Engine thermal management system, control method and vehicle

Abstract

The invention discloses an engine thermal management system, a control method and a vehicle, and belongs to the technical field of engines. According to the engine thermal management system and the vehicle, the cylinder cover and the EGR cooler which are high in temperature can be cooled firstly; the circulation path of the cooling liquid in the heat management circulation loop can be controlled through the thermostat, so that not only can the quick warming-up be realized, but also the cooling efficiency of the EGR cooler, the cylinder cover heat exchange piece, the cylinder body heat exchange piece, the engine oil cooler and the air compressor cooler can be improved; and the service life and the reliability of parts of the engine and the engine thermal management system are improved. According to the control method of the engine heat management system, rapid warming-up at different environment temperatures can be achieved, the power consumption of the engine heat management system is reduced, and the energy-saving effect can be improved on the premise that the reliability of the engine heat management system is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and particularly to an engine thermal management system, a control method and a vehicle. Background Art

[0002] Compared with traditional commercial vehicle diesel engines, natural gas engines use different combustion modes such as stoichiometric ratio combustion, resulting in high engine thermal loads. Specifically, the exhaust temperature is increased from 680°C - 700°C of traditional diesel engines to 760°C - 800°C, and the heat transfer of the coolant is increased from 20% of diesel engines to more than 25%.

[0003] Existing natural gas engines still adopt the cooling mode of diesel engines. Specifically, the coolant first enters the cylinder block water jacket, then the coolant enters the cylinder head water jacket from bottom to top, and then exits from the cylinder head water jacket and enters accessories such as an EGR cooler and an oil cooler that are in parallel or series connection with the cylinder head water jacket. The heat transfer of this cooling mode is small and the coolant flow rate is low. For natural gas engines with high exhaust temperatures, if the cooling mode of diesel engines is still used, it is easy to cause problems such as cracks in the cylinder head and EGR cooler of natural gas engines due to excessive temperature, and further cause the natural gas engine to fail to work properly. Summary of the Invention

[0004] The purpose of the present invention is to provide an engine thermal management system, a control method and a vehicle, which can improve the service life and reliability of the engine and the components of the engine thermal management system, and have better energy-saving effects.

[0005] To achieve the above purpose, the following technical solutions are provided:

[0006] An engine thermal management system includes a thermal management circulation loop, and the thermal management circulation loop includes a water pump, an engine heat exchange component, a thermostat, an EGR cooler, an oil cooler, an air compressor cooler, a radiator, an EGR valve heat exchange component, a vaporizer heat exchange component and an EGR mixer heat exchange component. The engine heat exchange component includes a cylinder head heat exchange component and a cylinder block heat exchange component;

[0007] An engine heat exchange component, the engine heat exchange component includes a cylinder head heat exchange component and a cylinder block heat exchange component;

[0008] The thermostat includes a first interface, a second interface, a third interface, a fourth interface and a fifth interface;

[0009] The water outlet of the water pump is communicated with the water inlet of the cylinder head heat exchanger. The water outlets of the cylinder head heat exchanger are respectively communicated with the water inlet of the air compressor cooler and the water inlet of the EGR cooler. The water outlet of the air compressor cooler is communicated with the first interface. The water outlets of the EGR cooler are respectively communicated with the second interface, the water inlet of the cylinder block heat exchanger, and the water inlet of the oil cooler. The water outlets of the cylinder block heat exchanger and the oil cooler are both communicated with the third interface. The fourth interface is communicated with the water inlet of the radiator. The water inlets of the EGR valve heat exchanger, the carburetor heat exchanger, and the EGR mixer heat exchanger are all communicated with the water outlet of the oil cooler. The water outlets of the EGR valve heat exchanger, the carburetor heat exchanger, the EGR mixer heat exchanger, the fifth interface, and the water outlet of the radiator are all communicated with the water inlet of the water pump.

[0010] As a preferred technical solution of the above engine thermal management system, the engine thermal management system further includes a blowing member for blowing air to the radiator.

[0011] As a preferred technical solution of the above engine thermal management system, the engine thermal management system further includes:

[0012] A water temperature detection member for detecting the temperature of the coolant in the thermal management circulation loop;

[0013] An engine speed detection member for detecting the crankshaft speed of the engine;

[0014] An accelerator pedal detection member for detecting the position of the accelerator pedal;

[0015] An ambient temperature detection member for detecting the ambient temperature where the engine is located;

[0016] A control mechanism, which is communicatively connected to the water temperature detection member, the engine speed detection member, the accelerator pedal detection member, the ambient temperature detection member, the water pump, the blowing member, and the thermostat respectively.

[0017] To achieve the above object, an engine thermal management system control method is further provided, which is applied to the engine thermal management system described in any one of the above; the engine thermal management system control method includes the following steps:

[0018] Start the engine;

[0019] Obtain the ambient temperature TA where the engine is located, the temperature t of the coolant in the thermal management circulation loop, and the operating parameters of the engine;

[0020] Adjust the rotational speed of the water pump and the working state of the thermostat according to TA, t, and the operating parameters; when the thermostat is in different working states, the conduction states among the first interface, the second interface, the third interface, the fourth interface, and the fifth interface are different.

