Brushless electronic fan rotating speed adjusting method and system

Abstract

The invention relates to a method and system for adjusting the rotating speed of a brushless electronic fan, and relates to the field of new energy automobile heat management. Collecting vehicle condition interference parameters; forming target temperatures corresponding to the three-electricity system based on the three-electricity system dynamic heat production parameters, the vehicle condition interference parameters and the scene rules; current temperatures corresponding to the three electric systems are obtained in real time; determining a temperature deviation duration based on the current temperature and the target temperature, and forming a deviation temperature value and a deviation change rate; determining an adjustment coefficient according to the deviation temperature value, the deviation change rate, the temperature deviation duration and a fuzzy logic algorithm; obtaining the current fan speed, and determining a target fan speed based on the adjustment coefficient and the current fan speed; forming a fan adjusting scheme; and executing fan parameter adjustment operation according to the fan adjustment scheme. The method has the effects of improving the accuracy and adaptability of adjusting the rotating speed of the fan, optimizing the heat dissipation capability of the three-electric system and prolonging the service life of equipment.

Description

Technical Field

[0001] This invention relates to the field of thermal management for new energy vehicles, and in particular to a method and system for adjusting the speed of a brushless electronic fan. Background Technology

[0002] A brushless electric fan is a fan driven by a brushless DC motor. Through Hall effect sensors or other position detection methods, the controller can accurately determine the position of the rotor and switch the current flow in the stator winding in a timely manner, thereby driving the magnet to rotate, which in turn drives the fan blades to rotate and generate wind.

[0003] With the development of new energy vehicles, brushless electric fans have gradually replaced traditional brushed fans due to their advantages such as high efficiency and energy saving, low noise operation and long life.

[0004] Regarding the aforementioned technologies, brushless electronic fans in new energy vehicles rely on fixed temperature thresholds for speed regulation. This approach fails to consider the dynamic heat generation differences among the three core components of new energy commercial vehicles, nor does it adapt to the complex operating conditions of commercial vehicles. Therefore, it cannot dynamically adjust the fan speed to match changes in heat generation and operating conditions. Summary of the Invention

[0005] To address the problem that brushless electronic fans cannot dynamically adjust their fan speed according to changes in heat generation and operating conditions, this invention provides a method and system for adjusting the fan speed of a brushless electronic fan.

[0006] In a first aspect, the present invention provides a method for adjusting the speed of a brushless electronic fan, employing the following technical solution: A method for adjusting the speed of a brushless electronic fan includes: Step 1: Real-time acquisition of dynamic heat generation parameters of the three-electric system, namely the power battery system, drive motor system, and electronic control system; Step 2: Real-time acquisition of vehicle condition interference parameters; Step 3: Based on the dynamic heat generation parameters of the three-electric system, vehicle condition interference parameters, and preset scenario rules, the target temperature corresponding to each of the three-electric system is determined; Step 4: Obtain the current temperature of each of the three electrical systems in real time; Step 5: Determine the duration of temperature deviation based on the current temperature and the target temperature, and generate the deviation temperature value and the rate of change of deviation; Step 6: Determine the adjustment coefficient based on the deviation temperature value, deviation change rate, temperature deviation duration, and preset fuzzy logic algorithm; Step 7: Obtain the current fan speed of each of the three electric systems, and determine the target fan speed based on the adjustment coefficient and the current fan speed; Step 8: Develop a fan adjustment plan based on the target fan speed; Step 9: Perform fan parameter adjustment according to the fan adjustment plan.

[0007] By adopting the above technical solution, precise control of the brushless electric fan speed can be achieved, effectively addressing dynamic heat generation changes in the three-electric system and complex vehicle condition interference. Through the combination of multi-dimensional parameter acquisition and intelligent algorithms, the adaptability and efficiency of fan speed adjustment are significantly improved, ensuring that the heat dissipation and heating needs of new energy vehicles are met under different operating conditions.

[0008] Optionally, methods for determining the target temperature for each of the three electric systems based on dynamic heat generation parameters, vehicle condition interference parameters, and scenario rules include: Step 70: Analyze the dynamic heat generation parameters of the three-electric system to obtain the battery fast charging current, motor torque and electronic control temperature; Step 71: Based on the battery fast charging current, motor torque and electronic control temperature, determine the first offset of each of the three electric systems according to the preset heat generation parameter mapping table; Step 72: Analyze vehicle condition interference parameters to obtain duct pressure difference, vehicle driving mode, and vehicle speed; Step 73: Based on the duct pressure difference, vehicle driving mode, and vehicle driving speed, determine the corresponding second offset of each of the three electric systems according to the preset second offset mapping table; Step 74: Determine the final adjustment amount for each of the three electric systems based on the first and second offsets respectively; Step 75: Obtain the current temperature of each of the three electrical systems, and determine the target temperature based on the current temperature and the final adjustment amount.

[0009] By adopting the above technical solution, not only are the dynamic heat generation characteristics of the three-electric system considered, but also the interference factors during vehicle operation are taken into account, thereby ensuring the rationality and adaptability of the target temperature. Furthermore, by introducing a multi-dimensional parameter analysis and mapping mechanism, the system's responsiveness to complex environments is further enhanced, laying a solid foundation for subsequent fan speed adjustments. The application of this method significantly improves the working efficiency and stability of the brushless electric fan, while effectively reducing potential risks caused by temperature fluctuations.

[0010] Optionally, methods for determining the final adjustment amount for each of the three electric systems based on their respective first and second offsets include: Step 740: Real-time acquisition of the external temperature and the corresponding current temperature of each of the three electrical systems; Step 741: Determine the internal and external temperature deviation value based on the current temperature and the external temperature; Step 742: When the internal and external temperature deviation exceeds the preset expected temperature deviation threshold, obtain the current temperature change rate; Step 743: Determine the expected critical value of the current temperature based on the current rate of temperature change; Step 744: Determine the third adjustment amount based on the difference between the predicted current temperature threshold and the current temperature; Step 745: Determine the final adjustment amount corresponding to each of the three electric systems based on the third adjustment amount and the first and second offset amounts corresponding to each of the three electric systems.

[0011] By adopting the above technical solution and introducing dynamic factors such as external temperature and the current temperature change rate, the problem of adjustment lag or overcompensation caused by environmental changes is effectively avoided, thus ensuring that the system is always in optimal working condition. Meanwhile, the final adjustment amount calculated based on multi-dimensional data not only improves the system's adaptability but also provides a reliable basis for subsequent fan parameter optimization. Furthermore, real-time monitoring of internal and external temperature deviations further enhances the system's ability to cope with extreme operating conditions and significantly reduces potential risks caused by temperature anomalies.

[0012] Optionally, it also includes a method for generating a fan adjustment scheme when the deviation temperature value is negative, the method comprising: Step 746: Determine the component to be heated when the final adjustment amount is negative; Step 747: Determine the fan number corresponding to the component to be heated based on the component to be heated, and define it as the heating fan number; Step 748: Determine the target angle of the fan by looking up the preset heat storage module location mapping table based on the heating fan number; Step 749: Determine the target fan speed based on the deviation temperature value and the preset thermal speed mapping rule; Step 750: Develop a fan adjustment plan based on the target fan speed and the target fan angle.

