An active air intake grille and front-end cooling fan control method and system

Abstract

This invention belongs to the field of electric vehicle technology, specifically relating to an active air intake grille and front-end cooling fan control method (system). It collects data on the actual ambient temperature, actual vehicle speed, actual pressure of the air conditioning system, and actual rotational speed of the air conditioning compressor. Based on the actual vehicle speed, actual pressure of the air conditioning system, pressure values ​​under different operating conditions of the air conditioning system, and the actual rotational speed and actual temperature of the air conditioning compressor, it matches the optimal target opening degree of the air intake grille and controls the air intake grille to open and close at the target angle, while controlling the fan to perform air intake actions at the specified duty cycle. This solves the problem in related technologies where the air intake grille and fan are passively controlled based on requests from the air conditioning and cooling systems, resulting in unreasonable air intake volume, significantly impacting the vehicle's energy consumption, and leading to poor driving range economy.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle technology, specifically relating to an active air intake grille and a front-end cooling fan control method and system. Background Technology

[0002] To improve driving range, electric vehicles are now typically equipped with active grille shutters. By controlling the opening and closing angle of the active grille blades, the air intake at the front can be adjusted to reduce energy consumption.

[0003] The front-end air intake volume needs to be achieved simultaneously by controlling the opening and closing angle of the active air intake grille blades and the duty cycle of the front-end cooling fan. In related technologies, the air intake grille and front-end cooling fan can only be passively controlled according to the requests of the air conditioning and cooling systems. This approach fails to comprehensively optimize the energy consumption benefits of the active air intake grille in conjunction with the energy consumption of the fan and air conditioning compressor to accurately control the opening and closing angle of the air intake grille and the duty cycle of the front-end cooling fan. Consequently, the energy consumption benefits are minimal, reducing the vehicle's range economy, and this issue urgently needs to be addressed. Summary of the Invention

[0004] This invention provides an active air intake grille and front cooling fan control method and system to solve the technical problems existing in the prior art, such as the air intake grille and fan being passively controlled according to the requests of the air conditioning system and cooling system, resulting in unreasonable air intake volume, significant impact on the energy consumption of the whole vehicle, and poor vehicle range economy.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] An active air intake grille and front-end cooling fan control method includes the following steps:

[0007] Under different ambient temperatures and vehicle speeds, the vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front of the fan were collected under different combinations of grille opening and fan duty cycle control. Table 1 shows the relationship between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front of the fan.

[0008] Based on the air pressure difference values ​​before and after the fan corresponding to different ambient temperatures and different fan duty cycles in Table 1, the corresponding fan energy consumption values ​​are calculated. The relationship table is composed of ambient temperature, fan duty cycle, air pressure difference values ​​before and after the fan, and fan energy consumption values.

[0009] Based on Table 1, the compressor energy consumption of the air conditioning system under different ambient temperatures, different air conditioning system pressures, and different compressor speeds is calculated using the radiator airflow value at the front end of the fan. Table 3 synthesizes the relationship between ambient temperature, radiator airflow, air conditioning system pressure, compressor speed, and compressor energy consumption.

[0010] Based on the principle of optimal vehicle energy consumption, the optimal grille opening and fan duty cycle control combination is matched according to the relationship tables 1, 2 and 3 for different vehicle speeds, ambient temperatures, air conditioning system pressure values, compressor speeds and optimal grille opening and fan duty cycle. The relationship table 4 is synthesized based on the vehicle drag coefficient value in relationship table 1, the fan energy consumption value in relationship table 2, the compressor energy consumption value in relationship table 3 and the one-dimensional simulation model of the vehicle system energy consumption to obtain the optimal grille opening and fan duty cycle control combination based on the optimal vehicle energy consumption.

