CN118030586A

CN118030586A - Control method and device of electronic fan and vehicle

Info

Publication number: CN118030586A
Application number: CN202410366595.6A
Authority: CN
Inventors: 殷小美
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2024-03-28
Filing date: 2024-03-28
Publication date: 2024-05-14

Abstract

The application is suitable for the technical field of automobiles, and provides a control method and device of an electronic fan and a vehicle. Wherein the vehicle is configured with an electronic fan, the method comprising: acquiring a target cooling liquid temperature of cooling liquid in a loop where the electronic fan is located; acquiring the environment temperature of the environment where the vehicle is located and the scene information of the vehicle; determining a target rotational speed for proportional-integral-derivative regulation of the electronic fan based on the ambient temperature, the vehicle scene information, and the target coolant temperature; and controlling the electronic fan according to the target rotating speed. The embodiment of the application can reduce the power consumption of the whole vehicle.

Description

Control method and device of electronic fan and vehicle

Technical Field

The application belongs to the technical field of automobiles, and particularly relates to a control method and device of an electronic fan and a vehicle.

Background

Electronic fans are an important component of cooling systems. Under the drive of the motor, the blades of the electronic fan rotate rapidly to form strong wind, and heat in the electronic product can be taken away, so that the aim of heat dissipation is fulfilled. Electronic fans are widely used in the automotive industry. In the automobile industry, an electronic fan applied to an engine, a motor, a battery loop and a transmission oil path is mainly controlled in a simple grading manner through motor temperature, battery temperature and oil temperature, and when the scene of the whole automobile is changed in this way, the electronic fan is difficult to respond in time, so that the power consumption of the whole automobile is increased.

Disclosure of Invention

The embodiment of the application provides a control method and device of an electronic fan and a vehicle, which can reduce the power consumption of the whole vehicle.

An embodiment of the present application provides a method for controlling an electronic fan, applied to a vehicle, where the vehicle is configured with the electronic fan, the method including: acquiring a target cooling liquid temperature of cooling liquid in a loop where the electronic fan is located; acquiring the environment temperature of the environment where the vehicle is located and the scene information of the vehicle; determining a target rotational speed for proportional-integral-derivative regulation of the electronic fan based on the ambient temperature, the vehicle scene information, and the target coolant temperature; and controlling the electronic fan according to the target rotating speed.

A control device for an electronic fan according to a second aspect of the present application is configured in a vehicle, where the vehicle is configured with the electronic fan, and the device includes: the temperature acquisition unit is used for acquiring the target cooling liquid temperature of the cooling liquid in the loop where the electronic fan is located; the information acquisition unit is used for acquiring the environment temperature of the environment where the vehicle is located and the vehicle scene information; a rotation speed determining unit configured to determine a target rotation speed for proportional-integral-derivative adjustment of the electronic fan based on the ambient temperature, the vehicle scene information, and the target coolant temperature; and the control unit is used for controlling the electronic fan according to the target rotating speed.

A third aspect of the embodiments of the present application provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the steps of the above-described control method of an electronic fan.

A fourth aspect of the embodiment of the present application provides a vehicle including a memory, a processor, and a computer program stored in the memory and operable on the processor, the vehicle being configured with an electronic fan; and the processor executes the computer program to realize the steps of the control method of the electronic fan.

A fifth aspect of an embodiment of the present application provides a computer program product, which when run on a vehicle, causes the vehicle to execute the above-described control method of an electronic fan.

In the embodiment of the application, the target cooling liquid temperature of the cooling liquid in the loop where the electronic fan is located is obtained, the target rotating speed of the proportional-integral-differential regulation of the electronic fan is determined according to the environmental temperature of the environment where the vehicle is located, the vehicle scene information and the target cooling liquid temperature, the electronic fan is controlled according to the target rotating speed, the control of the proportional-integral-differential regulation of the electronic fan can be performed by referring to the environmental temperature, the vehicle scene information and the target cooling liquid temperature, and the electronic fan can respond in time when the vehicle scene is changed, so that the power consumption of the whole vehicle is reduced.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic implementation flow chart of a control method of an electronic fan according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a specific implementation flow for obtaining a target coolant temperature according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a specific implementation flow for determining a target rotation speed according to an embodiment of the present application;

FIG. 4 is a schematic diagram of an implementation flow of a proportion portion in determining a target rotation speed according to an embodiment of the present application;

Fig. 5 is a schematic structural diagram of a control device of an electronic fan according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

The present application will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application. All other embodiments, which can be made by a person skilled in the art without any inventive effort, are intended to be protected by the present application based on the embodiments of the present application.