[0013] By adopting the above technical solution, the heating demand problem caused by negative temperature deviation values ​​can be effectively solved. By clearly defining the components to be heated and their corresponding fan numbers, combined with the thermal storage module location mapping table and thermal speed mapping rules, the accuracy and feasibility of the fan adjustment scheme are ensured. This method not only improves the system's adaptability to low temperatures or abnormal operating conditions, but also further enhances heating efficiency and stability by optimizing the matching relationship between the fan target angle and speed. Simultaneously, the dynamic adjustment mechanism based on the deviation temperature value can quickly respond to environmental changes, avoiding potential risks caused by temperature fluctuations, thereby ensuring that the three-electric system always operates within the ideal temperature range.

[0014] Optionally, methods for developing a fan adjustment scheme based on the target fan speed include: Step 80: Obtain the current fan number; Step 81: Determine the current fan angle and the effective fan angle range corresponding to the current fan number based on the current fan number; Step 82: Adjust the current fan angle when it does not fall within the effective fan angle range; Step 83: When the current fan angle falls within the effective fan angle range, determine the convection fan number based on the current fan angle; Step 84: Determine the fan angle adjustment amount corresponding to the current fan number based on the current fan angle and the effective fan angle range corresponding to the convection fan number; Step 85: Develop a fan adjustment scheme based on the fan angle adjustment amount and the target fan speed.

[0015] By adopting the above technical solution, the accuracy and operability of the fan adjustment scheme can be ensured. This method achieves dynamic adjustment of the fan angle by obtaining the current fan number and combining it with the effective fan angle range and the current angle. Simultaneously, determining the angle adjustment amount based on relevant parameters of the convection fan number further enhances the adaptability and flexibility of the scheme. This method not only optimizes the fan's operating state but also effectively avoids performance loss caused by angle deviations, providing strong support for improving the overall system efficiency.

[0016] Optionally, methods for determining the fan angle adjustment amount based on the current fan angle and effective fan angle range corresponding to the convection fan number include: Step 840: Obtain the adjustment priority corresponding to the current fan number; Step 841: Determine the current fan number to be adjusted based on the adjustment priority; Step 842: Determine the current fan angle adjustment amount based on the current fan number and the current angle of the fan corresponding to the current fan number; Step 843: Determine the current maximum adjustment range based on the current fan angle adjustment amount and the preset mechanical limit adjustment amount; Step 844: When the current fan angle adjustment exceeds the current maximum adjustment range, determine the fan number to be adjusted. Step 845: Determine the amount of adjustment to correct the current fan angle based on the corrected fan number and the current angle of the fan corresponding to the corrected fan number; Step 846: Determine the current maximum adjustment range based on the current fan angle adjustment amount and mechanical limit adjustment amount; Step 847: When the current fan angle adjustment exceeds the current maximum adjustment range, perform a preset coordinated adjustment operation.

[0017] By adopting the above technical solution, the problem of exceeding mechanical limits or adjustment range during fan angle adjustment can be effectively solved. This method ensures the rationality and safety of fan angle adjustment by introducing a correction mechanism and coordinated adjustment operations. Simultaneously, the adjustment amount is dynamically calculated based on relevant parameters of the fan number being corrected, further enhancing the system's flexibility and adaptability. This method not only avoids mechanical damage caused by improper adjustment but also significantly enhances the reliability and execution efficiency of the fan adjustment scheme, providing strong support for the stable operation of the system under complex working conditions.

[0018] Optionally, it also includes a method for verifying the effect of collaborative adjustment operations and for iterative adjustment, which includes: Step 848: After performing the coordinated adjustment operation, monitor the current temperature of the target component corresponding to the convection fan number in real time; Step 849: Determine the expected temperature change rate of the target component corresponding to the convection fan number based on the target temperature, the current temperature, and the preset historical adjustment record table; Step 850: Real-time acquisition of the current temperature change rate of the target component corresponding to the convection fan number; Step 851: Obtain the current temperature change loss rate by subtracting the expected temperature change rate from the current temperature change rate; Step 852: When the current temperature change loss rate exceeds the preset safe temperature change loss rate, re-execute the collaborative adjustment operation and accumulate the number of collaborative adjustment operations; Step 853: When the number of collaborative adjustment operations exceeds the preset number of valid collaborative adjustments, output a manual alarm signal.

[0019] By adopting the above technical solution, the problem of abnormal temperature change loss rate that may occur during collaborative adjustment operations can be effectively solved. This method achieves precise monitoring of the temperature change loss rate by real-time detection of the target component's current temperature and combining it with historical adjustment records and predicted temperature change rates. Simultaneously, based on a comparative analysis of the current temperature change loss rate and a safety threshold, a dynamic readjustment mechanism is triggered to ensure the system remains under control. Furthermore, by accumulating and limiting the number of collaborative adjustment operations, the system's security is further enhanced, avoiding potential risks caused by frequent adjustments and providing a more reliable guarantee for brushless electric fan speed adjustment.

[0020] Optionally, it also includes a method for not outputting a manual alarm signal when the number of coordinated adjustment operations exceeds the effective number of coordinated adjustments, the method comprising: Step 854: Determine the heat dissipation status based on the target temperature and the current temperature; Step 855: When heat dissipation is present, adjust the target fan speed corresponding to the convection fan number in real time according to the preset wind force increment mode; Step 856: Calculate the temperature change loss rate in real time during the process of adjusting the target fan speed; Step 857: Stop the wind speed increase mode when the temperature change loss rate corresponding to the two convection fan numbers is lower than the safe temperature change loss rate.

[0021] By adopting the above technical solution, the system can effectively address situations where the number of coordinated adjustment operations exceeds the limit, avoiding system interference caused by frequent triggering of manual alarm signals. This method dynamically assesses the heat dissipation status and adjusts the target fan speed in real time using a progressively increasing wind speed pattern, ensuring that the temperature change loss rate remains within a safe range. Simultaneously, real-time monitoring and judgment based on the temperature change loss rate corresponding to the dual convection fan numbers further enhances the system's adaptive capability. This method not only optimizes heat dissipation efficiency but also significantly reduces the energy consumption increase caused by over-adjustment, providing a more intelligent solution for the stable operation of brushless electronic fans under complex conditions. Furthermore, by introducing stop conditions, unnecessary resource waste is effectively avoided, enabling the system to achieve a dynamic balance between high efficiency and energy saving, thereby better meeting the actual needs of new energy vehicles.

[0022] Optionally, methods for adjusting the target fan speed corresponding to the convection fan number in real time according to the wind speed increment pattern include: Step 8550: Determine the target fan speed value in real time based on the deviation temperature value and the preset fan speed increment step size table; Step 8551: Accumulate the risk heat dissipation time when the target fan speed exceeds the preset mechanical safety speed threshold; Step 8552: When the temperature change loss rate exceeds the safe temperature change loss rate after the waiting period for risk assessment, output a manual alarm signal.

