Automobile thermal management control system

Abstract

The invention discloses an automobile heat management control system, and relates to the field of heat management.The system comprises a temperature regulation and control module, a heat engine regulation and control module and a Rankine cycle module.The method includes the steps that initial environment data are collected through the temperature regulation and control module, then the initial environment data are analyzed, and an initial target temperature is obtained; the method comprises the steps that firstly, a heat management scheme is set, secondly, heat engine temperature data are collected when the heat management scheme is started through a heat engine regulation and control module, and then the heat engine temperature data are analyzed to obtain a heat engine regulation and control scheme, and finally driving tail gas data are collected and analyzed through a Rankine cycle module after the heat engine regulation and control scheme is used. And meanwhile, Rankine cycle record data are collected, early warning is conducted according to the Rankine cycle record data, and through heat engine regulation and control and Rankine cycle regulation and control, the energy utilization efficiency of the automobile air conditioner is improved, and the energy consumption of the automobile air conditioner is reduced.

Description

Technical Field

[0001] The invention relates to the field of thermal management, and in particular to an automobile thermal management control system. Background Art

[0002] As people's living standards improve, the demand for automobile driving comfort is growing. As a key component affecting the comfort of the in-car environment, the usage rate of automobile air-conditioning is increasing, which in turn increases automobile energy consumption and exhaust emissions. In order to save energy and reduce emissions and improve energy utilization efficiency, an automobile thermal management control system is needed.

[0003] The existing technology is: the temperature control of traditional automobile air conditioners is usually mainly based on a single temperature sensor data. When the temperature inside the car is higher than the set value, the cooling is turned on, and when it is lower than the set value, the heating is turned on. At the same time, the vehicle simply uses the waste heat of the heat engine for heating the car, and directs the waste heat to the heating system inside the car.

[0004] With regard to the existing technology, there are at least the following deficiencies: 1. The control method of the existing technology does not fully consider the complexity of environmental factors, and does not take into account the impact of factors such as the outdoor temperature change index, average temperature and light intensity within a cycle on the comfortable temperature in the car. In actual driving scenarios, the temperature change trend and light intensity in different time periods are different, which will change the human body's demand for a comfortable temperature in the car. There is no analysis of complex environmental factors, which reduces user satisfaction.

[0005] 2. The existing technology lacks effective planning and intelligent regulation for the utilization of waste heat from thermal engines. Vehicles simply use waste heat from thermal engines for heating in winter, but do not make dynamic adjustments based on the real-time temperature in the vehicle and the actual operating status of the thermal engine. This may not only cause energy waste, but when the temperature in the vehicle is already high enough, continuing to introduce too much waste heat from the thermal engine will cause overheating in the vehicle. It may also increase the heat dissipation burden of the thermal engine, affecting the performance and life of the thermal engine. The heat is not effectively utilized, the energy utilization rate is low, and the cost of use is increased. At the same time, a large amount of heat energy in the exhaust gas is directly released into the atmosphere and is not converted into usable energy, resulting in energy waste. Summary of the invention

[0006] In view of the above-mentioned technical deficiencies, an object of the present invention is to provide an automobile thermal management control system.

[0007] To solve the above technical problems, the present invention adopts the following technical solutions: The present invention provides an automobile thermal management control system, comprising the following modules: a temperature control module, which is used to collect initial environmental data, analyze the initial environmental data according to a startup temperature model, obtain the initial target temperature, and then set a thermal management solution.

[0008] The heat engine control module is used to collect the heat engine temperature data when starting the thermal management plan, analyze the heat engine temperature data based on the temperature prediction model and the initial target temperature, and obtain the heat engine control plan.

[0009] The Rankine cycle module is used to collect driving exhaust data after using the thermal engine control solution, analyze the driving exhaust data based on the exhaust utilization model, perform Rankine cycle control, and perform organic Rankine cycle through the required coolant. After the driving is completed, the organic Rankine cycle recorded data is collected, and the organic Rankine cycle recorded data is analyzed based on the cooling quality model, and then an early warning is issued.

