A matching design method and system for vehicle cooling system

Abstract

The invention discloses a matching design method and system for a whole vehicle cooling system, relates to the technical field of whole vehicle cooling matching design, solves the technical problem in the prior art that it is impossible to monitor the cooling matching performance according to the coefficient curve analysis, and is impossible to match and regulate the cooling performance, specifically cooling matching analysis, digitizing and constructing a curve according to the real-time whole vehicle heat source and cooling performance, and performing cooling matching efficiency analysis through curve analysis and comparison; after completing the heat load evaluation and cooling performance evaluation, the heat source and cooling performance analysis of the whole vehicle are digitized and counted through data collection, and cooling matching debugging is performed according to the numerically constructed curve; after completing the heat load evaluation and cooling performance evaluation, the heat source and cooling performance analysis of the whole vehicle are digitized and counted through data collection, and cooling matching debugging is performed according to the numerically constructed curve; after completing the heat load evaluation and cooling performance evaluation, the heat source and cooling performance analysis of the whole vehicle are digitized and counted through data collection, and the cooling matching efficiency is accurately evaluated according to the numerically constructed curve.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle cooling matching design, and in particular to a matching design method and system for a vehicle cooling system. Background Art

[0002] The matching design of the vehicle cooling system is a key link to ensure that the vehicle can maintain a suitable operating temperature under various working conditions; the following are the key points about the matching design of the vehicle cooling system: Cooling demand analysis Cooling system component selection Cooling system matching calculation The matching design of the vehicle cooling system needs to comprehensively consider factors such as the engine's thermal load, the influence of other heat sources, the performance of the cooling system components, and the actual use of the vehicle. Through reasonable selection and calculation, ensure that the cooling system can meet the vehicle's heat dissipation needs and improve the vehicle's reliability and durability.

[0003] However, in the prior art, it is not possible to evaluate the heat load and cooling performance when the vehicle is running. The cooling performance cannot be evaluated from both the heat generation direction and the heat control direction, which makes it impossible to ensure the safety of the vehicle operation and to ensure that the cooling performance is matched properly. In addition, it is impossible to monitor the cooling matching performance based on the coefficient curve analysis, and it is impossible to match and adjust the cooling performance.

[0004] In view of the above technical defects, a solution is now proposed. Summary of the invention

[0005] The purpose of the present invention is to solve the above-mentioned problems and to provide a matching design method and system for a vehicle cooling system.

[0006] The purpose of the present invention can be achieved through the following technical solutions:

[0007] A matching design method for a vehicle cooling system, the specific matching design method steps are as follows:

[0008] Step 1: Heat load assessment: Conduct operating condition analysis and operation impact analysis on the heat source of the vehicle to complete the heat load assessment of the vehicle; evaluate the current vehicle operating condition based on the calorific value analysis of all heat sources during the current operation of the vehicle;

[0009] Step 2: Cooling performance evaluation: evaluate the cooling performance of the whole vehicle and monitor the cooling performance of the whole vehicle in real time; infer whether the current cooling performance of the whole vehicle meets the requirements based on the cooling performance evaluation of the whole vehicle;

[0010] Step 3: Cooling matching analysis: digitize and construct a curve based on the real-time heat source and cooling performance of the whole vehicle, and perform cooling matching efficiency analysis through curve analysis and comparison; after completing the heat load evaluation and cooling performance evaluation, analyze the heat source and cooling performance of the whole vehicle, perform numerical statistics through data collection, and perform cooling matching debugging based on the numerically constructed curve.

[0011] As a preferred embodiment of the present invention, the operation process of step 1 heat load assessment is as follows:

[0012] During the operation of the vehicle, data on the vehicle's operating conditions is collected and digitized; intervals are divided according to the values ​​of the data corresponding to the vehicle's operating conditions, and divided into high-intensity conditions and low-intensity conditions according to the set interval range; the thermal load assessment information is obtained, and the thermal load assessment coefficient during the operation of the vehicle is obtained according to the formula, and the thermal load assessment coefficient is compared with the threshold to infer whether the thermal load assessment is normal.

