Method, device, storage medium and system for correcting engine outlet water temperature

Abstract

The application provides a method and device for correcting engine water outlet temperature, a storage medium and a system, and relates to the technical field of engine control. The method comprises the following steps: acquiring a current water temperature value of an engine, wherein the current water temperature value is a measurement value of a water temperature sensor in the engine; constructing a water temperature model according to the current water temperature value of the engine and an oil temperature; in the case that a hydraulic retarder is in a braking working condition or in the case that the hydraulic retarder exits the braking working condition and a preset time period has elapsed after the hydraulic retarder exits the braking working condition, correcting the current water temperature value of the engine according to the water temperature model, and taking the corrected water temperature value as an actual water temperature value of the engine. The application solves the problem that in the prior art, when the hydraulic retarder is in the braking working condition or just exits the braking working condition, the reading of the water temperature sensor is too high, and an error cooling control is triggered.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and more specifically, to a method for correcting engine outlet water temperature, a device for correcting engine outlet water temperature, a computer-readable storage medium, and a system for correcting engine outlet water temperature. Background Technology

[0002] The coolant temperature parameters of the engine cooling system are crucial for the engine control unit to regulate and protect engine operation. Coolant temperature not only affects friction torque calculation, power output, and overheat protection, but also directly impacts the speed control of the water pump and fan, as well as the diagnostics and efficiency of the emissions aftertreatment system. Therefore, the accuracy of the coolant temperature data collected by the coolant temperature sensor is of great significance to the stability and reliability of the engine.

[0003] In existing technologies, engine coolant temperature sensors are typically located after the EGR (Exhaust Gas Recirculation) cooler to reflect the engine's outlet coolant temperature. However, in some vehicle models, due to space constraints imposed by the OEM, the hydraulic retarder is designed before the EGR cooler, placing the coolant temperature sensor after the retarder. When the retarder engages, it can cause abnormal heat buildup in the local cooling circuit, resulting in a falsely high coolant temperature reading from the sensor. This leads the engine control system to make incorrect control decisions based on erroneous signals, thus affecting the stability of the engine and the entire vehicle. Summary of the Invention

[0004] The main objective of this application is to provide a method, device, computer-readable storage medium, and system for correcting engine outlet water temperature, so as to at least solve the problem in the prior art where the water temperature sensor reading is falsely high when the hydraulic retarder is in braking condition or has just exited braking condition, leading to the triggering of incorrect cooling control.

[0005] To achieve the above objectives, according to one aspect of this application, a method for correcting engine coolant temperature is provided, comprising: acquiring a current coolant temperature value of the engine, the current coolant temperature value being a measurement value of a coolant temperature sensor in the engine; constructing a coolant temperature model based on the current coolant temperature value of the engine and an engine oil temperature; correcting the current coolant temperature value of the engine based on the coolant temperature model when the hydraulic retarder is in braking condition, or when the hydraulic retarder has disengaged from braking condition and a preset time has elapsed after the hydraulic retarder has disengaged from braking condition, and using the corrected coolant temperature value as the actual coolant temperature value of the engine.

[0006] Optionally, correcting the current coolant temperature of the engine according to the coolant temperature model and using the corrected coolant temperature as the actual coolant temperature of the engine includes: obtaining the engine oil temperature; determining a first change in the engine oil temperature over a preset time period when the engine oil temperature is less than or equal to a first preset temperature; determining a first correction coefficient based on the current coolant temperature of the engine; and determining the actual coolant temperature of the engine based on the first change, the first correction coefficient, and the current coolant temperature of the engine.

[0007] Optionally, the method further includes: when the engine oil temperature is greater than the first preset temperature, obtaining the coolant temperature after passing through the EGR cooler; when the coolant temperature after passing through the EGR cooler is less than or equal to the second preset temperature, determining a second change in the coolant temperature within the preset time period; and determining the actual coolant temperature of the engine based on the second change, the first correction coefficient, and the current coolant temperature of the engine.

[0008] Optionally, determining a first correction coefficient based on the current coolant temperature of the engine includes: determining the correction coefficient corresponding to the current coolant temperature of the engine as the first correction coefficient based on the current coolant temperature of the engine and a preset mapping table between coolant temperature and correction coefficient, wherein the coolant temperature and the correction coefficient are in one-to-one correspondence.

[0009] Optionally, determining the actual coolant temperature of the engine based on the first change, the first correction coefficient, and the current coolant temperature of the engine includes: obtaining the product of the first change and the first correction coefficient; and determining the difference between the current coolant temperature of the engine and the product as the actual coolant temperature of the engine.

[0010] Optionally, the method further includes: when the coolant temperature after passing through the EGR cooler is greater than the second preset temperature, determining the actual coolant temperature of the engine based on a preset change amount, the first correction coefficient, and the current coolant temperature of the engine, wherein the preset change amount is determined based on historical data.

[0011] Optionally, the method further includes: after the hydraulic retarder has disengaged from the braking condition and after a preset time has elapsed since the hydraulic retarder disengaged from the braking condition, controlling the actual coolant temperature of the engine to change to the current coolant temperature of the engine at a preset rate.

[0012] According to another aspect of this application, an engine coolant temperature correction device is provided, comprising: an acquisition unit for acquiring a current coolant temperature value of the engine, the current coolant temperature value being a measurement value of a coolant temperature sensor in the engine; a construction unit for constructing a coolant temperature model based on the current coolant temperature value of the engine and an engine oil temperature; and a correction unit for correcting the current coolant temperature value of the engine based on the coolant temperature model when the hydraulic retarder is in braking condition, or when the hydraulic retarder has disengaged from braking condition and a preset time has elapsed after the hydraulic retarder has disengaged from braking condition, and using the corrected coolant temperature value as the actual coolant temperature value of the engine.

[0013] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform any of the methods described.

[0014] According to another aspect of this application, an engine outlet water temperature correction system is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of the methods described.

[0015] The technical solution of this application first obtains the current engine coolant temperature value from the measurement value of the engine coolant temperature sensor. Then, a coolant temperature model is constructed based on the current engine coolant temperature value and the engine oil temperature. When the hydraulic retarder is in braking condition, or when the hydraulic retarder has disengaged from braking condition and after a preset time, the current engine coolant temperature value is corrected according to the coolant temperature model, and the corrected coolant temperature value is taken as the actual engine coolant temperature value. This solution corrects the engine coolant temperature collected by the coolant temperature sensor using the coolant temperature model when the hydraulic retarder is in braking condition or has just disengaged from braking condition. This avoids sensor measurement deviation caused by the heat exchange effect of the hydraulic retarder, making the coolant temperature value closer to the actual thermal state of the engine, thereby improving the stability and reliability of the vehicle operation. It solves the problem in the prior art where the coolant temperature sensor reading is falsely high when the hydraulic retarder is in braking condition or has just disengaged from braking condition, leading to erroneous cooling control. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1A schematic flowchart of a method for correcting engine outlet water temperature according to an embodiment of this application is shown.