[0010] Preferably, the driving exhaust data is analyzed, and the specific analysis process is as follows: the driving exhaust data includes the current exhaust temperature, the exhaust temperature change index, the current exhaust flow rate and the exhaust flow change index. The current exhaust temperature, the exhaust temperature change index, the current exhaust flow rate and the exhaust flow change index are input into the exhaust utilization model to obtain the output result of the current exhaust gas, and the output result value includes 0 and 1.

[0011] If the output result is 1, it indicates that the organic Rankine cycle can be used currently, and the current temperature inside the car is collected. If the current temperature inside the car is greater than the initial target temperature, electricity is generated through the organic Rankine cycle to supply energy for the electric air conditioner. At the same time, during the working process of the condenser of the organic Rankine cycle system, the condenser of the organic Rankine cycle system is connected to the heat dissipation system of the automobile air conditioner and the heat engine to dissipate heat at the same time. If the current temperature inside the car is lower than the initial target temperature, the heat exchanger connected to the organic Rankine cycle system through the automobile air-conditioning duct is used to transfer the heat released by the condenser in the organic Rankine cycle system to the air in the air-conditioning duct through this heat exchanger. The initial target temperature is subtracted from the current temperature inside the car to obtain the current temperature difference, and the working fluid flow rate and valve opening corresponding to each temperature difference are obtained from the database, so as to obtain the working fluid flow rate and valve opening corresponding to the current temperature difference. The working fluid flow rate in the organic Rankine cycle system is controlled according to the working fluid flow rate corresponding to the current temperature difference, and the valve opening of the heat exchanger is controlled according to the valve opening corresponding to the current temperature difference.

[0012] The beneficial effects of the present invention are as follows: 1. The present invention first collects initial environmental data through a temperature control module, and then analyzes the initial environmental data to obtain an initial target temperature, and sets a thermal management scheme at the same time; secondly, the thermal engine control module collects thermal engine temperature data when the thermal management scheme is started, thereby analyzing the thermal engine temperature data to obtain a thermal engine control scheme; finally, the Rankine cycle module collects driving exhaust gas data after using the thermal engine control scheme, analyzes the driving exhaust gas data, and then performs Rankine cycle control; at the same time, Rankine cycle record data is collected, and early warning is issued according to the Rankine cycle record data; through thermal engine control and Rankine cycle control, the energy utilization efficiency of automobile air conditioning is improved and the energy consumption of automobile air conditioning is reduced.

[0013] 2. The present invention can more comprehensively perceive the impact of environmental changes on the comfortable temperature in the car through a variety of environmental data. The analyzed initial target temperature is more in line with user needs. At the same time, data collection is periodic and can be changed in time according to environmental data, dynamically meeting user needs and improving user comfort.

[0014] 3. When judging whether the waste heat of the heat engine can be utilized, the waste heat of the heat engine is reasonably directed to the air-conditioning heater or seat heating module in the vehicle according to the comparison result between the temperature inside the vehicle during driving and the initial target temperature, so as to improve the energy utilization efficiency and reduce the extra energy consumption. At the same time, the heat transfer module of the heat engine is connected with the exhaust gas recovery module, and the exhaust gas recovery module is used to assist the heat transfer module of the heat engine, thereby increasing the energy recovery rate, making full use of the exhaust gas energy, and further reducing the energy consumption of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 It is a schematic diagram of the connection of the system modules of the present invention. DETAILED DESCRIPTION

[0017] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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.

[0018] according to Figure 1 As shown, the present invention provides an automobile thermal management control system, comprising the following modules: a temperature control module, a heat engine control module, a Rankine cycle module and a database.

[0019] The heat engine control module is connected to the temperature control module and the Rankine cycle module respectively, and the temperature control module, the heat engine control module and the Rankine cycle module are all connected to a database.

[0020] The temperature control module is used to collect initial environmental data, analyze the initial environmental data according to the startup temperature model, obtain the initial target temperature, and then set the thermal management plan.

