Heat dissipation adjusting method of vehicle, cooling system and vehicle

Abstract

The invention relates to a heat dissipation adjusting method of a vehicle, a cooling system and the vehicle, and the heat dissipation adjusting method comprises the steps that the actual cooling liquid temperature of a cooling assembly in the vehicle is obtained, and the expected cooling liquid temperature of the cooling assembly is obtained; according to the actual cooling liquid temperature and the expected cooling liquid temperature, heat demand information for a radiator in the cooling assembly is calculated, and based on the heat demand information, the target cooling liquid flow speed of the cooling assembly is calculated; calculating a target rotating speed of a water pump in the cooling assembly based on the target cooling liquid flow velocity; and when it is detected that the working temperature of the engine of the vehicle reaches a preset temperature threshold value, a thermostat in the cooling assembly is controlled to be in a starting state, and cooling liquid is controlled to conduct heat dissipation treatment on the engine based on the water pump at the target rotating speed and the thermostat in the starting state. According to the invention, the problem of low reliability of heat dissipation adjustment of the vehicle is solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and in particular to a vehicle heat dissipation adjustment method, a cooling system and a vehicle. Background Art

[0002] A hybrid vehicle is a new type of vehicle that combines a traditional fuel engine with an electric drive system. Its electric drive system and power transmission are one of its core technologies. The energy-saving and low-emission features of hybrid vehicles have attracted great attention in the automotive industry and have become a focus of vehicle research and development.

[0003] However, in the prior art, when the temperature of a hybrid vehicle is high, the thermal management system of the vehicle may malfunction, thereby triggering a power-limiting state of the vehicle, affecting the vehicle's dynamic performance and driving comfort.

[0004] Currently, no effective solution has been proposed for the problem of low reliability of heat dissipation regulation of vehicles in related technologies. Summary of the invention

[0005] The embodiments of the present application provide a heat dissipation adjustment method, a cooling system and a vehicle for a vehicle, so as to at least solve the problem of low reliability of heat dissipation adjustment of a vehicle in the related art.

[0006] In a first aspect, an embodiment of the present application provides a method for adjusting heat dissipation of a vehicle, the method comprising:

[0007] obtaining an actual coolant temperature of a cooling assembly in the vehicle, and obtaining a desired coolant temperature of the cooling assembly;

[0008] Calculating heat demand information for a radiator in the cooling assembly according to the actual coolant temperature and the expected coolant temperature, and calculating a target coolant flow rate of the cooling assembly based on the heat demand information;

[0009] Calculating a target rotation speed of a water pump in the cooling assembly based on the target coolant flow rate;

[0010] When it is detected that the engine operating temperature of the vehicle reaches a preset temperature threshold, the thermostat in the cooling assembly is controlled to be in an open state, and based on the water pump being at the target speed and the thermostat being in the open state, the coolant is controlled to perform heat dissipation treatment on the engine.

[0011] In some embodiments, controlling a thermostat in the cooling assembly to be in an open state includes:

[0012] calculating a first control duty ratio of the thermostat according to the transferred heat of the coolant;

[0013] Calculating a thermostat coolant temperature; the thermostat coolant temperature is the temperature of the coolant flowing through the thermostat;

[0014] calculating a wax element temperature in the thermostat based on the thermostat coolant temperature;

[0015] Based on the wax element temperature, a control valve lift of the thermostat is calculated, and according to the first control duty cycle and the control valve lift, the thermostat is controlled to be in the open state.

[0016] In some embodiments, controlling the thermostat to be in the open state according to the first control duty cycle and the control valve lift includes:

[0017] Acquiring an actual system voltage value and a standard system voltage value of the vehicle under standard operating conditions;

[0018] Based on the actual system voltage value and the standard system voltage value, the first control duty cycle is corrected to obtain a second control duty cycle;

[0019] The thermostat is controlled to be in the open state according to the second control duty ratio and the control valve lift.

[0020] In some embodiments, the step of calculating the control valve lift of the thermostat based on the temperature of the wax element includes:

[0021] Calculating the hysteresis temperature of the wax element during the temperature change process based on the temperature of the wax element;

[0022] The control valve lift is calculated according to the hysteresis temperature.

[0023] In some embodiments, the calculating the heat demand information for the radiator in the cooling assembly according to the actual coolant temperature and the expected coolant temperature includes:

[0024] Calculating a proportional-integral-derivative (PID) control amount according to the actual coolant temperature and the desired coolant temperature;

[0025] Based on the actual coolant temperature, a virtual temperature is calculated using a preset heat conduction model, and a feedforward value is calculated based on the virtual temperature;

[0026] The heat demand information is calculated according to the PID control amount and the feedforward value.

[0027] In some embodiments, the calculating the virtual temperature based on the actual coolant temperature using a preset heat conduction model includes:

[0028] Get the actual engine temperature and the virtual temperature at the previous moment;

[0029] Detect whether the actual engine temperature and the virtual temperature at the previous moment are less than a preset lower limit, or the engine is in a shutdown state and the virtual temperature at the previous moment is less than the lower limit; if so, obtain the corrected coolant temperature, and calculate the current virtual temperature based on the corrected coolant temperature; otherwise, calculate the current virtual temperature based on the actual coolant temperature using the heat conduction model.

[0030] In some embodiments, calculating the heat demand information according to the PID control amount and the feedforward value includes:

[0031] Calculate the heat dissipation;

[0032] Obtaining a preset secondary filter; filtering the heat dissipation heat by using the secondary filter to obtain filtered heat;

[0033] The filtered heat is adjusted according to the PID control amount and the feedforward value, and the heat demand information is calculated.

[0034] In some embodiments, the step of calculating a target rotation speed of a water pump in the cooling assembly based on the target coolant flow rate includes:

[0035] Calculating a first water pump speed according to the target coolant flow rate;

[0036] The obtained preset atmospheric flow rate table is retrieved and processed to obtain the second water pump speed;

[0037] Retrieving and processing the obtained preset coolant flow rate requirement table to obtain the third water pump speed;

[0038] The first water pump speed, the second water pump speed, and the third water pump speed are compared to determine the target speed.

[0039] In some embodiments, comparing the first water pump speed, the second water pump speed, and the third water pump speed to determine the target speed includes:

[0040] comparing the first water pump speed, the second water pump speed and the third water pump speed to determine an initial speed;

[0041] Obtain the atmospheric temperature, vehicle immersion time and engine oil temperature, and based on the atmospheric temperature, the vehicle immersion time and the engine oil temperature, determine whether to calculate the required water pump speed of the heater in the vehicle; if so, calculate the target speed based on the required water pump speed and the initial speed; otherwise, determine the target speed based on the initial speed.

[0042] In some embodiments, comparing the first water pump speed, the second water pump speed, and the third water pump speed to determine the target speed includes:

[0043] Acquire engine coolant temperature; the engine coolant temperature is the temperature of the coolant flowing through the engine;

[0044] Detect whether the engine cooling temperature exceeds a preset thermostat leakage upper limit temperature value; if so, compare the first water pump speed and the third water pump speed to determine the target speed; otherwise, compare the water pump speed, the second water pump speed and the third water pump speed to determine the target speed.

[0045] In some embodiments, the controlling the coolant to perform heat dissipation treatment on the engine based on the water pump being at the target speed and the thermostat being in the open state includes:

[0046] Obtaining a preset heating, ventilation, and air conditioning (HVAC) valve opening condition; and determining an HVAC valve opening state in response to the HVAC valve opening condition;

[0047] Based on the HVAC valve opening state, the water pump at the target speed, and the thermostat at the opening state, coolant is controlled to perform heat dissipation processing on the engine.