[0021] As a preferred technical solution of the above engine thermal management system control method, adjusting the rotational speed of the water pump and the working state of the thermostat according to TA, t, and the operating parameters includes the following steps:

[0022] Compare the magnitudes of t with a first preset water temperature value t1 and a second preset water temperature value t2; t1 < t2;

[0023] If t ≤ t1, control the rotational speed of the water pump to be the lowest rotational speed n1, and control the thermostat to conduct the second interface and the fifth interface;

[0024] If t1 < t ≤ t2, control the rotational speed of the water pump to be n2 according to the operating parameters, and control the thermostat so that the opening temperature at which the thermostat conducts the third interface and the fourth interface is te;

[0025] If t > t2, control the rotational speed of the water pump to be the rated rotational speed n3, and control the thermostat to conduct the third interface and the fourth interface; n1 < n2 < n3.

[0026] As a preferred technical solution of the above engine thermal management system control method, before comparing the magnitudes of t with the first preset water temperature value t1 and the second preset water temperature value t2, it includes the following steps:

[0027] Compare the magnitudes of TA with a first preset ambient temperature value TA1 and a second preset ambient temperature value TA2, TA1 < TA2, to determine the temperature range where TA is located;

[0028] When controlling the rotational speed of the water pump to be n2 according to the operating parameters and controlling the thermostat so that the opening temperature at which the thermostat conducts the third interface and the fourth interface is te, the value of te is different when TA is in different temperature ranges;

[0029] And / or, when controlling the rotational speed of the water pump to be n2 according to the operating parameters and controlling the thermostat so that the opening temperature at which the thermostat conducts the third interface and the fourth interface is te, the value of n2 is the same when TA is in different temperature ranges.

[0030] As a preferred technical solution of the above engine thermal management system control method, when t1 < t ≤ t2, the engine thermal management system control method includes the following steps:

[0031] Compare the magnitudes of t and the third preset coolant temperature value t21; t1 < t21 < t2;

[0032] If t1 < t ≤ t21, then according to the operating parameters, control the rotational speed of the water pump to be n21, and control the thermostat to make the third interface communicate with the fifth interface;

[0033] If t21 < t ≤ t2, then according to the operating parameters, control the rotational speed of the water pump to be n22, and control the thermostat so that the opening temperature at which the thermostat makes the third interface communicate with the fourth interface is te.

[0034] As a preferred technical solution of the above engine thermal management system control method, n22 is not equal to n21.

[0035] As a preferred technical solution of the above engine thermal management system control method, the operating parameters include the crankshaft speed r of the engine and / or the position of the accelerator pedal.

[0036] To achieve the above object, a vehicle is further provided, including the engine thermal management system as described above.

[0037] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0038] For the engine thermal management system and vehicle of the present invention, the coolant pumped by the water pump can sequentially pass through the cylinder head heat exchange member, the EGR cooler, and the cylinder block heat exchange member, and thus can first cool the relatively high-temperature cylinder head and EGR cooler; at the same time, the flow path of the coolant in the thermal management circulation loop can also be controlled by the thermostat, which can not only improve the heat exchange capacity of the engine thermal management system to improve the icing problems of the EGR valve, the carburetor, and the EGR mixer, and achieve rapid warm-up, but also improve the cooling efficiency of the EGR cooler, the cylinder head heat exchange member, the cylinder block heat exchange member, the oil cooler, and the air compressor cooler, thereby improving the service life and reliability of the components of the engine and the engine thermal management system, and having better energy-saving effects.

[0039] For the engine thermal management system control method of the present invention, according to the ambient temperature of the engine, the coolant temperature in the thermal management circulation loop, and the operating parameters of the engine, the rotational speed of the water pump and the working state of the thermostat are controlled, and thus rapid warm-up under different ambient temperatures can be achieved, and the power consumption of the engine thermal management system can be reduced. On the premise of improving the reliability of the engine thermal management system, the energy-saving effect can be improved. Brief Description of the Drawings

[0040] Figure 1 It is a schematic structural diagram of the engine thermal management system in an embodiment of the present invention;

[0041] Figure 2 This is a flowchart of the control method for the engine thermal management system in an embodiment of the present invention;

[0042] Figure 3 This is a detailed flowchart of the control method for the engine thermal management system in an embodiment of the present invention.

[0043] Reference numerals:

[0044] 1. Water pump; 21. Cylinder head heat exchanger; 22. Cylinder block heat exchanger; 3. Thermostat; 4. EGR cooler; 5. Oil cooler; 6. Air compressor cooler; 71. Radiator; 72. Blowing member; 8. EGR valve heat exchanger; 9. Carburetor heat exchanger; 10. EGR mixer heat exchanger;

[0045] 100. ECU; 101. Water temperature detector; 102. Engine speed detector; 103. Accelerator pedal detector; 104. Ambient temperature detector. Specific embodiments

[0046] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Usually, the components of the embodiments of the present invention described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0047] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed present invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0048] It should be noted that: Similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0049] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present invention is usually placed during use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention. In addition, the terms "first", "second", "third", etc. are only used for distinguishing descriptions and should not be construed as indicating or implying relative importance. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more than two.

