Method and device for determining heat content of engine coolant

Abstract

The present disclosure provides a heat determination method and device for engine coolant, and belongs to the field of engines. The method comprises: in the running state of the engine, circulating the coolant in the cooling circuit by the first water pump to make the engine on the engine test bench reach a thermal equilibrium state; in the case that the engine reaches the thermal equilibrium state, obtaining the inlet temperature and outlet temperature of the coolant and the liquid flow of the coolant in the cooling circuit; in the case that the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to a first temperature threshold, determining the first heat absorbed by the coolant according to the temperature difference between the inlet temperature and the outlet temperature and the liquid flow. Since the error caused by the insufficient measurement accuracy of the temperature sensor can be ignored when the temperature difference between the inlet temperature and the outlet temperature is greater than the first temperature threshold, the accuracy of the finally determined heat absorbed by the coolant can be effectively improved.

Description

Technical Field

[0001] The present disclosure relates to the field of engines, and in particular to a method and device for determining the heat content of an engine coolant. Background Art

[0002] Before the engine leaves the factory, it is usually necessary to determine the heat absorbed by the coolant in the cooling system on the engine test bench. After determining the heat absorbed by the coolant, the engine thermal management system can be matched and designed based on the heat absorbed by the coolant.

[0003] In the related art, a cooling system includes a cooling pipe, a liquid inlet pipe, a liquid outlet pipe, and coolant. The liquid outlet of the cooling pipe is connected to one end of the liquid outlet pipe, the other end of the liquid outlet pipe is connected to one end of the liquid inlet pipe, and the other end of the liquid inlet pipe is connected to the liquid inlet of the cooling pipe. The cooling pipe is arranged around the engine, and the coolant circulates in the cooling system. The method for determining the amount of heat absorbed by the coolant includes: obtaining the inlet temperature, outlet temperature, and liquid flow rate of the cooling system when the engine is in thermal equilibrium, wherein the inlet temperature is the temperature in the inlet pipe, the outlet temperature is the temperature in the outlet pipe, and the liquid flow rate is the coolant flow rate in the outlet pipe; and determining the amount of heat absorbed by the coolant in the cooling system when the engine is operating in thermal equilibrium based on the inlet temperature, outlet temperature, and liquid flow rate.

[0004] However, the above method for determining the amount of heat absorbed by the coolant is not accurate enough in determining the amount of heat absorbed by the coolant. Summary of the Invention

[0005] The present disclosure provides a method, apparatus, device, and storage medium for determining the heat content of an engine coolant, which can improve the accuracy of the heat content of the engine coolant. The technical solution includes at least the following solutions:

[0006] In a first aspect, a method for determining the heat amount of an engine coolant is provided, wherein the engine is mounted on an engine pedestal, the engine pedestal including a first cooling system, the first cooling system including a first heat exchanger, a first liquid inlet pipe, a first liquid outlet pipe, a first water pump, and a coolant, the first heat exchanger, the first liquid inlet pipe, the first water pump, a first cooling pipe in the engine, and the first liquid outlet pipe being sequentially connected to form a cooling circuit, the coolant being in the cooling circuit, the method comprising: when the engine is running, controlling the coolant to circulate in the cooling circuit via the first water pump so that the engine reaches a thermal equilibrium state; when the engine reaches a thermal equilibrium state, obtaining a liquid inlet temperature, a liquid outlet temperature, and a liquid flow rate of the coolant in the cooling circuit, the liquid inlet temperature being the temperature of the coolant in the first liquid inlet pipe, and the liquid outlet temperature being the temperature of the coolant in the first liquid outlet pipe; and when a temperature difference between the liquid inlet temperature and the liquid outlet temperature is greater than or equal to a first temperature threshold, determining a first heat amount absorbed by the coolant based on the temperature difference between the liquid inlet temperature and the liquid outlet temperature and the liquid flow rate.

[0007] Optionally, the method further includes: when the temperature difference between the inlet liquid temperature and the outlet liquid temperature is less than the first temperature threshold, reducing the liquid flow rate by the first water pump until the temperature difference between the inlet liquid temperature and the outlet liquid temperature is greater than or equal to the first temperature threshold.

[0008] Optionally, reducing the liquid flow rate by the first water pump until the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to a first temperature threshold includes: reducing the liquid flow rate by the first water pump at a set flow interval; obtaining the temperature difference between the inlet temperature and the outlet temperature after each reduction in the liquid flow rate of the coolant; and stopping reducing the liquid flow rate of the coolant in response to the temperature difference between the inlet temperature and the outlet temperature being greater than or equal to the first temperature threshold.

[0009] Optionally, the engine on the engine stand runs at a first speed and a first torque, and the method further includes: inputting the first heat, the first speed, and the first torque into an engine compartment simulation model to obtain a first temperature, the engine compartment simulation model being used to describe the correspondence between heat, speed, torque, and the temperature of the coolant in the liquid outlet pipe, the first temperature being the temperature of the coolant in the first liquid outlet pipe when the engine in the engine compartment simulation model runs at the first speed and the first torque, the heat absorbed by the coolant in the first cooling system is the first heat, and the engine in the engine compartment simulation model reaches thermal equilibrium; obtaining a second temperature, the second temperature being used to indicate that the vehicle runs at the first speed and the first torque and reaches thermal equilibrium. In the second cooling system of the engine of the vehicle, the temperature of the coolant in the second liquid outlet pipe, the second cooling system of the engine of the vehicle includes: a radiator, a second liquid inlet pipe, a second cooling pipe, the second liquid outlet pipe and a second water pump, the second cooling pipe is arranged around the engine, the liquid outlet of the coolant is connected to one end of the second liquid outlet pipe, the other end of the second liquid outlet pipe is connected to the second liquid inlet pipe, the radiator is arranged on the second liquid outlet pipe, the second liquid inlet pipe is connected to the liquid inlet of the second cooling pipe, the second water pump is arranged on the second liquid inlet pipe, and the first heat exchanger is used to simulate the radiator; when the absolute value of the difference between the first temperature and the second temperature is less than the temperature error threshold, it is determined that the first heat is accurate.

[0010] Optionally, the first temperature threshold value ranges from 15 degrees Celsius to 25 degrees Celsius.

[0011] Optionally, the method further includes: in response to determining that a difference between a maximum value and a minimum value of the liquid outlet temperature within a target time period is less than or equal to a second temperature threshold, determining that the engine has reached a thermal equilibrium state.