[0048] In some embodiments, the controlling the coolant to perform heat dissipation treatment on the engine based on the water pump being at the target speed and the thermostat being in the open state includes:

[0049] Calculating a cooling pump heat of a cooling pump in the cooling assembly, and calculating a cooling pump coolant temperature based on the cooling pump heat; the cooling pump coolant temperature is a temperature of a coolant flowing through the cooling pump;

[0050] Calculating a third control duty ratio of the cooling pump according to the cooling pump heat and the cooling pump coolant temperature;

[0051] Based on the water pump at the target speed, the thermostat in the open state, and the cooling pump operating in response to the third control duty cycle, controlling the coolant to perform heat dissipation treatment on the engine; and / or,

[0052] obtaining an expected intercooler temperature and an actual intercooler temperature of an intercooler of the cooling assembly;

[0053] calculating a target gas flow rate through a spoiler of the vehicle based on the desired intercooler temperature and the actual intercooler temperature;

[0054] Based on the water pump at the target speed, the thermostat in the open state, and the intercooler responsive to the target gas flow rate, the coolant is controlled to perform heat dissipation processing on the engine.

[0055] In a second aspect, an embodiment of the present application provides a cooling system, the cooling system comprising a control unit and a cooling assembly;

[0056] The cooling assembly includes a coolant, a radiator, a thermostat and a water pump;

[0057] The control unit is connected to the cooling assembly and is used to execute the heat dissipation adjustment method for the vehicle as described in the first aspect above.

[0058] In a third aspect, an embodiment of the present application provides a vehicle, comprising an engine and a cooling system as described in the second aspect above.

[0059] Compared with the related art, the heat dissipation regulation method, cooling system and vehicle provided in the embodiments of the present application obtain the actual coolant temperature of the cooling component in the vehicle and the expected coolant temperature of the cooling component; calculate the heat demand information for the radiator in the cooling component according to the actual coolant temperature and the expected coolant temperature, and calculate the target coolant flow rate of the cooling component based on the heat demand information; calculate the target speed of the water pump in the cooling component based on the target coolant flow rate; when it is detected that the engine operating temperature of the vehicle reaches a preset temperature threshold, control the thermostat in the cooling component to be in an open state, and control the coolant to dissipate heat for the engine based on the water pump at the target speed and the thermostat in the open state.

[0060] Based on this, the states of the radiator, thermostat, water pump and other structures in the cooling assembly are dynamically adjusted according to the actual operating conditions of the vehicle and the preset expected conditions to ensure that the engine operates within a safe temperature range, thus realizing a closed-loop thermal management control method; and, by controlling the thermostat, the coolant is prevented from flowing into the radiator before the engine is preheated, thereby effectively protecting the engine's thermal energy, solving the problem of low reliability of the vehicle's heat dissipation regulation, and thereby improving the safety and reliability of vehicle operation.

[0061] Details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0063] Figure 1 It is a hardware structure block diagram of a terminal of a vehicle heat dissipation adjustment method according to an embodiment of the present application;

[0064] Figure 2 is a flow chart of a method for heat dissipation adjustment of a vehicle according to an embodiment of the present application;

[0065] Figure 3 is a schematic diagram of a secondary filter according to an embodiment of the present application;

[0066] Figure 4 It is a schematic diagram of a thermostat opening and closing process according to an embodiment of the present application. DETAILED DESCRIPTION

[0067] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application. In addition, it can also be understood that although the efforts made in this development process may be complex and lengthy, for ordinary technicians in the field related to the contents disclosed in the present application, some changes such as design, manufacturing or production based on the technical contents disclosed in the present application are only conventional technical means, and should not be understood as insufficient contents disclosed in the present application.

[0068] Reference to "embodiments" in this application 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 application. The appearance of the phrase in various locations 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 of ordinary skill in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0069] Unless otherwise defined, the technical terms or scientific terms involved in this application should be understood by people with ordinary skills in the technical field to which this application belongs. The words "one", "a", "a", "the" and the like involved in this application do not indicate a quantitative limitation, and may represent the singular or plural. The terms "include", "comprise", "have" and any of their variations involved in this application are intended to cover non-exclusive inclusions; for example, a process, method, system, product or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units that are not listed, or may also include other steps or units inherent to these processes, methods, products or devices. The words "connect", "connected", "coupled" and the like involved in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The "multiple" involved in this application refers to greater than or equal to two. "And / or" describes the association relationship of associated objects, indicating that there can be three relationships, for example, "A and / or B" can represent: A exists alone, A and B exist at the same time, and B exists alone. The terms "first", "second", "third" and the like involved in the present application are merely used to distinguish similar objects and do not represent a specific ordering of the objects.

[0070] The method embodiment provided in this embodiment can be executed in a terminal, a computer or a similar computing device. Taking running on a terminal as an example, Figure 1 FIG. 1 is a hardware structure block diagram of a terminal of a vehicle heat dissipation adjustment method according to an embodiment of the present application. Figure 1 As shown, the terminal may include one or more ( Figure 1 Only one is shown in the figure) a processor 102 (the processor 102 may include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA) and a memory 104 for storing data. Optionally, the terminal may also include a transmission device 106 and an input / output device 108 for communication functions. It can be understood by those skilled in the art that Figure 1 The structure shown is only for illustration and does not limit the structure of the above terminal. Figure 1 More or fewer components as shown, or with Figure 1 Different configurations shown.

[0071] The memory 104 can be used to store computer programs, for example, software programs and modules of application software, such as a computer program corresponding to a heat dissipation adjustment method for a vehicle in an embodiment of the present application. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, that is, to implement the above method. The memory 104 may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include a memory remotely arranged relative to the processor 102, and these remote memories may be connected to the terminal via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0072] The transmission device 106 is used to receive or send data via a network. The specific example of the above network may include a wireless network provided by a communication provider of the terminal. In one example, the transmission device 106 includes a network adapter (Network Interface Controller, referred to as NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device 106 can be a radio frequency (Radio Frequency, referred to as RF) module, which is used to communicate with the Internet wirelessly.

[0073] This embodiment provides a method for adjusting heat dissipation of a vehicle. Figure 2 is a flow chart of a method for heat dissipation adjustment of a vehicle according to an embodiment of the present application, such as Figure 2 As shown, the process includes the following steps:

[0074] Step S210, obtaining the actual coolant temperature of the cooling assembly in the vehicle, and obtaining the expected coolant temperature of the cooling assembly.

[0075] In this step, the actual coolant temperature of the coolant flowing through the engine of the cooling assembly in the vehicle is first detected, which reflects the current state of the engine. At the same time, an expected coolant temperature is also obtained; this temperature is an ideal value set by the vehicle manufacturer based on the operating efficiency and safety of the vehicle.

[0076] Specifically, the method for determining the expected temperature of the coolant flowing through the engine can be to select different expected values ​​according to different engine states; wherein, when the engine requires high-temperature coolant, select the expected value set to Te_HiClntSetp, and when the engine requires low-temperature coolant, select Te_LoClntSetp. Alternatively, determine whether the engine is in a shutdown state, and select different expected values ​​based on the state judgment structure. For the flag bit that the engine requires a lower coolant temperature, if any of the following conditions is met, the flag bit is set to 1, and the expected engine temperature is a lower temperature: the current vehicle is in sports mode; and / or, it is detected that the current state is a high load; and / or, it is detected that knock occurs; and / or. The oil temperature is too high; and / or, the atmospheric ambient temperature is too high; and / or, in new energy vehicles, the temperature of the integrated starter generator (ISG) is too high. In addition, when the state of the above-mentioned flag bit is changed, it must be delayed for a certain period of time, which is to prevent changes from being too frequent; the delay time can be set in advance in combination with actual application conditions or business needs.