[0050] In the description of the present invention, it should also be noted that unless otherwise clearly defined and limited, the terms "arranged" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0051] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature. The first feature being "below", "under" and "beneath" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the first feature has a lower horizontal height than the second feature.

[0052] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation to the present invention.

[0053] Such as Figure 1As shown in the figure, this embodiment provides an engine thermal management system and a vehicle. The vehicle includes an engine and an engine thermal management system. The engine thermal management system includes a thermal management circulation loop. The thermal management circulation loop includes a water pump 1, an engine heat exchange component, a thermostat 3, an EGR cooler 4, an oil cooler 5, an air compressor cooler 6, a radiator 71, an EGR valve heat exchange component 8, a carburetor heat exchange component 9, and an EGR mixer heat exchange component 10. The engine heat exchange component includes a cylinder head heat exchange component 21 and a cylinder block heat exchange component 22. The thermostat 3 includes a first interface, a second interface, a third interface, a fourth interface, and a fifth interface. The water outlet of the water pump 1 is communicated with the water inlet of the cylinder head heat exchange component 21. The water outlet of the cylinder head heat exchange component 21 is respectively communicated with the water inlet of the air compressor cooler 6 and the water inlet of the EGR cooler 4. The water outlet of the air compressor cooler 6 is communicated with the first interface. The water outlet of the EGR cooler 4 is respectively communicated with the second interface, the water inlet of the cylinder block heat exchange component 22, and the water inlet of the oil cooler 5. The water outlets of the cylinder block heat exchange component 22 and the oil cooler 5 are both communicated with the third interface. The fourth interface is communicated with the water inlet of the radiator 71. The water inlets of the EGR valve heat exchange component 8, the carburetor heat exchange component 9, and the EGR mixer heat exchange component 10 are all communicated with the water outlet of the oil cooler 5. The water outlets of the EGR valve heat exchange component 8, the carburetor heat exchange component 9, the EGR mixer heat exchange component 10, the fifth interface, and the water outlet of the radiator 71 are all communicated with the water inlet of the water pump 1.

[0054] In the engine thermal management system of this embodiment, the coolant pumped by the water pump 1 can sequentially pass through the cylinder head heat exchange component 21, the EGR cooler 4, and the cylinder block heat exchange component 22, so as to first cool the relatively high-temperature cylinder head and the EGR cooler 4. At the same time, the thermostat 3 can also be used to control the circulation path of the coolant in the thermal management circulation loop, which can not only improve the heat exchange capacity of the engine thermal management system to improve the icing problems of the EGR valve, the carburetor, and the EGR mixer and achieve rapid warm-up, but also improve the cooling efficiency of the EGR cooler 4, the cylinder head heat exchange component 21, the cylinder block heat exchange component 22, the oil cooler 5, and the air compressor cooler 6. Furthermore, it can improve the service life and reliability of the components of the engine and the engine thermal management system, and has a better energy-saving effect.

[0055] Optionally, the engine thermal management system further includes a blowing component 72. The blowing component 72 is used to blow air on the radiator 71 to cool the coolant in the radiator 71, so as to improve the heat dissipation efficiency of the radiator 71 and has the effect of improving the cooling efficiency of the engine thermal management system.

[0056] Optionally, the engine thermal management system further includes a coolant temperature detector 101, an engine speed detector 102, an accelerator pedal detector 103, an ambient temperature detector 104, and a control mechanism. The coolant temperature detector 101 is used to detect the coolant temperature in the thermal management circulation loop; the engine speed detector 102 is used to detect the crankshaft speed of the engine; the accelerator pedal detector 103 is used to detect the position of the accelerator pedal; the ambient temperature detector 104 is used to detect the ambient temperature where the engine is located; the control mechanism is communicatively connected to the coolant temperature detector 101, the engine speed detector 102, the accelerator pedal detector 103, the ambient temperature detector 104, the water pump 1, the blowing member 72, and the thermostat 3 respectively. It should be noted that the control mechanism can control the operation of the water pump 1, the blowing member 72, and the thermostat 3 according to the detection results of the coolant temperature detector 101, the engine speed detector 102, the accelerator pedal detector 103, and the ambient temperature detector 104, and can further intelligently control the cooperation between the water pump 1 and the thermostat 3 to achieve rapid warm-up under different ambient temperatures and reduce the power consumption of the engine thermal management system. On the premise of improving the reliability of the engine thermal management system, the energy-saving effect can be improved.