[0013] As a preferred embodiment of the present invention, the thermal load assessment information includes the proportion of the number of non-type consistent heat sources of the whole vehicle corresponding to the high-intensity working condition stage and the low-intensity working condition stage during the operation of the whole vehicle to the total number of heat sources, the deviation value of the temperature value ratio corresponding to the average value of the temperature rise span corresponding to the high-intensity working condition stage and the low-intensity working condition stage during the operation of the whole vehicle and the starting temperature value of the period of continuous temperature increase, the temperature rise peak deviation of the heat sources of the whole vehicle in different operating environments under the same type of working condition stage during the operation of the whole vehicle, and the maximum deviation value of the temperature rise rate of the internal operating environment of the whole vehicle; and the labels SLB, WSB, SP, and SV are respectively set.

[0014] As a preferred embodiment of the present invention, the formula is:

[0015] , where X represents the thermal load evaluation coefficient during vehicle operation, fcn1, fcn2, fcn3 and fcn4 are preset proportional coefficients, and α is used as an error correction factor with a value of 1.09.

[0016] As a preferred embodiment of the present invention, if the thermal load assessment coefficient during the operation of the whole vehicle exceeds the thermal load assessment coefficient threshold, it is determined that the thermal load assessment during the operation of the whole vehicle is abnormal; if the thermal load assessment coefficient during the operation of the whole vehicle does not exceed the thermal load assessment coefficient threshold, it is determined that the thermal load assessment during the operation of the whole vehicle is normal.

[0017] As a preferred embodiment of the present invention, the cooling performance evaluation process in step 2 is as follows:

[0018] According to the thermal load assessment of the whole vehicle, the normal period of thermal load assessment and the normal period of thermal load assessment are marked as the normal period and the abnormal period respectively, and the normal temperature control parameters and the abnormal temperature control parameters are collected and substituted into the formula to obtain the cooling performance assessment coefficient during the operation of the whole vehicle. If the thermal load assessment coefficient during the operation of the whole vehicle exceeds the thermal load assessment coefficient threshold, it is determined that the thermal load assessment during the operation of the whole vehicle is abnormal; if the thermal load assessment coefficient during the operation of the whole vehicle does not exceed the thermal load assessment coefficient threshold, it is determined that the thermal load assessment during the operation of the whole vehicle is normal;

[0019] As a preferred embodiment of the present invention, the positive temperature control parameters and the abnormal temperature control parameters are respectively the internal temperature rise rate control value of the whole vehicle when the temperature does not exceed the temperature threshold and the internal temperature numerical control span value of the whole vehicle when the temperature exceeds the temperature threshold when the internal temperature of the whole vehicle is controlled during the positive period, the interval between the normal internal temperature abnormal moment and the cooling process execution moment during the abnormal period, and the time ratio of the internal temperature abnormal period after the cooling process is executed to the total temperature rise period.

[0020] As a preferred embodiment of the present invention, the cooling matching analysis process in step 3 is as follows:

[0021] Collect the vehicle thermal load evaluation coefficient and cooling performance evaluation coefficient at each moment during the vehicle operation, and construct a real-time thermal load curve and a real-time cooling performance curve based on the coefficient values; perform real-time analysis on the curve during the vehicle operation stage;

[0022] When the cooling performance curve shows an increasing trend, the duration in which the heat load curve and the cooling performance curve are synchronously increasing during the operation of the vehicle is collected at the same time. If the corresponding duration exceeds the set duration threshold, it is determined that the cooling matching in the current vehicle operation period is abnormal, and a matching danger signal is generated and sent to the administrator terminal. After receiving the signal, the administrator terminal controls the working condition of the vehicle and adjusts the cooling process.