[0077] Finally, a filtering operation is performed on the expected value of the output to prevent the expected value from changing too drastically. Of course, when the expected value changes in a trend of increasing or decreasing, different time constants can be selected to control the increasing or decreasing trend of the expected value.

[0078] Step S220, calculating heat demand information for the radiator in the cooling assembly according to the actual coolant temperature and the expected coolant temperature, and calculating a target coolant flow rate of the cooling assembly based on the heat demand information.

[0079] Based on the difference between the actual coolant temperature and the expected coolant temperature, the amount of heat transfer required for radiator cooling, i.e., the heat demand information, can be calculated. After obtaining the heat demand information, the vehicle thermal management system can intelligently coordinate and control components such as the radiator, electronic thermostat, and water pump to achieve the best thermal management effect.

[0080] Specifically, based on the above heat demand information, the coolant flow rate required to achieve the heat transfer amount, that is, the target coolant flow rate, can be further calculated; this flow rate ensures that the coolant can effectively carry the heat generated by the engine. Among them, it can be calculated by looking up the table of the heat required for the coolant to transfer one degree and the predicted gas flow on the radiator surface. For the accuracy of calibration, it can also be divided into two situations: high flow and low flow. In addition, in order to prevent local overheating of the coolant, it is necessary to limit the minimum flow rate; this minimum flow rate can be calculated by looking up the table of the heat required for cooling and the coolant temperature.

[0081] Step S230, calculating a target rotation speed of a water pump in the cooling assembly based on the target coolant flow rate.

[0082] The water pump can be an electronic water pump, a mechanical water pump, etc. The coolant flow rate is determined by the speed of the water pump. Therefore, after determining the target coolant flow rate, the system will calculate the water pump speed required to achieve this flow rate based on the flow characteristics of the water pump, that is, the target speed.

[0083] In addition, in order to optimize the heat dissipation effect, in the present embodiment, the required gas flow rate through the radiator can also be calculated. Specifically, if the engine in the vehicle is equipped with a mechanical water pump, the required gas flow rate can be calculated by looking up the table of the heat required to reduce the coolant temperature by one degree and the engine speed. This is because the conversion of heat is directly related to the gas flow rate, and the engine speed is proportional to the speed of the water pump. If the engine is equipped with an electronic water pump, the required gas flow rate is calculated by looking up the table of the heat required to reduce the coolant temperature by one degree and the predicted gas flow rate after the fan is turned off. In addition, when there is a demand for cooling and the vehicle speed is less than a certain calibrated value, the required gas flow rate must be minimized to ensure normal heat dissipation of the radiator.

[0084] Step S240, when it is detected that the engine operating temperature of the vehicle reaches a preset temperature threshold, the thermostat in the cooling assembly is controlled to be in an open state, and based on the water pump at the target speed and the thermostat in the open state, the coolant is controlled to dissipate heat from the engine.

[0085] Among them, the thermostat is a key component that controls the coolant circulation path. Its main function is to prevent the coolant from flowing into the radiator before the engine is preheated, which can effectively protect the heat energy of the engine. Once the operating temperature of the engine reaches a certain temperature threshold, the thermostat will open. By preheating the engine as quickly as possible, the wear of the engine can also be reduced. Among them, the temperature threshold is usually set according to the safe operating temperature of the engine. In other words, when the engine is cold started, the thermostat is usually in the closed state, allowing the coolant to circulate inside the engine for rapid heating; when the engine reaches the normal operating temperature, the thermostat opens, allowing the coolant to flow through the radiator for heat dissipation.

[0086] More specifically, after the thermostat is opened, the coolant circulates between the engine and the radiator at the target speed driven by the water pump; after the coolant absorbs heat inside the engine, it transfers the heat to the atmosphere through heat exchange when flowing through the radiator, thereby achieving heat dissipation. Through the above control logic, the engine cooling system can effectively manage the heat dissipation of the coolant, ensuring that the engine operates within the optimal operating temperature range, thereby improving its performance, reliability and durability.

[0087] In the heat dissipation adjustment method for the above-mentioned vehicle, the states of structures such as the radiator, thermostat, and water pump in the cooling assembly are dynamically adjusted according to the actual operating conditions of the vehicle and preset expected conditions to ensure that the engine operates within a safe temperature range, thereby realizing a closed-loop thermal management control method; and, by controlling the thermostat, the coolant is prevented from flowing into the radiator before the engine is preheated, thereby effectively protecting the engine heat energy, solving the problem of low reliability of the vehicle's heat dissipation adjustment, and thereby improving the safety and reliability of vehicle driving.

[0088] In some embodiments, the calculation of the heat demand information for the radiator in the cooling assembly according to the actual coolant temperature and the expected coolant temperature may further include the following steps:

[0089] The PID control amount is calculated according to the actual coolant temperature and the expected coolant temperature. Based on the actual coolant temperature, the virtual temperature is calculated using a preset heat conduction model, and the feedforward value is calculated based on the virtual temperature. The heat demand information is calculated according to the PID control amount and the feedforward value.

[0090] In this step, the heat transferred from the coolant in the radiator to the atmosphere is mainly calculated, and the required coolant flow rate through the radiator is calculated based on the heat required for the coolant to drop by one degree, which is then converted into the required water pump speed. The calculated expected coolant temperature is used as the input of the PID controller, and the PID controller is used to calculate the heat required for the coolant to drop by one degree.

[0091] Specifically, the temperature is controlled by a PID controller, the input of which is the deviation between the desired coolant temperature and the actual coolant temperature, and the output is the heat required to eliminate these deviations. In addition, in the controller, a sudden change in the control amount may cause system instability or produce excessive overshoot. In order to avoid this, a tracking function is added to the PID controller. For example, a gradual time constant or filter can be set to achieve smooth adjustment of the control amount. When the desired coolant temperature changes, the control amount does not jump to the new value immediately, but changes gradually at a certain rate to avoid sudden changes. Finally, the upper and lower limits of the integral are imposed; that is, when the integral value reaches the upper limit, further integration is stopped to prevent the control amount from being too large and causing system instability; similarly, when the integral value reaches the lower limit, further integration is also stopped to prevent the control amount from being too small and unable to effectively eliminate the deviation.

[0092] At the same time, the feedforward value of the coolant cooling is calculated during the process of the coolant temperature rising; that is, the heat that needs to be released to the atmosphere after the coolant passes through the radiator is mainly calculated. The feedforward value calculation process also includes a simple heating physics module, which is mainly based on the following heat conduction formula:

[0093] P×t=m×Cp ×ΔT

[0094] In the above formula, P is the change in heat, in Kw; t is the sampling period, in seconds; m is the mass of the coolant, in seconds; C p is the specific heat capacity of the coolant, in kJ / (kg×C); ΔT is the change in temperature, in °C. The base value is the actual coolant temperature measured by the temperature sensor. Based on the heat conduction formula and the virtual temperature (or initial temperature) of the last sampling cycle, the current virtual temperature is obtained. Among them, the virtual temperature is used to correct the heat transferred to the coolant, that is, the corrected heat for the feedforward control is obtained. When the cold engine is started, the virtual temperature is low and the engine does not need to be cooled, so the coefficient is 0.

