _ rIdleThresh _ CUR, the sixth threshold value and the third set curve Fan _ rIdleThresh _ CUR can be calibrated, and the sixth threshold value is larger than the third threshold value.
And after the heat-dissipating water pump is started, if the temperature of the speed-regulating motor measured by the vehicle controller in real time continuously rises and reaches a sixth threshold value, controlling the heat-dissipating Fan to start, promoting the cooling water circulation in the heat-dissipating water pump, and controlling the duty ratio of the heat-dissipating Fan to work according to a third set curve Fan _ rCharge _ CUR in order to ensure the circulation effect.
The third set curve Fan _ rldlethresh _ CUR is obtained by calibrating the corresponding relationship between the duty ratio of the cooling Fan, the ambient temperature and the temperature of the variable speed motor when the EVT mode or the slow stop mode is not entered. The third set curve Fan _ rldlethresh _ CUR is obtained in the same manner as the first set curve Fan _ rCharge _ CUR, except that the values of the corresponding parameters are different.
Based on the above analysis, the heat dissipation requirement in the charging mode is less than the heat dissipation requirement in the non-EVT mode or the slow stop mode is less than the heat dissipation requirement in the normal running mode, so that it can be known that the duty ratio value of the heat dissipation fan in the charging mode is less than the duty ratio value of the heat dissipation fan in the non-EVT mode or the slow stop mode is less than the duty ratio value of the heat dissipation fan in the normal running mode at the same speed regulation motor temperature.
According to the plug-in hybrid electric vehicle heat management control method provided by the embodiment, the vehicle modes are divided into four modes, the starting temperature of the heat dissipation water pump is respectively controlled according to different vehicle modes, the heat dissipation effect under various modes is ensured, the working time of the heat dissipation water pump is considered, and the economy of the whole vehicle is improved. Further, according to different vehicle modes, after the heat-dissipating water pump is started, the starting and the running mode (namely, the duty ratio) of the heat-dissipating fan are respectively controlled to control the rotating speed of the heat-dissipating fan, so that the circulation effect is controlled, and the heat-dissipating effect is ensured.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (8)

1. The utility model provides a plug-in hybrid vehicle thermal management control method, thermal management system includes heat dissipation water pump, radiator fan, heat dissipation pipeline, buncher, driving motor, DCDC controller, steering pump controller and inflation pump controller, and heat dissipation water pump and radiator fan pass through the heat dissipation pipeline and link to each other with buncher, driving motor, DCDC controller, steering pump controller and inflation pump controller, its characterized in that includes:
s1, acquiring a vehicle signal;
s2, judging whether the vehicle is in a charging mode, if so, jumping to S3, and if not, jumping to S4;
s3, when the temperature of the speed regulating motor reaches a first threshold value, namely, Pump _ tChargeThresh, starting the heat-radiating water Pump, wherein the Pump _ tChargeThresh can be calibrated;
s4, judging whether the vehicle enters an EVT mode, if so, jumping to S5, and if not, jumping to S7;
s5, judging whether the vehicle is in a normal driving mode or a slow-speed parking mode, if the vehicle is in the normal driving mode, jumping to S6, and if the vehicle is in the slow-speed parking mode, jumping to S7;
s6, when the temperature of the speed regulating motor reaches a second threshold value Pump _ tNormalThresh, starting the heat-dissipating water Pump, wherein the Pump _ tNormalThresh can be calibrated;
and S7, when the temperature of the speed regulating motor reaches a third threshold value Pump _ tIdleThresh, starting the heat-dissipating water Pump, wherein the Pump _ tIdleThresh can be calibrated.
2. The plug-in hybrid electric vehicle thermal management control method according to claim 1, wherein after the radiator water Pump is started when the governor motor temperature reaches the first threshold value Pump _ tchargetrhresh, step S3 further includes:
and S3.1, when the temperature of the speed regulating motor reaches a fourth threshold value, starting the cooling Fan, enabling the duty ratio of the cooling Fan to work according to a first set curve Fan _ rCharge _ CUR, calibrating the fourth threshold value and the first set curve Fan _ rCharge _ CUR, and enabling the fourth threshold value to be larger than the first threshold value.
3. The plug-in hybrid vehicle thermal management control method according to claim 2, wherein after the radiator Pump is started when the governor motor temperature reaches the second threshold value Pump _ tNormalThresh, step S6 further includes:
s6.1, when the temperature of the speed regulating motor reaches a fifth threshold value, the cooling Fan is started, the duty ratio of the cooling Fan works according to a second set curve Fan _ rNormal _ CUR, the fifth threshold value and the second set curve Fan _ rNormal _ CUR can be calibrated, and the fifth threshold value is larger than the second threshold value.
4. The plug-in hybrid electric vehicle thermal management control method according to claim 3, wherein after the radiator water Pump is started when the governor motor temperature reaches the third threshold value Pump _ tiddlethresh, step S7 further includes:
s7.1, when the temperature of the speed regulating motor reaches a sixth threshold value, the cooling Fan is started, the duty ratio of the cooling Fan works according to a third set curve Fan _ rIdleThresh _ CUR, the sixth threshold value and the third set curve Fan _ rIdleThresh _ CUR can be calibrated, and the sixth threshold value is larger than the third threshold value.
5. The plug-in hybrid vehicle thermal management control method of claim 1, wherein the conditions for the vehicle to enter the EVT mode are:
in the pure electric mode, the ignition switch has an over-rising edge and the high level exceeds the set time;
or hybrid mode, the engine start is successful.
6. The plug-in hybrid electric vehicle thermal management control method according to claim 1, wherein the condition that the vehicle is in the creep stop mode is that: the gear is in neutral and/or the vehicle speed is below the set vehicle speed.
7. The plug-in hybrid electric vehicle thermal management control method according to claim 4, wherein the first threshold value Pump _ tchargetrhresh is obtained from a correspondence relationship between a speed regulation motor temperature and an ambient temperature in a calibration charging mode;
the second threshold value Pump _ tNormalThresh is obtained by calibrating the corresponding relation between the temperature of the speed regulating motor and the ambient temperature in the normal running mode;
the third threshold value Pump _ tIdleThresh is obtained by calibrating the corresponding relation between the temperature of the speed regulating motor and the ambient temperature when the EVT mode or the slow stop mode is not entered.
8. The plug-in hybrid electric vehicle thermal management control method according to claim 7, wherein the first set curve Fan _ rCharge _ CUR is obtained from a corresponding relationship between a duty ratio of a radiator Fan, an ambient temperature and a temperature of a speed-regulating motor in a calibration charging mode;
the second set curve Fan _ rNormal _ CUR is obtained by calibrating the corresponding relation between the duty ratio of the cooling Fan and the ambient temperature and the temperature of the speed regulating motor in the normal driving mode;
the third set curve Fan _ rldlethresh _ CUR is obtained by calibrating the corresponding relationship between the duty ratio of the cooling Fan, the ambient temperature and the temperature of the variable speed motor when the EVT mode or the slow stop mode is not entered.
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CN106523411A (en) * 2015-09-10 2017-03-22 东风特汽（十堰）专用车有限公司 Air volume control system for cooling fan of radiator
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