[0023] As a preferred embodiment of the present invention, when the cooling performance curve shows a downward trend, the curve segments of the heat load curve with an increasing trend and the curve segments of the cooling performance curve with a decreasing trend during the operation of the vehicle are collected, and the corresponding overlapping periods of the curve segments are marked as qualified matching periods, and the rising temperature value at the corresponding moment of the peak value of the curve segment of the heat load curve in the qualified matching period and the control temperature peak value at the corresponding moment of the peak value of the cooling performance curve decreasing period are obtained;

[0024] If the rising temperature value is lower than the control temperature peak value, it indicates that the matching efficiency of the matching qualified period is high; if the rising temperature value is not lower than the control temperature peak value, and the corresponding control temperature peak value at any time in the cooling performance curve segment is lower than the rising temperature value, a fault signal is generated; if the rising temperature value is not lower than the control temperature peak value, and the corresponding control temperature peak value at any time in the cooling performance curve segment is not lower than the rising temperature value, a matching adjustment signal is generated.

[0025] As a preferred embodiment of the present invention, a matching design system for a whole vehicle cooling system includes a whole vehicle cooling matching center, wherein the whole vehicle cooling matching center is communicatively connected to a heat load evaluation unit, a cooling performance evaluation unit, and a cooling matching analysis unit;

[0026] The heat load assessment unit is used to perform working condition analysis and operation impact analysis on the heat source of the whole vehicle, and complete the heat load assessment of the whole vehicle; based on the calorific value analysis of all heat sources during the current operation of the whole vehicle, the current working condition of the whole vehicle is assessed;

[0027] The cooling performance evaluation unit is used to evaluate the cooling performance of the whole vehicle and monitor the cooling performance of the whole vehicle in real time; based on the cooling performance evaluation of the whole vehicle, it is inferred whether the current cooling performance of the whole vehicle meets the requirements;

[0028] The cooling matching analysis unit is used to digitize and construct curves based on the real-time heat source and cooling performance of the whole vehicle, and to analyze the cooling matching efficiency through curve analysis and comparison; after completing the heat load evaluation and cooling performance evaluation, the heat source and cooling performance analysis of the whole vehicle are digitized and counted through data collection, and the cooling matching is debugged according to the numerically constructed curve.

[0029] Compared with the prior art, the present invention has the following beneficial effects:

[0030] In the present invention, the current vehicle operating condition is evaluated based on the calorific value analysis of all heat sources during the current operation of the vehicle, and the environmental operating condition impact analysis of the location where the vehicle is operating is performed. Combining the calorific value analysis and the environmental impact analysis, the thermal load of the vehicle is accurately evaluated, which is conducive to cooling matching according to the thermal load, ensuring the accuracy of cooling matching, avoiding abnormal thermal load evaluation leading to excessive or insufficient cooling performance, and failing to ensure thermal load cooling efficiency, thereby reducing the safety of vehicle operation;

[0031] Carry out performance evaluation on the cooling performance of the whole vehicle and monitor the cooling performance of the whole vehicle in real time; infer whether the current cooling performance of the whole vehicle meets the demand based on the cooling performance evaluation of the whole vehicle. In the cooling performance evaluation process, accurately analyze the cooling performance through two scenarios: normal heat generation and abnormal heat generation, so as to ensure that the cooling performance is qualified while ensuring that the cooling performance is adapted to the current operation of the whole vehicle, and avoid poor cooling performance stability leading to a decrease in the cooling efficiency of the whole vehicle, which increases the safety hazard of the whole vehicle operation.

[0032] 2. In the present invention, the real-time heat source and cooling performance of the whole vehicle are digitized and a curve is constructed, and the cooling matching efficiency is analyzed by curve analysis and comparison; after completing the heat load evaluation and cooling performance evaluation, the heat source and cooling performance analysis of the whole vehicle are digitized and statistically analyzed through data collection, and the cooling matching efficiency is accurately evaluated based on the numerically constructed curve, so as to more intuitively infer whether the real-time cooling performance of the whole vehicle meets the actual operating conditions, and timely match and adjust according to the curve trend analysis, so as to ensure that the cooling performance matching degree of the whole vehicle can be ensured when the operating conditions of the whole vehicle change in a diversified manner, ensure that the operation of the whole vehicle will not be affected by excessive temperature, and reduce the operating wear of various components in the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0034] Figure 1 A method flow chart of a matching design method for a whole vehicle cooling system according to the present invention;