[0095] Finally, the heat required to reduce the coolant temperature (i.e., heat demand information) is calculated from the heat of closed-loop control (i.e., PID control quantity) and the heat of corrected feedforward control (i.e., feedforward quantity). Of course, if the temperature sensor used to detect the coolant temperature fails, the cooling correction factor (Z_RecfigCoolFact) and the cooling transfer heat term (Z_RecfigCoolTerm) can be used to replace the correction factor of the feedforward control and the transfer heat calculated by the closed-loop control respectively; at this time, the closed-loop controller will be closed, and the feedforward control value will be used to protect the engine.

[0096] Through the above embodiments, closed-loop control of vehicle heat dissipation adjustment based on PID control quantity and feedforward value is realized, and feedback is combined with feedforward, thereby ensuring the precise adjustment of PID control and the predictive ability of feedforward control at the same time, which can effectively improve the accuracy and stability of system control.

[0097] In some embodiments, the above-mentioned calculation of the virtual temperature based on the actual coolant temperature by using a preset heat conduction model may also include the following steps:

[0098] Obtain the actual engine temperature and the virtual temperature at the previous moment; detect whether the actual engine temperature and the virtual temperature at the previous moment are less than the preset lower limit, or the engine is in a shutdown state and the virtual temperature at the previous moment is less than the lower limit; if so, obtain the corrected coolant temperature, and calculate the current virtual temperature based on the corrected coolant temperature; otherwise, calculate the current virtual temperature based on the actual coolant temperature using a heat conduction model.

[0099] Specifically, the virtual temperature at the previous moment refers to the virtual temperature of the previous sampling cycle. In this embodiment, it is detected whether the following two situations exist: Situation 1, the actual temperature of the engine is less than the lower limit value of the virtual temperature calculation (that is, the above-mentioned preset lower limit value), and the virtual temperature is less than the lower limit value; Situation 2, in the shutdown state, the virtual temperature is less than the lower limit value. Among them, the preset lower limit value can be a safety temperature threshold pre-set by the staff. When any of the above two situations is detected, the corrected engine coolant temperature is used instead of the temperature of the previous sampling cycle plus the temperature change value ΔT to calculate the current virtual temperature. On the contrary, the actual coolant temperature is still used as the base value, and the above-mentioned heat conduction formula is used to detect the temperature change and add the virtual temperature of the previous sampling cycle to obtain the current virtual temperature.

[0100] Through the above embodiment, it is detected whether there is a situation where the actual engine temperature is lower than the safety temperature threshold, and the corrected engine coolant temperature is used to calculate the current virtual temperature in response to this situation, thereby improving the accuracy of the virtual temperature calculation, and further improving the accuracy and safety of the heat dissipation regulation.

[0101] In some embodiments, the above-mentioned calculation of the virtual temperature based on the actual coolant temperature by using a preset heat conduction model may also include the following steps:

[0102] Calculate the heat dissipation; obtain a preset secondary filter; filter the heat dissipation heat using the secondary filter to obtain filtered heat; calculate the virtual temperature using a heat conduction model based on the filtered heat and the actual coolant temperature.

[0103] In this step, the total required heat dissipation heat is first calculated based on the rotational speed and torque table, that is, the above heat dissipation heat is obtained; or the total required heat dissipation heat is subtracted from the heat of HVAC to obtain the heat dissipation heat.

[0104] Next, the final heat dissipated by the coolant in the radiator is obtained through filtering. Specifically, the secondary filtering method can be used to adjust two filtering time constants and a correction coefficient to achieve a better filtering effect. For specific control logic, see Figure 3 ,like Figure 3 As shown, G 1 (S) is the first low-pass filter transfer function, G 2 (S) is the second low-pass filter transfer function, R(S) is the input transfer function, Y(S) is the output transfer function, and k is the filter adjustment system. The coefficient transfer function is:

[0105] Y(s)=G 2 (s)×{R(s)-[R(s)-G 1(s) × R (s)] × k}

[0106] After simplification, we can get:

[0107]

[0108] When k = 0, it simplifies to:

[0109]

[0110] At this time, the transfer function is a quadratic filter function.

[0111] When k=1, it simplifies to:

[0112]

[0113] At this time, the transfer function is a simple filter function.

[0114] After that, the PID control amount calculated based on the deviation between the current state of the system and the target state is used to adjust the control input of the system to achieve the target state, and the feedforward value obtained based on the prediction of the expected changes or disturbances in the future of the system is used to adjust the control input in advance to improve the response speed and accuracy of the system. The PID control amount and the feedforward value are combined to adjust the filtered heat to obtain the final heat demand information.

[0115] Through the above embodiment, the calculated heat dissipation heat is filtered, so that the filtered heat value is smoother and closer to the actual heat dissipation state of the system, thereby improving the accuracy of heat calculation.

[0116] In some embodiments, the above-mentioned control of the thermostat in the cooling assembly to be in an open state may also include the following steps:

[0117] According to the heat transferred by the coolant, the first control duty cycle of the thermostat is calculated; the coolant temperature of the thermostat is calculated; the coolant temperature of the thermostat is the temperature of the coolant flowing through the thermostat; based on the coolant temperature of the thermostat, the temperature of the wax element in the thermostat is calculated; based on the temperature of the wax element, the control valve lift of the thermostat is calculated, and according to the first control duty cycle and the control valve lift, the thermostat is controlled to be in an open state.

[0118] The thermostat contains a lift-opening valve to control the total amount of coolant entering the "large cycle". As the coolant temperature rises, the coolant enters the "large cycle", that is, the coolant is transported to the radiator through the thermostat for cooling; when the temperature drops, the lift of the valve opening will decrease, thereby reducing the coolant entering the "large cycle", and the cooling effect will also be appropriately reduced. In addition, for the stability of control, hysteresis control is also added to the logic to prevent system jitter.

[0119] Specifically, the control of the thermostat mainly includes the following parts: calculating the duty cycle of the thermostat control according to the heat transferred from the coolant to the wax; calculating the deviation between the coolant temperature output by the sensor and the coolant temperature in the thermostat, because the water temperature sensor is installed on the cylinder wall, which is different from the installation position of the thermostat; calculating the ratio of the coolant passing through the thermostat to the radiator; calculating the system voltage to correct the duty cycle of the thermostat control; filtering the duty cycle, and outputting the obtained duty cycle to the bottom layer to realize the control of the thermostat.

[0120] More specifically, the basic duty cycle of the thermostat control is calculated first. The duty cycle is mainly calculated by looking up the table of cooling heat (that is, the heat transferred by the coolant) and the atmospheric temperature. In addition, in the calculation process, since the vehicle speed has a great influence on the cooling effect of the radiator, the cooling heat can be corrected based on the vehicle speed, and then filtered as the input of the two-dimensional table. At the same time, the difference between the high coolant temperature and the low coolant temperature is considered, and the final basic duty cycle is obtained after the correction of the vehicle speed and the limitation of the thermostat. Among them, the temperature limit of the low coolant is Te_CoolSetpLow, and the temperature limit of the high coolant is Te_CoolSetpHigh. If the current coolant temperature is between the high temperature limit and the low temperature limit, the temperature is interpolated to calculate the corresponding basic duty cycle.