[0057] In this embodiment, the control mechanism is the vehicle's ECU 100 (Electronic Control Unit, abbreviated as ECU 100). The coolant temperature detector 101 is a coolant temperature sensor, which is used to collect the coolant temperature in the thermal management circulation loop and transmit the signal to the ECU 100; the engine speed detector 102 is an engine speed sensor, which is used to collect the crankshaft speed of the engine and transmit the signal to the ECU 100; the accelerator pedal detector 103 is an accelerator pedal sensor, which is used to collect the position of the accelerator pedal and transmit the signal to the ECU 100; the ambient temperature detector 104 is a temperature sensor, which is used to collect the ambient temperature where the engine is located and transmit the signal to the ECU 100.

[0058] Specifically, the water pump 1 is used to introduce the coolant into the thermal management circulation loop and establish pressure by rotating, and convey the inhaled coolant to the thermal management circulation loop at a certain pressure. At the same time, the water pump 1 is electrically connected to the ECU 100 through a wire harness, and can thus receive the instruction issued by the ECU 100 to adaptively adjust the speed of the water pump 1 to the target speed. That is to say, the water pump 1 is an electronically controlled water pump. It should be noted that before the coolant is introduced into the thermal management circulation loop by the water pump 1, it may have a certain pressure and be sucked in by the negative pressure generated by the rotation of the water pump 1; of course, it may also have no pressure and be completely pressurized by the rotation of the water pump 1.

[0059] The cylinder head heat exchange member 21 is used to receive the coolant transmitted by the water pump 1 to cool the cylinder head of the engine.

[0060] The EGR cooler 4 is used to receive part of the coolant transmitted by the cylinder head heat exchanger 21 to cool the core of the EGR cooler 4.

[0061] The cylinder block heat exchanger 22 is used to receive part of the coolant transmitted by the EGR cooler 4 to cool the cylinder block of the engine.

[0062] The oil cooler 5 is used to receive part of the coolant transmitted by the EGR cooler 4 to cool the engine oil.

[0063] The air compressor cooler 6 is used to receive part of the coolant transmitted by the cylinder head heat exchanger 21 to cool the air compressor.

[0064] The thermostat 3 is used to receive the coolant transmitted by the air compressor cooler 6, the EGR cooler 4, the cylinder block heat exchanger 22, and the oil cooler 5, and output the coolant to the radiator 71. At the same time, the thermostat 3 is electrically connected to the ECU 100 through a wire harness, and then receives the instruction of the ECU 100 to open or close the water flow channels between different interfaces to control the coolant temperature in the thermal management circulation loop.

[0065] The radiator 71 is used to receive the coolant transmitted by the thermostat 3 and exchange heat with the air flow generated by the blower 72 to reduce the temperature of the coolant.

[0066] The EGR valve heat exchanger 8 is used to receive part of the coolant transmitted by the oil cooler 5 to heat the EGR valve to avoid icing problems of the EGR valve.

[0067] The carburetor heat exchanger 9 is used to receive part of the coolant transmitted by the oil cooler 5 to heat the carburetor to achieve gasification of the fuel gas. In this embodiment, the fuel gas is natural gas.

[0068] The EGR mixer heat exchanger 10 is used to receive part of the coolant transmitted by the oil cooler 5 to heat the EGR mixer to avoid icing problems.

[0069] As Figure 2 shown, this embodiment also provides a control method for the engine thermal management system, which is applied to the engine thermal management system as described above; the control method for the engine thermal management system includes the following steps:

[0070] S100. Start the engine;

[0071] S200. Obtain the ambient temperature TA of the engine, the coolant temperature t in the thermal management circulation loop, and the operating parameters of the engine;

[0072] S300. According to TA, t, and the operating parameters, adjust the rotational speed of the water pump 1 and the working state of the thermostat 3; when the thermostat 3 is in different working states, the conduction states between the first interface, the second interface, the third interface, the fourth interface, and the fifth interface are different.

[0073] The control method of the engine thermal management system in this embodiment controls the rotational speed of the water pump 1 and the working state of the thermostat 3 according to the ambient temperature of the engine, the coolant temperature in the thermal management circulation loop, and the operating parameters of the engine. Furthermore, it can achieve rapid warm-up under different ambient temperatures, reduce the power consumption of the engine thermal management system, and improve the energy-saving effect on the premise of enhancing the reliability of the engine thermal management system.

[0074] Optionally, adjusting the rotational speed of the water pump 1 and the working state of the thermostat 3 according to TA, t, and the operating parameters includes the following steps:

[0075] Compare the magnitudes of t with the first preset water temperature value t1 and the second preset water temperature value t2; t1 < t2;

[0076] If t ≤ t1, control the rotational speed of the water pump 1 to the lowest rotational speed n1, and control the thermostat 3 to conduct the second interface and the fifth interface;

[0077] If t1 < t ≤ t2, control the rotational speed of the water pump 1 to n2 according to the operating parameters, and control the thermostat 3 so that the opening temperature at which the thermostat 3 conducts the third interface and the fourth interface is te;

[0078] If t > t2, control the rotational speed of the water pump 1 to the rated rotational speed n3, and control the thermostat 3 to conduct the third interface and the fourth interface; n1 < n2 < n3.