[0011] Based on Relationship Tables 1, 2, and 3, the fan energy consumption and compressor energy consumption values ​​under different ambient temperatures, vehicle speeds, air conditioning system pressure values, and compressor speeds are retrieved respectively. By collecting real-time vehicle data such as ambient temperature, vehicle speed, air conditioning system pressure value, and compressor speed, and based on the principle of optimal energy consumption, Relationship Table 4 is queried to retrieve the optimal grille opening and optimal fan duty cycle.

[0012] The relationships between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front of the fan in Table 1 were obtained through three-dimensional simulation of vehicle dynamics.

[0013] The relationships between ambient temperature, fan duty cycle, air pressure difference before and after the fan, and fan energy consumption in Table 2 were obtained through fan bench tests and further calculated based on the experimental data.

[0014] The data relationships between ambient temperature, radiator airflow, air conditioning system pressure, compressor speed and compressor energy consumption in Table 3 were obtained through one-dimensional simulation of the thermal management system or system bench test, and the corresponding compressor energy consumption values ​​were obtained after further calculation of the data.

[0015] The air conditioning system pressure values ​​in Table 3 are divided into low-pressure and high-pressure values. When the air conditioner is in cooling mode, the low-pressure value is retrieved; when the air conditioner is in heat pump mode, the high-pressure value is retrieved. When the air conditioner is in cooling mode, the corresponding compressor energy consumption value is retrieved based on the low-pressure value; when the air conditioner is in heat pump mode, the compressor energy consumption value is retrieved based on the high-pressure value.

[0016] The grille opening includes fully closed, low, high and fully open. Fully closed is 0%, low is 30%, high is 60% and fully open is 90%. Different grille openings correspond to different fan duty cycles.

[0017] The fan duty cycle includes 0%, low duty cycle 20%, medium duty cycle 40%, medium-high duty cycle 70%, and high duty cycle 95%. When the grille opening is fully open, the fan can control the duty cycle at 0%, 20%, 40%, 70%, and 95%. When the grille opening is at other settings, the fan duty cycle is controlled at 0%.

[0018] An active air intake grille and front cooling fan control system,

[0019] It includes a data acquisition module, a data processing module, and an optimization module;

[0020] The data acquisition module is used to collect the vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front end of the fan under different ambient temperatures and vehicle speeds. Table 1 shows the relationship between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front end of the fan.

[0021] The data processing module is used to calculate the corresponding fan energy consumption value based on the air pressure difference value before and after the fan and the vehicle drag coefficient corresponding to different fan duty cycles in Relationship Table 1. The ambient temperature, fan duty cycle, air pressure difference value before and after the fan and fan energy consumption value are combined into Relationship Table 2. Based on Relationship Table 1, the compressor energy consumption value of the air conditioning system is calculated based on the radiator airflow value at the front end of the fan under different ambient temperatures, different air conditioning system pressure values ​​and different compressor speeds. The ambient temperature, radiator airflow value, air conditioning system pressure value, compressor speed and compressor energy consumption value are combined into Relationship Table 3.

[0022] The optimization module is used to collect real-time vehicle data, including ambient temperature, vehicle speed, air conditioning system pressure, and compressor speed, as well as energy efficiency optimization principles. It then queries relationship table 4 to retrieve the optimal grille opening and optimal fan duty cycle.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] This invention discloses an active air intake grille and front-end cooling fan control method and system. It comprehensively considers the vehicle's drag coefficient, fan energy consumption, and compressor energy consumption to precisely match the optimal air intake grille opening and fan duty cycle under different operating conditions. When the air conditioning is on, it can obtain the optimal combination from relationship table 4 based on real-time collected data such as ambient temperature, vehicle speed, air conditioning system pressure, and compressor speed. This avoids unnecessary air intake and heat dissipation, reduces energy waste from the fan and compressor, and thus improves the vehicle's driving range. Compared to traditional passive control methods, it no longer controls based solely on simple requests from the air conditioning and cooling systems, but rather from the perspective of optimal energy consumption, achieving more refined energy management and reducing the overall vehicle energy consumption level.