[0012] In a second aspect, the application provides a heat determination device for engine coolant, the engine being installed on an engine stand, the engine stand comprising a first cooling system, the first cooling system comprising a first heat exchanger, a first inlet pipe, a first outlet pipe, a first water pump and a coolant, the first heat exchanger, the first inlet pipe, the first water pump, a first cooling pipe in the engine and the first outlet pipe being connected in sequence to form a cooling loop, the coolant being in the cooling loop, the device comprising: a control module configured to control the coolant to flow in the cooling loop by the first water pump when the engine is in a running state, so that the engine reaches a thermal equilibrium state; an acquisition module configured to acquire an inlet temperature, an outlet temperature and a liquid flow rate of the coolant in the cooling loop when the engine reaches the thermal equilibrium state, the inlet temperature being a temperature of the coolant in the first inlet pipe, and the outlet temperature being a temperature of the coolant in the first outlet pipe; and a heat determination module configured to determine a first heat absorbed by the coolant according to a temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to a first temperature threshold.

[0013] Optionally, the control module is further configured to reduce the liquid flow rate by the first water pump until the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to the first temperature threshold when the temperature difference between the inlet temperature and the outlet temperature is less than the first temperature threshold.

[0014] Optionally, the control module is further configured to reduce the liquid flow rate by the first water pump at a set flow rate interval; acquire the temperature difference between the inlet temperature and the outlet temperature after each reduction of the liquid flow rate of the coolant; and stop reducing the liquid flow rate of the coolant in response to the temperature difference between the inlet temperature and the outlet temperature being greater than or equal to the first temperature threshold.

[0015] Optionally, the engine on the engine stand runs at a first speed and a first torque, and the device further includes: a verification module, configured to input the first heat, the first speed, and the first torque into an engine compartment simulation model to obtain a first temperature, wherein the engine compartment simulation model is configured to describe a correspondence between heat, speed, torque, and the temperature of the coolant in the liquid outlet pipe, wherein the first temperature is the temperature of the coolant in the first liquid outlet pipe when the engine in the engine compartment simulation model reaches thermal equilibrium when the engine in the engine compartment simulation model runs at the first speed and the first torque and the heat absorbed by the coolant in the first cooling system is the first heat; and obtaining a second temperature, wherein the second temperature is configured to indicate that the vehicle runs at the first speed and the first torque and reaches a thermal equilibrium state. In the second cooling system of the engine of the vehicle, the temperature of the coolant in the second liquid outlet pipe, the second cooling system of the engine of the vehicle includes: a radiator, a second liquid inlet pipe, a second cooling pipe, the second liquid outlet pipe and a second water pump, the second cooling pipe is arranged around the engine, the liquid outlet of the coolant is connected to one end of the second liquid outlet pipe, the other end of the second liquid outlet pipe is connected to the second liquid inlet pipe, the radiator is arranged on the second liquid outlet pipe, the second liquid inlet pipe is connected to the liquid inlet of the second cooling pipe, the second water pump is arranged on the second liquid inlet pipe, and the first heat exchanger is used to simulate the radiator; when the absolute value of the difference between the first temperature and the second temperature is less than the temperature error threshold, it is determined that the first heat is accurate.

[0016] Optionally, the control module is further configured to determine that the engine has reached a thermal equilibrium state in response to determining that a difference between the maximum value and the minimum value of the outlet liquid temperature within a target time period is less than or equal to a second temperature threshold.

[0017] In a third aspect, a computer device is also provided, comprising: a memory and a processor, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor, thereby executing the method for determining the heat of the engine coolant described in the above embodiment.

[0018] In a fourth aspect, a computer-readable storage medium is also provided, in which at least one computer program is stored. The at least one computer program is loaded and executed by a processor, thereby executing the method for determining the heat of the engine coolant described in the above embodiment.

[0019] The beneficial effects of the technical solutions provided by the embodiments of the present disclosure include at least:

[0020] In the embodiment of the present disclosure, when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to the first temperature threshold (that is, when the temperature difference between the inlet temperature and the outlet temperature is large enough), the first heat amount is determined based on the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate. Since the error caused by insufficient measurement accuracy of the temperature sensor can be ignored when the temperature difference between the inlet temperature and the outlet temperature is large enough, the influence of the error caused by insufficient measurement accuracy of the temperature sensor on the measurement result can be effectively avoided, thereby effectively improving the accuracy of the determined heat absorbed by the coolant. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 shows a schematic structural diagram of the first cooling system on the engine stand;

[0023] Figure 2 A flow chart showing a method for determining the heat amount of an engine coolant provided by an exemplary embodiment of the present disclosure is shown;

[0024] Figure 3 A flow chart showing a method for determining heat of an engine coolant provided by another exemplary embodiment of the present disclosure is shown;

[0025] Figure 4 A universal characteristic diagram showing the heat absorbed by the coolant under different working conditions;

[0026] Figure 5 A schematic structural diagram of a three-dimensional model of an engine cooling system is shown;

[0027] Figure 6 A schematic structural diagram of a one-dimensional model of an engine nacelle is shown;

[0028] Figure 7 is a schematic diagram of the first temperature and the second temperature under the target working condition;

[0029] Figure 8 A schematic structural diagram of a device for determining the heat amount of an engine coolant provided by an exemplary embodiment of the present disclosure is shown;

[0030] Figure 9 It is a structural diagram of a computer device provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0031] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by persons of ordinary skill in the field to which the present disclosure belongs. The words "first", "second", "third" and similar terms used in the patent application specification and claims of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "a" do not indicate a quantity limitation, but rather indicate the existence of at least one. Words such as "include" or "comprising" mean that the elements or objects appearing before "include" or "comprising" cover the elements or objects listed after "include" or "comprising" and their equivalents, and do not exclude other elements or objects. Words such as "connected" or "connected" and similar terms are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

[0032] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0033] An embodiment of the present disclosure provides a method for determining the heat amount of an engine coolant. The method is implemented based on a first cooling system on an engine stand. Figure 1 This is a schematic diagram of the first cooling system on the engine stand, see Figure 1 The first cooling system 10 includes a first heat exchanger 101, a first liquid inlet pipe 102, a first liquid outlet pipe 104, a first water pump 105, and a coolant. The first heat exchanger 101 is connected to the water inlet of the first water pump 105 through the first liquid inlet pipe 102. The water outlet of the first water pump 105 is connected to the liquid inlet of the first cooling pipe 103 in the engine. The liquid outlet of the first cooling pipe 103 is connected to the first heat exchanger 101 through the first liquid outlet pipe 104, forming a cooling circuit. In the cooling circuit, the first water pump 105 can control the circulation of the coolant in the cooling circuit. The direction of the coolant circulation is: from the first liquid inlet pipe 102 through the first water pump 105 into the first cooling pipe 103, after flowing out of the first cooling pipe 103, through the first liquid inlet pipe 102 into the first heat exchanger 101, and from the first heat exchanger 101 into the first liquid inlet pipe 102, realizing a circulation flow.