[0121] In addition, the thermostat coolant temperature is calculated. The thermostat coolant temperature is obtained by adding the coolant temperature itself to the temperature transmitted to the coolant by the thermostat. According to the heat conduction formula, the following formula can be obtained:

[0122]

[0123] In the above formula, ΔT is the deviation between the temperature value output by the sensor and the coolant temperature value in the thermostat, in °C; k is the temperature conversion coefficient, obtained by calibration calculation, in °C×L / (min×kW); P is the heat output during the liquid flow, in kW; v is the liquid flow rate, in L / min. Of course, the temperature change must be limited, and the upper and lower limits are the upper limit of the temperature change Te_DeltaTempMax and the lower limit of the temperature change Te_DeltaTempMin. This can prevent the temperature deviation from being too large when the coolant flows too slowly. In addition, you can also choose to directly calculate the temperature deviation by looking up the table based on the heat consumption and flow rate.

[0124] Next, the flow rate of the coolant in the thermostat to the radiator is calculated. The calculation process can be: first calculate the temperature of the wax element in the thermostat, then calculate the position of the thermostat valve opening based on this temperature, and finally calculate the flow rate by looking up the table. Alternatively, the flow rate can be determined by calibration, that is, directly using the temperature of the coolant in the thermostat and the duty cycle to look up the table and calculate, and then obtain the final flow rate after filtering.

[0125] The following is a detailed description of the calculation process of the temperature of the wax element in the thermostat. The temperature change of the wax in the thermostat mainly includes two parts, one is the heating of the thermostat, and the other is the heat transferred to the wax by the coolant.

[0126] The heat generated by the thermostat is mainly calculated based on the duty cycle. Assuming that a 0% duty cycle corresponds to a 0V voltage and a 100% duty cycle corresponds to a system voltage, the corresponding voltage value can be calculated based on the current first control duty cycle, and then the corresponding power can be calculated based on the following formula:

[0127]

[0128] In the above formula, P is the heating power; U is the system voltage, the unit is V; I is the heating current, which is an intermediate variable, the unit is An; R is the resistance of the thermostat, the unit is Ohm.

[0129] The power transmitted from the coolant in the thermostat to the wax is calculated based on the temperature deviation. The specific formula is as follows:

[0130] P trans =k×(T cool -T wax )

[0131] In the above formula, P trans It is the heat transfer from the coolant to the wax, in W; T co0l is the temperature of the coolant in the thermostat, in °C; T wax is the temperature of the wax in the thermostat; k is the heat conversion coefficient, the unit is W / ℃, which is related to the unit time, unit area and thermal conductivity.

[0132] Add the heating power of the thermostat and the power transmitted to the wax by the coolant in the thermostat to calculate the total heat conductivity change, and multiply the heat conductivity change by the sampling period to get the heat change. Then add the calculated value of the heat change to the original heat in the wax to get the heat contained in the current wax. Divide the calculated current heat by the heat to temperature conversion coefficient to get the current temperature of the wax; the specific formula for the conversion calculation process is as follows:

[0133]

[0134] In the above formula, T wax is the temperature of the wax in the thermostat, in °C; F wax is the heat contained in the wax, in J; k is the conversion coefficient from heat to temperature, in J / °C. In addition, the initial temperature of the wax is directly assigned by the coolant temperature in the thermostat.

[0135] After that, the lift of the control valve of the thermostat is calculated. The wax element is a heat-sensitive material, and its volume changes with temperature. In the thermostat, this change is used to control the degree of opening of the valve, that is, to control the valve lift, thereby adjusting the flow path and flow rate of the coolant. For example, a simple linear model can be: lift = k × (wax element temperature-starting temperature); where k is the proportional coefficient, which needs to be determined based on experimental data. Of course, the actual model may be more complicated. Finally, the opening time of the thermostat is determined according to the first control duty cycle, and the opening position of the thermostat is determined according to the calculated lift, thereby determining the opening state of the thermostat.

[0136] Through the above-mentioned embodiments, by intelligently controlling the opening state of the thermostat, precise adjustment and optimization of the engine thermal management are achieved, which not only improves the efficiency and reliability of the vehicle's heat dissipation adjustment, but also helps to save energy and reduce emissions and enhance user experience.

[0137] In some embodiments, the above-mentioned calculation of the control valve lift of the thermostat based on the temperature of the wax element may further include the following steps:

[0138] Based on the temperature of the wax element, the hysteresis temperature of the wax element during the temperature change process is calculated; according to the hysteresis temperature, the lift of the control valve is calculated.

[0139] In this step, the temperature hysteresis between the opening and closing of the thermostat is also taken into account. The temperature hysteresis time needs to be provided by the supplier or obtained by component testing. For specific correspondence, please refer to Figure 4 , the two curves in the figure represent the thermostat opening process and the thermostat closing process respectively; the part between the two curves is the hysteresis temperature.

[0140] The calculation process of the above rise specifically includes: first, checking the rising time of the wax temperature; when the wax temperature continues to rise for a time greater than the preset duration threshold, the wax temperature is considered to be rising continuously, and the flag B_RiseDetect used to mark the temperature change state of the wax element is set to 1. When the temperature of the wax element is detected to be rising continuously, the hysteresis temperature and freezing temperature of the wax temperature during the change process are calculated; the calculation of the freezing temperature is mainly divided into two cases, wax temperature rising freezing and wax temperature falling freezing.

[0141] See also Figure 4 The wax temperature rise process can be Figure 4 The first stage (phase1) marked in the figure indicates that when the temperature starts to drop, it enters the second stage (phase2). At this time, the rise of the thermostat will not decrease, but it will start to decrease after passing a hysteresis temperature. The freezing temperature of this process is the inflection point temperature from phase1 to phase2, and the hysteresis temperature at this moment can be calculated by looking up the freezing temperature table. Similarly, in the process of wax temperature dropping, it can be assumed that Figure 4 The third phase (phase3) marked in the figure. When the temperature starts to rise, it enters the fourth phase (phase4). At this time, the thermostat lift will not increase accordingly, and it will also start to rise after a hysteresis temperature. The freezing temperature of this process is the current wax temperature plus the hysteresis temperature. Of course, in the condition for judging whether to enter phase3, it is necessary to consider whether the current wax temperature is less than the freezing temperature of the previous sampling cycle minus the hysteresis temperature to avoid the process being in phase2.

[0142] After that, the lift position of the thermostat is calculated based on the hysteresis temperature and the current wax temperature. If the thermostat is frozen, the lift position remains unchanged. Finally, the position is filtered to prevent excessive changes; the time constant of the filter is tc_ThermPosFrz.

[0143] In addition, it can also detect whether the temperature control of the thermostat is in the freezing stage to prevent the engine from overcooling or overheating and improve the reliability and safety of the thermal management system. When the wax temperature is greater than the lower limit of the thermostat temperature, and the wax temperature is in the stage of rising and then falling or falling and then rising, the freezing mark position is 1. Figure 4 In addition, when the wax temperature is greater than the freezing temperature or the wax temperature is less than the freezing temperature minus the hysteresis temperature, the freezing flag is set to 0. Figure 4 Other areas except the closed loop formed by the four stages.

[0144] Through the above embodiment, the valve lift is controlled by calculating the hysteresis temperature of the wax element during the temperature change process, so that the valve responds more smoothly during the temperature change process, reduces the system fluctuation caused by the rapid temperature change, and can better adapt to the temperature changes under different working conditions, thereby enhancing the stability and reliability of the thermal management system.

[0145] In some embodiments, controlling the thermostat to be in an open state according to the first control duty ratio and the control valve lift may further include the following steps:

[0146] Acquire an actual system voltage value and a standard system voltage value when the vehicle is in a standard operating condition; based on the actual system voltage value and the standard system voltage value, correct a first control duty cycle to obtain a second control duty cycle; and control a thermostat to be in an open state according to the second control duty cycle and a control valve lift.