[0035] Figure 2 The present invention is a principle block diagram of a matching design system for a whole vehicle cooling system. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0038] See also Figure 1 As shown, a matching design method for a vehicle cooling system is provided, and the specific matching design method steps are as follows:

[0039] Step 1: Heat load assessment: Perform working condition analysis and operation impact analysis on the heat source of the whole vehicle to complete the heat load assessment of the whole vehicle; evaluate the current working condition of the whole vehicle based on the calorific value analysis of all heat sources during the current operation of the whole vehicle, and analyze the impact of the environmental working condition on the location where the whole vehicle is running. Combined with the calorific value analysis and environmental impact analysis, the heat load of the whole vehicle is accurately assessed, which is conducive to cooling matching according to the heat load, ensuring the accuracy of cooling matching, avoiding abnormal heat load assessment leading to excessive or insufficient matching cooling performance, and failing to ensure the heat load cooling efficiency, thereby reducing the safety of the whole vehicle operation;

[0040] Step 2: Cooling performance evaluation: evaluate the cooling performance of the whole vehicle and monitor the cooling performance of the whole vehicle in real time. Infer whether the current cooling performance of the whole vehicle meets the requirements based on the cooling performance evaluation of the whole vehicle. In the cooling performance evaluation process, accurately analyze the cooling performance through two scenarios: normal heat generation and abnormal heat generation, so as to ensure that the cooling performance is qualified and the cooling performance is adapted to the current operation of the whole vehicle, so as to avoid the poor stability of cooling performance leading to a decrease in the cooling efficiency of the whole vehicle and increase the safety hazards of the whole vehicle operation.

[0041] Step 3: Cooling matching analysis: numerically calculate and construct a curve based on the real-time heat source and cooling performance of the vehicle, and analyze the cooling matching efficiency through curve analysis and comparison; after completing the heat load evaluation and cooling performance evaluation, analyze the heat source and cooling performance of the vehicle through data collection and numerical statistics, and accurately evaluate the cooling matching efficiency based on the numerically constructed curve, so as to more intuitively infer whether the real-time cooling performance of the vehicle meets the actual operating conditions, and timely match and adjust according to the curve trend analysis, so as to ensure that the cooling performance matching of the vehicle can be ensured when the vehicle operating conditions change in a diversified manner, ensure that the operation of the vehicle will not be affected by excessive temperature, and reduce the operating wear of various components in the vehicle;

[0042] The operation process of step 1 heat load assessment is as follows:

[0043] During the operation of the vehicle, data on the operation conditions of the vehicle are collected and digitized. The specific operation conditions are represented by the vehicle speed, the slope of the road, etc.; the intervals are divided according to the values ​​of the data corresponding to the vehicle operation conditions, and divided into high-intensity conditions and low-intensity conditions according to the set interval range; specifically, taking the operation speed as an example, if the speed exceeds the set speed threshold, it is marked as a high-intensity condition, otherwise it is marked as a low-intensity condition if it does not exceed the set speed threshold;

[0044] Obtain the number of non-type consistent heat sources and the proportion of the total number of heat sources in the high-intensity working condition stage and the low-intensity working condition stage during the operation of the vehicle, and at the same time obtain the temperature value ratio deviation value of the average value of the temperature rise span corresponding to the high-intensity working condition stage and the low-intensity working condition stage during the operation of the vehicle and the starting temperature value of the period of continuous temperature increase, and mark the number of non-type consistent heat sources and the proportion of the total number of heat sources in the high-intensity working condition stage and the low-intensity working condition stage during the operation of the vehicle, and the temperature value ratio deviation value of the average value of the temperature rise span corresponding to the high-intensity working condition stage and the low-intensity working condition stage during the operation of the vehicle and the starting temperature value of the period of continuous temperature increase as SLB and WSB respectively;