At present, in the automobile industry, an electronic fan applied to an engine, a motor, a battery loop and a transmission oil path is mainly controlled in a simple grading manner through motor temperature, battery temperature and oil temperature, and the electronic fan always needs to keep running in the mode, so that the power consumption of the whole automobile is increased.

In view of this, the application provides a control method of an electronic fan, which can refer to the environmental temperature, the vehicle scene information and the target coolant temperature to control the proportional-integral-differential adjustment of the electronic fan, and the electronic fan can respond in time when the vehicle scene changes, thereby reducing the power consumption of the vehicle.

In order to illustrate the technical scheme of the application, the following description is made by specific examples.

Fig. 1 shows a schematic implementation flow chart of a control method of an electronic fan according to an embodiment of the present application, where the method may be applied to a vehicle and may be applied to a situation where power consumption of the entire vehicle needs to be reduced.

Specifically, the vehicle may refer to a hybrid vehicle or other type of vehicle. The vehicle can be provided with an electronic fan, and can be provided with an electronic thermostat, an electric water pump and other cooling system parts. The electronic fan may be disposed in a different coolant circuit including, but not limited to, an engine circuit, a motor battery circuit.

Taking an engine loop as an example, the electronic thermostat, the electric water pump and the electronic fan can be used for regulating and controlling the temperature of engine cooling liquid, so that the generator cooling liquid is maintained in a temperature range suitable for working. The electronic thermostat is arranged in the large circulation, and the cooling liquid flows back to the engine through the radiator, the electronic thermostat and the electric water pump to form the large circulation. An electronic thermostat may be used to regulate the amount of coolant water entering the radiator to regulate the heat dissipation capacity. The electric water pump is used for pressurizing the cooling liquid, and the rotating speed of the electric water pump influences the circulating speed of the cooling liquid in the large circulation. The electronic fan is usually arranged at the rear side of the radiator and is coaxial with the water pump, so as to improve the air flow rate and the air quantity flowing through the radiator and enhance the heat radiation capability of the radiator.

In some embodiments, an engine control module (Engine Control Module, EMC) may also be included in the cooling system for performing the control method described above.

Specifically, the control method of the electronic fan may include the following steps S101 to S104.

Step S101, obtaining a target cooling liquid temperature of cooling liquid in a loop where the electronic fan is located.

The circuit in which the electronic fan is located is a circuit provided with the electronic fan, and can be one or more of an engine circuit, a motor battery circuit and a transmission oil circuit. The cooling liquid in the loop where the electronic fan is located circularly flows to exchange heat with each part in the loop, so that each part in the loop keeps working at a specific temperature. The target coolant temperature refers to the water temperature to which the coolant is desired, and may generally refer to a water temperature suitable for operation of components within the cooling system, such as a water temperature suitable for operation of the engine.

The present application is not limited to the manner of obtaining the target coolant temperature, and the target coolant temperature may be set according to parameters of respective components of a circuit where the target coolant temperature is located, for example, in an engine circuit, a vehicle may be set according to an engine load and a rotational speed, and in a battery circuit, may be set according to a battery temperature. For another example, the target coolant temperature may be a fixed value calibrated to the vehicle in advance.

Step S102, acquiring the environment temperature of the environment where the vehicle is located and the scene information of the vehicle.

The vehicle scene information of the vehicle is related to the driving behavior of the user, and can reflect the heat generation quantity of parts and the current heat condition of the cooling liquid. Vehicle scenario information for a vehicle includes, but is not limited to: vehicle speed, power mode, driving mode, actual temperature of engine coolant, grade. The power mode characterizes the power source mode of the vehicle, and can include, but is not limited to, an all-electric mode, an all-electric priority mode and an intelligent hybrid mode. The driving mode characterizes the driving needs of the user and may include, but is not limited to, economy mode, standard mode, four-wheel drive mode, sport mode, snowfield mode, mud mode. The vehicle speed, that is, the running speed of the vehicle, may be acquired by a speed sensor provided in the vehicle, or may be determined based on the driving mode of the vehicle. The actual temperature of the engine coolant may be collected by a temperature sensor configured with the vehicle. The gradient, namely the gradient of the position of the vehicle, can be acquired by a gradient sensor and can be identified by a visual sensor. The ambient temperature of the environment in which the vehicle is located reflects the heat exchange capability of the environment in which the vehicle is located and can be acquired by a temperature sensor configured by the vehicle. The application is not limited in terms of the ambient temperature and the acquisition mode of the vehicle scene information.

Step S103, determining a target rotation speed for proportional-integral-derivative adjustment of the electronic fan according to the ambient temperature, the vehicle scene information, and the target coolant temperature.