[0025] Furthermore, an active air intake grille and front-end cooling fan control system includes a self-test module that comprehensively checks key components and sensors within the system, enabling timely detection of potential faults and output of test data. When abnormalities occur in the electric drive water temperature sensor, compressor speed signal, or air conditioning sensor, corresponding measures can be quickly taken to control the maximum opening of the active air intake grille, preventing more serious problems from arising due to the continued operation of faulty components, thus improving the system's reliability and stability.

[0026] Furthermore, the integration of the control module and drive module in the active grille shutter and front cooling fan control system allows the control module to analyze and process precise real-time data from the vehicle, outputting corresponding control signals. The drive module can accurately execute the control signals. Together, the control module and drive module ensure the stable operation of the entire control system, reducing the risk of system failures caused by improper control.

[0027] Furthermore, by constructing relation tables 1-4, the parameter relationships of the automotive air conditioning system under various operating conditions are covered, enabling the system to adapt to changes in ambient temperature, vehicle speed, and different air conditioning operating conditions. Whether in high or low temperature environments or at different driving speeds, the system can quickly find a suitable control strategy based on the preset relation tables, demonstrating strong flexibility and adaptability, and meeting the complex and ever-changing operational needs of new energy vehicles. Attached Figure Description

[0028] Figure 1 Indication of active air intake grille and fan duty cycle control for air conditioning;

[0029] Figure 2 This indicates the intention behind the active air intake grille and fan duty cycle control during air conditioning cooling mode.

[0030] Figure 3 : Indication of active air intake grille and fan duty cycle control under air conditioning heat pump operation;

[0031] Figure 4Schematic diagram of the air conditioning active air intake grille and front cooling fan control system;

[0032] Figure 5 Flowchart of the control process for the active air intake grille and front-end cooling fan of the air conditioner. Detailed Implementation

[0033] To further understand the content of this invention, the invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments are merely illustrative and not limiting of the invention.

[0034] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0035] like Figure 1 The table shown is a schematic diagram of the control method for the active air intake grille and front-end cooling fan of the present invention. Under different ambient temperatures and vehicle speeds, the vehicle's drag coefficient, airflow pressure difference before and after the fan, air conditioning system pressure, and airflow through the radiator at the front of the fan are collected under different combinations of grille opening and fan duty cycle control. Table 1 shows the relationship between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, airflow pressure difference before and after the fan, and airflow through the radiator at the front of the fan. Based on the airflow pressure difference before and after the fan corresponding to different ambient temperatures and fan duty cycles in Table 1, the corresponding fan energy consumption is calculated. Table 2 shows the relationship between ambient temperature, fan duty cycle, airflow pressure difference before and after the fan, and fan energy consumption. Table 1 shows the relationship between airflow pressure difference before and after the fan and the airflow through the radiator at the front of the fan. The radiator airflow value at the front end of the fan is calculated as the compressor energy consumption value of the air conditioning system under different ambient temperatures, different air conditioning system pressure values, and different compressor speeds. Table 3 shows the composite relationship between ambient temperature, radiator airflow, air conditioning system pressure value, compressor speed, and compressor energy consumption value. Based on the principle of optimal vehicle energy consumption, the optimal grille opening and fan duty cycle control combination is matched according to the relationship tables 1, 2, and 3 for different vehicle speeds, ambient temperatures, air conditioning system pressure values, compressor speeds, and optimal grille opening and fan duty cycle. Table 4 shows the composite relationship between vehicle speed, ambient temperature, air conditioning system pressure value, compressor speed, and optimal grille opening and fan duty cycle. Based on the vehicle drag coefficient value in relationship table 1, the fan energy consumption value in relationship table 2, the compressor energy consumption value in relationship table 3, and the one-dimensional simulation model of the vehicle system's energy consumption, the optimal grille opening and fan duty cycle control combination is obtained based on the optimal vehicle energy consumption.