[0045] Obtain the temperature rise peak deviation of the heat source of the whole vehicle in different operating environments under the same type of working conditions during the operation of the whole vehicle and the maximum deviation of the temperature rise rate of the internal operating environment of the whole vehicle, and mark the temperature rise peak deviation of the heat source of the whole vehicle in different operating environments under the same type of working conditions during the operation of the whole vehicle and the maximum deviation of the temperature rise rate of the internal operating environment of the whole vehicle as SP and SV, where the operating environment is represented by different temperatures or different ventilation speeds of the current operating environment;

[0046] The above collected data are uniformly marked as heat load assessment information, and substituted into the formula to obtain the heat load assessment coefficient during vehicle operation, where the formula is:

[0047] , where X represents the thermal load evaluation coefficient during vehicle operation, fcn1, fcn2, fcn3 and fcn4 are the preset proportional coefficients of the proportion of non-type consistent heat sources to the total number of heat sources, the temperature value ratio deviation, the temperature rise peak deviation and the maximum deviation of the temperature rise rate, respectively, and α is used as an error correction factor, with a value of 1.09;

[0048] Compare the thermal load assessment coefficient during vehicle operation with the thermal load assessment coefficient threshold:

[0049] If the heat load assessment coefficient during the operation of the vehicle exceeds the heat load assessment coefficient threshold, the heat load assessment during the operation of the vehicle is determined to be abnormal, and a heat load abnormality signal is generated and sent to the administrator terminal. After receiving the heat load abnormality signal, the administrator terminal adjusts the cooling parameters of the vehicle operation, and continuously monitors the vehicle working condition to reduce the duration of abnormal heating of the vehicle working condition, so as to avoid unnecessary wear of the internal equipment of the vehicle due to excessive temperature caused by untimely adjustment of cooling parameters;

[0050] If the heat load evaluation coefficient during the operation of the vehicle does not exceed the heat load evaluation coefficient threshold, it is determined that the heat load evaluation during the operation of the vehicle is normal, a heat load normal signal is generated and sent to the administrator terminal;

[0051] Step 2: Cooling performance evaluation process is as follows:

[0052] According to the thermal load assessment of the whole vehicle, the normal period of thermal load assessment and the normal period of thermal load assessment are marked as the positive period and the abnormal period respectively. When the internal temperature of the whole vehicle is controlled in the positive period, the control amount of the internal temperature rise rate of the whole vehicle when it does not exceed the temperature threshold and the value control span of the internal temperature of the whole vehicle when it exceeds the temperature threshold are obtained. The corresponding data are numerically summed and calculated by dedimensionalization to obtain the positive temperature control parameters, and the label is set as ZFC. The interval length between the normal internal temperature abnormal moment and the cooling process execution moment in the abnormal period, and the time proportion of the internal temperature abnormal period after the cooling process is executed to the total temperature rise period are obtained, and the corresponding data are numerically summed and calculated to obtain the abnormal temperature control parameters, and the label is set as YFC; among which, the temperature abnormal moment is represented by the moment when the temperature rise rate is too high or the temperature value is too high, and too high is represented by exceeding the set standard threshold;

[0053] Substitute the formula to obtain the cooling performance evaluation coefficient during vehicle operation, where the formula is:

[0054] , where C represents the cooling performance evaluation coefficient during vehicle operation, szg1 and szg2 are the preset proportional coefficients of the positive temperature control parameter and the abnormal temperature control parameter, respectively, and β is used as an error correction factor with a value of 0.89, and e is a natural constant;

[0055] Compare the cooling performance evaluation coefficient during vehicle operation with the cooling performance evaluation coefficient threshold:

[0056] If the cooling performance evaluation coefficient exceeds the cooling performance evaluation coefficient threshold during the operation of the whole vehicle, it is determined that the cooling performance evaluation is abnormal during normal operation, and a cooling performance evaluation abnormality signal is generated and sent to the administrator terminal. After receiving the cooling performance evaluation abnormality signal, the administrator terminal monitors the internal temperature of the whole vehicle and reorganizes the current cooling process, that is, replaces equipment, etc., wherein the temperature that can be controlled by the current cooling process is used as the temperature red line value during the cooling process reorganization;