Proportional-Integral-Derivative modulation, i.e., P-I-D (pro-oral-Integral-Derivative) modulation. P-I-D regulation provides a proportional term regulation rotation speed value (called P term), an integral term regulation rotation speed value (called I term) of integral regulation and a differential term regulation rotation speed value (called D term) of differential regulation of proportion regulation. In the embodiment of the application, according to the environment temperature of the environment where the vehicle is located and the information of the vehicle scene, the heat generation quantity of the parts, the current heat condition of the cooling liquid and the heat exchange capacity of the environment where the vehicle is located can be analyzed, so that the target rotating speed of the proportional-integral-differential adjustment of the electronic fan is determined, and the target rotating speed can meet the heat dissipation requirements of the parts in the current environment and the vehicle scene.

Step S104, controlling the electronic fan according to the target rotating speed.

In the embodiment of the application, the electronic fan can be controlled according to the target rotating speed, so that the electronic fan supplies air according to the target rotating speed. The amount of heat exchange of the coolant in the circuit changes with a change in the target rotational speed. The higher the target rotating speed is, the higher the heat exchange amount of the cooling liquid in the loop is, but the power consumption of the whole vehicle is increased. The lower the target rotating speed is, the lower the heat exchange amount of the cooling liquid in the loop is, but the power consumption of the whole vehicle is reduced. The reference ring temperature and the car scene are used for regulating and controlling the target rotating speed, so that the balance of heat exchange quantity and power consumption can be realized. In addition, the change of the vehicle scene can directly influence the target rotating speed, so that the regulation and control of the electronic fan can be more timely.

In some embodiments of the present application, as shown in fig. 2, obtaining the target cooling liquid temperature of the cooling liquid in the circuit where the electronic fan is located may include steps S201 to S204.

Step S201, obtaining part information of each part in the loop where the electronic fan is located.

Specifically, the above components may be an engine, a motor, a battery, a transmission, or the like. The component information may include, but is not limited to, type of component, structural information.

Step S202, determining the basic target cooling liquid temperature of the cooling liquid according to the part information.

It will be appreciated that for the same component, changes in type or structural information will affect the heat generating and dissipating capabilities of the component. Therefore, according to the information of the parts, the theoretical value required by the cooling liquid when the heat generating and radiating capacity of the parts is satisfied can be determined, and the theoretical value is the basic target cooling liquid temperature.

Step S203, determining a temperature correction value of the basic target cooling liquid temperature according to the environment temperature and the vehicle scene information.

In the embodiment of the application, according to the environment temperature of the environment where the vehicle is located and the information of the vehicle scene, the influence of the vehicle scene on the heat generation quantity of parts and the current heat condition of the cooling liquid can be analyzed, and the environment temperature represents the heat exchange capacity of the environment where the vehicle is located, so that the temperature correction value of the basic target cooling liquid temperature can be determined according to the environment temperature and the information of the vehicle scene.

Specifically, the driving scene information may include a driving mode and a vehicle speed of the vehicle, and at this time, temperature correction values corresponding to the ambient temperature, the driving mode, and the vehicle speed may be determined, respectively. That is, the temperature correction value corresponding to the ambient temperature may be determined from the ambient temperature, the temperature correction value corresponding to the driving mode may be determined from the driving mode, and the temperature correction value corresponding to the vehicle speed may be determined from the vehicle speed.

For example, for the basic target coolant temperature T1, correction of different driving modes is required, the temperature correction value corresponding to the driving mode is set to D, and the different driving modes correspond to different temperature correction values: ECO/economy mode D1, standard mode D2, sport mode D3, snowfield mode D4, mud mode D5. The basic target coolant temperature T1 also needs to be subjected to ambient temperature correction, and the ambient temperature correction value is set to E. The basic target coolant temperature T1 also needs to be corrected for the vehicle speed, and the vehicle speed correction value is set to V.

And step S204, correcting the basic target cooling liquid temperature according to the temperature correction value to obtain the target cooling liquid temperature.

Specifically, the arithmetic logic for correcting the basic target coolant temperature may be selected according to a specific vehicle model and a calibration process, and may be the target coolant temperature t=t1+d+e+v, or the target coolant temperature t=t×d1×e×v, which is not limited to this application.

Thus, the target coolant temperature is related to the driving mode, environmental factors, vehicle speed and the like of the whole vehicle, and the result reliability is higher.

For the target coolant temperature, in order to avoid excessive coolant temperature fluctuation, a low-pass filtering process may be performed.

Specifically, the vehicle may acquire a filter time and a historical target coolant temperature of the vehicle, and then perform a filter process on the target coolant temperature according to the filter time and the historical target coolant temperature.