[0034] Optionally, the first heat exchanger 201 further includes an external circulation liquid inlet and an external circulation liquid outlet. External coolant enters the first heat exchanger through the external circulation liquid inlet, exchanges heat with the coolant in the cooling circuit, and is then discharged from the external circulation liquid outlet.

[0035] For example, the external coolant can be water, which can be injected into the external circulation inlet through water supply facilities such as faucets; after the external coolant is discharged from the external circulation outlet, it can be stored in a water tank for secondary use.

[0036] Figure 2 A flow chart of a method for determining the heat of an engine coolant provided by an exemplary embodiment of the present disclosure is shown. The method can be executed by a computer device. Figure 2 , the method comprising:

[0037] In step 201 , when the engine is running, a first water pump is used to control the coolant to circulate in the cooling circuit so that the engine reaches a thermal equilibrium state.

[0038] In step 202 , when the engine reaches a thermal equilibrium state, the liquid inlet temperature, the liquid outlet temperature, and the liquid flow rate of the coolant in the cooling circuit are obtained.

[0039] The liquid inlet temperature is the temperature of the coolant in the first liquid inlet pipe, and the liquid outlet temperature is the temperature of the coolant in the first liquid outlet pipe.

[0040] The liquid flow rate of the coolant in the cooling circuit can be the flow rate of the coolant in the first liquid outlet pipe, the flow rate of the coolant in the first liquid inlet pipe, or the flow rate of the coolant in the first cooling pipe. In the cooling circuit, the liquid flow rate is equal at all locations, so the liquid flow rate can be the flow rate of the coolant in any pipe in the cooling circuit.

[0041] In step 203, when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to the first temperature threshold, the first heat absorbed by the coolant is determined according to the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate.

[0042] When determining the heat absorbed by a coolant using methods known in the related art, the accuracy of the resulting heat absorption value is closely related to the accuracy of the inlet and outlet temperatures, as well as the flow rate. These temperatures are typically acquired using temperature sensors. However, the accuracy of temperature sensors currently used in engineering often fails to meet the required accuracy for calculating the heat absorbed by the coolant. This ultimately results in errors in the measured inlet and outlet temperatures, and consequently, inaccurately determined heat absorption values.

[0043] In the embodiment of the present disclosure, when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to the first temperature threshold (that is, when the temperature difference between the inlet temperature and the outlet temperature is large enough), the first heat amount is determined based on the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate. Since the error caused by insufficient measurement accuracy of the temperature sensor can be ignored when the temperature difference between the inlet temperature and the outlet temperature is large enough, the influence of the error caused by insufficient measurement accuracy of the temperature sensor on the measurement result can be effectively avoided, thereby effectively improving the accuracy of the determined heat absorbed by the coolant.

[0044] Figure 3 A flowchart of a method for determining the heat of an engine coolant provided by another exemplary embodiment of the present disclosure is shown. The method can be executed by a computer device. Figure 3 , the method comprising:

[0045] In step 301 , when the engine is running, a first water pump is used to control the coolant to circulate in the cooling circuit so that the engine reaches a thermal equilibrium state.

[0046] The engine is mounted on an engine pedestal, which has a first cooling system. Figure 1 , detailed description is omitted here.

[0047] Optionally, the first water pump is a booster water pump, and the coolant in the pipeline can be pressurized by the first water pump, so that the coolant in the pipeline circulates in the cooling circuit.

[0048] Optionally, in step 301, it is possible to determine whether the engine has reached a thermal equilibrium state based on changes in the outlet liquid temperature within a target time period, including: if it is determined that the difference between the maximum and minimum values ​​of the outlet liquid temperature within the target time period is less than or equal to a second temperature threshold, it is determined that the engine has reached a thermal equilibrium state; if it is determined that the difference between the maximum and minimum values ​​of the outlet liquid temperature within the target time period is greater than the second temperature threshold, it indicates that the engine has not yet reached a thermal equilibrium state, and at this time, it is possible to continue to wait for the coolant to circulate until the difference between the maximum and minimum values ​​of the outlet liquid temperature within the target time period is less than or equal to the second temperature threshold.

[0049] The second temperature threshold may be in the range of 1° C. to 6° C., for example, 1° C., 2° C., 5° C., or 6° C. Optionally, the length of the target time period may be set according to actual needs. In some examples, the length of the target time period is 5s to 10s, for example, 5s, 7s, or 10s.

[0050] In the disclosed embodiment, the engine reaching thermal equilibrium means that the temperature of the coolant in the outlet pipe of the first cooling system is stable. When the engine is in thermal equilibrium, the temperature of the coolant in the outlet pipe remains stable or experiences minimal temperature fluctuations. If the difference between the maximum and minimum outlet temperature values ​​within the target time period is less than or equal to a second temperature threshold, it indicates minimal fluctuation in the outlet temperature, and the engine can be determined to have reached thermal equilibrium.

[0051] In step 302 , when the engine reaches a thermal equilibrium state, the inlet liquid temperature, the outlet liquid temperature, and the liquid flow rate of the coolant in the cooling circuit are obtained.

[0052] The liquid inlet temperature is the temperature of the coolant in the first liquid inlet pipe, and the liquid outlet temperature is the temperature of the coolant in the first liquid outlet pipe.

[0053] For example, the liquid flow rate is obtained by an electromagnetic flow sensor, which is arranged on the first liquid outlet pipe (such as Figure 1 The inlet temperature is obtained by a first temperature sensor, which is arranged on the first inlet pipe (e.g., Figure 1 The outlet temperature is obtained by a second temperature sensor, which is set on the first outlet pipe (such as point B in FIG). Figure 1 Point C in the figure).