[0147] Among them, the calculation formula for calculating the compensation of the system voltage to the thermostat heating duty cycle is as follows:

[0148]

[0149] In the above formula, D′ is the corrected duty cycle (i.e., the second control duty cycle); D is the uncorrected duty cycle (i.e., the first control duty cycle); U act is the current actual voltage value (that is, the actual system voltage value mentioned above), in V; U nom It is the voltage value under standard conditions (that is, the standard system voltage value mentioned above), and the unit is V.

[0150] It should also be noted that after obtaining the above-mentioned corrected duty cycle, in order to ensure the smoothness of the data, the corrected duty cycle can also be filtered and corrected, as shown in the following formula:

[0151] D′=D+k×(D-Filt(D))

[0152] In the above formula, D′ is the corrected duty cycle; D is the uncorrected duty cycle; k is the correction coefficient; and Filt(D) is the filter function.

[0153] Finally, the opening time of the thermostat valve can be determined based on the duty cycle after filtering, and then the opening state of the thermostat can be determined in combination with the control valve lift.

[0154] Through the above-mentioned embodiment, the thermostat heating duty cycle is compensated and corrected by taking the system voltage into consideration, thereby improving the accuracy of thermostat control and further improving the accuracy of vehicle heat dissipation regulation.

[0155] In some embodiments, the calculation of the target rotation speed of the water pump in the cooling assembly based on the target coolant flow rate may further include the following steps:

[0156] According to the target coolant flow rate, the first water pump speed is calculated; the obtained preset atmospheric flow rate table is retrieved and processed to obtain the second water pump speed; the obtained preset coolant flow rate demand table is retrieved and processed to obtain the third water pump speed; the first water pump speed, the second water pump speed and the third water pump speed are compared to determine the target speed.

[0157] Specifically, the required water pump speed can be calculated by looking up the table according to the target coolant flow rate required by the radiator, that is, the first water pump speed mentioned above. The required water pump speed can also be calculated directly by looking up the table according to the torque and speed by changing the flag B_WtrPmpStSrc used to indicate the water pump state or control source. In addition, the heater must be monitored to calculate the required water pump speed, and the larger value of the two is the water pump speed required by the engine. Of course, the speed requirement for the water pump only occurs when the engine is in normal operation, remote start, and start-stop.

[0158] The required water pump speed is calculated by looking up the table according to the required atmospheric flow rate (i.e. the above-mentioned preset atmospheric flow rate table) to obtain the above-mentioned second water pump speed. However, in order to reduce unnecessary energy loss and avoid unattainable atmospheric flow rate requirements, it is necessary to limit the atmospheric flow rate. The limit value is calculated by looking up the table based on the engine temperature and speed.

[0159] In addition, it is necessary to look up the table to calculate the required water pump speed according to the flow rate requirement of the ISG for the coolant, that is, to obtain the third water pump speed mentioned above. Of course, it is also necessary to limit it according to the temperature and speed of the engine.

[0160] In order to achieve the flow rate requirement in each case, in this embodiment, the maximum value of the first water pump speed, the second water pump speed and the third water pump speed calculated above can be taken as the final required water pump speed, that is, the target speed. In addition, if the engine control module (ECM) is required to be in an activated state when the water pump is in the running state, the required water pump speed is obtained by assigning the speed calculated in the running state. If the engine speed is less than a certain set engine idle speed limit value n_EngIdleLim, the water pump speed is also limited to a certain set water pump speed limit value n_ECPSpdLim.

[0161] Through the above embodiments, the water pump speed is calculated in different ways, and the maximum value of each calculated water pump speed is taken as the target speed, so that the flow rate requirements in various situations can be taken into account, which is conducive to improving the accuracy of water pump control and expanding application scenarios.

[0162] In addition, in an optional embodiment, under the Afterrun condition, the required water pump speed (target speed) can be calculated by looking up the engine coolant temperature and the fan duty cycle table. The Afterrun condition generally refers to the operating state of the engine for a period of time after shutdown (or power off, oil off). The following four conditions must be met simultaneously to trigger the calculation mechanism: Condition 1, the battery pack is in the Afterrun state; Condition 2, the fan is in the on state; Condition 3, the engine shutdown time is less than a certain limit; Condition 4, the duty cycle of the fan control is greater than 8.

[0163] When the above conditions cannot be met at the same time, the pump speed requirement in the Afterrun condition is set to 0 if one of the following three conditions is met: Condition 1, the duty cycle of the fan control is less than 8; Condition 2, the engine downtime is greater than a certain limit; Condition 3, the battery pack is in the running state. The "running" state usually refers to the state where the vehicle is running or the battery pack is supplying power to the vehicle drive system.

[0164] In some embodiments, the comparison of the first water pump speed, the second water pump speed and the third water pump speed to determine the target speed may further include the following steps:

[0165] Compare the first water pump speed, the second water pump speed and the third water pump speed to determine the initial speed; obtain the atmospheric temperature, the vehicle immersion time and the oil temperature, and based on the atmospheric temperature, the vehicle immersion time and the oil temperature, determine whether to calculate the required water pump speed of the heater in the vehicle; if so, calculate the target speed based on the required water pump speed and the initial speed; otherwise, determine the target speed based on the initial speed.

[0166] Among them, considering that the coolant temperature is low during the vehicle startup phase, if the required water pump speed corresponding to the heater is calculated based on this temperature, the speed will be very low. Therefore, in order to correctly calculate the required water pump speed at this stage, the water pump speed requirement of the heater is added. Specifically, within the calibrable time t_ECPOn, when any of the following three conditions is met, the required water pump speed corresponding to the heater needs to be considered: Condition 1, higher atmospheric temperature, longer vehicle immersion time and larger deviation of coolant and oil temperature; Condition 2, lower atmospheric temperature, shorter vehicle immersion time and lower coolant temperature; Condition 3, lower atmospheric temperature, longer vehicle immersion time and larger deviation of coolant and oil temperature. At the same time, the required water pump speed in the first case is n_ECPSpdMinHiT; the required water pump speed in the second and third cases is n_ECPSpdMinLoT.

[0167] In some embodiments, the comparison of the first water pump speed, the second water pump speed and the third water pump speed to determine the target speed may further include the following steps:

[0168] Obtain the engine coolant temperature; the engine coolant temperature is the temperature of the coolant flowing through the engine; detect whether the engine cooling temperature exceeds the preset thermostat leakage upper limit temperature value; if so, compare the first water pump speed and the third water pump speed to determine the target speed; otherwise, compare the water pump speed, the second water pump speed and the third water pump speed to determine the target speed.

[0169] In this step, it is mainly to determine whether the thermostat is leaking, and in the case of leakage, how to calculate the required water pump speed. Specifically, when the engine coolant temperature exceeds the thermostat leakage upper limit temperature value Te_ThemoLeakHi, the engine coolant temperature begins to drop to the preset temperature threshold Te_ThemoLeakLoOn, indicating that the thermostat is leaking. In this case, there is no need to consider the required water pump speed value calculated by the atmospheric temperature.

[0170] In the thermal management system of a vehicle, the thermostat plays an important role in regulating the flow path and temperature of the coolant. If the thermostat leaks, the circulation of the coolant may not be effectively controlled, resulting in abnormal engine temperature. Therefore, through the above embodiment, the thermostat leakage upper limit temperature value is set to determine whether the thermostat is leaking, and when the thermostat leakage is detected, the corresponding target speed is calculated to maintain the engine running within an appropriate temperature range, thereby effectively ensuring the safety and reliability of the vehicle thermal management.