The filtering time may include a filtering time t1 used when the temperature rises and a filtering time t2 used when the temperature falls, and the specific values may be set as appropriate. The filtering process can be expressed as: memory (n) =

Memory (n-1) + (in-memory (n-1)). DT/T. Wherein in represents the calculated target coolant temperature, memory (n-1) represents the historical target coolant temperature, specifically, the target coolant temperature at the previous moment of the vehicle, and T is the filtering time. memory (n) is the target coolant temperature obtained after the filtering process.

In this way, the coolant temperature changes more smoothly during the application of the target coolant temperature by the vehicle.

In the embodiment of the application, after the target cooling liquid temperature is obtained, the target rotating speed of the electronic fan can be determined by combining the environment temperature and the vehicle scene information.

Specifically, the in-vehicle scene information may include an actual coolant temperature of the coolant, a vehicle speed of the vehicle, a driving mode, and a driving mode. In some embodiments of the present application, as shown in fig. 3, determining a target rotational speed for proportional-integral-derivative adjustment of the electronic fan according to the ambient temperature, the driving scene information, and the target coolant temperature may include steps S301 to S303.

Step S301, determining an adjustment rotation speed value of the proportional-integral-derivative adjustment according to the actual coolant temperature and the target coolant temperature.

In some embodiments of the present application, a temperature difference between an actual coolant temperature and a target coolant temperature may be calculated, and a proportional-integral-derivative adjusted adjustment rotational speed value may be determined based on the temperature difference and the actual coolant temperature.

Wherein, the proportional term adjusts the rotational speed value and is directly related to the temperature difference and the actual cooling liquid temperature. That is, the proportional term adjustment rotational speed value may be determined according to the temperature difference between the actual coolant temperature and the target coolant temperature. Specifically, in some embodiments, the rotation speed value may be adjusted according to a temperature difference and an actual cooling, and a proportional term for the temperature of the liquid is determined. The table of the mapping relation between the temperature difference and the actual cooling liquid temperature and the duty ratio corresponding to the P term can be advanced, the duty ratio corresponding to the P term can be obtained by table lookup according to the actual temperature difference and the actual cooling liquid temperature, and the proportional term adjustment rotation speed value is obtained by conversion of the duty ratio corresponding to the P term.

For example, table 1 shows a map of the temperature difference, the actual coolant temperature, and the electronic fan duty cycle.

TABLE 1

The integral term adjustment speed value is a K integral of the temperature difference, and the determining process may include: determining the temperature difference between the actual cooling liquid temperature and the target cooling liquid temperature according to the actual cooling liquid temperature and the target cooling liquid temperature, and integrating item control parameters; acquiring a historical integral term regulating rotating speed value; and determining the integral term regulating rotating speed value at the current moment according to the temperature difference, the integral term control parameter and the historical integral term regulating rotating speed value.

Specifically, the integral term adjustment rotation speed value may be expressed as memory (n) =k×dt×in+

Memory (n-1), wherein in is the temperature difference; k is an integral term control parameter; memory (n-1) is a historical integral term regulating rotation speed value, and can specifically refer to an integral term regulating rotation speed value at the previous moment; memory (n) is used for adjusting the rotating speed value for the integral term of the current moment; t is time.

In order to prevent the integral term adjustment rotation speed value from being excessively large or small, a maximum value Imax and a minimum value Imin of the integral term adjustment rotation speed value may be determined according to the temperature difference and the actual coolant temperature, and if the calculated integral term adjustment rotation speed value at the current time exceeds the minimum value, the minimum value may be used as the integral term adjustment rotation speed value at the current time. And if the calculated integral term adjustment rotation speed value of the current moment exceeds the maximum value, the maximum value can be used as the integral term adjustment rotation speed value of the current moment.

For example, the duty ratio corresponding to the minimum value Imin of the integral term adjustment rotation speed value can be obtained by table look-up 2 according to the temperature difference and the actual cooling liquid temperature, and the minimum value Imin is obtained by conversion of the duty ratio. Similarly, according to the temperature difference and the actual cooling liquid temperature, the duty ratio corresponding to the maximum value Imax of the integral term regulating rotation speed value can be obtained by looking up the table 3, and the maximum value Imax is obtained by converting the duty ratio.

TABLE 2

TABLE 3 Table 3

The integral term control parameters are determined based on the actual coolant temperature and the target coolant temperature, and refer to table 4.