[0057] If the cooling performance evaluation coefficient does not exceed the cooling performance evaluation coefficient threshold during the operation of the vehicle, it is determined that the cooling performance evaluation is normal during the normal operation, a cooling performance evaluation normal signal is generated and sent to the administrator terminal;

[0058] Step 3: Cooling matching analysis process is as follows:

[0059] The vehicle heat load evaluation coefficient and cooling performance evaluation coefficient at each moment during the vehicle operation are collected, and a real-time heat load curve and a real-time cooling performance curve are constructed according to the coefficient values; the curve is analyzed in real time during the vehicle operation stage, and through steps one and two, it can be concluded that the heat load curve is in an inverse relationship, that is, the higher the heat load coefficient in the curve, the worse the heat load evaluation, and the cooling performance curve is in an inverse relationship, that is, the lower the cooling performance coefficient in the curve, the better the cooling performance evaluation;

[0060] When the cooling performance curve shows an increasing trend, the duration of the heat load curve and the cooling performance curve showing an increasing trend during the operation of the vehicle is collected at the same time. If the corresponding duration exceeds the set duration threshold, it is determined that the cooling matching is abnormal during the current operation period of the vehicle, and a matching danger signal is generated and sent to the administrator terminal. After receiving the signal, the administrator terminal controls the working condition of the vehicle and adjusts the cooling process.

[0061] When the cooling performance curve shows a downward trend, the curve segments of the heat load curve with an increasing trend and the cooling performance curve with a decreasing trend during the operation of the vehicle are collected, and the corresponding overlapping periods of the curve segments are marked as qualified matching periods. The rising temperature value at the corresponding moment of the peak value of the heat load curve in the qualified matching period and the control temperature peak value at the corresponding moment of the peak value of the cooling performance curve decreasing period are obtained. If the rising temperature value is lower than the control temperature peak value, it indicates that the matching efficiency of the qualified matching period is high; if the rising temperature value is not lower than the control temperature peak value, and the corresponding control temperature peak value at any time of the cooling performance curve segment is lower than the rising temperature value, it indicates that the matching efficiency of the qualified matching period is abnormal, and a fault signal is generated and sent to the administrator terminal;

[0062] If the rising temperature value is not lower than the control temperature peak value, and the corresponding control temperature peak value at any time of the cooling performance curve segment is not lower than the rising temperature value, it indicates that the matching efficiency of the qualified matching period is inefficient, and a matching adjustment signal is generated and sent to the administrator terminal. After receiving the matching adjustment signal, the administrator terminal adjusts the cooling performance controllable period of the current operation stage of the vehicle to avoid the temperature corresponding to the control period of the cooling process exceeding the controllable temperature corresponding to the current cooling process parameters, and adjusts the cooling parameter adjustment time during normal operation;

[0063] A matching design system for the vehicle cooling system, please refer to Figure 2 As shown, it includes a vehicle cooling matching center, wherein the vehicle cooling matching center is communicatively connected to a heat load evaluation unit, a cooling performance evaluation unit, and a cooling matching analysis unit;

[0064] The heat load assessment unit is used to perform working condition analysis and operation impact analysis on the heat source of the whole vehicle, and complete the heat load assessment of the whole vehicle; based on the calorific value analysis of all heat sources during the current operation of the whole vehicle, the current working condition of the whole vehicle is assessed;

[0065] The cooling performance evaluation unit is used to evaluate the cooling performance of the whole vehicle and monitor the cooling performance of the whole vehicle in real time; based on the cooling performance evaluation of the whole vehicle, it is inferred whether the current cooling performance of the whole vehicle meets the requirements;