[0023] By adopting the above technical solution, potential risks caused by the target fan speed exceeding mechanical safety limits can be effectively avoided. This method introduces a fan speed increment table to ensure that the adjustment process of the target fan speed is both accurate and safe. Simultaneously, based on the accumulation and monitoring of risky heat dissipation time, the system reliability is further enhanced, preventing equipment damage or performance degradation caused by prolonged high-load operation.

[0024] Secondly, the present invention provides a brushless electronic fan speed adjustment system, which adopts the following technical solution: A brushless electronic fan speed adjustment system includes: The acquisition module is used to acquire dynamic heat generation parameters and vehicle condition interference parameters of the three-electric system; The memory is used to store the program of the control method for adjusting the speed of a brushless electronic fan as described above; The processor loads and executes programs from memory.

[0025] By adopting the above technical solution, the system can efficiently and intelligently adjust the speed of the brushless electric fan. The acquisition module is responsible for collecting dynamic heat generation parameters and vehicle interference parameters of the three-electric system in real time, providing data support for subsequent adjustments. The program stored in the memory contains complete control logic, ensuring that the processor can perform accurate calculations and judgments according to the preset algorithm during execution. As the core component, the processor loads and runs the program in the memory, coordinating the work of each module to complete the entire process from data acquisition to fan speed adjustment. This modular design not only improves the maintainability and scalability of the system, but also significantly enhances its stability and adaptability under complex operating conditions. In addition, through the coordinated optimization of hardware and software, the system can minimize energy consumption while ensuring efficient heat dissipation, providing a solid technical guarantee for the reliable operation of new energy vehicles.

[0026] In summary, the present invention has at least one of the following beneficial technical effects: 1. Abandoning the traditional fixed temperature threshold speed regulation method, it collects dynamic heat generation parameters of the three-electric system and vehicle condition interference parameters in real time, and combines scene rules and fuzzy logic algorithms to dynamically calculate adjustment coefficients, thereby determining the target fan speed. It can accurately match the temperature control requirements under different working conditions. For example, when driving at high speed, it can reduce the fan speed to save energy by taking advantage of the oncoming wind, and actively increase the speed to make up for the lack of natural wind when driving at low speed. This solves the shortcomings of traditional speed regulation that cannot adapt to dynamic heat generation and complex working conditions. 2. Not only is the heat dissipation logic optimized for high-temperature scenarios, but a complete heating solution has also been built for low-temperature scenarios. By matching the heating fan numbers and positioning the heat storage module angles, the low-temperature heating requirements of components are met. At the same time, it ensures that the three-electric system can maintain ideal operating temperatures under different scenarios such as heat dissipation and heating, avoiding performance degradation caused by temperature fluctuations or airflow interference; 3. By limiting the upper and lower limits of the fan's mechanical safe speed and adjusting the mechanical limit of the angle, hardware damage caused by excessive adjustment is avoided; in extreme cases where coordinated adjustment is ineffective, a wind speed increase fallback strategy and emergency temperature control measures are activated to reduce the risk of equipment failure; at the same time, by adjusting the speed step size in stages and adjusting the speed back after reaching the target, ineffective energy consumption is reduced while ensuring temperature control effect, and long-term high-load operation of the fan is avoided, thus achieving the dual effect of extending equipment life and optimizing vehicle energy consumption. Attached Figure Description

[0027] Figure 1 This is a flowchart of a method for adjusting the speed of a brushless electronic fan according to an embodiment of this application; Figure 2 This is a flowchart of a method for forming a fan adjustment scheme based on a target fan speed, as described in an embodiment of this application. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0029] This invention discloses a method for adjusting the speed of a brushless electronic fan. (Refer to...) Figure 1 A method for adjusting the speed of a brushless electronic fan, comprising: Step 1: Real-time acquisition of dynamic heat generation parameters of the three-electric system, which consists of the power battery system, drive motor system, and electronic control system.

[0030] The dynamic heat generation parameters of the three-electric system refer to the core operating parameters that change in real time with the vehicle's operating conditions and directly affect the heat generation of the power battery system, drive motor system, and electronic control system. The dynamic heat generation parameters of the power battery system reflect the real-time intensity of the battery's charging and discharging current and its state of energy; the higher the current and the more drastic the energy fluctuations, the more heat is generated by the battery's internal resistance. The dynamic heat generation parameters of the drive motor system reflect the real-time load intensity and operating efficiency of the motor; the higher the load and the greater the energy loss, the greater the copper and iron losses in the motor. The dynamic heat generation parameters of the electronic control system reflect the real-time switching frequency and current intensity of the core electronic control components.

[0031] Step 2: Collect vehicle condition interference parameters in real time.

[0032] Vehicle condition interference parameters refer to real-time operating parameters that do not directly participate in the heat generation of the three-electric system, but indirectly interfere with the heat dissipation effect by affecting heat transfer efficiency. These parameters include air duct pressure difference, vehicle driving mode, and vehicle speed. Air duct pressure difference monitors the unobstructed flow of heat transfer channels, preventing the fan from running but the airflow from being blocked and failing to reach the heat-generating components, thus ensuring effective airflow. Vehicle driving mode is used to match the system's heat dissipation and energy consumption priorities, as Sport mode prioritizes heat dissipation, while Eco mode prioritizes energy saving. Vehicle speed utilizes the oncoming airflow at high speeds to assist heat dissipation, while at low speeds, where there is no natural wind, the fan needs to work harder to balance heat dissipation and energy consumption. Although the three-electric system is inside the car, it has a cooling duct and radiator that connects to the outside of the car. Heat will first be transferred to the radiator and then carried away by the air. Therefore, the speed of the car directly determines the strength of the oncoming wind outside the car. In other words, high speed borrows power and low speed supplements power: at high speed, the oncoming wind will actively flow over the radiator and help carry away most of the heat, so the fan can run less and save energy; at low speed, there is almost no oncoming wind, so the fan has to work harder to dissipate the heat.

[0033] Step 3: Based on the dynamic heat generation parameters of the three-electric system, vehicle condition interference parameters, and preset scenario rules, the target temperature corresponding to each of the three-electric system is formed.

[0034] Scenario rules refer to the pre-determined standard for the correspondence between the dynamic heat generation parameters of the three-electric system (battery, motor, and electronic control system) and vehicle condition interference parameters, and the target temperature. Simply put, it's a customized rule that specifies a reasonable target temperature for the three-electric system under different operating conditions. The target temperature refers to the ideal temperature value that the three-electric system should achieve under specific operating conditions to ensure stable performance and safe operation.

[0035] Step 4: Obtain the current temperature of each of the three electrical systems in real time.

[0036] The current temperature refers to the actual temperature value measured by the temperature sensor during the real-time operation of the three-electric system. This value reflects the real temperature value of the power battery system, drive motor system and electronic control system at the current moment.