[0021] In a specific embodiment, the initial environmental data is collected, and the specific collection process is as follows: the initial environmental data includes the outdoor temperature change index, average temperature, current outdoor temperature and light intensity within the cycle. The temperature is collected by a temperature sensor within a preset cycle to obtain the temperature collected outdoors each time within the cycle, and the number of temperature types is statistically obtained. The highest temperature and the lowest temperature are obtained from the temperatures collected outdoors each time within the cycle. At the same time, the average value of the temperatures collected outdoors each time within the cycle is calculated to obtain the average outdoor temperature within the cycle. The difference between the highest temperature collected outdoors each time within the cycle and the outdoor average temperature is obtained, and the difference is divided by the difference between the highest temperature collected outdoors each time within the cycle and the outdoor minimum temperature to obtain the outdoor temperature change rate within the cycle. The outdoor temperature change rate within the cycle is divided by the number of temperature types to obtain the outdoor temperature change index within the cycle. At the same time, the light intensity is collected by a light sensor to obtain the outdoor light intensity within the cycle.

[0022] In a specific embodiment, the initial environmental data is analyzed, and the specific analysis process is as follows: the outdoor temperature change index within the cycle, the average temperature, the current outdoor temperature and the light intensity are substituted into the temperature index calculation formula to obtain the temperature index within the cycle, and the usage time, the number of adjustments and the maximum single usage time of each temperature under the temperature index within the cycle are obtained from the database, and the usage time, the number of adjustments and the maximum single usage time of each temperature under the temperature index within the cycle are input into the startup temperature model to obtain the output results of each temperature under the temperature index within the cycle, and the value d of the output result is the usage level of each temperature under the temperature index within the cycle, d=1, 2...v, v>2, v is the maximum usage level.

[0023] Select the temperature under the temperature index in the period of maximum usage level as the initial target temperature, collect the temperature inside the car before driving, and record the absolute value of the difference between the initial target temperature and the temperature inside the car before driving as the current temperature deviation value. If the deviation value is greater than the preset value, it indicates that thermal management is currently required. If the initial target temperature is greater than the temperature inside the car before driving, the air conditioner is heated, and the heating power is the heating power corresponding to the current temperature deviation value in the database. If the initial target temperature is lower than the temperature inside the car before driving, the air conditioner is cooled, and the cooling power is the cooling power corresponding to the current temperature deviation value in the database.

[0024] In a specific embodiment, the startup temperature model expression is:

[0025] Among them, α a is the output result of the ath temperature, a is the number of each temperature, the value of a is a positive integer, e is a natural constant, T′ a , A′ a and T″ aare the use time, regulation times and maximum single use time of the temperature a under the temperature index in the cycle, respectively; T′, A′ and T″ are the preset standard use time, standard regulation times and standard single use time, respectively; ε1 and ε2 are the weight factors of the preset use time and regulation times, respectively; ε1>0, ε2>0, ε1+ε2=1, M1, M d-1 、M d and M v-1 They are respectively the preset first temperature usage index, d-1th temperature usage index, dth temperature usage index and v-1th temperature usage index.

[0026] It should be noted that T′ is the threshold of normal temperature usage time. When the usage time is greater than T′, it indicates that the temperature is used longer under the temperature index within the cycle, indicating that the user is more accustomed to the temperature under the temperature index within the cycle. When adjusting the temperature, the possibility of adjusting to the temperature is higher. ε1 and ε2 are related to the air conditioning control rate. The value of the air conditioning control rate is the number of air conditioning temperature adjustments divided by the air conditioning usage time. The higher the air conditioning control rate, the larger ε2 is, and the lower the air conditioning control rate, the larger ε1 is. The standard parameters A′, T″, M1, and M d-1 、M d and M v-1 The setting process of is the same as the setting process of the standard parameter T′, for example, A′ is 1.6, T″ is 0.7, M1 is 0.8, M d-1 1.6, M d 1.8 and M v-1 is 2.3.