[0036] Based on Relationship Tables 1, 2, and 3, the fan energy consumption and compressor energy consumption values ​​under different ambient temperatures, vehicle speeds, air conditioning system pressure values, and compressor speeds are retrieved respectively. By collecting real-time vehicle data such as ambient temperature, vehicle speed, air conditioning system pressure value, and compressor speed, and based on the principle of optimal energy consumption, Relationship Table 4 is queried to retrieve the optimal grille opening and optimal fan duty cycle.

[0037] This embodiment provides a method for controlling an active air intake grille and a front-end cooling fan, the specific implementation steps of which are as follows:

[0038] like Figure 2 As shown in the figure, under different ambient temperatures and vehicle speeds, the vehicle's actual condition was simulated in a virtual wind tunnel using three-dimensional simulation. The data collected included the vehicle's drag coefficient, the air pressure difference before and after the fan, and the airflow through the radiator at the front of the fan, under different combinations of grille opening and fan duty cycle control. Table 5 shows the composite relationship between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front of the fan. Grille opening included fully closed positions. The system includes three speed settings: low, high, and fully open. The fully closed setting is 0%, the low setting is 30%, the high setting is 60%, and the fully open setting is 90%. Fan duty cycles include 0%, low 20%, medium 40%, medium-high 70%, and high 95%. Different grille openings correspond to different fan duty cycles. When the grille is fully open, the fan duty cycle can be controlled at 0%, 20%, 40%, 70%, and 95%. When the grille opening is at other settings, the fan duty cycle is controlled at 0%. Based on the airflow pressure difference values ​​before and after the fan corresponding to different ambient temperatures and fan duty cycles in Table 5, and by conducting individual tests on the fan in the automotive air conditioning system, the corresponding fan energy consumption values ​​are calculated. A composite relationship table is shown in Table 6, which combines ambient temperature, fan duty cycle, airflow pressure difference before and after the fan, and fan energy consumption values. Through one-dimensional simulation of the air conditioning thermal management system, data such as automotive ambient temperature, radiator airflow, compressor speed, and compressor energy consumption values ​​under different air conditioning system pressure values ​​are obtained. When the air conditioning system is in cooling mode, the air conditioning system pressure value is the low-pressure value. Based on table 5, the compressor energy consumption is calculated using the radiator airflow value at the front end of the fan under different ambient temperatures, compressor speeds, and low-pressure values. Ambient temperature, radiator airflow, compressor speed, low-pressure value, and compressor energy consumption are combined in table 7. Based on tables 5, 6, and 7, the optimal grille opening and optimal fan duty cycle are found for different ambient temperatures, vehicle speeds, low-pressure values, and compressor speeds when the air conditioning system is in cooling mode. A combined relationship table is then created in table 8. Figure 3As shown in Table 9, when the air conditioning system is in heat pump mode, the air conditioning system pressure value is the high pressure value of the air conditioning system. The relationship between ambient temperature, radiator air volume, air conditioning system high pressure value, compressor speed, and compressor energy consumption is synthesized in Table 5. Based on Tables 5, 6, and 9, the optimal grille opening and optimal fan duty cycle under different ambient temperatures, different vehicle speeds, different air conditioning system high pressure values, and different compressor speeds are retrieved when the air conditioning system is in heat pump mode. The relationship between different ambient temperatures, different vehicle speeds, different compressor speeds, air conditioning system high pressure values, optimal grille opening, and optimal fan duty cycle is synthesized in Table 10.

[0039] like Figure 5 As shown, the control flowchart of the present invention is as follows:

[0040] Step S1: Power on the active grille shutter and front fan.

[0041] Step S2: System self-check, then execute steps S3, S4, S5, and S6;

[0042] Step S3: If the active air intake grille is detected to be normal, proceed to step S7.

[0043] Step S4: The front-end fan is detected to be working properly; proceed to step S7.