[0037] Step 5: Determine the duration of temperature deviation based on the current temperature and the target temperature, and generate the deviation temperature value and the deviation change rate.

[0038] Temperature deviation duration refers to the duration of the deviation between the current temperature and the target temperature. This duration reflects the degree and duration of the system temperature deviating from the ideal state. Deviation temperature value is the difference between the current temperature and the target temperature; this value directly reflects the degree of deviation of the system temperature. Deviation change rate refers to the rate at which the deviation temperature value changes over time. It reflects how fast the system temperature changes and helps determine whether the system temperature is stabilizing or continuing to deviate.

[0039] Step 6: Determine the adjustment coefficient based on the deviation temperature value, deviation change rate, temperature deviation duration, and the preset fuzzy logic algorithm.

[0040] Fuzzy logic algorithms refer to the transformation of temperature regulation experience into machine-executable rules. Taking heavy-load ramping of a motor (target temperature 100℃) as an example, here is an example of the process of calculating the adjustment coefficient using fuzzy logic: The current temperature is 107℃, which is a deviation of +7℃. The deviation increases by 1℃ within 1 second, which is a change rate of 1℃ / s. The deviation lasts for 8 seconds. Based on the values ​​of the three combinations, the corresponding coefficient range of 1.3 to 1.5 is determined. Then, the midpoint of the range is taken to obtain the adjustment coefficient of 1.4, which can be used to calculate the target speed, for example, 2000rpm × 1.4 = 2800rpm.

[0041] Step 7: Obtain the current fan speed of each of the three electric systems, and determine the target fan speed based on the adjustment coefficient and the current fan speed.

[0042] The current fan speed refers to the actual operating speed of the fan in the three-electric system at the current moment. The target fan speed refers to the ideal speed that the three-electric system should achieve under specific operating conditions after adjusting the current fan speed according to the adjustment coefficient to ensure its stable performance and safe operation. It should be noted here that each of the three-electric system corresponds to its own fan assembly.

[0043] Step 8: Develop a fan adjustment plan based on the target fan speed.

[0044] The fan adjustment plan refers to the fan operation plan based on the target fan speed and target fan angle of each of the three electric systems. The target fan angle refers to the ideal angle value that the corresponding fan should be adjusted to to ensure optimal heat dissipation under specific operating conditions. The method for determining the target fan angle will be introduced in later content and will not be repeated here.

[0045] Step 9: Perform fan parameter adjustment according to the fan adjustment plan.

[0046] When a fan adjustment plan exists, it means that the system has determined that the fan speed and angle need to be adjusted accordingly to ensure that the three-electric system can operate stably at a suitable temperature. Therefore, the fan adjustment operation is carried out according to the fan adjustment plan.

[0047] Among them, the methods for determining the target temperature of each of the three electric systems based on the dynamic heat generation parameters of the three electric systems, vehicle condition interference parameters, and scenario rules include: Step 70: Analyze the dynamic heat generation parameters of the three-electric system to obtain the battery fast charging current, motor torque and electronic control temperature.

[0048] Battery fast charging current refers to the current flowing through the power battery during fast charging. This current value directly affects the heat generated by the battery's internal resistance; the higher the current, the more heat is generated. Motor torque refers to the rotational torque generated by the drive motor during operation. It reflects the motor's load intensity; the higher the torque, the more copper and iron losses the motor experiences, and consequently, the more heat is generated. Electronic control temperature refers to the temperature generated by the electronic control system during operation. This temperature value is affected by the switching frequency and current intensity of the core electronic control components; the more frequently the components operate and the higher the current, the higher the temperature. The methods for obtaining battery fast charging current, motor torque, and electronic control temperature are all existing technologies and will not be elaborated upon here.

[0049] Step 71: Based on the battery fast charging current, motor torque and electronic control temperature, determine the first offset of each of the three electric systems according to the preset heat generation parameter mapping table.

[0050] The heat generation parameter mapping table is a standardized reference table pre-fitted using extensive experimental data to convert key heat generation parameters such as battery fast charging current, motor torque, and electronic control temperature into corresponding temperature offsets. This mapping table records in detail the temperature offset values ​​that the three-electric system (battery, motor, and electronic control system) should generate under different parameter combinations. For example, when the battery fast charging current is 30 amps, the motor torque is 60 Nm, and the electronic control temperature is 45 degrees Celsius, the first offset for the power battery system is 0.5 degrees Celsius, the first offset for the drive motor system is 0.3 degrees Celsius, and the first offset for the electronic control system is 0.2 degrees Celsius. The first offset refers to the preliminary temperature adjustment value obtained by converting the current dynamic heat generation parameters of the three-electric system through the heat generation parameter mapping table, used to correct the target temperature. The heat generation parameter mapping table is updated in real time using a gradient descent algorithm based on the actual temperature control effect corresponding to the dynamic heat generation parameters, vehicle condition interference parameters, target temperature, and target fan speed.

[0051] Step 72: Analyze vehicle condition interference parameters to obtain duct pressure difference, vehicle driving mode, and vehicle driving speed.

[0052] The air duct pressure difference, vehicle driving mode, and vehicle speed have been introduced earlier and will not be repeated here.

[0053] Step 73: Based on the duct pressure difference, vehicle driving mode and vehicle driving speed, determine the corresponding second offset of each of the three electric systems according to the preset second offset mapping table.

[0054] The second offset mapping table is a standardized reference table generated in advance through extensive operating condition experiments. It specifically converts three types of vehicle condition interference parameters—corresponding to duct pressure difference, vehicle driving mode, and vehicle speed—into supplementary correction values ​​for the target temperatures of the power battery system, drive motor system, and electronic control system. The second offset refers to the supplementary temperature adjustment value obtained by converting the current vehicle condition interference parameters through the second offset mapping table, used to further correct the target temperature.

[0055] Step 74: Determine the final adjustment amount for each of the three electric systems based on the first and second offsets corresponding to each of the three electric systems.

[0056] The final adjustment amount refers to the comprehensive temperature adjustment value obtained by integrating the first offset and the second offset, used for the final calibration of the target temperature. It should be noted that a positive final adjustment amount indicates the presence of electrical system components with a target temperature lower than the current temperature, requiring heat dissipation; a negative final adjustment amount indicates the presence of electrical system components with a target temperature higher than the current temperature, requiring heating.

[0057] Step 75: Obtain the current temperature of each of the three electrical systems, and determine the target temperature based on the current temperature and the final adjustment amount.

[0058] The current temperature of each of the three electric systems refers to the actual temperature value measured by the temperature sensors of the power battery system, drive motor system, and electronic control system during real-time operation. The target temperature refers to the ideal temperature value adapted to the current operating conditions, obtained by adding the final adjustment amount to the current real-time temperature of the three electric systems.

[0059] The method for determining the final adjustment amount for each of the three electric systems based on their respective first and second offsets includes: Step 740: Real-time acquisition of the external temperature and the current temperature of each of the three electrical systems.