[0027] The heat engine control module is used to collect the heat engine temperature data when starting the thermal management plan, analyze the heat engine temperature data based on the temperature prediction model and the initial target temperature, and obtain the heat engine control plan.

[0028] In a specific embodiment, the heat engine temperature data is collected, and the specific collection process is as follows: the heat engine temperature data includes the current heat engine temperature, the heat engine temperature change index within the cycle, the current heat engine coolant temperature and the heat engine coolant temperature change index within the cycle, and the heat engine temperature and coolant temperature collected each time are collected through the temperature sensor of the heat engine and the temperature sensor in the cooling pipe. According to the analysis process including the outdoor temperature change index within the cycle, the heat engine temperature and coolant temperature collected each time are analyzed to obtain the heat engine temperature change index within the cycle and the heat engine coolant temperature change index, and at the same time, the current heat engine temperature and the current heat engine coolant temperature are obtained from the heat engine temperature and coolant temperature collected each time.

[0029] In a specific embodiment, the heat engine temperature data is analyzed, and the specific analysis process is as follows: the current heat engine temperature, the heat engine temperature change index within the cycle, the current heat engine coolant temperature and the heat engine coolant temperature change index within the cycle are input into the temperature prediction model to obtain the output result of the current heat engine, and the output result value includes 0 and 1.

[0030] If the output result of the current heat engine is 1, it indicates that the waste heat of the current heat engine can be utilized. The temperature inside the vehicle is collected during driving. If the temperature inside the vehicle is higher than the initial target temperature during driving, the coolant flow to the radiator is reduced through the thermostat to allow more coolant to circulate inside the engine and the heater tank, directing the waste heat of the heat engine to the air-conditioning heater in the vehicle. If the temperature inside the vehicle is lower than the initial target temperature during driving, the heat pump air-conditioning technology is used to adjust the flow of the heat engine coolant to the seat, directing the waste heat of the heat engine to the seat heating module.

[0031] In a specific embodiment, the temperature prediction model expression is:

[0032] Among them, β is the output result of the current heat engine, Q″, f″, P″ and g″ are the current heat engine temperature, the heat engine temperature change index within the cycle, the current heat engine coolant temperature and the heat engine coolant temperature change index within the cycle, respectively, Q′, f′, P′ and g′ are the preset standard heat engine temperature, the standard heat engine temperature change index, the standard heat engine coolant temperature and the standard heat engine coolant temperature change index, respectively, φ1 and φ2 are the weight factors of the heat engine and the weight factors of the heat engine coolant, respectively, φ1>0, φ2>0, φ1+φ2=1, and M is the preset heat engine utilization evaluation index.

[0033] It should be noted that the setting process of the standard parameters, Q′, f′, P′, g′ and M is the same as the setting process of the standard parameter T′, for example, Q′ is 1.7, f′ is 0.6, P′ is 1.3, g′ is 1.6 and M is 2.7, and the setting process of the weight factors φ1 and φ2 is the same as the setting process of the weight factor ε1, for example, φ1 is 0.3 and φ2 is 0.7.

[0034] The Rankine cycle module is used to collect driving exhaust data after using the thermal engine control solution, analyze the driving exhaust data based on the exhaust utilization model, perform Rankine cycle control, and perform organic Rankine cycle through the required coolant. After the driving is completed, the organic Rankine cycle recorded data is collected, and the organic Rankine cycle recorded data is analyzed based on the cooling quality model, and then an early warning is issued.

[0035] In a specific embodiment, the driving exhaust data is collected, and the specific collection process is as follows: the driving exhaust data includes the current exhaust gas temperature, the exhaust gas temperature change index, the current exhaust gas flow rate and the exhaust gas flow rate change index. A temperature sensor and a volume flow sensor are set at the exhaust gas emission port. The exhaust gas temperature collected each time within the cycle is obtained by the temperature sensor, and the exhaust gas flow rate collected each time within the cycle is obtained by the volume flow sensor. According to an analysis process including the outdoor temperature change index within the cycle, the exhaust gas temperature and exhaust gas flow rate collected each time within the cycle are analyzed to obtain the exhaust gas temperature change index and the exhaust gas flow change index. At the same time, the current exhaust gas temperature and the current exhaust flow rate are obtained from the exhaust gas temperature and exhaust flow rate collected each time within the cycle.