[0044] Step S5: If the electric drive water temperature sensor is detected to be normal, proceed to step S7.

[0045] Step S6: If the vehicle speed is detected to be greater than 40 km / h, proceed to step S7.

[0046] Step S7: Determine whether all of steps S3 to S6 are true. If all are true, proceed to step 8; otherwise, proceed to step S18.

[0047] Step S8: Determine whether the electric drive water temperature is above the limit. If it is above the limit, proceed to step 9; otherwise, proceed to step S18.

[0048] Step S9: System self-check, then proceed to steps S10, S11, and S12;

[0049] Step S10: If the ambient temperature sensor is detected to be normal, proceed to step S13.

[0050] Step S11: If the compressor speed signal is detected to be normal, proceed to step S13.

[0051] Step S12: If the high-pressure and low-pressure sensors of the air conditioner are detected to be normal, proceed to step S13.

[0052] Step S13: Determine whether all of steps S10 to S12 are true. If they are true, proceed to step 14; otherwise, proceed to step S15.

[0053] Step S14: Determine whether the air conditioner is turned on. If the air conditioner is turned on, proceed to steps 16 and 17; otherwise, proceed to step S15.

[0054] Step S15: Close the active air intake grille and front fan, then proceed to step S8;

[0055] Step S16: If the air conditioner is in cooling mode, query relation table 4 to obtain the optimal combination of grille opening and fan duty cycle control.

[0056] Step S17: If the air conditioner is operating in heat pump mode, query relation table 6 to obtain the optimal combination of grille opening and fan duty cycle control.

[0057] Step S18: Control the active air intake grille opening and the front fan duty cycle according to the optimal grille opening and fan duty cycle control combination value.

[0058] Based on such Figure 5 The control flow in the middle, and according to Figure 4 The control system in the vehicle employs a series of detection and judgment processes to query the optimal control combination based on a relationship table under different operating conditions. This enables precise control of the opening of the car's air intake grille and the fan duty cycle, thereby optimizing energy consumption and vehicle performance. The control process includes the following steps:

[0059] First, the power supply module powers on the active air intake grille and front fan of the vehicle's air conditioning system, providing initial power to the control system of the active air intake grille and front fan, thus completing the initialization of the air conditioning system.

[0060] The self-test module performs a self-test on the air conditioning system, confirming that the active air intake grille, front fan, and electric drive coolant temperature sensor are functioning normally, and monitoring the vehicle speed to be greater than 40 km / h. If the self-test module determines that any of these components is malfunctioning or the vehicle speed is below 40 km / h, it generates an anomaly data message and outputs it to the control module. The control module receives the data, analyzes and processes it, and outputs a control signal to the drive module. The drive module then adjusts the opening of the active air intake grille to its maximum based on the control signal. If the self-test module determines that all components are functioning normally and the vehicle speed is greater than 40 km / h, it further checks whether the electric drive coolant temperature is overheating. If the temperature exceeds the limit, the self-test module generates electric drive water temperature detection data and sends it to the control module. After receiving the data, the control module analyzes and processes it and outputs a control signal to the drive module. The drive module then adjusts the opening of the active air intake grille in the air conditioning system to its maximum opening based on the control signal. If the self-test module detects that the electric drive water temperature is not exceeding the limit, it further checks whether the ambient temperature sensor, compressor speed signal, and air conditioning high-pressure and low-pressure sensors in the air conditioning system are normal. If the self-test module detects an abnormality in one or more of these sensors, the control module generates an active control signal based on the detection results output by the self-test module. The drive module receives the control signal and controls the active air intake grille and front-end fan to close, i.e., the active grille opening is adjusted to 0% and the fan duty cycle is 0%. If the self-test module detects that the ambient temperature sensor, compressor speed signal, and air conditioning high-pressure and low-pressure sensors are all normal, the self-test module further checks whether the air conditioning is on. If the air conditioning is off, the control module generates an active control signal based on the detection results output by the self-test module. The drive module receives the control signal and controls the active air intake grille and front fan to close accordingly. If the self-test module detects that the air conditioning is on, it checks whether the air conditioning is operating in cooling or heat pump mode. If it is in cooling mode, the self-test module outputs cooling detection data to the control module. The control module receives real-time monitoring data of vehicle speed, ambient temperature, and compressor speed from the data monitoring module. Based on the real-time monitoring data and the cooling detection data output by the self-test module, the control module queries table 8 to obtain the optimal grille opening and fan duty cycle corresponding to the current vehicle speed, current ambient temperature, current air conditioning system low-pressure value, and current compressor speed when the air conditioning is in cooling mode. After analyzing and processing the query results, the control module outputs the optimal control signal to the drive module. The drive module adjusts the active grille opening and fan duty cycle according to the optimal control signal.If the air conditioner is in heat pump mode, the self-test module outputs heat pump detection data to the control module. The control module receives real-time monitoring data of vehicle speed, ambient temperature, and compressor speed output by the data monitoring module. Based on the real-time monitoring data and the heat pump detection data output by the self-test module, the control module queries table 10 to obtain the optimal grille opening and fan duty cycle corresponding to the current vehicle speed, current ambient temperature, current air conditioning system high pressure value, and current compressor speed when the vehicle is in air conditioning heat pump mode. After analyzing and processing the query results, the control module outputs the optimal control signal to the drive module. The drive module adjusts the vehicle's active grille opening and fan duty cycle according to the optimal control signal.