[0060] External temperature refers to the real-time temperature of the environment in which the vehicle is located. This value will indirectly affect the heat dissipation of the three-electric system by affecting the overall heat exchange of the vehicle.

[0061] Step 741: Determine the internal and external temperature deviation value based on the current temperature and the external temperature.

[0062] The internal and external temperature deviation value refers to the difference between the current temperature and the external temperature. This value reflects the degree of temperature difference between the vehicle's internal three-electric system and the external environment, and is determined by the difference between the current temperature and the external temperature.

[0063] Step 742: Obtain the current temperature change rate when the internal and external temperature deviation exceeds the preset expected temperature deviation threshold.

[0064] The expected temperature deviation threshold refers to a pre-determined, experimentally calibrated value used to determine whether the deviation between the current temperature of the three-electric system and the external temperature has reached a critical level that significantly interferes with heat dissipation efficiency. The current temperature change rate refers to the rate at which the temperature of the three-electric system changes over time at the current moment; this value reflects how quickly the system temperature changes.

[0065] Step 743: Determine the expected critical value of the current temperature based on the current rate of temperature change.

[0066] The predicted current temperature critical value refers to the temperature that the three-electric system (electric system, electronic control system, and power supply system) may reach within a specific future timeframe, estimated based on the current rate of temperature change. This value is the final temperature value calculated based on the current temperature change trend. The current temperature change rate is obtained by taking the first derivative of the temperature change curve. Taking the first derivative of the current temperature change rate again yields the trend acceleration of the current temperature change curve, which is the second derivative of the current temperature change curve. This trend acceleration is then used to optimize a preset time window. The time window refers to the duration of a specific period used to predict the current temperature critical value. Because the trend acceleration of the current temperature change curve can determine whether the current rate of temperature change is accelerating or slowing down, optimizing the time window length allows for a faster determination of the predicted current temperature critical value.

[0067] Step 744: Determine the third adjustment amount based on the difference between the expected current temperature threshold and the current temperature.

[0068] The third adjustment amount refers to a supplementary correction value determined based on the difference between the expected current temperature threshold and the current temperature, used to further fine-tune the final adjustment amount.

[0069] If the third adjustment value is negative, it means the electric drive system can dissipate heat through external temperature. For example, if the electric drive system can dissipate heat to 42 degrees Celsius, and the current temperature is 48 degrees Celsius, then the expected difference between the current critical temperature and the current temperature is 42-48=-6 degrees Celsius. This indicates that the heat dissipation pressure is not high at this time, and the target fan speed is adjusted using the third adjustment value. If the third adjustment value is positive, for example, if the electric drive system can reach 58 degrees Celsius with the external temperature, and the current temperature is 55 degrees Celsius, then the expected difference between the current critical temperature and the current temperature is 58-55=3 degrees Celsius. This indicates that the electric drive system will continue to heat up due to the influence of the external temperature, and the heat dissipation pressure is high. Therefore, the target fan speed needs to be further adjusted using the third adjustment value.

[0070] Step 745: Determine the final adjustment amount corresponding to each of the three electric systems based on the third adjustment amount and the first and second offset amounts corresponding to each of the three electric systems.

[0071] This also includes a method for generating a fan adjustment scheme when the deviation temperature value is negative, the method comprising: Step 746: Determine the component to be heated when the final adjustment amount is negative.

[0072] Components requiring heating refer to electrical system components whose current temperature is below their normal operating temperature limit, potentially affecting performance output, safe operation, or lifespan, and thus requiring additional heat through heating. A negative final adjustment value here indicates the existence of components with a target temperature higher than the current temperature.

[0073] Step 747: Determine the fan number corresponding to the component to be heated based on the component to be heated, and define it as the heating fan number.

[0074] The fan number is a unique identifier assigned to each fan in the three-electric system. This code is used to accurately locate and distinguish different fans, so that the operating status of the corresponding fan can be accurately controlled when a specific component needs to be heated or cooled. The three-electric system has corresponding fan groups pre-set, so the corresponding heating fan number can be directly determined by the component to be heated.

[0075] Step 748: Determine the target angle of the fan by looking up the preset thermal storage module location mapping table based on the heating fan number.

[0076] The thermal storage module location mapping table is a standardized lookup table generated in advance through experimental calibration, specifically linking heating fan numbers to the physical locations of thermal storage modules. The fan target angle refers to the ideal angle value that the corresponding fan needs to be adjusted to to ensure optimal heating of the component, guiding hot air precisely to the area where the component is located. This mapping table records in detail the specific location information of the thermal storage module corresponding to each heating fan number.

[0077] Step 749: Determine the target fan speed based on the deviation temperature value and the preset thermal speed mapping rule.

[0078] The thermal speed mapping rule refers to a standardized rule generated in advance through experimental calibration, specifically used to establish a correspondence between the difference between the current temperature of the component to be heated and the lower limit of the normal operating temperature and the target fan speed when the component to be heated needs to be supplemented with heat. Its function is to allow the speed of the heating fan to be dynamically adjusted according to the low temperature of the component to be heated: the lower the temperature (the larger the deviation), the higher the speed, and the faster the heat is delivered; the closer the temperature is to the normal range (the smaller the deviation), the lower the speed, to avoid energy waste or overheating.

[0079] Step 750: Develop a fan adjustment plan based on the target fan speed and the target fan angle.

[0080] Reference Figure 2 Methods for developing fan adjustment schemes based on target fan speed include: Step 80: Obtain the current fan number.

[0081] The current fan number refers to the unique identifier of the currently running or adjusting fan that needs to be obtained first when executing a fan adjustment plan in order to accurately control the operating status of each fan, so as to ensure that the specific fan that needs to be adjusted can be accurately located.

[0082] Step 81: Determine the current fan angle and the effective fan angle range corresponding to the current fan number based on the current fan number.

[0083] The current fan angle refers to the actual angle of the fan blades at the current moment when the fan adjustment plan is implemented. This value reflects the current airflow direction of the fan. The effective fan angle range refers to the angle range that is pre-calibrated through experiments for a specific target component corresponding to the current fan number, allowing the airflow blown by the fan to effectively cover and act on that target component.

[0084] Step 82: Adjust the current fan angle when the current fan angle does not fall within the effective fan angle range.

[0085] Step 83: When the current fan angle falls within the effective fan angle range, determine the convection fan number based on the current fan angle.

[0086] The convection fan number is determined by the fan's current angle and identifies the fan that causes directional convection. Simply put, it's the fan number that has a directional convection interference relationship with the currently operating fan. This convection relationship isn't temporary; rather, it arises naturally from the intersection or conflict of airflow directions caused by fan angle adjustments. The fan numbers associated with directional convection are determined by simulating the airflow trajectories of the fans at different angles using airflow simulation software (Fluent).

[0087] Step 84: Determine the fan angle adjustment amount corresponding to the current fan number based on the current fan angle and the effective fan angle range corresponding to the convection fan number.