[0079] It should be noted that if t ≤ t1, it indicates that the coolant temperature is relatively low. At this time, setting the rotational speed of the water pump 1 to the lowest rotational speed n1 and controlling the thermostat 3 to conduct the second interface and the fifth interface can achieve rapid warm-up and reduce energy consumption.

[0080] If t1 < t ≤ t2, it indicates that the coolant already has a certain temperature, but the temperature is not too high yet. When the coolant with a certain temperature flows through the thermostat 3, the temperature of the thermostat 3 will gradually increase. At this time, control the rotational speed of the water pump 1 to n2, and control the thermostat 3 so that the opening temperature at which the thermostat 3 conducts the third interface and the fourth interface is te. That is to say, when the temperature of the coolant rises and the temperature of the thermostat 3 reaches te, the third interface and the fourth interface will conduct, and then the coolant can be introduced into the radiator 71 for cooling to ensure that the cooling capacity of the coolant can meet the cooling requirements of the EGR cooler 4, the cylinder head heat exchange member 21, the cylinder block heat exchange member 22, the oil cooler 5, and the air compressor cooler 6.

[0081] If t > t2, it indicates that the temperature of the coolant is relatively high. At this time, control the rotational speed of the water pump 1 to the rated rotational speed n3, and control the thermostat 3 to directly conduct the third interface and the fourth interface, thereby increasing the flow rate of the coolant and enabling the coolant to quickly enter the radiator 71 for cooling, so as to ensure that the cooling capacity of the coolant can meet the cooling requirements of the EGR cooler 4, the cylinder head heat exchange component 21, the cylinder block heat exchange component 22, the oil cooler 5, and the air compressor cooler 6.

[0082] Optionally, before comparing the magnitudes of t with t1 and t2, the following steps are included: compare the magnitudes of TA with the first preset ambient temperature value TA1 and the second preset ambient temperature value TA2, where TA1 < TA2, to determine the temperature range in which TA is located. Further, when controlling the rotational speed of the water pump 1 to n2 according to the operating parameters and controlling the thermostat 3 such that the opening temperature at which the thermostat 3 conducts the third interface and the fourth interface is te, the temperature range in which TA is located is different, and the value of te is different.

[0083] It should be noted that the heating speed of the coolant in the thermal management circulation loop is different when the engine is in different ambient temperatures. Specifically, when the ambient temperature of the engine is relatively high, the heating speed of the coolant is relatively fast; when the ambient temperature of the engine is relatively low, the heating speed of the coolant is slightly slower. When the temperature range in which TA is located is different, making the value of te different can enable the engine thermal management system to meet the cooling requirements of the EGR cooler 4, the cylinder head heat exchange component 21, the cylinder block heat exchange component 22, the oil cooler 5, and the air compressor cooler 6 under different ambient temperatures.

[0084] Further, by comparing the magnitudes of TA with the first preset ambient temperature value TA1 and the second preset ambient temperature value TA2, the temperature range in which TA is located can be determined, specifically including three cases: TA ≤ TA1, TA1 < TA ≤ TA2, and TA > TA2. For the convenience of description, when TA ≤ TA1, the value of te is denoted as te1; when TA1 < TA ≤ TA2, the value of te is denoted as te2; when TA > TA2, the value of e is denoted as te3, then te1 > te2 > te3. That is to say, the higher the ambient temperature, the faster the heating speed of the coolant. By making te1 > te2 > te3, the third interface and the fourth interface can be conducted as soon as possible when the heating speed of the coolant is relatively fast, so as to cool the coolant in time through the radiator 71.

[0085] Optionally, when controlling the rotational speed of the water pump 1 to be n2 according to the operating parameters and controlling the thermostat 3 so that the opening temperature at which the thermostat 3 makes the third interface communicate with the fourth interface is te, the temperature range in which TA is located is different, and the value of n2 is the same. Furthermore, on the premise of ensuring that the cooling capacity of the coolant can meet the cooling requirements of the EGR cooler 4, the cylinder head heat exchanger 21, the cylinder block heat exchanger 22, the oil cooler 5, and the air compressor cooler 6, the control logic can be simplified.

[0086] Optionally, when t1 < t ≤ t2, the engine thermal management system control method includes the following steps:

[0087] Compare the magnitude of t with the third preset water temperature value t21; t1 < t21 < t2;

[0088] If t1 < t ≤ t21, then according to the operating parameters, control the rotational speed of the water pump 1 to be n21, and control the thermostat 3 so that the third interface communicates with the fifth interface;

[0089] If t21 < t ≤ t2, then according to the operating parameters, control the rotational speed of the water pump 1 to be n22, and control the thermostat 3 so that the opening temperature at which the thermostat 3 makes the third interface communicate with the fourth interface is te.