[0018] Figure 2 A schematic diagram of a process for correcting the current water temperature value based on a water temperature model according to an embodiment of this application is shown.

[0019] Figure 3 A schematic diagram of another process for correcting the current water temperature value based on a water temperature model according to an embodiment of this application is shown;

[0020] Figure 4 A schematic diagram of a process for determining the actual water temperature value of an engine according to an embodiment of this application is shown;

[0021] Figure 5 A schematic flowchart of another method for correcting engine outlet water temperature according to an embodiment of this application is shown;

[0022] Figure 6 A structural block diagram of an engine outlet water temperature correction device provided according to an embodiment of this application is shown. Detailed Implementation

[0023] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] As described in the background section, in the prior art, when the hydraulic retarder is in braking condition or has just exited braking condition, the water temperature sensor reading is falsely high, leading to the triggering of incorrect cooling control. To solve the above technical problem, the embodiments of this application provide a method for correcting engine outlet water temperature, a device for correcting engine outlet water temperature, a computer-readable storage medium, and a system for correcting engine outlet water temperature.

[0027] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0028] Figure 1 This is a flowchart of a method for correcting the engine outlet water temperature according to an embodiment of this application. Figure 1 As shown, the method includes the following steps:

[0029] Step S101: Obtain the current coolant temperature value of the engine, wherein the current coolant temperature value is the measurement value of the coolant temperature sensor in the engine.

[0030] Step S102: Construct a water temperature model based on the current water temperature and oil temperature of the engine.

[0031] Specifically, the aforementioned water temperature model is established using the engine's current water temperature and oil temperature as core parameters. The combination of these two parameters can accurately reflect the engine's thermal state. However, it should be understood that the aforementioned water temperature model is not limited to these parameters; other factors such as coolant temperature after passing through the EGR cooler, ambient temperature, and engine speed can also be considered.

[0032] Step S103: When the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and a preset time has elapsed after the hydraulic retarder is out of braking condition, the current water temperature value of the engine is corrected according to the water temperature model, and the corrected water temperature value is taken as the actual water temperature value of the engine.

[0033] Specifically, when the hydraulic retarder is in braking mode, or when it disengages from braking mode and a certain preset time has elapsed after disengagement, the actual engine temperature is often affected by heat conduction from the retarder, leading to deviations in the temperature values ​​measured by the coolant temperature sensor. To address this, a coolant temperature model is used to correct the current coolant temperature value collected by the sensor. This filters out transient interference introduced by the retarder's operation, resulting in a corrected coolant temperature value that more closely approximates the engine's true thermal state.

[0034] The above embodiments first obtain the current engine coolant temperature value from the water temperature sensor. Then, a coolant temperature model is constructed based on the current coolant temperature and engine oil temperature. When the hydraulic retarder is in braking mode, or when the hydraulic retarder has disengaged from braking mode and a preset time has elapsed since then, the current engine coolant temperature value is corrected according to the coolant temperature model, and the corrected coolant temperature value is taken as the actual engine coolant temperature value. This solution corrects the engine coolant temperature collected by the water temperature sensor using the coolant temperature model when the hydraulic retarder is in braking mode or has just disengaged from braking mode. This avoids sensor measurement deviation caused by the heat exchange effect of the hydraulic retarder, making the coolant temperature value closer to the actual thermal state of the engine. This improves the stability and reliability of the vehicle operation and solves the problem in the prior art where the coolant temperature sensor reading is falsely high when the hydraulic retarder is in braking mode or has just disengaged from braking mode, leading to incorrect cooling control.

[0035] In one alternative, such as Figure 2 As shown, the current water temperature value of the engine is corrected according to the above water temperature model, and the corrected water temperature value is taken as the actual water temperature value of the engine, including:

[0036] Step S201: Obtain the oil temperature and, if the oil temperature is less than or equal to a first preset temperature, determine the first change in the oil temperature over a preset time period.

[0037] Step S202: Determine the first correction coefficient based on the current water temperature value of the engine.

[0038] Step S203: Determine the actual water temperature value of the engine based on the first change, the first correction coefficient, and the current water temperature value of the engine.

[0039] In the above embodiments, when the engine oil temperature is less than or equal to a first preset temperature, the engine coolant temperature is corrected by combining a correction coefficient determined by the current coolant temperature. The trend of engine oil temperature change can reflect the heat accumulation caused by engine friction and load. In the low-temperature range, the correlation between engine oil temperature and coolant temperature is stronger. Using the change in engine oil temperature to correct the coolant temperature value can more accurately reflect the true thermal state of the engine cooling system. If the measurement value of the coolant temperature sensor is relied upon alone, deviations are likely to occur under conditions such as hydraulic retarder braking. Introducing the trend of engine oil temperature change as a basis for comparison and correction helps to avoid misjudgments caused by sensor position or transient interference. It also helps the ECU (electronic control unit) to make more precise control in terms of overheat protection, avoiding problems such as excessive torque limiting or abnormal speed fluctuations. By combining the current coolant temperature value, positive coefficient, and change in engine oil temperature, temperature information from different sources is integrated, improving the system's adaptability under different operating conditions. It can maintain good reliability even when the hydraulic retarder frequently intervenes or the ambient temperature fluctuates greatly.

[0040] Specifically, when the engine oil temperature is less than or equal to a first preset temperature, it indicates that the engine is operating at a lower temperature. In this case, fluctuations in engine oil temperature have a more direct impact on the thermal state of the engine cooling system. Therefore, under this condition, the change in engine oil temperature within a preset time period is further determined, serving as an auxiliary variable for coolant temperature correction. Based on the current engine coolant temperature, a corresponding first correction coefficient is determined. This correction coefficient reflects the sensitivity of engine oil temperature changes to coolant temperature correction at different coolant temperature levels. The aforementioned first preset temperature is a threshold used to determine whether the engine oil temperature is in a low or normal temperature range. It is based on the engine's thermal characteristics under different operating conditions, obtained through experimental calibration and historical data analysis. In practice, the correlation between engine oil temperature and engine coolant temperature changes can be collected during engine cooling system bench tests or vehicle road tests. When the engine oil temperature is below a certain value, its trend has the strongest correlation with coolant temperature correction; this value serves as the reference for the first preset temperature.