TABLE 4 Table 4

In some embodiments, the integral adjustment may set a use condition, when the absolute value of the temperature difference is less than or equal to the temperature difference threshold, and the actual coolant temperature is within a preset range, the integral adjustment is enabled, otherwise the integral adjustment is turned off. When the integral adjustment is turned off, the integral term adjustment rotational speed value of the integral adjustment may be regarded as 0. When integral adjustment is enabled, then an integral term adjustment speed value for the integral adjustment may be determined in accordance with the foregoing manner. For example, when the absolute value of the temperature difference is 15 ℃ or less, and the actual coolant temperature is between 85-105 ℃, integral adjustment may be used, outside of this range the integral adjustment is off.

Differential adjustment is a correction to the rate of change of the aforementioned temperature difference, and the temperature difference calculation may be performed once every preset time period (e.g., 10 ms) for the actual coolant temperature and the target coolant temperature. The determination of the differential term adjustment rotational speed value may include: the first differential term D1 can be determined according to the temperature difference at the current moment and the actual cooling liquid temperature, the second differential term D2 can be determined by low-pass filtering the temperature difference at the current moment according to the historical temperature difference, and the differential term regulating rotating speed value can be determined according to the first differential term D1 and the second differential term D2. Wherein, the historical temperature difference may refer to a temperature difference between the actual coolant temperature and the target coolant temperature at a previous time. The first differential term D1 and the second differential term D2 may be added to obtain a differential term adjustment rotational speed value.

Specifically, referring to table 5 below, a duty ratio corresponding to differential adjustment may be determined according to a temperature difference at the current time and an actual cooling liquid temperature, and the first differential term D1 may be obtained according to the duty ratio conversion.

TABLE 5

The low-pass filtering may be expressed as memory1 (n) =memory 1 (n-1) + (in 1-memory 1 (n-1)) ×dt/T. The memory1 (n-1) is a historical temperature difference, and may specifically refer to an error between an actual cooling liquid temperature and a target cooling liquid temperature calculated at a previous time. in1 may refer to an error between the actual coolant temperature calculated at the time and the target coolant temperature. T is a preset duration value. memory1 (n) is the second differential term D2.

Step S302, determining a rotation speed correction coefficient according to the ambient temperature, the vehicle speed, the driving mode and the driving mode.

The rotation speed correction coefficient may include: a first correction coefficient A1 related to the ambient temperature and the vehicle speed, a second correction coefficient A2 related to the driving mode, and a third correction coefficient A3 related to the driving mode.

The first correction factor A1 may be positively correlated with ambient temperature and negatively correlated with vehicle speed.

The second correction coefficient A2 related to the driving mode is determined as follows: and determining a mapping relation table corresponding to the driving mode, wherein the mapping relation table records the corresponding relation among the vehicle speed, the torque of the engine and the second correction coefficient A2. And inquiring the mapping relation table according to the vehicle speed and the torque of the engine to obtain a second correction coefficient A2. It is understood that different driving modes may correspond to different mapping tables.

For example, the mapping relationship in the standard mode is shown in table 6.

TABLE 6

The third correction coefficient A3 related to the driving mode is determined as follows: and determining a mapping relation table corresponding to the driving mode, wherein the mapping relation table records the corresponding relation among the vehicle speed, the torque of the engine and the third correction coefficient A3. And inquiring the mapping relation table according to the vehicle speed and the torque of the engine to obtain a third correction coefficient A3. It is understood that different driving modes may correspond to different mapping tables.

For example, the mapping relationship in the pure mode is shown in table 7.

TABLE 7

Step S303, correcting the adjustment rotation speed value according to the rotation speed correction coefficient to obtain the target rotation speed.

Specifically, the rotation speed correction coefficient may be applied to the proportional term adjustment rotation speed value, the integral term adjustment rotation speed value, and the differential term adjustment rotation speed value, respectively, to obtain the proportional portion, the integral portion, and the differential portion in the target rotation speed. As shown in fig. 4, taking the example of correcting the proportional term adjustment rotation speed value by using the first correction coefficient, the vehicle may determine the proportional term adjustment rotation speed value according to the actual coolant temperature and the temperature difference, determine the first correction coefficient according to the vehicle speed and the ambient temperature, and then multiply the proportional term adjustment rotation speed value with the first correction coefficient to obtain the proportional part in the target rotation speed.

In some embodiments of the present application, the adjusted rotation speed value may be multiplied by a first correction coefficient to obtain a first product, the first product may be multiplied by a second correction coefficient to obtain a second product, and the second product may be multiplied by a third correction coefficient to obtain the target rotation speed.

That is, the target rotation speed may be expressed as (p+i+d) ×a1×a2×a3. Wherein P, I, D represents a proportional term adjustment rotational speed value of the proportional adjustment, an integral term adjustment rotational speed value of the integral adjustment, and a differential term adjustment rotational speed value of the differential adjustment, respectively. A1 represents a first correction coefficient related to the ambient temperature and the vehicle speed, A2 represents a second correction coefficient related to the driving mode, and A3 represents a third correction coefficient related to the driving mode. Thus, the working conditions of different environment temperatures, different vehicle speeds, different driving modes and driving modes can be covered.