[0090] When t1 < t ≤ t21, it indicates that the coolant already has a certain temperature, but the temperature is relatively low. At this time, according to the operating parameters, control the rotational speed of the water pump 1 to be n21, and control the thermostat 3 so that the third interface communicates with the fifth interface, which can increase the temperature of the coolant flowing into the EGR valve heat exchanger 8, the carburetor heat exchanger 9, and the EGR mixer heat exchanger 10, thereby improving the reliability of the EGR valve, the carburetor, and the EGR mixer.

[0091] When t21 < t ≤ t2, it indicates that the coolant already has a certain temperature and the temperature is relatively high. At this time, according to the operating parameters, control the rotational speed of the water pump 1 to be n22, and control the thermostat 3 so that the opening temperature at which the thermostat 3 makes the third interface communicate with the fourth interface is te. When the temperature of the coolant rises and the temperature of the thermostat 3 reaches te, the coolant can flow into the radiator 71 for cooling to ensure that the cooling capacity of the coolant can meet the cooling requirements of the EGR cooler 4, the cylinder head heat exchanger 21, the cylinder block heat exchanger 22, the oil cooler 5, and the air compressor cooler 6.

[0092] Optionally, n22 is not equal to n21. That is to say, when the temperature of the coolant is different, the rotational speed of the water pump 1 is controlled differently, thereby being able to more precisely adjust the temperature of the coolant and improve the energy-saving effect.

[0093] Optionally, the operating parameters include the crankshaft speed r of the engine and the position of the accelerator pedal. It should be noted that the load percentage of the engine can be calculated based on the position of the accelerator pedal (the specific calculation method is the prior art and will not be elaborated here). Exemplarily, the correspondence between the position of the accelerator pedal and the load percentage of the engine is calibrated, such as a MAP graph or a data table, etc., and the above correspondence is pre-stored in the ECU100. Then, based on the correspondence between the position of the accelerator pedal and the load percentage of the engine, the load percentage of the engine corresponding to the position of the accelerator pedal can be queried.

[0094] In this embodiment, according to the crankshaft speed r of the engine and the load percentage of the engine, the rotational speed of the water pump 1 and the working state of the thermostat 3 are determined, which can achieve better energy-saving effects on the premise of meeting the cooling requirements of the EGR cooler 4, the cylinder head heat exchanger 21, the cylinder block heat exchanger 22, the oil cooler 5, and the air compressor cooler 6. As an alternative, the operating parameters can also include the crankshaft speed r of the engine or the position of the accelerator pedal, and then, according to the crankshaft speed r of the engine or the load percentage of the engine, the rotational speed of the water pump 1 and the working state of the thermostat 3 are determined.

[0095] Exemplarily, Figure 3 is a detailed flowchart of a method for controlling an engine thermal management system, as Figure 3 shown, the method for controlling the engine thermal management system in this embodiment includes the following steps:

[0096] S1. Power on the vehicle.

[0097] S2. The ECU100 obtains the working states of the water pump 1 and the thermostat 3, and determines whether there are faults in the water pump 1 and the thermostat 3. If not, proceed to S3.

[0098] Exemplarily, the water pump 1 is provided with a sensor for detecting whether the water pump 1 is powered on. By electrically connecting this sensor to the ECU100, it can be checked whether the water pump 1 is normally powered on through the ECU100. If the water pump 1 can be normally powered on, the water pump 1 has no fault; if the water pump 1 cannot be normally powered on, the water pump 1 has a fault. The thermostat 3 is provided with a sensor for detecting whether the thermostat 3 is powered on. By electrically connecting this sensor to the ECU100, it can be checked whether the thermostat 3 is normally powered on through the ECU100. If the thermostat 3 can be normally powered on, the thermostat 3 has no fault; if the thermostat 3 cannot be normally powered on, the thermostat 3 has a fault.

[0099] S3. Start the engine.

[0100] S4. Obtain the ambient temperature TA of the engine and the coolant temperature t in the thermal management circulation loop.

[0101] In step S4, the ambient temperature TA of the engine can be detected by the ambient temperature detector 104; the coolant temperature t in the thermal management circulation loop is detected by the coolant temperature detector.

[0102] S5. Compare the magnitudes of TA with the first preset ambient temperature value TA1 and the second preset ambient temperature value TA2, where TA1 < TA2; if TA ≤ TA1, then proceed to S6; if TA1 < TA ≤ TA2, then proceed to S7; if TA > TA2, then proceed to S8.

[0103] S6. Compare the magnitudes of t with the first preset water temperature value t1, the third preset water temperature value t21, and the second preset water temperature value t2, where t1 < t21 < t2; if t ≤ t1, then proceed to S61; if t1 < t ≤ t21, then proceed to S62; if t21 < t ≤ t2, then proceed to S63; if t > t2, then proceed to S64.

[0104] S61. Control the rotational speed of the water pump 1 to the lowest rotational speed n1, and control the thermostat 3 to make the second interface communicate with the fifth interface.

[0105] S62. Obtain the crankshaft rotational speed of the engine.

[0106] In step S62, the crankshaft rotational speed of the engine is detected by the engine rotational speed detector 102.