[0036] In a specific embodiment, the driving exhaust data is analyzed, and the specific analysis process is as follows: the current exhaust temperature, exhaust temperature change index, current exhaust flow rate and exhaust flow change index are input into the exhaust utilization model to obtain the output result of the current exhaust gas, and the output result value includes 0 and 1.

[0037] If the output result is 1, it indicates that the organic Rankine cycle can be used currently, and the current temperature inside the car is collected. If the current temperature inside the car is greater than the initial target temperature, electricity is generated through the organic Rankine cycle to supply energy for the electric air conditioner. At the same time, during the working process of the condenser of the organic Rankine cycle system, the condenser of the organic Rankine cycle system is connected to the heat dissipation system of the automobile air conditioner and the heat engine to dissipate heat at the same time. If the current temperature inside the car is lower than the initial target temperature, the heat exchanger connected to the organic Rankine cycle system through the automobile air-conditioning duct is used to transfer the heat released by the condenser in the organic Rankine cycle system to the air in the air-conditioning duct through this heat exchanger. The initial target temperature is subtracted from the current temperature inside the car to obtain the current temperature difference, and the working fluid flow rate and valve opening corresponding to each temperature difference are obtained from the database, so as to obtain the working fluid flow rate and valve opening corresponding to the current temperature difference. The working fluid flow rate in the organic Rankine cycle system is controlled according to the working fluid flow rate corresponding to the current temperature difference, and the valve opening of the heat exchanger is controlled according to the valve opening corresponding to the current temperature difference.

[0038] In a specific embodiment, the exhaust gas utilization model expression is:

[0039] Wherein, γ is the output result of the current exhaust gas, D″, r″, E″ and s″ are respectively the current exhaust gas temperature, exhaust gas temperature change index, current exhaust gas flow rate and exhaust gas flow rate change index, D′, r′, E′ and s′ are respectively the preset standard exhaust gas temperature, standard exhaust gas temperature change index, standard current exhaust gas flow rate and standard exhaust gas flow rate change index, and are the preset weight factors of exhaust gas temperature and exhaust gas flow, respectively. J is the preset standard exhaust gas utilization evaluation index.

[0040] It should be noted that the setting process of the standard parameters D′, r′, E′, s′ and J is the same as that of the standard parameter T′. For example, D′ is 1.3, r′ is 0.8, E′ is 1.2, s′ is 1.3 and J is 0.7. The weight factor and The setting process of is the same as that of the weight factor ε1, for example is 0.35 and is 0.65.

[0041] In a specific embodiment, the organic Rankine cycle recorded data is collected, and the specific collection process is as follows: the organic Rankine cycle recorded data includes the cycle fluctuation index of the current coolant, the coolant evaporation rate, the evaporation amount, the condensation rate and the condensation turbidity.

[0042] The Rankine cycle coolant temperature is collected by a temperature sensor, and the Rankine cycle coolant flow rate is collected by a volume flow sensor, so as to obtain the Rankine cycle coolant temperature and Rankine cycle coolant flow rate collected at each time in the cycle. The difference between the Rankine cycle coolant temperature collected at a certain time and the Rankine cycle coolant temperature collected at the last time before the current collection is subtracted by the Rankine cycle coolant temperature collected at the last time before the current collection to obtain the Rankine cycle coolant temperature change rate collected at the current collection, so as to obtain the Rankine cycle coolant temperature change rate collected at each time. According to the analysis process of the Rankine cycle coolant temperature change rate, the Rankine cycle coolant flow rates collected at each time in the cycle are analyzed to obtain the Rankine cycle coolant flow change rate collected at each time. The flow fluctuation mean and temperature fluctuation mean are calculated by averaging the Rankine cycle coolant flow change rate and temperature change rate collected at each time. The flow fluctuation mean and temperature fluctuation mean are weighted to obtain the cycle fluctuation index.