[0041] In another alternative, such as Figure 3 As shown, the above method also includes:

[0042] Step S301: When the oil temperature is higher than the first preset temperature, obtain the coolant temperature after passing through the EGR (exhaust gas recirculation) cooler.

[0043] Step S302: When the temperature of the coolant after passing through the EGR cooler is less than or equal to the second preset temperature, determine the second change in the coolant temperature within the preset time period.

[0044] Step S303: Determine the actual water temperature value of the engine based on the second change, the first correction coefficient, and the current water temperature value of the engine.

[0045] In the above embodiments, when the engine oil temperature exceeds the first preset temperature, the engine oil heat is close to saturation, and its change trend is no longer consistent with the coolant temperature. If the correction continues to rely on the change in engine oil temperature, the water temperature correction value will be distorted. By introducing the EGR coolant temperature as an alternative reference, the distortion problem caused by high-temperature saturation of engine oil can be avoided. The EGR cooler is located in the exhaust gas heat exchange path, and its outlet coolant temperature is sensitive to the engine's thermal load and cooling efficiency. By extracting the change in coolant temperature within a preset time period when it is less than or equal to the second preset temperature, a dynamic quantity highly correlated with the engine cooling state can be obtained as the input for correction calculation. The actual water temperature value obtained by comprehensively calculating the second change quantity, the correction coefficient, and the current water temperature value avoids the error caused by the abnormality of a single sensor signal, making the water temperature correction model reliable even under high-temperature conditions and frequent retarder intervention. The corrected actual water temperature value can provide the ECU with more realistic temperature information, thereby achieving more reasonable adjustments in friction torque calculation, overheat protection torque limiting, etc., avoiding overworking of the cooling system or abnormal triggering of protection strategies due to water temperature misjudgment.

[0046] Specifically, when the engine oil temperature exceeds the first preset temperature, it indicates that the engine oil itself is already in a high-temperature state, and the rate of temperature change slows down. At this point, the correlation between the rise in engine oil temperature and the coolant temperature in the cooling system weakens, and the engine oil temperature can no longer sensitively reflect the actual change in coolant temperature. Therefore, the coolant temperature after passing through the EGR cooler is introduced as a correction basis.

[0047] In some exemplary embodiments, determining a first correction coefficient based on the current coolant temperature of the engine includes: determining the correction coefficient corresponding to the current coolant temperature of the engine as the first correction coefficient based on the current coolant temperature of the engine and a preset mapping table of coolant temperature and correction coefficients, wherein the coolant temperature and the correction coefficient correspond one-to-one.

[0048] In the above embodiments, by establishing a mapping relationship between water temperature values ​​and correction coefficients, different correction ranges can be set for each temperature range, ensuring that the correction model maintains reasonable sensitivity in both low and high temperature regions. Since the location of the water temperature sensor and the operating conditions of the retarder can cause deviations in water temperature measurement, the one-to-one mapping relationship avoids the randomness introduced by manual selection or ad-hoc calculations. Each water temperature value corresponds to a unique correction coefficient, thus ensuring the stability of the correction results. In actual operation, only the current water temperature value needs to be read and the corresponding correction coefficient looked up in the mapping table; complex real-time calculations are unnecessary. This method significantly reduces the consumption of computing resources and improves the response speed of the control system.

[0049] The correspondence between water temperature value and correction coefficient can be obtained through test calibration and adjusted according to different engine models or application conditions. When the current water temperature value is not in the mapping table, the correction coefficient can be determined by linear interpolation based on the correction coefficients of two adjacent water temperature values, and the correction coefficient between the two points can be obtained by proportional calculation.

[0050] In other exemplary embodiments, such as Figure 4 As shown, the actual coolant temperature of the engine is determined based on the first change, the first correction factor, and the current coolant temperature of the engine, including:

[0051] Step S401: Obtain the product of the first change and the first correction coefficient.

[0052] Step S402: The difference between the current water temperature value of the engine and the product is determined as the actual water temperature value of the engine.

[0053] In the above embodiments, the first change reflects the trend of oil temperature change over a certain period of time, and can characterize the dynamic process of engine heat input. By determining the difference between the current coolant temperature value of the engine and the product of the above-mentioned products as the actual coolant temperature value of the engine, the instantaneous interference caused by hydraulic retarder braking or uneven local heat dissipation can be effectively filtered out, improving the model's sensitivity to small temperature changes, enabling the ECU to identify the real change in coolant temperature more timely and accurately, and avoiding the amplification effect of single-point data anomalies, thereby ensuring more stable correction results, further providing data support for overheat protection and other strategies, and avoiding the problem of triggering erroneous cooling control.

[0054] Specifically, the actual water temperature value of the engine is determined according to Q1=Q2-|△r|×k, where Q1 is the actual water temperature value of the engine, Q2 is the current water temperature value of the engine, k is the first correction coefficient, and △r is the first change.

[0055] In one alternative, the method further includes: when the coolant temperature after passing through the EGR cooler is greater than the second preset temperature, determining the actual coolant temperature of the engine based on a preset change amount, the first correction coefficient, and the current coolant temperature of the engine, wherein the preset change amount is determined based on historical data.

[0056] In the above embodiments, when the coolant temperature at the EGR cooler outlet exceeds a second preset temperature, a preset change amount determined based on historical data is introduced for water temperature correction. This allows the preset change amount established from historical data to serve as a substitute parameter when the EGR coolant temperature is too high, providing a reliable reference when real-time data is distorted or unavailable. Historical data is derived from long-term collection of data under different engine operating conditions, effectively reflecting typical temperature change trends. By introducing historical data under abnormal operating conditions, correction deviations caused by instantaneous anomalies can be effectively avoided, improving the accuracy of model correction. Even if sensor measurements exceed the normal range, the system can still continue to complete the correction calculation based on the preset change amount, avoiding interruptions or unreasonable abrupt changes during the correction process and ensuring the rationality of the actual water temperature value.

[0057] Specifically, during engine bench or vehicle road tests, the changing trends of water temperature, engine oil temperature, and EGR coolant temperature over time are recorded under different engine speeds, loads, and ambient temperatures. Based on historical data, the average or median of temperature changes under similar or identical operating conditions in the historical data is taken as the preset change value. For example, under long-slope retarder conditions, the average change value of EGR coolant temperature is 0.5℃ / s, so this value is set as the substitute value, i.e., the preset change value mentioned above.

[0058] In another alternative, the method further includes: after the hydraulic retarder has disengaged from the braking condition and after a preset time has elapsed since the hydraulic retarder disengaged from the braking condition, controlling the actual coolant temperature of the engine to change at a preset rate to the current coolant temperature of the engine.