[0107] S621. According to the crankshaft rotational speed of the engine, control the rotational speed of the water pump 1 to n21, and control the thermostat 3 to make the third interface communicate with the fifth interface.

[0108] In step S621, the corresponding relationship between n21 and the crankshaft rotational speed of the engine includes but is not limited to the following table:

[0109]

[0110] S63. Obtain the crankshaft rotational speed of the engine and the load percentage of the engine.

[0111] In step S63, the crankshaft rotational speed of the engine is detected by the engine rotational speed detector 102. The position of the accelerator pedal is detected by the accelerator pedal detector 103, and based on the corresponding relationship between the position of the accelerator pedal and the load percentage of the engine, the load percentage of the engine corresponding to the position of the accelerator pedal is queried, thereby obtaining the load percentage of the engine.

[0112] S631. According to the crankshaft rotational speed of the engine and the load percentage of the engine, control the rotational speed of the water pump 1 to n22.

[0113] In step S631, the corresponding relationship between n22 and the crankshaft rotational speed of the engine and the load percentage of the engine includes but is not limited to the following table:

[0114]

[0115] S632. Control the thermostat 3 so that the opening temperature at which the thermostat 3 makes the third interface communicate with the fourth interface is te1 according to the crankshaft speed of the engine and the load percentage of the engine.

[0116] In step S632, the correspondence relationship between te1 and the crankshaft speed of the engine and the load percentage of the engine includes but is not limited to the following table:

[0117]

[0118] S64. Control the speed of the water pump 1 to the rated speed n3, and control the thermostat 3 so that the third interface communicates with the fourth interface.

[0119] S7. Compare the magnitudes of t with the first preset water temperature value t1 and the second preset water temperature value t2, where t1 < t2; if t ≤ t1, then proceed to S71; if t1 < t ≤ t2, then proceed to S72; if t > t2, then proceed to S73.

[0120] S71. Control the speed of the water pump 1 to the minimum speed n1, and control the thermostat 3 so that the second interface communicates with the fifth interface.

[0121] S72. Obtain the crankshaft speed of the engine and the load percentage of the engine.

[0122] S721. Control the speed of the water pump 1 to n22 according to the crankshaft speed of the engine and the load percentage of the engine.

[0123] In step S721, the correspondence relationship between n22 and the crankshaft speed of the engine and the load percentage of the engine includes but is not limited to the following table:

[0124]

[0125] S722. Control the thermostat 3 so that the opening temperature at which the thermostat 3 makes the third interface communicate with the fourth interface is te2 according to the crankshaft speed of the engine and the load percentage of the engine.

[0126] In step S722, the correspondence relationship between te2 and the crankshaft speed of the engine and the load percentage of the engine includes but is not limited to the following table:

[0127]

[0128] S73. Control the speed of the water pump 1 to the rated speed n3, and control the thermostat 3 so that the third interface communicates with the fourth interface.

[0129] S8. Compare the magnitudes of t with the first preset water temperature value t1 and the second preset water temperature value t2, where t1 < t2; if t ≤ t1, then proceed to S81; if t1 < t ≤ t2, then proceed to S82; if t > t2, then proceed to S83.

[0130] S81. Control the rotational speed of the water pump 1 to the lowest rotational speed n1, and control the thermostat 3 to make the second interface communicate with the fifth interface.

[0131] S82. Obtain the crankshaft rotational speed of the engine and the load percentage of the engine.

[0132] S821. According to the crankshaft rotational speed of the engine and the load percentage of the engine, control the rotational speed of the water pump 1 to n22.

[0133] In step S821, the corresponding relationship between n22 and the crankshaft rotational speed of the engine and the load percentage of the engine includes but is not limited to the following table:

[0134]

[0135] S822. According to the crankshaft rotational speed of the engine and the load percentage of the engine, control the thermostat 3 so that the opening temperature at which the thermostat 3 makes the third interface communicate with the fourth interface is te3.

[0136] In step S822, the corresponding relationship between te3 and the crankshaft rotational speed of the engine and the load percentage of the engine includes but is not limited to the following table:

[0137]

[0138] S83. Control the rotational speed of the water pump 1 to the rated rotational speed n3, and control the thermostat 3 to make the third interface communicate with the fourth interface.