[0043] High-precision weighing devices are respectively set at the inlet and outlet of the evaporator of the organic Rankine cycle system to collect the total mass of the outlet working fluid and the total mass of the inlet working fluid. The total mass of the outlet working fluid is subtracted from the total mass of the inlet working fluid to obtain the current evaporation amount of the coolant. Mass flow sensors are respectively installed at the inlet and outlet of the evaporator to collect the evaporator outlet mass flow and inlet mass flow. The evaporation rate is obtained by subtracting the inlet mass flow from the evaporator outlet mass flow and dividing it by the collection period. The mass flow of the condenser inlet and outlet is collected by a volume flow sensor. The condensation rate is obtained by subtracting the inlet mass flow from the condenser outlet mass flow and dividing it by the collection period. At the same time, the condensation turbidity of the current coolant is collected by an optical turbidity sensor.

[0044] In a specific embodiment, the organic Rankine cycle recorded data is analyzed, and the specific analysis process is as follows: the cycle fluctuation index, coolant evaporation rate, evaporation amount, condensation rate and condensation turbidity are input into the cooling quality model to obtain the output result of the current coolant, and the output result value includes 0 and 1.

[0045] If the output value is 1, the driver will be warned to replace the coolant.

[0046] In a specific embodiment, the cooling quality model expression is:

[0047] Among them, B is the output result of the current coolant, H″, C″, m″, G″ and K″ are the cycle fluctuation index, coolant evaporation rate, evaporation amount, condensation rate and condensation turbidity respectively, H′, C′, m′, G′ and K′ are the preset standard cycle fluctuation index, standard coolant evaporation rate, standard evaporation amount, standard condensation rate and standard condensation turbidity respectively, η1, η2 and η3 are the preset cycle fluctuation index weight factor, evaporation rate weight factor and condensation rate weight factor respectively, η1>0, η2>0, η3>0, η1+η2+η3=1, L is the preset standard condensation quality evaluation index.

[0048] It should be noted that the setting process of standard parameters H′, C′, m′, G′, K′ and L is the same as the setting process of standard parameter T′, for example, H′ is 0.9, C′ is 1.5, m′ is 1.2, G′ is 1.8, K′ is 0.9 and L is 1.2, and the setting process of weight factors η1, η2 and η3 is the same as the setting process of weight factor ε1, for example, η1 is 0.4, η2 is 0.3 and η3 is 0.3.

[0049] The database is used to store the usage time of each temperature under each temperature index, the number of adjustments of each temperature under each temperature index, the maximum single usage time of each temperature under each temperature index, the heating power corresponding to each temperature deviation value, the cooling power corresponding to each temperature deviation value, the working fluid flow rate corresponding to each temperature difference, and the valve opening corresponding to each temperature difference.

[0050] The above contents are merely examples and explanations of the concept of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in a similar manner. As long as they do not deviate from the concept of the invention or exceed the scope defined in this specification, they shall all fall within the protection scope of the present invention.

Claims

1. An automotive thermal management control system, characterized in that: Includes the following modules: The temperature control module is used to collect initial environmental data, analyze the initial environmental data according to the startup temperature model, obtain the initial target temperature, and then set the thermal management plan; The heat engine control module is used to collect the heat engine temperature data when starting the thermal management plan, analyze the heat engine temperature data based on the temperature prediction model and the initial target temperature, and obtain the heat engine control plan; The Rankine cycle module is used to collect driving exhaust data after using the thermal engine control solution, analyze the driving exhaust data based on the exhaust utilization model, perform Rankine cycle control, and perform organic Rankine cycle through the required coolant. After the driving is completed, the organic Rankine cycle recorded data is collected, and the organic Rankine cycle recorded data is analyzed based on the cooling quality model, and then an early warning is issued.