For the target rotation speed, the smooth occurrence of the rotation speed change can be ensured by low-pass filtering. Specifically, the rotation speed correction coefficient is used for correcting the rotation speed adjustment value to obtain the rotation speed to be filtered, and the low-pass filtering is carried out on the rotation speed to be filtered according to the historical rotation speed to obtain the target rotation speed.

The calculation process of the rotation speed to be filtered can refer to the calculation process of the target rotation speed, and the application is not repeated. The low pass filtering process can be expressed as: memory2 (n) =memory 2 (n-1) + (in 2-memory2 (n-1))dt/T. The memory2 (n-1) is a historical rotation speed, and may specifically refer to a target rotation speed at a previous time. in2 may refer to the rotational speed to be filtered. T is a preset filtering duration value. memory2 (n), the target rotational speed.

Similarly, the speed and load of the engine may be replaced with battery temperature for the battery circuit, and the speed and load of the engine may be replaced with torque, speed of the transmission for the transmission circuit. Thus, the target rotation speeds of the electronic fans in different loops can be determined.

It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may occur in other orders in accordance with the application.

Fig. 5 is a schematic structural diagram of a control device 500 for an electronic fan according to an embodiment of the present application, where the control device 500 for an electronic fan is configured on a processor.

Specifically, the control device 500 of the electronic fan may include:

a temperature obtaining unit 501, configured to obtain a target cooling liquid temperature of the cooling liquid in the loop where the electronic fan is located;

An information obtaining unit 502, configured to obtain an environmental temperature of an environment where the vehicle is located and vehicle scene information;

a rotation speed determination unit 503 for determining a target rotation speed for proportional-integral-derivative adjustment of the electronic fan based on the ambient temperature, the vehicle scene information, and the target coolant temperature;

and a control unit 504, configured to control the electronic fan according to the target rotation speed.

In some embodiments of the application, the in-vehicle scenario information includes an actual coolant temperature of the coolant, a vehicle speed of the vehicle, a driving mode, and a driving mode; the rotation speed determination unit 503 may specifically be configured to: determining a proportional-integral-derivative adjusted rotational speed value according to the actual coolant temperature and the target coolant temperature; determining a rotational speed correction coefficient according to the ambient temperature, the vehicle speed, the driving mode and the driving mode; and correcting the regulating rotating speed value according to the rotating speed correction coefficient to obtain the target rotating speed.

In some embodiments of the application, the rotational speed correction factor includes: a first correction coefficient related to the ambient temperature and the vehicle speed, a second correction coefficient related to the driving mode, and a third correction coefficient related to the driving mode; the rotation speed determination unit 503 may specifically be configured to: and multiplying the rotation speed regulating value by the first correction coefficient to obtain a first product, multiplying the first product by the second correction coefficient to obtain a second product, and multiplying the second product by the third correction coefficient to obtain the target rotation speed.

In some embodiments of the application, the proportional-integral-derivative adjusted adjustment speed value comprises a proportional term adjustment speed value; the rotation speed determination unit 503 may specifically be configured to: and determining the regulating rotating speed value of the proportion term according to the temperature difference between the actual cooling liquid temperature and the target cooling liquid temperature.

In some embodiments of the application, the proportional-integral-derivative adjusted adjustment speed value comprises an integral term adjustment speed value; the rotation speed determination unit 503 may specifically be configured to: determining a temperature difference between the actual cooling liquid temperature and the target cooling liquid temperature according to the actual cooling liquid temperature and the target cooling liquid temperature, and integrating item control parameters; acquiring a historical integral term regulating rotating speed value; and determining the integral term regulating rotating speed value at the current moment according to the temperature difference, the integral term control parameter and the historical integral term regulating rotating speed value.

In some embodiments of the application, the proportional-integral-derivative adjusted adjustment speed value comprises a derivative term adjustment speed value; the rotation speed determination unit 503 may specifically be configured to: determining a first differential term according to the temperature difference between the actual cooling liquid temperature and the target cooling liquid temperature at the current moment and the actual cooling liquid temperature; performing low-pass filtering on the temperature difference at the current moment according to the historical temperature difference to obtain a second differential term; and determining the differential term regulating rotating speed value according to the first differential term and the second differential term.