[0059] In the above embodiments, if the sensor's measured value is immediately replaced with the model correction value after the hydraulic retarder exits braking mode, a significant jump in the coolant temperature signal may occur. This jump can cause misjudgment in the ECU's control strategy, leading to unnecessary frequent actions by functions such as the fan, water pump, and torque limiting protection. By setting a preset rate to smoothly transition the corrected actual coolant temperature value to the sensor value, abrupt changes can be avoided, ensuring the continuity of the coolant temperature signal change process and preventing the overheat protection strategy from being abnormally triggered due to signal instability. Furthermore, smooth coolant temperature changes allow for more stable engine output, preventing jerks in the driving experience caused by torque limiting due to artificially high or low coolant temperatures. By gradually returning the corrected coolant temperature value to the sensor's measured value at a preset rate after the hydraulic retarder exits braking mode, a smooth transition of the coolant temperature signal is achieved, avoiding misjudgment in the control strategy and frequent system actions, thereby improving engine stability and driving comfort.

[0060] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the engine outlet water temperature correction method of this application will be described in detail below with reference to specific embodiments.

[0061] This embodiment relates to a specific method for correcting engine outlet water temperature, such as... Figure 5 As shown, it includes the following steps:

[0062] Step S1: Determine whether the hydraulic retarder is in braking condition. If the hydraulic retarder is in braking condition, proceed to step S2. If the hydraulic retarder is not in braking condition, exit the process.

[0063] Step S2: Correct the current engine coolant temperature value according to the coolant temperature model;

[0064] Step S3: Continuously monitor the operating condition of the hydraulic retarder and determine whether the hydraulic retarder has disengaged from the braking condition. If the hydraulic retarder has disengaged from the braking condition, proceed to step S4. If the hydraulic retarder has not disengaged from the braking condition, proceed to step S2.

[0065] Step S4: Determine whether the hydraulic retarder has exited the braking condition for a preset time. If the hydraulic retarder has exited the braking condition for a preset time, proceed to step S5. If the hydraulic retarder has exited the braking condition for a preset time, proceed to step S2.

[0066] Step S5: Control the actual coolant temperature of the engine to change at a preset rate to the current coolant temperature of the engine.

[0067] This application also provides a specific implementation scenario of an engine hydraulic retarder under extreme high-temperature conditions. In this scenario, due to the continuous release of heat by the hydraulic retarder, the engine oil temperature rises rapidly and exceeds a first preset temperature, causing the oil temperature change to no longer sensitively reflect the actual thermal state of the cooling system. Simultaneously, the coolant temperature after passing through the EGR cooler also remains above a second preset temperature, and its real-time measurement is distorted or delayed due to the thermal saturation effect. In this situation, directly using the engine oil temperature or EGR coolant temperature for correction will lead to a deviation in the judgment of the engine coolant temperature, thus affecting the engine control strategy. To address this problem, a preset change amount determined based on historical data is used as a substitute parameter. Specifically, a large amount of time-series data on coolant temperature, engine oil temperature, and coolant temperature is collected and stored under different operating conditions, and typical temperature change patterns are obtained through statistical or fitting methods. When both the engine oil temperature and EGR coolant temperature are detected to be in an abnormal state, the historical data pattern matching the current operating condition is automatically retrieved, and its corresponding preset change amount is used as a substitute value. This, combined with the current coolant temperature value and a first correction coefficient, is used to calculate the actual engine coolant temperature value. Therefore, even in cases of abnormal or excessive sensor output, historical patterns can be used to generate a replacement value, avoiding interruptions in the correction process and ensuring a continuous and stable output of the actual coolant temperature. Furthermore, historical data accurately reflects temperature change trends under typical operating conditions, preventing coolant temperature distortion caused by instantaneous data anomalies. In extreme scenarios such as prolonged braking with a hydraulic retarder or heavy loads in summer high temperatures, the corrected actual coolant temperature value still closely approximates the engine's true thermal state, preventing the ECU from triggering unreasonable overheat protection due to artificially high or low coolant temperature data. With the help of the replacement value mechanism, a stable cooling strategy can be maintained even under complex operating conditions, preventing speed fluctuations, frequent start-stop of cooling components, and unnecessary alarms, thereby improving the overall reliability of vehicle operation.

[0068] This application also provides an embodiment of a specific scenario for determining a first correction coefficient based on the current engine coolant temperature. A heavy truck is using a hydraulic retarder for prolonged braking on a downhill section. Due to the heat generated during braking, the engine coolant temperature will rise. However, traditional coolant temperature sensors may, due to location factors such as proximity to the hydraulic retarder or EGR cooler, measure a higher temperature than the actual coolant temperature, leading to unnecessary interventions in the control system, such as increasing the cooling system load or limiting engine torque. To address this issue, real-time data from the coolant temperature sensor is first acquired, and a mapping table between coolant temperature and correction coefficients is pre-defined based on the actual engine operating data. This mapping table summarizes the correction ratios (i.e., correction coefficients) for the engine coolant temperature affected by the hydraulic retarder within different coolant temperature ranges. For example, when the coolant temperature is low, the correction coefficient may be small, meaning the influence of the coolant temperature model is minimal, and the coolant temperature sensor measurement is relatively reliable. As the coolant temperature increases, the correction coefficient increases, and the model's correction effect on the measured value is correspondingly strengthened. Based on the real-time acquired current coolant temperature value, the pre-defined mapping table is consulted to obtain the corresponding correction coefficient as the first correction coefficient. Assuming the truck is downhill using a hydraulic retarder with an initial coolant temperature of 85°C, a correction factor of 0.15 is found in a table. The engine oil temperature is continuously monitored. Assuming the oil temperature rises during hydraulic retarder braking, with an initial change of 5°C, the corrected coolant temperature is calculated to be 84.25°C. This method ensures the corrected coolant temperature is closer to the actual engine temperature, avoiding the impact of extra heat generated by hydraulic retarder braking on the coolant temperature sensor. This improves the control system's accuracy in sensing engine status, and also enhances driving safety and comfort.

[0069] It should be noted that the steps shown in 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 may be executed in a different order than that shown here.

[0070] This application also provides an engine outlet water temperature correction device. It should be noted that the engine outlet water temperature correction device of this application can be used to execute the engine outlet water temperature correction method provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0071] The following describes the engine outlet water temperature correction device provided in the embodiments of this application.

[0072] Figure 6 This is a schematic diagram of an engine outlet water temperature correction device according to an embodiment of this application. Figure 6 As shown, the device includes:

[0073] The first acquisition unit 10 is used to acquire the current water temperature value of the engine, wherein the current water temperature value is the measurement value of the water temperature sensor in the engine.