2. The automotive thermal management control system according to claim 1, characterized in that: The initial environment data is analyzed, and the specific analysis process is as follows: The initial environmental data includes the outdoor temperature change index, average temperature, current outdoor temperature and light intensity within the cycle. The outdoor temperature change index, average temperature, current outdoor temperature and light intensity within the cycle are substituted into the temperature index calculation formula to obtain the temperature index within the cycle. The use time, adjustment times and maximum single use time of each temperature under the temperature index within the cycle are obtained from the database. The use time, adjustment times and maximum single use time of each temperature under the temperature index within the cycle are input into the startup temperature model to obtain the output results of each temperature under the temperature index within the cycle. The value d of the output result is the use level of each temperature under the temperature index within the cycle, d=1, 2...v, v>2, v is the maximum use level; Select the temperature under the temperature index in the period of maximum usage level as the initial target temperature, collect the temperature inside the car before driving, and record the absolute value of the difference between the initial target temperature and the temperature inside the car before driving as the current temperature deviation value. If the deviation value is greater than the preset value, it indicates that thermal management is currently required. If the initial target temperature is greater than the temperature inside the car before driving, the air conditioner is heated, and the heating power is the heating power corresponding to the current temperature deviation value in the database. If the initial target temperature is lower than the temperature inside the car before driving, the air conditioner is cooled, and the cooling power is the cooling power corresponding to the current temperature deviation value in the database.

3. The automotive thermal management control system according to claim 2, characterized in that: The starting temperature model expression is: Among them, α a is the output result of the ath temperature, a is the number of each temperature, the value of a is a positive integer, e is a natural constant, T′ a , A′ a and T″ a are the use time, regulation times and maximum single use time of the temperature a under the temperature index in the cycle, respectively; T′, A′ and T″ are the preset standard use time, standard regulation times and standard single use time, respectively; ε1 and ε2 are the weight factors of the preset use time and regulation times, respectively; ε1>0, ε2>0, ε1+ε2=1, M1, M d-1 、M d and M v-1 They are respectively the preset first temperature usage index, d-1th temperature usage index, dth temperature usage index and v-1th temperature usage index.

4. The automotive thermal management control system according to claim 2, characterized in that: The heat engine temperature data is analyzed, and the specific analysis process is as follows: The heat engine temperature data includes the current heat engine temperature, the heat engine temperature variation index within the cycle, the current heat engine coolant temperature and the heat engine coolant temperature variation index within the cycle. The current heat engine temperature, the heat engine temperature variation index within the cycle, the current heat engine coolant temperature and the heat engine coolant temperature variation index within the cycle are input into the temperature prediction model to obtain the output result of the current heat engine. The output result value includes 0 and 1. If the output result of the current heat engine is 1, it indicates that the waste heat of the current heat engine can be utilized. The temperature inside the vehicle is collected during driving. If the temperature inside the vehicle is higher than the initial target temperature during driving, the coolant flow to the radiator is reduced through the thermostat to allow more coolant to circulate inside the engine and the heater tank, directing the waste heat of the heat engine to the air-conditioning heater in the vehicle. If the temperature inside the vehicle is lower than the initial target temperature during driving, the heat pump air-conditioning technology is used to adjust the flow of the heat engine coolant to the seat, directing the waste heat of the heat engine to the seat heating module.

5. The automotive thermal management control system according to claim 4, characterized in that: The temperature prediction model expression is: Among them, β is the output result of the current heat engine, Q″, f″, P″ and g″ are the current heat engine temperature, the heat engine temperature change index within the cycle, the current heat engine coolant temperature and the heat engine coolant temperature change index within the cycle, respectively, Q′, f′, P′ and g′ are the preset standard heat engine temperature, the standard heat engine temperature change index, the standard heat engine coolant temperature and the standard heat engine coolant temperature change index, respectively, φ1 and φ2 are the weight factors of the heat engine and the weight factors of the heat engine coolant, respectively, φ1>0, φ2>0, φ1+φ2=1, and M is the preset heat engine utilization evaluation index.