In some embodiments of the present application, the temperature acquisition unit 501 may be specifically configured to: acquiring part information of each part in a loop where the electronic fan is located; determining a basic target cooling liquid temperature of the cooling liquid according to the part information; determining a temperature correction value of the basic target cooling liquid temperature according to the environment temperature and the vehicle scene information; and correcting the basic target cooling liquid temperature according to the temperature correction value to obtain the target cooling liquid temperature.

In some embodiments of the application, the vehicle scene information includes a driving mode and a vehicle speed of the vehicle; the temperature acquisition unit 501 may be specifically configured to: and respectively determining temperature correction values corresponding to the ambient temperature, the driving mode and the vehicle speed.

In some embodiments of the present application, the circuit in which the electronic fan is located is one or more of an engine circuit, a motor battery circuit, and a transmission oil circuit.

It should be noted that, for convenience and brevity of description, the specific working process of the control device 500 of the electronic fan may refer to the corresponding process of the method described in fig. 1 to 4, and will not be described herein again.

Fig. 6 is a schematic diagram of a vehicle according to an embodiment of the present application. Specifically, the vehicle 6 may include: a processor 60, a memory 61 and a computer program 62 stored in said memory 61 and being executable on said processor 60, for example a control program of an electronic fan. Meanwhile, the vehicle is provided with an electronic fan 63.

The processor 60, when executing the computer program 62, implements the steps of the control method embodiment of each electronic fan described above, such as steps S101 to S104 shown in fig. 1. Or the processor 60 when executing the computer program 62, implements the functions of the modules/units in the above-described device embodiments, such as the functions of the temperature acquisition unit 501, the information acquisition unit 502, the rotation speed determination unit 503, and the control unit 504 shown in fig. 5.

The computer program may be divided into one or more modules/units which are stored in the memory 61 and executed by the processor 60 to complete the present application. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions for describing the execution of the computer program in the vehicle.

For example, the computer program may be split into: the device comprises a temperature acquisition unit, an information acquisition unit, a rotation speed determination unit and a control unit. The specific functions of each unit are as follows: the temperature acquisition unit is used for acquiring the target cooling liquid temperature of the cooling liquid in the loop where the electronic fan is located; the information acquisition unit is used for acquiring the environment temperature of the environment where the vehicle is located and the vehicle scene information; a rotation speed determining unit configured to determine a target rotation speed for proportional-integral-derivative adjustment of the electronic fan based on the ambient temperature, the vehicle scene information, and the target coolant temperature; and the control unit is used for controlling the electronic fan according to the target rotating speed.

The vehicle may include, but is not limited to, a processor 60, a memory 61. It will be appreciated by those skilled in the art that fig. 6 is merely an example of a vehicle and is not intended to be limiting of the vehicle, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the vehicle may further include input and output devices, network access devices, buses, etc.

The Processor 60 may be a central processing unit (Central Processing Unit, CPU), other general purpose Processor, digital signal Processor (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), off-the-shelf programmable gate array or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 61 may be an internal storage unit of the vehicle, such as a hard disk or a memory of the vehicle. The memory 61 may also be an external storage device of the vehicle, such as a plug-in hard disk, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD), or the like, which are equipped on the vehicle. Further, the memory 61 may also include both an internal storage unit and an external storage device of the vehicle. The memory 61 is used to store the computer program and other programs and data required by the vehicle. The memory 61 may also be used for temporarily storing data that has been output or is to be output.

It should be noted that, for convenience and brevity of description, the structure of the vehicle may also refer to a specific description of the structure in the method embodiment, which is not repeated herein.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiments provided herein, it should be understood that the disclosed apparatus/vehicle and method may be implemented in other ways. For example, the apparatus/vehicle embodiments described above are merely illustrative, e.g., the division of the modules or units is merely a logical functional division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, and when the computer program is executed by a processor, the computer program may implement the steps of each of the method embodiments described above. Wherein the computer program comprises computer program code which may be in source code form, object code form, executable file or some intermediate form etc. The computer readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the computer readable medium contains content that can be appropriately scaled according to the requirements of jurisdictions in which such content is subject to legislation and patent practice, such as in certain jurisdictions in which such content is subject to legislation and patent practice, the computer readable medium does not include electrical carrier signals and telecommunication signals.

The above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. A control method of an electronic fan, characterized by being applied to a vehicle provided with the electronic fan, the method comprising:

acquiring a target cooling liquid temperature of cooling liquid in a loop where the electronic fan is located;

acquiring the environment temperature of the environment where the vehicle is located and the scene information of the vehicle;

determining a target rotational speed for proportional-integral-derivative regulation of the electronic fan based on the ambient temperature, the vehicle scene information, and the target coolant temperature;

and controlling the electronic fan according to the target rotating speed.