[0074] Construction unit 20 is used to construct a water temperature model based on the current water temperature value and oil temperature of the engine.

[0075] Specifically, the aforementioned water temperature model is established using the engine's current water temperature and oil temperature as core parameters. The combination of these two parameters can accurately reflect the engine's thermal state. However, it should be understood that the aforementioned water temperature model is not limited to these parameters; other factors such as coolant temperature after passing through the EGR cooler, ambient temperature, and engine speed can also be considered.

[0076] The correction unit 30 is used to correct the current water temperature value of the engine according to the water temperature model when the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and a preset time has elapsed after the hydraulic retarder is out of braking condition, and to use the corrected water temperature value as the actual water temperature value of the engine.

[0077] Specifically, when the hydraulic retarder is in braking mode, or when it disengages from braking mode and a certain preset time has elapsed after disengagement, the actual engine temperature is often affected by heat conduction from the retarder, leading to deviations in the temperature values ​​measured by the coolant temperature sensor. To address this, a coolant temperature model is used to correct the current coolant temperature value collected by the sensor. This filters out transient interference introduced by the retarder's operation, resulting in a corrected coolant temperature value that more closely approximates the engine's true thermal state.

[0078] In the above embodiments, the first acquisition unit acquires the current engine coolant temperature value from the engine coolant temperature sensor. Then, the construction unit constructs a coolant temperature model based on the current coolant temperature and engine oil temperature. Finally, the correction unit corrects the current engine coolant temperature value according to the coolant temperature model when the hydraulic retarder is in braking mode, or when the hydraulic retarder has disengaged from braking mode and after a preset time has elapsed since disengagement. The corrected coolant temperature value is then used as the actual engine coolant temperature value. This solution corrects the engine coolant temperature collected by the coolant temperature sensor using the coolant temperature model when the hydraulic retarder is in braking mode or has just disengaged from braking mode. This avoids sensor measurement deviations caused by the heat exchange effect of the hydraulic retarder, making the coolant temperature value closer to the engine's true thermal state. This improves the stability and reliability of the vehicle operation and solves the problem in the prior art where the coolant temperature sensor reading is falsely high when the hydraulic retarder is in braking mode or has just disengaged from braking mode, leading to incorrect cooling control.

[0079] In one optional embodiment, the correction unit includes: an acquisition module, configured to acquire the engine oil temperature, and determine a first change in the engine oil temperature over a preset time period when the engine oil temperature is less than or equal to a first preset temperature; a first determination module, configured to determine a first correction coefficient based on the engine's current coolant temperature; and a second determination module, configured to determine the engine's actual coolant temperature based on the first change, the first correction coefficient, and the engine's current coolant temperature.

[0080] In the above embodiments, when the engine oil temperature is less than or equal to a first preset temperature, the engine coolant temperature is corrected by combining a correction coefficient determined by the current coolant temperature. The trend of engine oil temperature change can reflect the heat accumulation caused by engine friction and load. In the low-temperature range, the correlation between engine oil temperature and coolant temperature is stronger. Using the change in engine oil temperature to correct the coolant temperature can more accurately reflect the true thermal state of the engine cooling system. If the measurement value of the coolant temperature sensor is relied upon alone, deviations are likely to occur under conditions such as hydraulic retarder braking. Introducing the trend of engine oil temperature change as a basis for comparison and correction helps to avoid misjudgments caused by sensor position or transient interference, and helps the ECU to make more precise control in terms of overheat protection, avoiding problems such as excessive torque limiting or abnormal speed fluctuations. By combining the current coolant temperature value, positive coefficient, and change in engine oil temperature, temperature information from different sources is integrated, improving the system's adaptability under different operating conditions and maintaining good reliability even when the hydraulic retarder frequently intervenes or the ambient temperature fluctuates greatly.

[0081] Specifically, when the engine oil temperature is less than or equal to a first preset temperature, it indicates that the engine is operating at a lower temperature. In this case, fluctuations in engine oil temperature have a more direct impact on the thermal state of the engine cooling system. Therefore, under this condition, the change in engine oil temperature within a preset time period is further determined, serving as an auxiliary variable for coolant temperature correction. Based on the current engine coolant temperature, a corresponding first correction coefficient is determined. This correction coefficient reflects the sensitivity of engine oil temperature changes to coolant temperature correction at different coolant temperature levels. The aforementioned first preset temperature is a threshold used to determine whether the engine oil temperature is in a low or normal temperature range. It is based on the engine's thermal characteristics under different operating conditions, obtained through experimental calibration and historical data analysis. In practice, the correlation between engine oil temperature and engine coolant temperature changes can be collected during engine cooling system bench tests or vehicle road tests. When the engine oil temperature is below a certain value, its trend has the strongest correlation with coolant temperature correction; this value serves as the reference for the first preset temperature.

[0082] In another alternative embodiment, the device further includes: a second acquisition unit, configured to acquire the coolant temperature passing through the EGR cooler when the engine oil temperature is greater than the first preset temperature; a first determination unit, configured to determine a second change in the coolant temperature within the preset time period when the coolant temperature passing through the EGR cooler is less than or equal to the second preset temperature; and a second determination unit, configured to determine the actual coolant temperature of the engine based on the second change, the first correction coefficient, and the current coolant temperature of the engine.

[0083] In the above embodiments, when the engine oil temperature exceeds the first preset temperature, the engine oil heat is close to saturation, and its change trend is no longer consistent with the coolant temperature. If the correction continues to rely on the change in engine oil temperature, the water temperature correction value will be distorted. By introducing the EGR coolant temperature as an alternative reference, the distortion problem caused by high-temperature saturation of engine oil can be avoided. The EGR cooler is located in the exhaust gas heat exchange path, and its outlet coolant temperature is sensitive to the engine's thermal load and cooling efficiency. By extracting the change in coolant temperature within a preset time period when it is less than or equal to the second preset temperature, a dynamic quantity highly correlated with the engine cooling state can be obtained as the input for correction calculation. The actual water temperature value obtained by comprehensively calculating the second change quantity, the correction coefficient, and the current water temperature value avoids the error caused by the abnormality of a single sensor signal, making the water temperature correction model reliable even under high-temperature conditions and frequent retarder intervention. The corrected actual water temperature value can provide the ECU with more realistic temperature information, thereby achieving more reasonable adjustments in friction torque calculation, overheat protection torque limiting, etc., avoiding overworking of the cooling system or abnormal triggering of protection strategies due to water temperature misjudgment.