[0054] In the embodiment of the present disclosure, the accuracy of the first temperature sensor and the second temperature sensor needs to reach ±0.1°C to reduce the impact of the accuracy of the temperature sensor on the measurement results. In actual experiments, a temperature sensor with an accuracy of ±0.1°C is already a relatively high-precision temperature sensor. If the accuracy of the temperature sensor needs to be further improved, the cost will increase significantly. The electromagnetic flow sensor technology is relatively mature, and the accuracy of ordinary electromagnetic flow sensors can reach ±0.01m 3 / s or even ±0.001m 3 / s.

[0055] Optionally, the first cooling pipe is generally called a water jacket, which is located in the space between the inner and outer shells of the engine's cylinder block and cylinder head. It is generally a porous water pipe, which is used to transfer heat from the temperature of the engine's combustion chamber and the inner wall of the cylinder body to the coolant through heat conduction. When the coolant enters the liquid inlet of the first cooling pipe, if there is only a single pipe in the first cooling pipe, it will inevitably lead to better cooling effect at the liquid inlet of the first cooling pipe, and poor cooling effect at the liquid inlet far away from the first cooling pipe. Therefore, the first cooling pipe is set to the form of a porous water pipe. In this way, after entering the first cooling pipe, the coolant will flow out from multiple holes, and the coolant can evenly contact the inner wall of the engine, resulting in a better cooling effect.

[0056] In this case, the method further includes: obtaining the liquid inlet pressure and liquid outlet pressure of the first cooling system on the engine stand, and monitoring whether the flow resistance of the water jacket is within a reasonable range based on the pressure difference between the liquid inlet pressure and the liquid outlet pressure. If the flow resistance of the water jacket is not within a reasonable range, it indicates that the currently obtained liquid inlet temperature, liquid outlet temperature and liquid flow rate may have errors. If the flow resistance of the water jacket is within a reasonable range, it can be considered that the currently obtained liquid inlet temperature, liquid outlet temperature and liquid flow rate are accurate. The liquid inlet pressure can be set on the first liquid inlet pipe (such as Figure 1 The outlet pressure can be obtained by setting a first pressure sensor on the first liquid pipeline (such as Figure 1 The second pressure sensor (point E in the middle) obtains it.

[0057] If the pressure difference between the inlet and outlet pressures is within the pressure range, the flow resistance in the water jacket is within a reasonable range. If the pressure difference is outside the pressure range, the flow resistance in the water jacket is outside a reasonable range. When the pressure difference is greater than the maximum value of the pressure range, the water jacket flow resistance is excessive (e.g., a water jacket blockage may occur). When the pressure difference is less than the minimum value of the pressure range, the water jacket flow resistance is excessive (indicating substandard water jacket performance). Excessive water jacket flow resistance increases the amount of heat absorbed by the coolant, while excessively low water jacket flow resistance reduces the amount of heat absorbed by the coolant. Both excessive and low water jacket flow resistances can lead to deviations in the flow rate through the water jacket, ultimately causing errors in the subsequently calculated first heat quantity.

[0058] Here, the pressure range can be obtained from the instructions of the water jacket or obtained through testing, and the embodiments of the present disclosure are not limited to this.

[0059] In step 303, when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to the first temperature threshold, the first heat absorbed by the coolant is determined according to the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate.

[0060] Optionally, formula (1) is used to determine the first heat absorbed by the coolant according to the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate:

[0061] Q c =ρ c VC p (T2-T1) (1)

[0062] Among them, Q c is the first heat, unit is kJ / s; ρ c is the coolant density, in kg / s; V is the liquid flow rate, in m 3 / s;C pis the specific heat capacity of the coolant, in kJ / (kg * k); T1 is the liquid inlet temperature, T2 is the liquid outlet temperature, T2-T1 is the temperature difference between the liquid inlet temperature and the liquid outlet temperature, and the unit of T1 and T2 is ℃.

[0063] Optionally, ρ c It can be obtained from the coolant manual or measured with a density meter. p The method of obtaining V, T1, and T2 can be found in the instructions of the coolant. The method of obtaining V, T1, and T2 is similar to the above step 302, and the detailed description is omitted here.

[0064] Optionally, the first temperature threshold value ranges from 15°C to 25°C, for example, it may be 15°C, 20°C or 25°C.

[0065] When the value range of the first temperature threshold is 15°C to 25°C, it means that the temperature difference between the inlet temperature and the outlet temperature is large enough. At this time, the first heat amount is calculated using the temperature difference between the inlet temperature and the outlet temperature, and the calculation result is more accurate.

[0066] As can be seen from the above, when actually conducting tests, flow sensors can achieve higher accuracy at a lower cost, while temperature sensors require a higher cost to achieve the required accuracy. Therefore, the first amount of heat absorbed by the coolant is determined based on the temperature difference between the inlet and outlet temperatures and the liquid flow rate only when the temperature difference between the inlet and outlet temperatures is greater than or equal to the first temperature threshold. Since the temperature difference between the inlet and outlet temperatures is large enough, the overall proportion of the temperature sensor's measurement error in the temperature difference between the inlet and outlet temperatures is relatively small. For example, if a temperature sensor with an accuracy of ±0.1°C is used and the first temperature threshold is 20°C, the temperature sensor's measurement error only accounts for 0.5% of the temperature difference between the inlet and outlet temperatures. This level of error is very small and can be ignored. Therefore, it can effectively reduce the inaccurate measurement results caused by the accuracy error of the temperature sensor.

[0067] If the temperature difference between the inlet and outlet liquid temperatures is less than a first temperature threshold, the method further includes: reducing the liquid flow rate by the first water pump until the temperature difference between the inlet and outlet liquid temperatures is greater than or equal to the first temperature threshold.

[0068] Based on formula (1), it can be seen that, when the heat is constant, the smaller the liquid flow rate, the greater the temperature difference between the inlet and outlet liquid temperatures.

[0069] Here, the first heat calculated based on formula (1) is the heat absorbed by the coolant. After the engine reaches a thermal equilibrium state, the distribution of heat generated by the combustion of fuel in the engine is fixed. Part of the heat is allocated to do useful work, such as air conditioning and heating, and part of the heat is discharged from the exhaust system with the exhaust gas. The remaining heat is the heat absorbed by the coolant (the first heat). Therefore, when the engine speed and torque do not change, the first heat is a fixed value.