[0171] In some embodiments, the control of the coolant to dissipate heat from the engine based on the water pump being at the target speed and the thermostat being in the open state may further include the following steps:

[0172] Acquire a preset HVAC valve opening condition; determine the HVAC valve opening state in response to the HVAC valve opening condition; and control the coolant to dissipate heat from the engine based on the HVAC valve opening state, a water pump at a target speed, and a thermostat in an open state.

[0173] The above HVAC valve opening conditions can be set in advance by the staff according to the actual situation. For example, the HVAC valve opening conditions can be set as follows: Condition 1, the coolant temperature cannot be too high; Condition 2, the speed cannot be too low; Condition 3, the speed should be kept in the range below n_WrmUpPhaseLwr, but hysteresis and delay should be taken into account; Condition 4, the torque should be kept in the range below Tq_WrmUpPhsLwr, but hysteresis and delay should be taken into account; Condition 5, the atmospheric temperature should be kept in the range above Te_WrmUpPhsAmbDeact, but hysteresis should be taken into account; Condition 6, there is no demand for the ambient atmospheric flow rate. When it is detected that the above 6 conditions are met at the same time, the HVAC valve is controlled to open.

[0174] Through the above embodiments, through sophisticated condition settings and intelligent control strategies, the efficiency and safety of the system are improved, the thermal management strategy is optimized, the flexibility of the system is enhanced, and the user experience and energy saving and emission reduction effects are improved.

[0175] In some embodiments, the control of the coolant to dissipate heat from the engine based on the water pump being at the target speed and the thermostat being in the open state may further include the following steps:

[0176] Calculate the cooling pump heat of the cooling pump in the cooling assembly, and calculate the cooling pump coolant temperature based on the cooling pump heat; the cooling pump coolant temperature is the temperature of the coolant flowing through the cooling pump; calculate the third control duty cycle of the cooling pump according to the cooling pump heat and the cooling pump coolant temperature; control the coolant to dissipate heat for the engine based on the water pump at the target speed, the thermostat in the open state, and the cooling pump working in response to the third control duty cycle; and / or obtain the expected intercooler temperature and the actual intercooler temperature of the intercooler of the cooling assembly; calculate the target gas flow rate through the spoiler of the vehicle based on the expected intercooler temperature and the actual intercooler temperature; control the coolant to dissipate heat for the engine based on the water pump at the target speed, the thermostat in the open state, and the intercooler in response to the target gas flow rate.

[0177] The third control duty ratio is mainly calculated by looking up the heat of the exhaust gas recirculation (EGR) cooling pump and the EGR coolant temperature. The heat of EGR is calculated by the following formula:

[0178] P=T×C p ×V

[0179] In the above formula, P is the heat of EGR, in kW; T is the temperature of EGR, in °C; is the specific heat capacity of EGR, in kJ / (kg°C); V is the gas flow rate of EGR, in kg / s. In order to prevent excessive changes, the heat needs to be filtered.

[0180] The EGR coolant temperature is mainly calculated based on the EGR heat and atmospheric temperature, then multiplied by the cooling coefficient and filtered to obtain the final coolant temperature.

[0181] The calculated duty cycle must be limited to the minimum value to prevent the duty cycle of the cooling pump from being too small and not working. Alternatively, the duty cycle can be calculated by looking up the torque and speed table, and of course it must be corrected by the atmospheric temperature. If the control signal is reversed, the duty cycle value needs to be subtracted from 100 to get the new duty cycle value.

[0182] In addition, the required gas flow rate (i.e., target gas flow rate) through the spoiler is calculated. It is mainly calculated by looking up the table of heat per degree of temperature drop and gas flow rate, and then correcting the deviation between the expected temperature and the actual temperature after air cooling. The heat per degree of temperature drop calculation formula is as follows:

[0183] P=ΔT×C p ×V

[0184] In the above formula, P is the heat conduction after passing through the spoiler shutter, in kW; ΔT is the temperature before air cooling minus the expected temperature after air cooling, in °C; C p is the specific heat capacity of the gas, in kJ / (kg℃); V is the gas flow rate through the intercooler, in kg / s.

[0185] The actual coolant flow rate and the actual gas flow rate are calculated based on the pump speed. When the HVAC valve is closed, the flow rates are set to 0. In addition, the viscosity change caused by the coolant temperature must be corrected. The desired temperature through the intercooler can be calculated by the speed and torque table and filtered.

[0186] Finally, the control parameters obtained through the above calculations can be combined to control the intercooler, cooling pump, radiator, water pump, and thermostat, thereby achieving safe, precise, and stable vehicle cooling regulation.

[0187] In addition, in an optional embodiment, the engine coolant flow rate required by the accessory pump can also be calculated. The required flow rate is mainly calculated based on the coolant temperature table. Of course, when the HVAC valve is not opened, the required flow rate is 0.

[0188] It should be noted that the steps shown in the above process or the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0189] This embodiment also provides a heat dissipation regulating device for a vehicle, which is used to implement the above-mentioned embodiments and preferred implementation modes, and will not be repeated hereafter. As used below, the terms "module", "unit", "subunit", etc. may be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0190] The heat dissipation regulating device of the above vehicle comprises: an acquisition module, a coolant flow rate calculation module, a target speed calculation module and a control module; wherein:

[0191] An acquisition module is used to acquire an actual coolant temperature of a cooling assembly in a vehicle and to acquire an expected coolant temperature of the cooling assembly; a coolant flow rate calculation module is used to calculate heat demand information for a radiator in the cooling assembly according to the actual coolant temperature and the expected coolant temperature, and to calculate a target coolant flow rate of the cooling assembly based on the heat demand information; a target speed calculation module is used to calculate a target speed of a water pump in the cooling assembly based on the target coolant flow rate; a control module is used to control a thermostat in the cooling assembly to be in an open state when it is detected that the engine operating temperature of the vehicle reaches a preset temperature threshold, and to control the coolant to dissipate heat for the engine based on the water pump being in the target speed and the thermostat being in the open state.

[0192] It should be noted that the above modules can be functional modules or program modules, and can be implemented by software or hardware. For modules implemented by hardware, the above modules can be located in the same processor; or the above modules can be located in different processors in any combination. For specific examples in this embodiment, reference can be made to the examples described in the above embodiments and optional implementations, and will not be repeated in this embodiment.

[0193] This embodiment also provides a cooling system, which includes a control unit and a cooling component. The cooling component includes at least coolant, a radiator, a thermostat and a water pump; the control unit is connected to the cooling component and is used to execute the heat dissipation adjustment method of the vehicle as described in any of the above embodiments.

[0194] This embodiment also provides a vehicle, including an engine and a cooling system as described in any of the above embodiments.

[0195] This embodiment further provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the steps in any one of the above method embodiments.

[0196] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0197] Optionally, in this embodiment, the processor may be configured to perform the following steps through a computer program:

[0198] S1, obtaining an actual coolant temperature of a cooling component in a vehicle, and obtaining an expected coolant temperature of the cooling component.

[0199] S2, calculating heat demand information for the radiator in the cooling assembly according to the actual coolant temperature and the expected coolant temperature, and calculating a target coolant flow rate of the cooling assembly based on the heat demand information.

[0200] S3, calculating a target rotation speed of a water pump in the cooling assembly based on the target coolant flow rate.

[0201] S4, when it is detected that the engine operating temperature of the vehicle reaches a preset temperature threshold, the thermostat in the cooling assembly is controlled to be in an open state, and based on the water pump being at a target speed and the thermostat being in an open state, the coolant is controlled to dissipate heat from the engine.