[0084] Specifically, when the engine oil temperature exceeds the first preset temperature, it indicates that the engine oil itself is already in a high-temperature state, and the rate of temperature change slows down. At this point, the correlation between the rise in engine oil temperature and the coolant temperature in the cooling system weakens, and the engine oil temperature can no longer sensitively reflect the actual change in coolant temperature. Therefore, the coolant temperature after passing through the EGR cooler is introduced as a correction basis.

[0085] In some exemplary embodiments, the first determining module includes a first determining submodule, configured to determine, based on the current water temperature value of the engine and a preset mapping table of water temperature value and correction coefficient, the correction coefficient corresponding to the current water temperature value of the engine as the first correction coefficient, wherein the water temperature value and the correction coefficient correspond one-to-one.

[0086] In the above embodiments, by establishing a mapping relationship between water temperature values ​​and correction coefficients, different correction ranges can be set for each temperature range, ensuring that the correction model maintains reasonable sensitivity in both low and high temperature regions. Since the location of the water temperature sensor and the operating conditions of the retarder can cause deviations in water temperature measurement, the one-to-one mapping relationship avoids the randomness introduced by manual selection or ad-hoc calculations. Each water temperature value corresponds to a unique correction coefficient, thus ensuring the stability of the correction results. In actual operation, only the current water temperature value needs to be read and the corresponding correction coefficient looked up in the mapping table; complex real-time calculations are unnecessary. This method significantly reduces the consumption of computing resources and improves the response speed of the control system.

[0087] The correspondence between water temperature value and correction coefficient can be obtained through test calibration and adjusted according to different engine models or application conditions. When the current water temperature value is not in the mapping table, the correction coefficient can be determined by linear interpolation based on the correction coefficients of two adjacent water temperature values, and the correction coefficient between the two points can be obtained by proportional calculation.

[0088] In some other exemplary embodiments, the second determining module includes: an acquisition submodule, configured to acquire the product of the first change and the first correction coefficient; and a second determining submodule, configured to determine the difference between the current water temperature value of the engine and the product as the actual water temperature value of the engine.

[0089] In the above embodiments, the first change reflects the trend of oil temperature change over a certain period of time, and can characterize the dynamic process of engine heat input. By determining the difference between the current coolant temperature value of the engine and the product of the above-mentioned products as the actual coolant temperature value of the engine, the instantaneous interference caused by hydraulic retarder braking or uneven local heat dissipation can be effectively filtered out, improving the model's sensitivity to small temperature changes, enabling the ECU to identify the real change in coolant temperature more timely and accurately, and avoiding the amplification effect of single-point data anomalies, thereby ensuring more stable correction results, further providing data support for overheat protection and other strategies, and avoiding the problem of triggering erroneous cooling control.

[0090] Specifically, the actual water temperature value of the engine is determined according to Q1=Q2-|△r|×k, where Q1 is the actual water temperature value of the engine, Q2 is the current water temperature value of the engine, k is the first correction coefficient, and △r is the first change.

[0091] In one alternative embodiment, the correction unit further includes a third determining module, configured to determine the actual coolant temperature of the engine based on a preset change amount, a first correction coefficient, and the current coolant temperature of the engine when the coolant temperature after passing through the EGR cooler is greater than the second preset temperature, wherein the preset change amount is determined based on historical data.

[0092] In the above embodiments, when the coolant temperature at the EGR cooler outlet exceeds a second preset temperature, a preset change amount determined based on historical data is introduced for water temperature correction. This allows the preset change amount established from historical data to serve as a substitute parameter when the EGR coolant temperature is too high, providing a reliable reference when real-time data is distorted or unavailable. Historical data is derived from long-term collection of data under different engine operating conditions, effectively reflecting typical temperature change trends. By introducing historical data under abnormal operating conditions, correction deviations caused by instantaneous anomalies can be effectively avoided, improving the accuracy of model correction. Even if sensor measurements exceed the normal range, the system can still continue to complete the correction calculation based on the preset change amount, avoiding interruptions or unreasonable abrupt changes during the correction process and ensuring the rationality of the actual water temperature value.

[0093] Specifically, during engine bench or vehicle road tests, the changing trends of water temperature, engine oil temperature, and EGR coolant temperature over time are recorded under different engine speeds, loads, and ambient temperatures. Based on historical data, the average or median of temperature changes under similar or identical operating conditions in the historical data is taken as the preset change value. For example, under long-slope retarder conditions, the average change value of EGR coolant temperature is 0.5℃ / s, so this value is set as the substitute value, i.e., the preset change value mentioned above.

[0094] In another alternative embodiment, the device further includes a control unit, configured to control the actual coolant temperature of the engine to change at a preset rate to the current coolant temperature of the engine after the hydraulic retarder has disengaged from the braking condition and after a preset time has elapsed since the hydraulic retarder disengaged from the braking condition.

[0095] In the above embodiments, if the sensor's measured value is immediately replaced with the model correction value after the hydraulic retarder exits braking mode, a significant jump in the coolant temperature signal may occur. This jump can cause misjudgment in the ECU's control strategy, leading to unnecessary frequent actions by functions such as the fan, water pump, and torque limiting protection. By setting a preset rate to smoothly transition the corrected actual coolant temperature value to the sensor value, abrupt changes can be avoided, ensuring the continuity of the coolant temperature signal change process and preventing the overheat protection strategy from being abnormally triggered due to signal instability. Furthermore, smooth coolant temperature changes allow for more stable engine output, preventing jerks in the driving experience caused by torque limiting due to artificially high or low coolant temperatures. By gradually returning the corrected coolant temperature value to the sensor's measured value at a preset rate after the hydraulic retarder exits braking mode, a smooth transition of the coolant temperature signal is achieved, avoiding misjudgment in the control strategy and frequent system actions, thereby improving engine stability and driving comfort.

[0096] The aforementioned engine outlet water temperature correction device includes a processor and a memory. The first acquisition unit, the construction unit, and the correction unit are all stored as program units in the memory, and the processor executes these program units to achieve the corresponding functions. All of the above modules are located in the same processor; alternatively, the modules may be located in different processors in any combination.

[0097] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and by adjusting kernel parameters, the problem in existing technologies where the water temperature sensor readings are falsely high, leading to erroneous cooling control triggers, can be addressed.

[0098] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0099] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the engine outlet water temperature correction method.

[0100] Specifically, the methods for correcting the engine outlet coolant temperature include:

[0101] Step S101: Obtain the current coolant temperature value of the engine, wherein the current coolant temperature value is the measurement value of the coolant temperature sensor in the engine.