[0139] Note that the above is only the preferred embodiment of the present invention and the applied technical principles. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described here, and various obvious changes, re-adjustments, and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments. Without departing from the concept of the present invention, it can also include more other equivalent embodiments, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. Engine thermal management system, characterized in that, It includes a thermal management circulation loop, and the thermal management circulation loop includes a water pump, an engine heat exchange component, a thermostat, an EGR cooler, an oil cooler, an air compressor cooler, a radiator, an EGR valve heat exchange component, a carburetor heat exchange component, and an EGR mixer heat exchange component. The engine heat exchange component includes a cylinder head heat exchange component and a cylinder block heat exchange component; An engine heat exchange component, and the engine heat exchange component includes a cylinder head heat exchange component and a cylinder block heat exchange component; The thermostat includes a first interface, a second interface, a third interface, a fourth interface, and a fifth interface; The water outlet of the water pump is communicated with the water inlet of the cylinder head heat exchange component. The water outlet of the cylinder head heat exchange component is respectively communicated with the water inlet of the air compressor cooler and the water inlet of the EGR cooler. The water outlet of the air compressor cooler is communicated with the first interface. The water outlet of the EGR cooler is respectively communicated with the second interface, the water inlet of the cylinder block heat exchange component, and the water inlet of the oil cooler. The water outlets of the cylinder block heat exchange component and the oil cooler are both communicated with the third interface. The fourth interface is communicated with the water inlet of the radiator. The water inlets of the EGR valve heat exchange component, the carburetor heat exchange component, and the EGR mixer heat exchange component are all communicated with the water outlet of the oil cooler. The water outlets of the EGR valve heat exchange component, the carburetor heat exchange component, the EGR mixer heat exchange component, the fifth interface, and the water outlet of the radiator are all communicated with the water inlet of the water pump.

2. The engine thermal management system according to claim 1, wherein The engine thermal management system further includes a blowing component, and the blowing component is used to blow air on the radiator.

3. The engine thermal management system according to claim 2, wherein, The engine thermal management system further includes: A water temperature detection component, and the water temperature detection component is used to detect the coolant temperature in the thermal management circulation loop; An engine speed detection component, and the engine speed detection component is used to detect the crankshaft speed of the engine; An accelerator pedal detection component, and the accelerator pedal detection component is used to detect the position of the accelerator pedal; An ambient temperature detection component, and the ambient temperature detection component is used to detect the ambient temperature where the engine is located; A control mechanism, and the control mechanism is respectively communicatively connected with the water temperature detection component, the engine speed detection component, the accelerator pedal detection component, the ambient temperature detection component, the water pump, the blowing component, and the thermostat.

4. Control method for engine thermal management system, characterized in that, Applied to the engine thermal management system according to any one of claims 1-3; The control method of the engine thermal management system includes the following steps: Start the engine; Obtain the ambient temperature TA where the engine is located, the coolant temperature t in the thermal management circulation loop, and the operating parameters of the engine; According to TA, t, and the operating parameters, adjust the rotational speed of the water pump and the working state of the thermostat; When the thermostat is in different working states, the conduction states among the first interface, the second interface, the third interface, the fourth interface, and the fifth interface are different.

5. The control method of the engine thermal management system according to claim 4, characterized in that, According to TA, t, and the operating parameters, adjusting the rotational speed of the water pump and the working state of the thermostat includes the following steps: Compare the magnitudes of t with a first preset water temperature value t1 and a second preset water temperature value t2; t1 < t2; If t ≤ t1, control the rotational speed of the water pump to the lowest rotational speed n1, and control the thermostat to make the second interface communicate with the fifth interface; If t1 < t ≤ t2, according to the operating parameters, control the rotational speed of the water pump to n2, and control the thermostat so that the opening temperature at which the thermostat makes the third interface communicate with the fourth interface is te; If t > t2, control the rotational speed of the water pump to the rated rotational speed n3, and control the thermostat to make the third interface communicate with the fourth interface; n1 < n2 < n3.

6. The control method of the engine thermal management system according to claim 5, characterized in that Before comparing the magnitudes of t with the first preset water temperature value t1 and the second preset water temperature value t2, the following steps are included: Compare the magnitudes of TA with the first preset ambient temperature value TA1 and the second preset ambient temperature value TA2, TA1 < TA2, to determine the temperature range in which TA is located; When, according to the operating parameters, controlling the rotational speed of the water pump to n2 and controlling the thermostat so that the opening temperature at which the thermostat makes the third interface communicate with the fourth interface is te, the value of te is different when the temperature range in which TA is located is different; And / or, when, according to the operating parameters, controlling the rotational speed of the water pump to n2 and controlling the thermostat so that the opening temperature at which the thermostat makes the third interface communicate with the fourth interface is te, the value of n2 is the same when the temperature range in which TA is located is different.

7. The control method of the engine thermal management system according to claim 5, characterized in that, When t1 < t ≤ t2, the control method for the engine thermal management system includes the following steps: Compare the magnitudes of t with the third preset water temperature value t21; t1 < t21 < t2; If t1 < t ≤ t21, according to the operating parameters, control the rotational speed of the water pump to n21, and control the thermostat to make the third interface communicate with the fifth interface; If t21 < t ≤ t2, according to the operating parameters, control the rotational speed of the water pump to n22, and control the thermostat so that the opening temperature at which the thermostat makes the third interface communicate with the fourth interface is te.

8. The control method of the engine thermal management system according to claim 7, characterized in that n22 and n21 are not equal.

9. The control method of the engine thermal management system according to any one of claims 4-8, characterized in that The operating parameters include the crankshaft speed r of the engine and / or the position of the accelerator pedal.

10. A vehicle, characterized in that, It includes the engine thermal management system according to any one of claims 1 - 3.

Images