2. The control method of an electronic fan according to claim 1, wherein the in-vehicle scene information includes an actual coolant temperature of coolant, a vehicle speed of the vehicle, a driving mode, and a driving mode;

the determining a target rotational speed for proportional-integral-derivative adjustment of the electronic fan based on the ambient temperature, the vehicle scenario information, and the target coolant temperature includes:

determining a proportional-integral-derivative adjusted rotational speed value according to the actual coolant temperature and the target coolant temperature;

Determining a rotational speed correction coefficient according to the ambient temperature, the vehicle speed, the driving mode and the driving mode;

and correcting the regulating rotating speed value according to the rotating speed correction coefficient to obtain the target rotating speed.

3. The control method of an electronic fan as claimed in claim 2, wherein the rotation speed correction coefficient includes: a first correction coefficient related to the ambient temperature and the vehicle speed, a second correction coefficient related to the driving mode, and a third correction coefficient related to the driving mode;

The correcting the adjustment rotation speed value according to the rotation speed correction coefficient to obtain the target rotation speed comprises the following steps: and multiplying the rotation speed regulating value by the first correction coefficient to obtain a first product, multiplying the first product by the second correction coefficient to obtain a second product, and multiplying the second product by the third correction coefficient to obtain the target rotation speed.

4. The control method of an electronic fan according to claim 2, wherein the proportional-integral-derivative adjusted rotational speed value includes a proportional term adjusted rotational speed value; the determining process of the regulating rotation speed value comprises the following steps:

And determining the regulating rotating speed value of the proportion term according to the temperature difference between the actual cooling liquid temperature and the target cooling liquid temperature.

5. The control method of an electronic fan according to claim 2, wherein the proportional-integral-derivative adjusted rotational speed value includes an integral term adjusted rotational speed value; the determining process of the regulating rotation speed value comprises the following steps:

Determining a temperature difference between the actual cooling liquid temperature and the target cooling liquid temperature according to the actual cooling liquid temperature and the target cooling liquid temperature, and integrating item control parameters;

acquiring a historical integral term regulating rotating speed value;

and determining the integral term regulating rotating speed value at the current moment according to the temperature difference, the integral term control parameter and the historical integral term regulating rotating speed value.

6. The control method of an electronic fan according to claim 2, wherein the proportional-integral-derivative adjusted rotational speed value includes a derivative term adjusted rotational speed value; the determining process of the regulating rotation speed value comprises the following steps:

Determining a first differential term according to the temperature difference between the actual cooling liquid temperature and the target cooling liquid temperature at the current moment and the actual cooling liquid temperature;

Performing low-pass filtering on the temperature difference at the current moment according to the historical temperature difference to obtain a second differential term;

and determining the differential term regulating rotating speed value according to the first differential term and the second differential term.

7. The method for controlling an electronic fan as claimed in claim 1, wherein said obtaining a target cooling liquid temperature of the cooling liquid in the circuit in which the electronic fan is located comprises:

Acquiring part information of each part in a loop where the electronic fan is located;

determining a basic target cooling liquid temperature of the cooling liquid according to the part information;

determining a temperature correction value of the basic target cooling liquid temperature according to the environment temperature and the vehicle scene information;

and correcting the basic target cooling liquid temperature according to the temperature correction value to obtain the target cooling liquid temperature.

8. The control method of an electronic fan according to claim 7, wherein the vehicle scene information includes a driving mode of the vehicle and a vehicle speed;

the determining a temperature correction value of the basic target cooling liquid temperature according to the environment temperature and the vehicle scene information comprises the following steps:

and respectively determining temperature correction values corresponding to the ambient temperature, the driving mode and the vehicle speed.

9. The method of any one of claims 1-8, wherein the electronic fan is in one or more of an engine circuit, a motor battery circuit, and a transmission oil circuit.

10. A control device of an electronic fan, characterized by being disposed in a vehicle, the vehicle being provided with the electronic fan, the device comprising:

the temperature acquisition unit is used for acquiring the target cooling liquid temperature of the cooling liquid in the loop where the electronic fan is located;

The information acquisition unit is used for acquiring the environment temperature of the environment where the vehicle is located and the vehicle scene information;

A rotation speed determining unit configured to determine a target rotation speed for proportional-integral-derivative adjustment of the electronic fan based on the ambient temperature, the vehicle scene information, and the target coolant temperature;

and the control unit is used for controlling the electronic fan according to the target rotating speed.

11. A vehicle comprising a memory, a processor and a computer program stored in the memory and operable on the processor, characterized in that the vehicle is configured with an electronic fan; the processor, when executing the computer program, implements the steps of the control method of an electronic fan as claimed in any one of claims 1 to 8.