[0070] Therefore, by reducing the liquid flow rate through the first water pump, the temperature difference between the inlet liquid temperature and the outlet liquid temperature can be increased, so that the temperature difference between the inlet liquid temperature and the outlet liquid temperature is greater than or equal to the first temperature threshold.

[0071] Since the accuracy of flow sensors is generally high, even if the liquid flow rate injected into the coolant is reduced, the liquid flow rate measured by the flow sensor still has a high accuracy. In this way, the accuracy of the liquid flow rate and the accuracy of the temperature difference between the inlet temperature and the outlet temperature are guaranteed. The other values ​​involved in calculating the first heat are all fixed values, which can effectively ensure the accuracy of the first heat finally determined.

[0072] When the first water pump is a boost water pump, the liquid flow rate of the injected coolant can be reduced by reducing the pressure applied to the coolant by the boost water pump.

[0073] Optionally, reducing the liquid flow rate by the first water pump until the temperature difference between the liquid inlet temperature and the liquid outlet temperature is greater than or equal to a first temperature threshold comprises the following three steps:

[0074] In the first step, the liquid flow is reduced by the first water pump at a set flow interval.

[0075] Optionally, the set flow interval may be 1% to 10% of the liquid flow when the liquid flow is reduced for the first time, for example, 1% of the liquid flow, 5% of the liquid flow or 10% of the liquid flow.

[0076] Take the flow interval set as 10% of the liquid flow rate when the liquid flow rate is reduced for the first time as an example, and assume that the liquid flow rate when the liquid flow rate is reduced for the first time is 0.2m 3 / s, in this case, the set flow interval is 0.02m 3 / s, when the coolant flow rate is reduced at set flow intervals, the liquid flow rate can be 0.2m 3 / s、0.18m 3 / s、0.16m 3 / s、0.14m 3 / s…….

[0077] In the second step, after reducing the liquid flow rate of the coolant each time, the temperature difference between the liquid inlet temperature and the liquid outlet temperature is obtained.

[0078] The third step is to determine whether the temperature difference between the liquid inlet temperature and the liquid outlet temperature is greater than or equal to the first temperature threshold.

[0079] If the temperature difference between the liquid inlet temperature and the liquid outlet temperature is greater than or equal to the first temperature threshold, the reduction of the liquid flow rate of the coolant is stopped.

[0080] If the temperature difference between the inlet liquid temperature and the outlet liquid temperature is less than the first temperature threshold, return to the first step until the temperature difference between the inlet liquid temperature and the outlet liquid temperature is greater than or equal to the first temperature threshold.

[0081] Optionally, the first cooling system further includes a heat insulating device, which is mounted on the first liquid inlet pipe, the first liquid outlet pipe, and the first heat exchanger. This can reduce heat exchange between the coolant in the pipe and the outside world, thereby improving the accuracy of the ultimately calculated first heat amount.

[0082] Illustratively, the thermal insulation device is thermal insulation wool, such as fiberglass insulation wool, asbestos, rock wool, etc. In this case, the thermal insulation device is sleeved on the first liquid inlet pipe, the first liquid outlet pipe, and the first heat exchanger, that is, the thermal insulation wool covers the outer surfaces of the first liquid inlet pipe, the first liquid outlet pipe, and the first heat exchanger.

[0083] Optionally, the method further includes: performing a universal characteristic test on the engine on the engine stand to obtain the amount of heat absorbed by the coolant under different operating conditions of the engine.

[0084] The universal characteristic test is performed on the engine on the engine test bench, that is, the engine is operated under different working conditions, and then the heat absorbed by the coolant under different working conditions is obtained through the above steps 301-303, thereby obtaining the universal characteristic diagram of the heat absorbed by the coolant under different working conditions (such as Figure 4 Here, the engine on the engine test bench is operated under different operating conditions, that is, at different speeds and torques. For example, the engine speed is increased from idle to rated speed at set speed intervals (i.e., there are multiple speeds). At each of the multiple speeds, the heat absorbed by the coolant is measured at different torques, thereby generating a universal characteristic diagram of the heat absorbed by the coolant under different operating conditions.

[0085] In some embodiments, when performing a universal characteristic test on an engine on an engine stand, the engine stand is in a normal room temperature environment, for example, in a room environment at 26°C.

[0086] Optionally, the method further includes: measuring the heat absorbed by the coolant during the whole vehicle temperature field test and the whole vehicle heating test.

[0087] In the vehicle temperature field test, the engine was operated in an environment with a temperature above 40°C, a light intensity above 1050W, and a slope of 9% or more. In the vehicle heating test, the engine was operated in an environment with a temperature of -20°C.

[0088] The method in steps 301-303 can also be used to measure the heat absorbed by the coolant in the vehicle temperature field test and the vehicle heating test, so as to facilitate subsequent verification of the test results of the vehicle temperature field test or the vehicle heating test.

[0089] Optionally, during the execution of steps 301 - 303 , the fan on the engine stand remains in a closed state.

[0090] Typically, when the engine is running, the fan on the engine test bench needs to be turned on to cool the engine as quickly as possible. (Actual vehicles do not have a fan; it is generally an additional device installed on the engine test bench to quickly cool the engine.) However, during research, it was found that when measuring the heat absorbed by the coolant, turning on the fan will cause heat loss, which in turn will lead to a large deviation in the calculated first heat amount. Therefore, during the execution of steps 301-303, the fan on the engine test bench needs to remain turned off to further improve measurement accuracy.

[0091] In step 304 , it is verified whether the first heat value is accurate.

[0092] Optionally, the engine on the engine test bench operates under a target operating condition, wherein the speed of the engine on the engine test bench is a first speed and the torque is a first torque. The target operating condition includes a low-speed climbing operating condition, a high-speed climbing operating condition, and a maximum vehicle speed operating condition.

[0093] In this case, step 304 includes the following three steps:

[0094] In a first step, a first heat quantity, a first speed, and a first torque are input into an engine compartment simulation model to obtain a first temperature.

[0095] The engine nacelle simulation model is used to describe the relationship between heat, speed, torque, and the temperature of the coolant in the outlet pipe.

[0096] The first temperature is the temperature of the coolant in the first liquid outlet pipe when the engine in the engine compartment simulation model runs at a first speed and a first torque, the heat absorbed by the coolant in the first cooling system is the first heat, and the engine in the engine compartment simulation model reaches thermal equilibrium.

[0097] Optionally, the engine nacelle simulation model is established in the following manner:

[0098] First, a three-dimensional model of the engine cooling system is established, which includes the engine, fan, condenser, radiator, intercooler and grille.