[0102] Step S102: Construct a water temperature model based on the current water temperature and oil temperature of the engine.

[0103] Specifically, the aforementioned water temperature model is established using the engine's current water temperature and oil temperature as core parameters. The combination of these two parameters can accurately reflect the engine's thermal state. However, it should be understood that the aforementioned water temperature model is not limited to these parameters; other factors such as coolant temperature after passing through the EGR cooler, ambient temperature, and engine speed can also be considered.

[0104] Step S103: When the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and a preset time has elapsed after the hydraulic retarder is out of braking condition, the current water temperature value of the engine is corrected according to the water temperature model, and the corrected water temperature value is taken as the actual water temperature value of the engine.

[0105] Specifically, when the hydraulic retarder is in braking mode, or when it disengages from braking mode and a certain preset time has elapsed after disengagement, the actual engine temperature is often affected by heat conduction from the retarder, leading to deviations in the temperature values ​​measured by the coolant temperature sensor. To address this, a coolant temperature model is used to correct the current coolant temperature value collected by the sensor. This filters out transient interference introduced by the retarder's operation, resulting in a corrected coolant temperature value that more closely approximates the engine's true thermal state.

[0106] In one embodiment of this application, correcting the current water temperature value of the engine according to the above-mentioned water temperature model, and using the corrected water temperature value as the actual water temperature value of the engine, includes: obtaining the engine oil temperature; determining a first change in the engine oil temperature over a preset time period when the engine oil temperature is less than or equal to a first preset temperature; determining a first correction coefficient based on the current water temperature value of the engine; and determining the actual water temperature value of the engine based on the first change, the first correction coefficient, and the current water temperature value of the engine.

[0107] In one embodiment of this application, the method further includes: when the engine oil temperature is greater than the first preset temperature, obtaining the coolant temperature after passing through the EGR cooler; when the coolant temperature after passing through the EGR cooler is less than or equal to the second preset temperature, determining a second change in the coolant temperature within the preset time period; and determining the actual coolant temperature of the engine based on the second change, the first correction coefficient, and the current coolant temperature of the engine.

[0108] In one embodiment of this application, determining a first correction coefficient based on the current coolant temperature of the engine includes: determining the correction coefficient corresponding to the current coolant temperature of the engine as the first correction coefficient based on the current coolant temperature of the engine and a preset mapping table between coolant temperature and correction coefficient, wherein the coolant temperature and the correction coefficient correspond one-to-one.

[0109] In one embodiment of this application, determining the actual water temperature value of the engine based on the first change, the first correction coefficient, and the current water temperature value of the engine includes: obtaining the product of the first change and the first correction coefficient; and determining the difference between the current water temperature value of the engine and the product as the actual water temperature value of the engine.

[0110] In one embodiment of this application, the method further includes: when the coolant temperature after passing through the EGR cooler is greater than the second preset temperature, determining the actual coolant temperature of the engine based on a preset change amount, the first correction coefficient, and the current coolant temperature of the engine, wherein the preset change amount is determined based on historical data.

[0111] In one embodiment of this application, the method further includes: after the hydraulic retarder disengages from the braking condition and after a preset time has elapsed since the hydraulic retarder disengaged from the braking condition, controlling the actual water temperature value of the engine to change to the current water temperature value of the engine at a preset rate.

[0112] This invention provides a system for correcting engine outlet water temperature, including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0113] Step S101: Obtain the current coolant temperature value of the engine, wherein the current coolant temperature value is the measurement value of the coolant temperature sensor in the engine.

[0114] Step S102: Construct a water temperature model based on the current water temperature and oil temperature of the engine.

[0115] Specifically, the aforementioned water temperature model is established using the engine's current water temperature and oil temperature as core parameters. The combination of these two parameters can accurately reflect the engine's thermal state. However, it should be understood that the aforementioned water temperature model is not limited to these parameters; other factors such as coolant temperature after passing through the EGR cooler, ambient temperature, and engine speed can also be considered.

[0116] Step S103: When the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and a preset time has elapsed after the hydraulic retarder is out of braking condition, the current water temperature value of the engine is corrected according to the water temperature model, and the corrected water temperature value is taken as the actual water temperature value of the engine.

[0117] Specifically, when the hydraulic retarder is in braking mode, or when it disengages from braking mode and a certain preset time has elapsed after disengagement, the actual engine temperature is often affected by heat conduction from the retarder, leading to deviations in the temperature values ​​measured by the coolant temperature sensor. To address this, a coolant temperature model is used to correct the current coolant temperature value collected by the sensor. This filters out transient interference introduced by the retarder's operation, resulting in a corrected coolant temperature value that more closely approximates the engine's true thermal state.

[0118] The devices mentioned in this article can be servers, PCs, tablets, mobile phones, etc.

[0119] In one embodiment of this application, correcting the current water temperature value of the engine according to the above-mentioned water temperature model, and using the corrected water temperature value as the actual water temperature value of the engine, includes: obtaining the engine oil temperature; determining a first change in the engine oil temperature over a preset time period when the engine oil temperature is less than or equal to a first preset temperature; determining a first correction coefficient based on the current water temperature value of the engine; and determining the actual water temperature value of the engine based on the first change, the first correction coefficient, and the current water temperature value of the engine.

[0120] In one embodiment of this application, the method further includes: when the engine oil temperature is greater than the first preset temperature, obtaining the coolant temperature after passing through the EGR cooler; when the coolant temperature after passing through the EGR cooler is less than or equal to the second preset temperature, determining a second change in the coolant temperature within the preset time period; and determining the actual coolant temperature of the engine based on the second change, the first correction coefficient, and the current coolant temperature of the engine.

[0121] In one embodiment of this application, determining a first correction coefficient based on the current coolant temperature of the engine includes: determining the correction coefficient corresponding to the current coolant temperature of the engine as the first correction coefficient based on the current coolant temperature of the engine and a preset mapping table between coolant temperature and correction coefficient, wherein the coolant temperature and the correction coefficient correspond one-to-one.

[0122] In one embodiment of this application, determining the actual water temperature value of the engine based on the first change, the first correction coefficient, and the current water temperature value of the engine includes: obtaining the product of the first change and the first correction coefficient; and determining the difference between the current water temperature value of the engine and the product as the actual water temperature value of the engine.

[0123] In one embodiment of this application, the method further includes: when the coolant temperature after passing through the EGR cooler is greater than the second preset temperature, determining the actual coolant temperature of the engine based on a preset change amount, the first correction coefficient, and the current coolant temperature of the engine, wherein the preset change amount is determined based on historical data.