[0066] The cooling matching analysis unit is used to digitize and construct curves based on the real-time heat source and cooling performance of the whole vehicle, and to analyze the cooling matching efficiency through curve analysis and comparison; after completing the heat load evaluation and cooling performance evaluation, the heat source and cooling performance analysis of the whole vehicle are digitized and counted through data collection, and cooling matching debugging is performed based on the curve constructed by numerical values;

[0067] The above formulas are obtained by collecting a large amount of data and performing software simulation, and a formula close to the actual value is selected. The coefficients in the formula are set by technicians in this field according to actual conditions;

[0068] When the present invention is in use, a heat load assessment is performed, and an operating condition analysis and an operation impact analysis are performed on the heat source of the whole vehicle to complete the heat load assessment of the whole vehicle; the current operating condition of the whole vehicle is assessed based on the calorific value analysis of all heat sources during the current operation of the whole vehicle; a cooling performance assessment is performed, and a performance assessment is performed on the cooling performance of the whole vehicle, and the cooling performance of the whole vehicle is monitored in real time; based on the cooling performance evaluation of the whole vehicle, it is inferred whether the current cooling operation performance of the whole vehicle meets the demand; a cooling matching analysis is performed, and a curve is constructed based on the real-time heat source and cooling performance of the whole vehicle, and a cooling matching efficiency analysis is performed through curve analysis and comparison; after completing the heat load assessment and cooling performance assessment, the heat source and cooling performance analysis of the whole vehicle is performed, and numerical statistics are performed through data collection, and cooling matching debugging is performed based on the numerically constructed curve.

[0069] The preferred embodiments of the present invention disclosed above are only used to help explain the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to only specific implementation methods. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. A matching design method for a vehicle cooling system, characterized in that: The specific matching design method steps are as follows: Step 1: Heat load assessment: Conduct operating condition analysis and operation impact analysis on the heat source of the vehicle to complete the heat load assessment of the vehicle; evaluate the current vehicle operating condition based on the calorific value analysis of all heat sources during the current operation of the vehicle; Step 2: Cooling performance evaluation: evaluate the cooling performance of the whole vehicle and monitor the cooling performance of the whole vehicle in real time; infer whether the current cooling performance of the whole vehicle meets the requirements based on the cooling performance evaluation of the whole vehicle; Step 3: Cooling matching analysis: numerically calculate and construct a curve based on the real-time heat source and cooling performance of the vehicle, and analyze the cooling matching efficiency through curve analysis and comparison; after completing the heat load evaluation and cooling performance evaluation, analyze the heat source and cooling performance of the vehicle, perform numerical statistics through data collection, and perform cooling matching debugging based on the numerically constructed curve; The operation process of step 1 heat load assessment is as follows: During the operation of the vehicle, data on the vehicle's operating conditions are collected and digitized; intervals are divided according to the values ​​of the data corresponding to the vehicle's operating conditions, and divided into high-intensity conditions and low-intensity conditions according to the set interval range; thermal load assessment information is obtained, and the thermal load assessment coefficient during the operation of the vehicle is obtained according to the formula, and the thermal load assessment coefficient is compared with the threshold to infer whether the thermal load assessment is normal; The thermal load assessment information includes the number of non-type consistent heat sources and the proportion of the total number of heat sources in the high-intensity working condition stage and the low-intensity working condition stage during the operation of the vehicle, the temperature value deviation corresponding to the average value of the temperature rise span and the starting temperature value of the period of continuous temperature rise in the high-intensity working condition stage and the low-intensity working condition stage during the operation of the vehicle, the temperature rise peak deviation of the heat source of the vehicle in different operating environments under the same type of working condition stage during the operation of the vehicle, and the maximum deviation of the temperature rise rate of the internal operating environment of the vehicle; and the labels SLB, WSB, SP, and SV are set respectively; The formula is: , where X represents the thermal load evaluation coefficient during vehicle operation, fcn1, fcn2, fcn3 and fcn4 are preset proportional coefficients, and α is the error correction factor, which is set to 1.09; If the heat load assessment coefficient during the operation of the whole vehicle exceeds the heat load assessment coefficient threshold, it is determined that the heat load assessment during the operation of the whole vehicle is abnormal; if the heat load assessment coefficient during the operation of the whole vehicle does not exceed the heat load assessment coefficient threshold, it is determined that the heat load assessment during the operation of the whole vehicle is normal.