[0088] The fan angle adjustment amount refers to the calculated angle value that the current fan needs to be adjusted in order to eliminate or reduce the wind direction interference between convective fans. Specifically, the process begins by locating the direction of the convection fan's airflow crossing the boundary: Based on a pre-stored database of fan angle airflow coverage, the actual airflow area at the current angle of the convection fan is determined. For example, the convection fan (the fan corresponding to the motor) should be blowing on the motor (effective range 0° to 30° to the right), but due to the current angle being 20° to the right, the airflow crosses the boundary into the battery area on the right side of the vehicle (i.e., the functional coverage area of ​​the current fan, and this crossing direction is the right side of the current fan). Then, the adjustable boundary of the current fan is locked: The effective angle range of the current fan itself is clearly defined to ensure that it can still cover the target component after adjustment, without losing heating or heat dissipation capabilities due to avoiding wind direction convection interference. Based on the crossing direction of the convection fan, within the effective range of the current fan, the fine-tuning amplitude is calculated in the direction away from the crossing area. For example, if the current angle of the fan corresponding to the current fan number is 10° to the left, and the convection fan crosses the boundary to its right, the current angle of the fan corresponding to the current fan number can be finely adjusted to the right by 5° to 10°. The adjustment amplitude is based on the standard that the airflow of the current fan and the convection fan do not intersect, while ensuring that the airflow of the current fan can still cover the area on the left side of the battery (the target component).

[0089] Step 85: Develop a fan adjustment scheme based on the fan angle adjustment amount and the target fan speed.

[0090] The process of determining the target fan angle based on the fan angle adjustment amount is omitted here. The target fan angle corresponding to the current fan number is re-determined based on the fan angle adjustment amount, and then a fan adjustment plan is formed based on the target fan angle and the target fan speed.

[0091] The methods for determining the fan angle adjustment amount based on the current fan angle and the effective fan angle range corresponding to the convection fan number include: Step 840: Obtain the adjustment priority corresponding to the current fan number.

[0092] Adjustment priority refers to the order in which fan angles are adjusted for a given fan number. This order considers factors such as the importance of the target component corresponding to the fan, the current temperature deviation, and the urgency of the overall system's heat dissipation or heating needs. For example, if the fan corresponding to the current fan number is responsible for supplying air to the component to be heated, which has the largest temperature deviation and whose performance is most significantly affected by low temperatures, then it is given the highest adjustment priority; conversely, if the corresponding component's temperature is close to the normal range or its performance is less affected by temperature, then its priority is lower. Adjustment priorities are preset manually.

[0093] Step 841: Determine the current adjustment fan number based on the adjustment priority.

[0094] The current adjustment fan number refers to the fan with the lowest current priority selected from the fan numbers that generate airflow convection after the adjustment priority is determined, and its number is used as the current adjustment fan number.

[0095] Step 842: Determine the current fan angle adjustment amount based on the current fan number and the current fan angle corresponding to the current fan number.

[0096] The current fan angle adjustment amount refers to the angle adjustment value calculated within the effective fan angle range after determining the current fan number, based on the current angle of the fan corresponding to that number, and in combination with the goal of avoiding wind direction convection interference.

[0097] Step 843: Determine the current maximum adjustment range based on the current fan angle adjustment amount and the preset mechanical limit adjustment amount.

[0098] Mechanical limit adjustment refers to the maximum angle adjustment range that a fan can physically withstand. This range is determined by the fan's mechanical design to ensure that the fan will not be damaged by exceeding its mechanical limits during adjustment. The current maximum adjustment range refers to the maximum adjustable range of the fan angle calculated by combining the current fan angle adjustment amount with the fan's own mechanical limit adjustment range.

[0099] Step 844: When the current fan angle adjustment exceeds the current maximum adjustment range, determine the correct adjustment fan number.

[0100] The corrected adjustment fan number refers to the fan with adjustment space determined from the fan numbers that generate airflow convection when the current fan angle adjustment exceeds the maximum adjustment range defined by the mechanical limit and the current adjustment requirement. This is after excluding the currently adjustable fan that cannot be adjusted. The corresponding unique identifier code is the corrected adjustment fan number. Due to the installation location of the three-electric system, there are only two fan numbers that generate airflow convection.

[0101] Step 845: Determine the amount of adjustment to correct the current fan angle based on the corrected fan number and the current angle of the fan corresponding to the corrected fan number.

[0102] Correcting the current fan adjustment amount refers to the angle adjustment value that is recalculated based on the current angle of the selected fan with the corrected adjustment fan number after the current fan angle adjustment amount exceeds the maximum adjustment range. This value meets the mechanical limit requirements and can effectively eliminate wind direction convection interference.

[0103] Step 846: Determine the current maximum adjustment range based on the current fan angle adjustment amount and mechanical limit adjustment amount.

[0104] The corrected current maximum adjustment range refers to the maximum range of adjustable fan angles calculated after determining the corrected fan number, taking into account the mechanical limit adjustment amount of the fan and the corrected current fan angle adjustment amount required to eliminate convection interference.

[0105] Step 847: When the current fan angle adjustment exceeds the current maximum adjustment range, perform a preset coordinated adjustment operation.

[0106] Coordinated adjustment refers to the simultaneous, linked adjustment of two fans generating convection. Under the premise that neither fan exceeds its mechanical limits or deviates from the coverage area of ​​its target component, the operation works together to eliminate airflow convection. Specifically, for each of the two convection fans, their angles are simultaneously adjusted, using their respective effective fan angle ranges as boundaries, in a direction away from the area where their airflows intersect. For example, fan A (corresponding to component 1) is slightly adjusted 3° to 6° inward from its effective range, while fan B (corresponding to component 2) is simultaneously slightly adjusted 3° to 6° inward from its effective range. This reverse linkage reduces the overlapping area of ​​the two airflows, and after adjustment, neither fan's angle exceeds its own mechanical limits or the coverage requirements of the target component. The target component refers to the specific part of each fan that needs heating or cooling.

[0107] This also includes a method for verifying the effect of collaborative adjustment operations and for iterative adjustment, which includes: Step 848: After performing the coordinated adjustment operation, monitor the current temperature of the target component corresponding to the convection fan number in real time.

[0108] Since coordinated adjustment operations may not be able to completely eliminate the influence of wind direction convection, it is necessary to evaluate the adjustment effect by real-time detection of the current temperature of the target component.

[0109] Step 849: Determine the expected temperature change rate of the target component corresponding to the convection fan number based on the target temperature, the current temperature, and the preset historical adjustment record table.

[0110] The historical adjustment record table is a database that records the rate of temperature change of the target component corresponding to the target temperature and the current temperature during previous fan adjustment operations. This data is recorded in the form of ranges; by comparing the target temperature and the current temperature of the target component within the corresponding range, the expected rate of temperature change can be roughly determined. The expected rate of temperature change refers to the calculation of the temperature change trend of the target component within a specific future time period by combining the difference between the current temperature and the target temperature with data from the historical adjustment record table.