[0124] In one embodiment of this application, the method further includes: after the hydraulic retarder disengages from the braking condition and after a preset time has elapsed since the hydraulic retarder disengaged from the braking condition, controlling the actual water temperature value of the engine to change to the current water temperature value of the engine at a preset rate.

[0125] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0126] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0128] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0129] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0130] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0131] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0132] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0133] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above 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.

[0134] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0135] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0136] 1) The engine coolant temperature correction method of this application first obtains the current coolant temperature value of the engine from the measurement value of the coolant temperature sensor in the engine. Then, a coolant temperature model is constructed based on the current coolant temperature value and the engine oil temperature. When the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and after a preset time, the current coolant temperature value of the engine is corrected according to the coolant temperature model, and the corrected coolant temperature value is taken as the actual coolant temperature value of the engine. This solution corrects the engine coolant temperature collected by the coolant temperature sensor using the coolant temperature model when the hydraulic retarder is in braking condition or has just exited braking condition, thereby avoiding sensor measurement deviation caused by the heat exchange effect of the hydraulic retarder. This makes the coolant temperature value closer to the actual thermal state of the engine, thereby improving the stability and reliability of the vehicle operation. It solves the problem in the prior art where the coolant temperature sensor reading is falsely high when the hydraulic retarder is in braking condition or has just exited braking condition, leading to the triggering of incorrect cooling control.

[0137] 2) The engine coolant temperature correction device of this application first acquires the current coolant temperature value of the engine by means of the measurement value of the coolant temperature sensor in the engine through the first acquisition unit. Then, the construction unit constructs a coolant temperature model based on the current coolant temperature value and the engine oil temperature. Finally, the correction unit corrects the current coolant temperature value of the engine according to the coolant temperature model when the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and after a preset time, and uses the corrected coolant temperature value as the actual coolant temperature value of the engine. This solution corrects the engine coolant temperature collected by the coolant temperature sensor by means of the coolant temperature model when the hydraulic retarder is in braking condition or has just exited braking condition, thereby avoiding the sensor measurement deviation caused by the heat exchange effect of the hydraulic retarder, making the coolant temperature value closer to the actual thermal state of the engine, thereby improving the stability and reliability of the vehicle operation, and solving the problem in the prior art that the coolant temperature sensor reading is too high when the hydraulic retarder is in braking condition or has just exited braking condition, which leads to the triggering of incorrect cooling control.

[0138] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for correcting engine outlet water temperature, characterized in that, include: The current coolant temperature of the engine is obtained, wherein the current coolant temperature is the measurement value of the coolant temperature sensor in the engine; A water temperature model is constructed based on the current water temperature and oil temperature of the engine. When the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and a preset time has elapsed after the hydraulic retarder is out of braking condition, the current water temperature value of the engine is corrected according to the water temperature model, and the corrected water temperature value is taken as the actual water temperature value of the engine. The engine's current water temperature value is corrected according to the water temperature model, and the corrected water temperature value is used as the engine's actual water temperature value, including: The engine oil temperature is obtained, and when the engine oil temperature is less than or equal to a first preset temperature, a first change in the engine oil temperature over a preset time period is determined. A first correction factor is determined based on the current coolant temperature of the engine; The actual water temperature of the engine is determined based on the first change, the first correction coefficient, and the current water temperature of the engine. Determining the actual coolant temperature of the engine based on the first change, the first correction coefficient, and the current coolant temperature of the engine includes: Obtain the product of the first change and the first correction coefficient; The difference between the current water temperature value of the engine and the product is determined as the actual water temperature value of the engine; The method further includes: When the engine oil temperature is greater than the first preset temperature, the coolant temperature after passing through the EGR cooler is obtained; If the temperature of the coolant passing through the EGR cooler is less than or equal to a second preset temperature, a second change in the coolant temperature within the preset time period is determined. The actual water temperature of the engine is determined based on the second change, the first correction coefficient, and the current water temperature of the engine.

2. The method according to claim 1, characterized in that, Based on the current coolant temperature of the engine, a first correction factor is determined, including: Based on the current water temperature value of the engine and the preset mapping table between water temperature value and correction coefficient, the correction coefficient corresponding to the current water temperature value of the engine is determined to be the first correction coefficient, and the water temperature value and the correction coefficient are in one-to-one correspondence.

3. The method according to claim 1, characterized in that, The method further includes: If the coolant temperature after passing through the EGR cooler is greater than the second preset temperature, the actual coolant temperature of the engine is determined based on the preset change amount, the first correction coefficient, and the current coolant temperature of the engine. The preset amount of change is determined based on historical data.

4. The method according to claim 1, characterized in that, The method further includes: When the hydraulic retarder exits the braking condition, and after the preset time elapses following the exit of the hydraulic retarder from the braking condition, the actual coolant temperature of the engine is controlled to change at a preset rate to the current coolant temperature of the engine.

5. A device for correcting engine outlet water temperature, characterized in that, include: An acquisition unit is used to acquire the current coolant temperature value of the engine, wherein the current coolant temperature value is the measurement value of the coolant temperature sensor in the engine; A construction unit is used to construct a water temperature model based on the current water temperature value and oil temperature of the engine. The correction unit is used to correct the current water temperature value of the engine according to the water temperature model when the hydraulic retarder is in braking condition, or when the hydraulic retarder is out of braking condition and a preset time has elapsed after the hydraulic retarder is out of braking condition, and to use the corrected water temperature value as the actual water temperature value of the engine. The correction unit includes: an acquisition module, configured to acquire the engine oil temperature, and determine a first change in the engine oil temperature over a preset time period when the engine oil temperature is less than or equal to a first preset temperature; a first determination module, configured to determine a first correction coefficient based on the current coolant temperature of the engine; and a second determination module, configured to determine the actual coolant temperature of the engine based on the first change, the first correction coefficient, and the current coolant temperature of the engine. The second determining module includes: an acquisition submodule, used to acquire the product of the first change and the first correction coefficient; and a second determining submodule, used to determine the difference between the current water temperature value of the engine and the product as the actual water temperature value of the engine. The engine coolant temperature correction device further includes: a second acquisition unit, configured to acquire the coolant temperature after passing through the EGR cooler when the engine oil temperature is greater than the first preset temperature; a first determination unit, configured to determine a second change in the coolant temperature within a preset time period when the coolant temperature after passing through the EGR cooler is less than or equal to the second preset temperature; and a second determination unit, configured to determine the actual coolant temperature of the engine based on the second change, the first correction coefficient, and the current coolant temperature of the engine.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 4.

7. A correction system for engine outlet water temperature, characterized in that, include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs comprising methods for performing any one of claims 1 to 4.

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