2. The matching design method of a vehicle cooling system according to claim 1, characterized in that: Step 2: Cooling performance evaluation process is as follows: According to the thermal load evaluation of the whole vehicle, the normal period of thermal load evaluation and the abnormal period of thermal load evaluation are marked as the normal period and the abnormal period respectively, and the normal temperature control parameters and the abnormal temperature control parameters are collected and substituted into the formula to obtain the cooling performance evaluation coefficient during the operation of the whole vehicle. If the thermal load evaluation coefficient during the operation of the whole vehicle exceeds the thermal load evaluation coefficient threshold, it is determined that the thermal load evaluation during the operation of the whole vehicle is abnormal; If the heat load assessment coefficient during the operation of the vehicle does not exceed the heat load assessment coefficient threshold, it is determined that the heat load assessment during the operation of the vehicle is normal; When the internal temperature control of the whole vehicle in the normal period is obtained, the internal temperature rise speed control amount of the whole vehicle when the temperature threshold is not exceeded and the numerical control span value of the internal temperature of the whole vehicle when the temperature threshold is exceeded are obtained. The corresponding data are numerically summed and calculated by dedimensionalization to obtain the normal temperature control parameters, and the label is set to ZFC. The interval length between the normal internal temperature abnormal moment and the cooling process execution moment in the abnormal period, and the time ratio of the internal temperature abnormal period after the cooling process is executed to the total temperature rise period are obtained, and the corresponding data are numerically summed and calculated to obtain the abnormal temperature control parameters, and the label is set to YFC; The formula is: , where C represents the cooling performance evaluation coefficient during vehicle operation, szg1 and szg2 are the preset proportional coefficients of the positive temperature control parameters and the abnormal temperature control parameters, respectively, and β is used as the error correction factor with a value of 0.89, and e is a natural constant.

3. The matching design method of a vehicle cooling system according to claim 2, characterized in that: Step 3: Cooling matching analysis process is as follows: Collect the vehicle thermal load evaluation coefficient and cooling performance evaluation coefficient at each moment during the vehicle operation, and construct a real-time thermal load curve and a real-time cooling performance curve based on the coefficient values; perform real-time analysis on the curve during the vehicle operation stage; When the cooling performance curve shows an increasing trend, the duration in which the heat load curve and the cooling performance curve are synchronously increasing during the operation of the vehicle is collected at the same time. If the corresponding duration exceeds the set duration threshold, it is determined that the cooling matching in the current vehicle operation period is abnormal, and a matching danger signal is generated and sent to the administrator terminal. After receiving the signal, the administrator terminal controls the working condition of the vehicle and adjusts the cooling process.

4. The matching design method of a vehicle cooling system according to claim 3 is characterized in that: When the cooling performance curve shows a downward trend, the curve segments of the heat load curve with an increasing trend and the cooling performance curve with a decreasing trend during the operation of the vehicle are collected, and the corresponding overlapping periods of the curve segments are marked as qualified matching periods, and the rising temperature value at the corresponding moment of the peak value of the curve segment of the heat load curve in the qualified matching period and the control temperature peak value at the corresponding moment of the peak value of the cooling performance curve decreasing period are obtained; If the rising temperature value is lower than the control temperature peak value, it indicates that the matching efficiency of the matching qualified period is high; if the rising temperature value is not lower than the control temperature peak value, and the corresponding control temperature peak value at any time in the cooling performance curve segment is lower than the rising temperature value, a fault signal is generated; if the rising temperature value is not lower than the control temperature peak value, and the corresponding control temperature peak value at any time in the cooling performance curve segment is not lower than the rising temperature value, a matching adjustment signal is generated.

5. A matching design system for a vehicle cooling system, characterized in that: A matching design method for a vehicle cooling system is adopted as described in any one of claims 1 to 4.

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