[0061] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can be appropriately combined to form other embodiments that can be understood by those skilled in the art. The above content is only for illustrating the technical concept of the present invention and should not be construed as limiting the scope of protection of the present invention. Any modifications made based on the technical concept proposed in this invention shall fall within the scope of protection of the claims of this invention.

Claims

1. A method for controlling an active air intake grille and a front-end cooling fan, characterized in that, Including the following methods: Under different ambient temperatures and vehicle speeds, the vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front of the fan were collected under different combinations of grille opening and fan duty cycle control. Table 1 shows the relationship between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front of the fan. Based on the air pressure difference values ​​before and after the fan corresponding to different ambient temperatures and different fan duty cycles in Table 1, the corresponding fan energy consumption values ​​are calculated. The relationship table is composed of ambient temperature, fan duty cycle, air pressure difference values ​​before and after the fan, and fan energy consumption values. Based on Table 1, the compressor energy consumption of the air conditioning system under different ambient temperatures, compressor speeds, and air conditioning system pressures is calculated using the radiator airflow value at the front end of the fan. Table 3 shows the combined relationship between ambient temperature, radiator airflow value, air conditioning system pressure value, compressor speed, and compressor energy consumption value. Based on the principle of optimal vehicle energy consumption, the optimal grille opening and fan duty cycle control combination is matched according to the relationship tables 1, 2 and 3 for different vehicle speeds, ambient temperatures, air conditioning system pressure values, and compressor speeds. The optimal grille opening and fan duty cycle are synthesized into a relationship table 4. Based on the vehicle drag coefficient value in relationship table 1, the fan energy consumption value in relationship table 2, the compressor energy consumption value in relationship table 3, and the one-dimensional simulation model of the vehicle energy consumption system, the optimal grille opening and fan duty cycle control combination is obtained based on the optimal vehicle energy consumption.

2. The method for controlling an active air intake grille and a front-end cooling fan according to claim 1, characterized in that, Based on the above control method, according to Relationship Table 1, Relationship Table 2 and Relationship Table 3, the fan energy consumption and compressor energy consumption under different ambient temperatures, different vehicle speeds, different air conditioning system pressure values ​​and different compressor speeds are retrieved respectively. By collecting real-time vehicle data such as real-time ambient temperature, real-time vehicle speed, real-time air conditioning system pressure value and real-time compressor speed, and based on the principle of optimal vehicle energy consumption, Relationship Table 4 is queried to retrieve the optimal grille opening and optimal fan duty cycle.