[0111] Step 850: Real-time acquisition of the current temperature change rate of the target component corresponding to the convection fan number.

[0112] The current temperature change rate refers to the rate at which the temperature of a target component changes over time at the current moment, reflecting the speed and direction of the temperature change of the target component.

[0113] Step 851: Obtain the current temperature change loss rate by subtracting the expected temperature change rate from the current temperature change rate.

[0114] The current temperature change loss rate is an indicator of the degree of deviation between the actual temperature change trend and the expected temperature change trend after quantitative collaborative adjustment operations.

[0115] Step 852: When the current temperature change loss rate exceeds the preset safe temperature change loss rate, re-execute the collaborative adjustment operation and accumulate the number of collaborative adjustment operations.

[0116] The safe temperature change loss rate refers to the critical deviation rate threshold, pre-calibrated and stored experimentally, used to evaluate whether the effect of coordinated adjustment operations on the temperature control of the target component meets the requirements for safe system operation. The number of coordinated adjustment operations refers to the total number of coordinated adjustment operations accumulated so far.

[0117] Step 853: When the number of collaborative adjustment operations exceeds the preset number of valid collaborative adjustments, output a manual alarm signal.

[0118] The effective number of coordinated adjustments refers to a pre-set threshold number of times a coordinated adjustment operation can still be optimized. A manual alarm signal is a warning message indicating that the current system cannot effectively control the temperature through fan adjustment, prompting operator intervention. When the number of coordinated adjustment operations exceeds the effective number of coordinated adjustments, it means the system can no longer effectively control the temperature of the target component through automatic adjustment. Here, "effective" refers to the inability to dissipate heat or heat in a timely manner during emergency cooling or heating conditions, hence the output of a manual alarm signal.

[0119] This also includes a method for not outputting a manual alarm signal when the number of collaborative adjustment operations exceeds the effective number of collaborative adjustments, the method comprising: Step 854: Determine the heat dissipation status based on the target temperature and the current temperature.

[0120] The heat dissipation state refers to a state where the target temperature is higher than the current temperature, meaning the target component requires cooling by a fan. Conversely, when the target temperature is lower than the current temperature, the target component can be identified as being in a heating state.

[0121] Step 855: When heat dissipation is present, adjust the target fan speed corresponding to the convection fan number in real time according to the preset wind speed increase mode.

[0122] The incremental fan speed control mode is a control mode that dynamically increases the fan speed based on the heat dissipation requirements of the target component. This mode ensures that the target component cools down rapidly within a safe temperature range by gradually increasing the fan speed, while avoiding system instability or energy consumption spikes caused by sudden changes in fan speed. The core of the incremental fan speed control mode lies in its phased adjustment strategy: initially, it operates at a lower speed to observe the temperature change trend of the target component; if the cooling effect is not as expected, the fan speed is gradually increased according to a preset gradient rule until the target heat dissipation effect or the maximum fan speed limit is reached.

[0123] Step 856: Calculate the temperature change loss rate in real time during the process of adjusting the target fan speed.

[0124] The purpose of real-time calculation of the temperature change loss rate is to ensure that the temperature change trend of the target component meets expectations during the adjustment of the target fan speed. By calculating the temperature change loss rate in real time, the fan speed increase mode can be stopped in time to maintain the target fan speed currently being executed, thus avoiding increased energy consumption.

[0125] Step 857: Stop the wind speed increase mode when the temperature change loss rate corresponding to the two convection fan numbers is lower than the safe temperature change loss rate.

[0126] When the temperature change loss rate corresponding to the two convection fan numbers is lower than the safe temperature change loss rate, it means that the current adjustment strategy can meet the temperature control requirements of the target component, and there is no need to further increase the fan speed. Therefore, the wind speed increase mode is stopped at this time.

[0127] This includes a method for adjusting the target fan speed corresponding to the convection fan number in real time according to the wind force increment pattern, including: Step 8550: Determine the target fan speed value in real time based on the deviation temperature value and the preset fan speed increment table.

[0128] A fan speed increment step table is a parameter table used to guide fan speed adjustment, recording the mapping relationship between different deviation temperature values ​​and corresponding speed adjustment step sizes. This table is pre-calibrated using experimental data and system operating experience. The target fan speed value refers to the specific speed that the target fan should achieve, calculated based on the current deviation temperature value and the mapping relationship in the fan speed increment step table.

[0129] Step 8551: Accumulate the risk heat dissipation time when the target fan speed exceeds the preset mechanical safety speed threshold.

[0130] The mechanical safety speed threshold refers to the highest speed limit that a fan is allowed to operate at due to its physical structure. This limit is determined by the fan's mechanical design and material properties to ensure that the fan will not be damaged or pose a safety hazard when operating at high speeds. Risk cooling duration refers to the cumulative length of time the system allows the fan to operate at near or near its limit speed when the target fan speed exceeds the mechanical safety speed threshold.

[0131] Step 8552: When the temperature change loss rate exceeds the safe temperature change loss rate after the waiting period for risk assessment, output a manual alarm signal.

[0132] If the temperature change loss rate is still higher than the safe temperature change loss rate after the risky heat dissipation period ends, it indicates that the current fan position may have shifted due to vehicle movement and can no longer meet the expected heat dissipation effect. At this time, a manual alarm signal will be output to prompt the operator to intervene.

[0133] Based on the same inventive concept, embodiments of the present invention provide a brushless electronic fan speed adjustment system.

[0134] One type of brushless electronic fan speed adjustment system includes: The acquisition module is used to acquire dynamic heat generation parameters and vehicle condition interference parameters of the three-electric system; A memory for storing a program for a control method of adjusting the speed of a brushless electronic fan; The processor loads and executes programs from memory.

[0135] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for adjusting the rotational speed of a brushless electronic fan, characterized by, The method comprises the following steps: Step 1: Real-time acquisition of three-electricity system dynamic heat generation parameters, the three-electricity system being a power battery system, a driving motor system and an electric control system; Step 2: Real-time acquisition of vehicle condition interference parameters; Step 3: Formation of respective target temperatures of the three-electricity system based on the three-electricity system dynamic heat generation parameters, the vehicle condition interference parameters and preset scene rules; Step 4: Real-time acquisition of respective current temperatures of the three-electricity system; Step 5: Determination of temperature deviation duration based on the current temperature and the target temperature, and formation of a deviation temperature value and a deviation change rate; Step 6: Determination of an adjustment coefficient according to the deviation temperature value, the deviation change rate, the temperature deviation duration and a preset fuzzy logic algorithm; Step 7: Acquisition of respective current fan speeds of the three-electricity system, determination of a target fan speed based on the adjustment coefficient and the current fan speed; Step 8: Formation of a fan adjustment scheme based on the target fan speed; Step 9: Execution of a fan parameter adjustment operation according to the fan adjustment scheme.