6. The automotive thermal management control system according to claim 4, characterized in that: The driving exhaust data is analyzed, and the specific analysis process is as follows: The driving exhaust gas data includes the current exhaust gas temperature, the exhaust gas temperature change index, the current exhaust gas flow rate and the exhaust gas flow rate change index. The current exhaust gas temperature, the exhaust gas temperature change index, the current exhaust gas flow rate and the exhaust gas flow rate change index are input into the exhaust gas utilization model to obtain the output result of the current exhaust gas. The output result value includes 0 and 1. If the output result is 1, it indicates that the organic Rankine cycle can be used currently, and the current temperature inside the car is collected. If the current temperature inside the car is greater than the initial target temperature, electricity is generated through the organic Rankine cycle to supply energy for the electric air conditioner. At the same time, during the working process of the condenser of the organic Rankine cycle system, the condenser of the organic Rankine cycle system is connected to the heat dissipation system of the automobile air conditioner and the heat engine to dissipate heat at the same time. If the current temperature inside the car is lower than the initial target temperature, the heat exchanger connected to the organic Rankine cycle system through the automobile air-conditioning duct is used to transfer the heat released by the condenser in the organic Rankine cycle system to the air in the air-conditioning duct through this heat exchanger. The initial target temperature is subtracted from the current temperature inside the car to obtain the current temperature difference, and the working fluid flow rate and valve opening corresponding to each temperature difference are obtained from the database, so as to obtain the working fluid flow rate and valve opening corresponding to the current temperature difference. The working fluid flow rate in the organic Rankine cycle system is controlled according to the working fluid flow rate corresponding to the current temperature difference, and the valve opening of the heat exchanger is controlled according to the valve opening corresponding to the current temperature difference.

7. The automotive thermal management control system according to claim 6, characterized in that: The tail gas utilization model expression is: Wherein, γ is the output result of the current exhaust gas, D″, r″, E″ and s″ are respectively the current exhaust gas temperature, exhaust gas temperature change index, current exhaust gas flow rate and exhaust gas flow rate change index, D′, r′, E′ and s′ are respectively the preset standard exhaust gas temperature, standard exhaust gas temperature change index, standard current exhaust gas flow rate and standard exhaust gas flow rate change index, and are the preset weight factors of exhaust gas temperature and exhaust gas flow, respectively. J is the preset standard exhaust gas utilization evaluation index.

8. The automotive thermal management control system according to claim 6, characterized in that: The organic Rankine cycle recording data is analyzed, and the specific analysis process is as follows: The organic Rankine cycle record data includes the cycle fluctuation index, coolant evaporation rate, evaporation amount, condensation rate and condensation turbidity of the current coolant. The cycle fluctuation index, coolant evaporation rate, evaporation amount, condensation rate and condensation turbidity are input into the cooling quality model to obtain the output result of the current coolant. The output result value includes 0 and 1. If the output value is 1, the driver will be warned to replace the coolant.

9. The automotive thermal management control system according to claim 8, characterized in that: The cooling quality model expression is: Among them, B is the output result of the current coolant, H″, C″, m″, G″ and K″ are the cycle fluctuation index, coolant evaporation rate, evaporation amount, condensation rate and condensation turbidity respectively, H′, C′, m′, G′ and K′ are the preset standard cycle fluctuation index, standard coolant evaporation rate, standard evaporation amount, standard condensation rate and standard condensation turbidity respectively, η1, η2 and η3 are the preset cycle fluctuation index weight factor, evaporation rate weight factor and condensation rate weight factor respectively, η1>0, η2>0, η3>0, η1+η2+η3=1, L is the preset standard condensation quality evaluation index.

10. The automotive thermal management control system according to claim 7, characterized in that: The database is used to store the usage time of each temperature under each temperature index, the number of adjustments of each temperature under each temperature index, the maximum single usage time of each temperature under each temperature index, the heating power corresponding to each temperature deviation value, the cooling power corresponding to each temperature deviation value, the working fluid flow rate corresponding to each temperature difference, and the valve opening corresponding to each temperature difference.

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