3. The method for controlling an active air intake grille and a front-end cooling fan according to claim 1, characterized in that, The relationships between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front of the fan in Table 1 were obtained through three-dimensional simulation of vehicle dynamics.

4. The method for controlling an active air intake grille and a front-end cooling fan according to claim 1, characterized in that, The correspondence between the fan duty cycle, the air pressure difference before and after the fan, and the fan energy consumption value in Table 2 was obtained through fan bench tests, and the relationship between the fan duty cycle, the air pressure difference before and after the fan, and the fan energy consumption value was further calculated based on the experimental data.

5. The method for controlling an active air intake grille and a front-end cooling fan according to claim 1, characterized in that, The data relationships between ambient temperature, radiator airflow, air conditioning system pressure, compressor speed and compressor energy consumption in Table 3 are obtained through one-dimensional simulation of the thermal management system or system bench, and the corresponding compressor energy consumption values ​​are obtained by further calculation of the data.

6. The method for controlling an active air intake grille and a front-end cooling fan according to claim 5, characterized in that, The air conditioning system pressure values ​​in the relationship table 3 are divided into low-pressure values ​​and high-pressure values. When the air conditioner is in cooling mode, the low-pressure value is queried; when the air conditioner is in heat pump mode, the high-pressure value is queried.

7. The method for controlling an active air intake grille and a front-end cooling fan according to claim 6, characterized in that, When the air conditioner is in cooling mode, the compressor energy consumption value is retrieved based on the low pressure value of the air conditioning system; when the air conditioner is in heat pump mode, the compressor energy consumption value is retrieved based on the high pressure value of the air conditioning system.

8. The method for controlling an active air intake grille and a front-end cooling fan according to claim 1, characterized in that, The grille opening includes fully closed, low, high and fully open. Fully closed is 0%, low is 30%, high is 60% and fully open is 90%. Different grille openings correspond to different fan duty cycles.

9. The method for controlling an active air intake grille and a front-end cooling fan according to claim 8, characterized in that, The fan duty cycle includes 0%, low duty cycle 20%, medium duty cycle 40%, medium-high duty cycle 70%, and high duty cycle 95%. When the grille opening is fully open, the fan can control the duty cycle to be 0%, 20%, 40%, 70%, or 95%. When the grille opening is at other settings, the fan duty cycle is controlled to be 0%.

10. An active air intake grille and front cooling fan control system, based on the active air intake grille and front cooling fan control method according to any one of claims 1 to 9, characterized in that, It includes a data acquisition module, a data processing module, and an optimization module; The data acquisition module is used to collect the vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front end of the fan under different ambient temperatures and vehicle speeds. Table 1 shows the relationship between ambient temperature, vehicle speed, grille opening, fan duty cycle, vehicle drag coefficient, air pressure difference before and after the fan, and airflow through the radiator at the front end of the fan. The data processing module is used to calculate the corresponding fan energy consumption value based on the air pressure difference value before and after the fan and the vehicle drag coefficient corresponding to different fan duty cycles in Relationship Table 1. The ambient temperature, fan duty cycle, air pressure difference value before and after the fan and fan energy consumption value are combined into Relationship Table 2. Based on Relationship Table 1, the compressor energy consumption value of the air conditioning system is calculated based on the radiator airflow value at the front end of the fan under different ambient temperatures, different air conditioning system pressure values ​​and different compressor speeds. The ambient temperature, radiator airflow value, air conditioning system pressure value, compressor speed and compressor energy consumption value are combined into Relationship Table 3. The optimization module is used to collect real-time vehicle data, including ambient temperature, vehicle speed, air conditioning system pressure, and compressor speed, as well as energy efficiency optimization principles. It then queries relationship table 4 to retrieve the optimal grille opening and optimal fan duty cycle.

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