[0202] It should be noted that the specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here.

[0203] In addition, in combination with the heat dissipation adjustment method for a vehicle in the above embodiments, the present application embodiment may provide a storage medium for implementation. The storage medium stores a computer program; when the computer program is executed by a processor, any of the heat dissipation adjustment methods for a vehicle in the above embodiments is implemented.

[0204] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0205] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but are not limited to this.

[0206] Those skilled in the art should understand that the technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0207] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A method for regulating heat dissipation of a vehicle, characterized in that: The method comprises: obtaining an actual coolant temperature of a cooling assembly in the vehicle, and obtaining a desired coolant temperature of the cooling assembly; Calculating heat demand information for a radiator in the cooling assembly according to the actual coolant temperature and the expected coolant temperature, and calculating a target coolant flow rate of the cooling assembly based on the heat demand information; Calculating a target rotation speed of a water pump in the cooling assembly based on the target coolant flow rate; When it is detected that the engine operating temperature of the vehicle reaches a preset temperature threshold, the thermostat in the cooling assembly is controlled to be in an open state, and based on the water pump being at the target speed and the thermostat being in the open state, the coolant is controlled to perform heat dissipation treatment on the engine.

2. The heat dissipation adjustment method according to claim 1, characterized in that: The step of controlling the thermostat in the cooling assembly to be in an open state comprises: calculating a first control duty ratio of the thermostat according to the transferred heat of the coolant; Calculating a thermostat coolant temperature; the thermostat coolant temperature is the temperature of the coolant flowing through the thermostat; calculating a wax element temperature in the thermostat based on the thermostat coolant temperature; Based on the wax element temperature, a control valve lift of the thermostat is calculated, and according to the first control duty cycle and the control valve lift, the thermostat is controlled to be in the open state.

3. The heat dissipation adjustment method according to claim 2, characterized in that: The step of controlling the thermostat to be in the open state according to the first control duty ratio and the control valve lift includes: Acquiring an actual system voltage value and a standard system voltage value of the vehicle under standard operating conditions; Based on the actual system voltage value and the standard system voltage value, the first control duty cycle is corrected to obtain a second control duty cycle; The thermostat is controlled to be in the open state according to the second control duty ratio and the control valve lift.

4. The heat dissipation adjustment method according to claim 2, characterized in that: The step of calculating the control valve lift of the thermostat based on the temperature of the wax element comprises: Calculating the hysteresis temperature of the wax element during the temperature change process based on the temperature of the wax element; The control valve lift is calculated according to the hysteresis temperature.

5. The heat dissipation adjustment method according to claim 1, characterized in that: The calculating, according to the actual coolant temperature and the expected coolant temperature, the heat demand information for the radiator in the cooling assembly comprises: Calculating a PID control amount according to the actual coolant temperature and the expected coolant temperature; Based on the actual coolant temperature, a virtual temperature is calculated using a preset heat conduction model, and a feedforward value is calculated based on the virtual temperature; The heat demand information is calculated according to the PID control amount and the feedforward value.

6. The heat dissipation adjustment method according to claim 5, characterized in that: The calculating the virtual temperature based on the actual coolant temperature by using a preset heat conduction model includes: Get the actual engine temperature and the virtual temperature at the previous moment; Detect whether the actual engine temperature and the virtual temperature at the previous moment are less than a preset lower limit, or the engine is in a shutdown state and the virtual temperature at the previous moment is less than the lower limit; if so, obtain the corrected coolant temperature, and calculate the current virtual temperature based on the corrected coolant temperature; otherwise, calculate the current virtual temperature based on the actual coolant temperature using the heat conduction model.

7. The heat dissipation adjustment method according to claim 5, characterized in that: The step of calculating the heat demand information according to the PID control amount and the feedforward value includes: Calculate the heat dissipation; Obtaining a preset secondary filter; filtering the heat dissipation heat by using the secondary filter to obtain filtered heat; The filtered heat is adjusted according to the PID control amount and the feedforward value, and the heat demand information is calculated.

8. The heat dissipation adjustment method according to claim 1, characterized in that: The step of calculating a target rotation speed of a water pump in the cooling assembly based on the target coolant flow rate includes: Calculating a first water pump speed according to the target coolant flow rate; The obtained preset atmospheric flow rate table is retrieved and processed to obtain the second water pump speed; Retrieving and processing the obtained preset coolant flow rate requirement table to obtain the third water pump speed; The first water pump speed, the second water pump speed, and the third water pump speed are compared to determine the target speed.

9. The heat dissipation adjustment method according to claim 8, characterized in that: The comparing the first water pump speed, the second water pump speed, and the third water pump speed to determine the target speed includes: comparing the first water pump speed, the second water pump speed and the third water pump speed to determine an initial speed; Obtain the atmospheric temperature, vehicle immersion time and engine oil temperature, and based on the atmospheric temperature, the vehicle immersion time and the engine oil temperature, determine whether to calculate the required water pump speed of the heater in the vehicle; if so, calculate the target speed based on the required water pump speed and the initial speed; otherwise, determine the target speed based on the initial speed.

10. The heat dissipation adjustment method according to claim 8, characterized in that: The comparing the first water pump speed, the second water pump speed, and the third water pump speed to determine the target speed includes: Acquire engine coolant temperature; the engine coolant temperature is the temperature of the coolant flowing through the engine; Detect whether the engine cooling temperature exceeds a preset thermostat leakage upper limit temperature value; if so, compare the first water pump speed and the third water pump speed to determine the target speed; otherwise, compare the water pump speed, the second water pump speed and the third water pump speed to determine the target speed.

11. The heat dissipation adjustment method according to any one of claims 1 to 10, characterized in that: The method of controlling the coolant to perform heat dissipation treatment on the engine based on the water pump being at the target speed and the thermostat being in the open state comprises: Acquiring a preset HVAC valve opening condition; and determining an HVAC valve opening state in response to the HVAC valve opening condition; Based on the HVAC valve opening state, the water pump at the target speed, and the thermostat at the opening state, coolant is controlled to perform heat dissipation processing on the engine.

12. The heat dissipation adjustment method according to any one of claims 1 to 10, characterized in that: The method of controlling the coolant to perform heat dissipation treatment on the engine based on the water pump being at the target speed and the thermostat being in the open state comprises: Calculating a cooling pump heat of a cooling pump in the cooling assembly, and calculating a cooling pump coolant temperature based on the cooling pump heat; the cooling pump coolant temperature is a temperature of a coolant flowing through the cooling pump; Calculating a third control duty ratio of the cooling pump according to the cooling pump heat and the cooling pump coolant temperature; Based on the water pump at the target speed, the thermostat in the open state, and the cooling pump operating in response to the third control duty cycle, controlling the coolant to perform heat dissipation treatment on the engine; and / or, obtaining an expected intercooler temperature and an actual intercooler temperature of an intercooler of the cooling assembly; calculating a target gas flow rate through a spoiler of the vehicle based on the desired intercooler temperature and the actual intercooler temperature; Based on the water pump at the target speed, the thermostat in the open state, and the intercooler responsive to the target gas flow rate, the coolant is controlled to perform heat dissipation processing on the engine.

13. A cooling system, characterized in that: The cooling system comprises a control unit and a cooling assembly; The cooling assembly includes a coolant, a radiator, a thermostat and a water pump; The control unit is connected to the cooling assembly and is used to execute the heat dissipation adjustment method for a vehicle as described in any one of claims 1 to 12.

14. A vehicle, characterized in that: Comprising an engine and a cooling system as claimed in claim 13.

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