[0099] This 3D model is used to simulate the physical structure of the devices that affect the air flow in the engine compartment (i.e., the engine, fan, condenser, radiator, intercooler, and grille). The structure of the 3D model of the engine cooling system is as follows: Figure 5 As shown, Figure 5 In the middle, arranged from right to left are: engine, fan, radiator, condenser, intercooler and grille.

[0100] Because the air distribution inside an actual engine nacelle is complex and affects heat distribution, 3D modeling is used to simulate the physical structure of the devices that affect air flow within the nacelle. This allows for realistic simulation of the air flow within the nacelle based on this physical structure. This results in more accurate simulation results for the nacelle model.

[0101] Then, a one-dimensional model of the engine compartment is established, wherein the one-dimensional model includes an expansion tank, a water pump, a water pump module, an engine, a transmission oil cooler, an engine oil cooler, a front heater, a rear heater, a cooling module and a fan control module.

[0102] The structure of the one-dimensional model of the engine nacelle is as follows Figure 6 As shown, the components of the one-dimensional model are connected by simulated pipes, and the structure of the one-dimensional model of the engine compartment is determined based on the structure of the actual engine compartment. There are many methods in the related art to determine the structure of the one-dimensional model of the engine compartment based on the structure of the actual engine compartment, and detailed description is omitted here.

[0103] In a real engine nacelle, the water pump module is mounted on the engine block, and the water pump is mounted on the water pump module. Therefore, in the one-dimensional model of the engine nacelle, the engine, water pump module, and water pump are connected in sequence.

[0104] Finally, the three-dimensional model is discretized to obtain a discretized three-dimensional model, and then the discretized three-dimensional model is embedded in the cooling module in the one-dimensional model to obtain the engine compartment simulation model.

[0105] There are many methods for implementing embedding the discretized three-dimensional model into a one-dimensional model in related technologies, and detailed description is omitted here.

[0106] While the one-dimensional model can simulate the connections between components within the engine compartment and the coolant temperature variations, it cannot accurately reflect the air flow within the compartment. The three-dimensional model, on the other hand, simulates the physical structure of the components within the compartment that affect air flow. Therefore, by discretizing the three-dimensional model and embedding it into the one-dimensional model, the resulting nacelle simulation model overcomes the one-dimensional model's inability to accurately reflect air flow within the compartment, more accurately simulating air flow within the compartment and, consequently, the actual operating state of the compartment. Using this nacelle simulation model, the first temperature obtained during simulation is highly accurate.

[0107] In this case, inputting the first heat amount, the first speed, and the first torque into the engine nacelle simulation model means inputting the first heat amount, the first speed, and the first torque into the engine in the engine nacelle simulation model.

[0108] The second step is to obtain the second temperature.

[0109] The second temperature is used to indicate the temperature of the coolant in the second liquid outlet pipe of the second cooling system of the engine of the vehicle when the vehicle runs at the first speed and the first torque and reaches a thermal equilibrium state.

[0110] Optionally, the vehicle's engine's second cooling system includes a radiator, a second liquid inlet pipe, a second cooling pipe, a second liquid outlet pipe, and a second water pump. The second cooling pipe is disposed around the engine, the coolant outlet is connected to one end of the second liquid outlet pipe, and the other end of the second liquid outlet pipe is connected to the second liquid inlet pipe. The radiator is disposed on the second liquid outlet pipe, the second liquid inlet pipe is connected to the liquid inlet of the second cooling pipe, and the second water pump is disposed on the second liquid inlet pipe. The radiator is a component present in an actual vehicle, and the first heat exchanger in the first cooling system is used to simulate the radiator.

[0111] Optionally, the vehicle is a vehicle on a whole vehicle hub test bench, and the structure of the engine compartment of the vehicle on the whole vehicle hub test bench is the same as the structure of the engine compartment simulation model; or, the vehicle is a whole vehicle with normal functions and the structure of the vehicle engine compartment is the same as the structure of the engine compartment simulation model.

[0112] Optionally, the second temperature is obtained by arranging a temperature sensor on the second liquid outlet pipe.

[0113] In the third step, when the absolute value of the difference between the first temperature and the second temperature is less than a temperature error threshold, it is determined that the first heat amount is accurate.

[0114] If the absolute value of the difference between the first temperature and the second temperature is less than or equal to the temperature error threshold, it means that the first temperature calculated based on the first heat quantity is consistent with the actual situation, which means that the first heat quantity is accurate.

[0115] Optionally, if the absolute value of the difference between the first temperature and the second temperature is greater than the temperature error threshold, it means that the first temperature calculated based on the first heat amount does not match the actual situation, which means that the first heat amount is inaccurate and the first heat amount needs to be re-determined.

[0116] Exemplarily, the temperature error threshold value ranges from 1°C to 3°C, for example, it may be 1°C, 1.5°C, 2°C or 3°C.

[0117] like Figure 7 As shown in the figure, assuming a temperature error threshold of 3°C, the difference between the first and second temperatures is 1.4°C under the low-speed climbing condition, which is less than the temperature error threshold. Under the high-speed climbing condition, the difference is 1.8°C, which is less than the temperature error threshold. Under the maximum speed condition, the difference is 2°C, which is also less than the temperature error threshold. This indicates that the first heat values ​​measured under the target conditions of low-speed climbing, high-speed climbing, and maximum speed are all reasonable.

[0118] After determining that the calculated first heat is accurate, the heat can be applied to the Engine Thermal Management System (ETMS). For example, the minimum wind speed of the fan on the radiator under the target operating condition can be determined based on the first heat absorbed by the coolant under the target operating condition and the coolant temperature in the liquid outlet pipe required under the target operating condition.

[0119] In the embodiment of the present disclosure, when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to the first temperature threshold (that is, when the temperature difference between the inlet temperature and the outlet temperature is large enough), the first heat amount is determined based on the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate. Since the error caused by insufficient measurement accuracy of the temperature sensor can be ignored when the temperature difference between the inlet temperature and the outlet temperature is large enough, the influence of the error caused by insufficient measurement accuracy of the temperature sensor on the measurement result can be effectively avoided, thereby effectively improving the accuracy of the determined heat absorbed by the coolant.