2. The method of claim 1, wherein the step of adjusting the rotational speed of the brushless fan motor is performed by a microprocessor. The method for forming respective target temperatures of the three-electricity system based on the three-electricity system dynamic heat generation parameters, the vehicle condition interference parameters and the scene rules comprises the following steps: Step 70: Analysis of the three-electricity system dynamic heat generation parameters to obtain a battery fast charging current, a motor torque and an electric control temperature; Step 71: Determination of respective first offset amounts of the three-electricity system based on the battery fast charging current, the motor torque and the electric control temperature according to a preset heat generation parameter mapping table; Step 72: Analysis of the vehicle condition interference parameters to obtain an air duct pressure difference, a vehicle driving mode and a vehicle driving speed; Step 73: Determination of respective second offset amounts of the three-electricity system based on the air duct pressure difference, the vehicle driving mode and the vehicle driving speed according to a preset second offset amount mapping table; Step 74: Determination of respective final adjustment amounts of the three-electricity system based on the respective first offset amounts and the respective second offset amounts; Step 75: Acquisition of respective current temperatures of the three-electricity system, and determination of the target temperature based on the current temperature and the final adjustment amount.

3. The method of claim 2, wherein the step of adjusting the speed of the fan comprises the step of: The method for determining respective final adjustment amounts of the three-electricity system based on the respective first offset amounts and the respective second offset amounts comprises the following steps: ​ Step 740: Real-time acquisition of an external temperature and respective current temperatures of the three-electricity system; Step 741: Determination of an internal-external temperature deviation value based on the current temperature and the external temperature; Step 742: Acquisition of a current temperature change rate when the internal-external temperature deviation value exceeds a preset expected influence temperature deviation threshold value; Step 743: Determination of an expected current temperature critical value based on the current temperature change rate; Step 744: Determination of a third adjustment amount based on a difference between the expected current temperature critical value and the current temperature; Step 745: Determination of the respective final adjustment amounts of the three-electricity system based on the third adjustment amount and the respective first offset amounts and the respective second offset amounts.

4. The method of claim 3, wherein the step of adjusting the speed of the fan comprises the step of: The method for forming a fan adjustment scheme when the deviation temperature value is negative comprises the following steps: ​ Step 746: Determination of a to-be-heated component when the final adjustment amount is negative; Step 747: Determination of a fan number corresponding to the to-be-heated component based on the to-be-heated component, and definition of the fan number as a heating fan number; Step 748: Determination of a fan target angle based on the heating fan number by searching a preset heat storage module position mapping table. Step 749: determining a target fan rotating speed based on the bias temperature value and a preset thermal rotating speed mapping rule; Step 750: forming a fan adjustment scheme based on the target fan rotating speed and a target fan angle.

5. The method of claim 1, wherein the step of adjusting the rotational speed of the brushless fan motor is performed by a microprocessor. The method for forming the fan adjustment scheme based on the target fan rotating speed comprises: Step 80: obtaining a current fan number; Step 81: determining a current fan angle and an effective fan angle range corresponding to the current fan number based on the current fan number; Step 82: adjusting the current fan angle when the current fan angle does not fall within the effective fan angle range; Step 83: determining a convection fan number based on the current fan angle when the current fan angle falls within the effective fan angle range; Step 84: determining a fan angle adjustment amount corresponding to the current fan number based on the current fan angle and the effective fan angle range corresponding to the convection fan number; Step 85: forming the fan adjustment scheme based on the fan angle adjustment amount and the target fan rotating speed.

6. The method of claim 5, wherein the step of adjusting the speed of the fan comprises the step of: The method for determining the respective fan angle adjustment amount based on the current fan angle and the effective fan angle range corresponding to the convection fan number comprises: ​ Step 840: obtaining an adjustment priority corresponding to the current fan number; Step 841: determining a current adjustment fan number based on the adjustment priority; Step 842: determining a current fan angle adjustment amount based on the current adjustment fan number and a fan current angle corresponding to the current adjustment fan number; Step 843: determining a current maximum adjustment range based on the current fan angle adjustment amount and a preset mechanical limit adjustment amount; Step 844: determining a revised adjustment fan number when the current fan angle adjustment amount exceeds the current maximum adjustment range; Step 845: determining a revised current fan angle adjustment amount based on the revised adjustment fan number and a fan current angle corresponding to the revised adjustment fan number; Step 846: determining a revised current maximum adjustment range based on the revised current fan angle adjustment amount and the mechanical limit adjustment amount; Step 847: executing a preset cooperative adjustment operation when the revised current fan angle adjustment amount exceeds the revised current maximum adjustment range.

7. The method for adjusting the speed of a brushless electronic fan according to claim 6, characterized in that, The method further comprises an effect verification and iterative adjustment method of the cooperative adjustment operation, which comprises: Step 848: detecting a current temperature of a target component corresponding to the convection fan number in real time after executing the cooperative adjustment operation; Step 849: determining a predicted temperature change rate of the target component corresponding to the convection fan number based on the target temperature, the current temperature and a preset historical adjustment record table; Step 850: collecting a current temperature change rate of the target component corresponding to the convection fan number in real time; Step 851: obtaining a current temperature change loss rate by subtracting the current temperature change rate from the predicted temperature change rate; Step 852: re-executing the cooperative adjustment operation and accumulating the number of times of the cooperative adjustment operation when the current temperature change loss rate exceeds a preset safe temperature change loss rate; Step 853: outputting an artificial alarm signal when the number of times of the cooperative adjustment operation exceeds a preset effective number of times of the cooperative adjustment operation.

8. The method of claim 7, wherein the step of adjusting the speed of the fan comprises the step of: The method further comprises a method of not outputting the artificial alarm signal when the number of times of the cooperative adjustment operation exceeds the effective number of times of the cooperative adjustment operation, which comprises: ​ Step 854: determining a heat dissipation state based on the target temperature and the current temperature; Step 855: Real-time adjustment of the target fan speed corresponding to the convection fan number according to the preset wind force increasing mode in the presence of heat dissipation state; Step 856: Real-time calculation of temperature change loss rate during adjustment of target fan speed; Step 857: Stop the wind force increasing mode when the temperature change loss rate corresponding to two convection fan numbers is lower than the safe temperature change loss rate.

9. The method of claim 8, wherein the step of adjusting the speed of the fan comprises the step of: The method for real-time adjustment of the target fan speed corresponding to the convection fan number according to the wind force increasing mode comprises: ​ Step 8550: Real-time determination of the target fan speed value based on the deviation temperature value and the preset wind force speed increasing step table; Step 8551: Accumulate the risk heat dissipation time when the target fan speed value exceeds the preset mechanical safety speed threshold; Step 8552: Output an artificial alarm signal when the temperature change loss rate is higher than the safe temperature change loss rate after waiting for the risk time.

10. A brushless electronic fan speed adjustment system, characterized in that, Comprise: An acquisition module for acquiring three-electric system dynamic heat generation parameters and vehicle condition interference parameters; A memory for storing a program of a control method of a brushless electronic fan speed adjustment method according to any one of claims 1 to 9; A processor for loading and executing the program in the memory.

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