[0120] Since the first heat amount absorbed by the coolant is a fixed value when the engine reaches thermal equilibrium under unchanged engine operating conditions, and in formula (1) for calculating the first heat amount, the smaller the liquid flow rate, the greater the temperature difference between the inlet and outlet liquid temperatures when the heat amount remains unchanged, therefore, by reducing the liquid flow rate, the temperature difference between the inlet and outlet liquid temperatures can be effectively increased, so that the temperature difference between the inlet and outlet liquid temperatures changes from less than the first temperature threshold to greater than or equal to the first temperature threshold when the first heat amount remains unchanged.

[0121] In addition, by coupling the one-dimensional model with the three-dimensional model, an engine compartment simulation model is obtained. Since the three-dimensional model can well reflect the air flow in the engine compartment, the obtained engine compartment simulation model can accurately simulate the operating state of the real engine compartment, so that whether the first heat is accurate can be determined based on the engine compartment simulation model.

[0122] The following are device embodiments of the present application. For details not described in detail in the device embodiments, reference may be made to the above method embodiments.

[0123] Figure 8 A schematic diagram of a heat determination device for an engine coolant according to an exemplary embodiment of the present disclosure is shown. Figure 8 The heat determination device 800 of the engine coolant includes: a control module 801, an acquisition module 802 and a heat determination module 803.

[0124] The control module 801 is configured to control the coolant to circulate in the cooling circuit through the first water pump when the engine is running, so that the engine reaches a thermal equilibrium state.

[0125] In which, the engine is installed on an engine stand, and the engine stand includes a first cooling system, which includes a first heat exchanger, a first liquid inlet pipe, a first liquid outlet pipe, a first water pump and coolant. The first heat exchanger, the first liquid inlet pipe, the first water pump, the first cooling pipe in the engine, and the first liquid outlet pipe are connected in sequence to form a cooling circuit, and the coolant is in the cooling circuit.

[0126] The acquisition module 802 is used to obtain the inlet temperature, the outlet temperature and the liquid flow rate of the coolant in the cooling circuit when the engine reaches a thermal equilibrium state, wherein the inlet temperature is the temperature of the coolant in the first inlet pipe, and the outlet temperature is the temperature of the coolant in the first outlet pipe.

[0127] The heat determination module 803 is used to determine the first heat absorbed by the coolant according to the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to a first temperature threshold.

[0128] Optionally, the control module 801 is also used to reduce the liquid flow rate through the first water pump until the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to the first temperature threshold when the temperature difference between the inlet temperature and the outlet temperature is less than the first temperature threshold.

[0129] Optionally, the control module 801 is also used to reduce the liquid flow of the coolant at a set flow interval through the first water pump; obtain the temperature difference after each reduction of the liquid flow of the coolant; and stop reducing the liquid flow of the coolant in response to the temperature difference being greater than or equal to the first temperature threshold.

[0130] Optionally, the engine on the engine stand runs at a first speed and a first torque, and the device further includes: a verification module 804, configured to input the first heat, the first speed, and the first torque into an engine compartment simulation model to obtain a first temperature, wherein the engine compartment simulation model is configured to describe a correspondence between heat, speed, torque, and the temperature of the coolant in the liquid outlet pipe, wherein the first temperature is the temperature of the coolant in the first liquid outlet pipe when the engine in the engine compartment simulation model runs at the first speed and the first torque, and the heat absorbed by the coolant in the first cooling system is the first heat, and the engine in the engine compartment simulation model reaches thermal equilibrium; and obtaining a second temperature, wherein the second temperature is configured to indicate that the vehicle runs at the first speed and the first torque and reaches thermal equilibrium. In this state, in the second cooling system of the engine of the vehicle, the temperature of the coolant in the second liquid outlet pipe, the second cooling system of the engine of the vehicle includes: a radiator, a second liquid inlet pipe, a second cooling pipe, the second liquid outlet pipe and a second water pump, the second cooling pipe is arranged around the engine, the liquid outlet of the coolant is connected to one end of the second liquid outlet pipe, the other end of the second liquid outlet pipe is connected to the second liquid inlet pipe, the radiator is arranged on the second liquid outlet pipe, the second liquid inlet pipe is connected to the liquid inlet of the second cooling pipe, the second water pump is arranged on the second liquid inlet pipe, and the first heat exchanger is used to simulate the radiator; when the absolute value of the difference between the first temperature and the second temperature is less than the temperature error threshold, it is determined that the first heat is accurate.

[0131] Optionally, the control module 801 is further configured to determine that the engine has reached a thermal equilibrium state in response to determining that a difference between the maximum value and the minimum value of the liquid outlet temperature within a target time period is less than or equal to a second temperature threshold.

[0132] It should be noted that the engine coolant calorie determination device provided in the above embodiment is merely illustrated by the division of the aforementioned functional modules when determining the calorie of the engine coolant. In actual applications, the aforementioned functions can be assigned to different functional modules as needed, i.e., the internal structure of the device can be divided into different functional modules to perform all or part of the functions described above. Furthermore, the engine coolant calorie determination device provided in the above embodiment and the engine coolant calorie determination method embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be further described here.

[0133] The division of modules in the embodiments of the present disclosure is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used. Furthermore, the functional modules in the various embodiments of the present disclosure may be integrated into a single processor, exist physically as separate modules, or be integrated into a single module. The integrated modules may be implemented in either hardware or software functional modules.

[0134] If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present disclosure is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a number of instructions to enable a terminal device (which can be a personal computer, mobile phone, or communication device, etc.) or a processor (processor) to execute all or part of the steps of the method of each embodiment of the present disclosure. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), magnetic disk or optical disk, etc., various media that can store program code.

[0135] Figure 9 Schematic diagram of the structure of the computer device provided by the embodiment of the present disclosure. Figure 9 As shown, the computer device 900 includes a processor 901 and a memory 902 .

[0136] The processor 901 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 901 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor 901 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 901 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 901 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0137] Memory 902 may include one or more computer-readable storage media, which may be non-transitory. Memory 902 may also include high-speed random access memory and non-volatile memory, such as one or more magnetic disk storage devices or flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in memory 902 is used to store at least one instruction, which is executed by processor 901 to implement the method for determining the heat amount of engine coolant provided in the embodiments of the present disclosure.

[0138] Those skilled in the art will understand that Figure 9 The structure shown in the figure does not constitute a limitation on the computer device 900, and the computer device 900 may include more or fewer components than shown in the figure, or combine some components, or adopt a different component arrangement.

[0139] The embodiment of the present disclosure also provides a non-transitory computer-readable storage medium. When the instructions in the storage medium are executed by the processor of a computer device, the computer device can execute the method for determining the heat of the engine coolant provided in the embodiment of the present disclosure.

[0140] The embodiment of the present disclosure further provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the method for determining the heat amount of the engine coolant provided in the embodiment of the present disclosure.

[0141] The above description is merely an optional embodiment of the present disclosure and is not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present disclosure shall be included in the scope of protection of the present disclosure.

Claims

1. A method for determining the heat content of an engine coolant, characterized in that: The engine is mounted on an engine pedestal, the engine pedestal includes a first cooling system, the first cooling system includes a first heat exchanger, a first liquid inlet pipe, a first liquid outlet pipe, a first water pump, and a coolant, the first heat exchanger, the first liquid inlet pipe, the first water pump, the first cooling pipe in the engine, and the first liquid outlet pipe are sequentially connected to form a cooling circuit, the coolant is in the cooling circuit, and the method includes: When the engine is in operation, controlling the coolant to circulate in the cooling circuit by the first water pump so that the engine reaches a thermal equilibrium state; When the engine reaches a thermal equilibrium state, obtaining a liquid inlet temperature, a liquid outlet temperature, and a liquid flow rate of the coolant in the cooling circuit, wherein the liquid inlet temperature is the temperature of the coolant in the first liquid inlet pipe, and the liquid outlet temperature is the temperature of the coolant in the first liquid outlet pipe; When the temperature difference between the liquid inlet temperature and the liquid outlet temperature is greater than or equal to a first temperature threshold, the first amount of heat absorbed by the coolant is determined according to the temperature difference between the liquid inlet temperature and the liquid outlet temperature and the liquid flow rate.

2. The method according to claim 1, characterized in that The method further comprises: When the temperature difference between the liquid inlet temperature and the liquid outlet temperature is less than the first temperature threshold, the liquid flow rate is reduced by the first water pump until the temperature difference between the liquid inlet temperature and the liquid outlet temperature is greater than or equal to the first temperature threshold.

3. The method according to claim 2, characterized in that Reducing the liquid flow rate by the first water pump until the temperature difference between the liquid inlet temperature and the liquid outlet temperature is greater than or equal to the first temperature threshold includes: reducing the liquid flow rate at a set flow rate interval by the first water pump; After each reduction in the liquid flow rate, obtaining a temperature difference between the liquid inlet temperature and the liquid outlet temperature; In response to the temperature difference between the liquid inlet temperature and the liquid outlet temperature being greater than or equal to the first temperature threshold, reducing the liquid flow rate is stopped.

4. The method according to any one of claims 1 to 3, characterized in that The engine on the engine stand is operated at a first speed and a first torque, and the method further includes: inputting the first heat amount, the first speed, and the first torque into an engine compartment simulation model to obtain a first temperature, wherein the engine compartment simulation model is used to describe a correspondence between heat amount, speed, torque, and the temperature of the coolant in the liquid outlet pipe, the first temperature being the temperature of the coolant in the first liquid outlet pipe when the engine in the engine compartment simulation model reaches thermal equilibrium when the engine in the engine compartment simulation model operates at the first speed and the first torque and the heat absorbed by the coolant in the first cooling system is the first heat amount; Obtaining a second temperature, the second temperature being used to indicate a temperature of the coolant in a second liquid outlet pipe in a second cooling system of an engine of the vehicle when the vehicle is operating at a first speed and a first torque and reaching a thermal equilibrium state, the second cooling system of the engine of the vehicle comprising: a radiator, a second liquid inlet pipe, a second cooling pipe, the second liquid outlet pipe, and a second water pump, the second cooling pipe being disposed around the engine, the coolant outlet being connected to one end of the second liquid outlet pipe, the other end of the second liquid outlet pipe being connected to the second liquid inlet pipe, the radiator being disposed on the second liquid outlet pipe, the second liquid inlet pipe being connected to the liquid inlet of the second cooling pipe, the second water pump being disposed on the second liquid inlet pipe, and the first heat exchanger being used to simulate the radiator; When the absolute value of the difference between the first temperature and the second temperature is less than a temperature error threshold, it is determined that the first heat amount is accurate.

5. The method according to any one of claims 1 to 3, characterized in that The first temperature threshold value ranges from 15 degrees Celsius to 25 degrees Celsius.

6. The method according to any one of claims 1 to 3, characterized in that The first cooling system further includes a heat insulation device, which is sleeved on the first liquid inlet pipe, the first liquid outlet pipe and the first heat exchanger.

7. The method according to any one of claims 1 to 3, characterized in that The method further comprises: In response to determining that a difference between a maximum value and a minimum value of the liquid outlet temperature within a target time period is less than or equal to a second temperature threshold, it is determined that the engine has reached a thermal equilibrium state.

8. A device for determining the heat amount of an engine coolant, characterized in that: The engine is mounted on an engine pedestal, the engine pedestal includes a first cooling system, the first cooling system includes a first heat exchanger, a first liquid inlet pipe, a first liquid outlet pipe, a first water pump, and a coolant, the first heat exchanger, the first liquid inlet pipe, the first water pump, the first cooling pipe in the engine, and the first liquid outlet pipe are sequentially connected to form a cooling circuit, the coolant is in the cooling circuit, and the device includes: a control module, configured to control the coolant to circulate in the cooling circuit via the first water pump when the engine is running, so that the engine reaches a thermal equilibrium state; an acquisition module, configured to acquire, when the engine reaches a thermal equilibrium state, a liquid inlet temperature, a liquid outlet temperature, and a liquid flow rate of the coolant in the cooling circuit, wherein the liquid inlet temperature is the temperature of the coolant in the first liquid inlet pipe, and the liquid outlet temperature is the temperature of the coolant in the first liquid outlet pipe; A heat determination module is used to determine the first heat absorbed by the coolant based on the temperature difference between the inlet temperature and the outlet temperature and the liquid flow rate when the temperature difference between the inlet temperature and the outlet temperature is greater than or equal to a first temperature threshold.

9. A computer device, characterized in that: The computer device includes: a memory and a processor, wherein at least one computer program is stored in the memory, and the at least one computer program is loaded and executed by the processor to implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores at least one computer program, and the at least one computer program is loaded and executed by a processor to implement the method according to any one of claims 1 to 7.

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