Self-adaptive control method and system for thermal management mode of engine

Abstract

The invention relates to the technical field of engine thermal management, and discloses an engine thermal management mode self-adaptive control method and system.The method comprises the steps that according to operation parameters of an engine, the whole operation condition of the engine is divided into a plurality of thermal management requirement areas, and each area corresponds to a thermal management requirement level; configuring corresponding thermal management judgment time and thermal management duration for each thermal management demand level; the running state of the engine is monitored in real time, and the running time proportion of the engine in all the heat management demand areas within preset time is counted; performing weighted calculation on the thermal management judgment time and the thermal management duration corresponding to each region by taking the running time proportion as a weight to obtain a final thermal management judgment time threshold and a final thermal management duration threshold; and applying the final thermal management judgment time threshold value and the thermal management duration time threshold value to start-stop control logic of the engine thermal management system.

Description

Technical Field

[0001] This invention relates to the field of engine thermal management technology, and more specifically, to an adaptive control method and system for engine thermal management modes. Background Technology

[0002] In modern engine emission control technologies, after-treatment devices such as diesel particulate filters (DPF) and selective catalytic reduction (SCR) are commonly used to meet relevant emission regulations. The normal operation of these devices depends on specific temperature windows. When the engine operates under low temperature and low load conditions for a long time, the exhaust temperature is too low, which can cause the after-treatment system to fail to work effectively, leading to problems such as DPF blockage and urea crystallization.

[0003] Therefore, active thermal management strategies are widely used in existing technologies, which involve adjusting combustion parameters to increase exhaust temperature and force entry into a "thermal management mode". However, traditional thermal management modes typically use a fixed threshold triggering mechanism, which suffers from drawbacks such as response lag, over-intervention, and lack of adaptability.

[0004] Therefore, there is an urgent need for a method that can dynamically adjust the triggering and continuous logic of thermal management mode according to the distribution characteristics of the actual operating conditions of the engine, so as to achieve the optimal balance between performance, economy and emission control. Summary of the Invention

[0005] In view of this, the present invention proposes an adaptive control method and system for engine thermal management mode. By dynamically generating the judgment time threshold and duration threshold of thermal management according to the proportion of engine operating conditions within a preset time, the adaptive adjustment of the activation and deactivation logic of thermal management mode is realized.

[0006] To achieve the above objectives, in a first aspect, the present invention provides an adaptive control method for engine thermal management modes, comprising: Based on the engine's operating parameters, the engine's entire operating condition is divided into multiple thermal management requirement zones, with each zone corresponding to a thermal management requirement level. Configure corresponding thermal management judgment time and thermal management duration for each of the aforementioned thermal management requirement levels; The engine's operating status is monitored in real time, and the percentage of engine operating time in each of the aforementioned thermal management requirement zones is calculated within a preset time period. Using the percentage of running time as a weight, the thermal management judgment time and thermal management duration corresponding to each region are weighted and calculated to obtain the final thermal management judgment time threshold and the final thermal management duration threshold. The final thermal management judgment time threshold and thermal management duration threshold are applied to the start-stop control logic of the engine thermal management system to achieve adaptive adjustment of the ratio between thermal management mode and normal operation mode.

[0007] Preferably, the operating parameters include one or more combinations of exhaust temperature, smoke opacity, fuel consumption, urea injection quantity, and power requirements.

[0008] Preferably, each region corresponds to a thermal management requirement level, specifically: The thermal management requirement levels are categorized as extremely high, high, medium, and low. Among them, the higher the thermal management requirement level, the higher the risk of carbon deposits or urea crystallization in the engine aftertreatment system.

[0009] Preferably, configuring a corresponding thermal management judgment time and thermal management duration for each thermal management demand level specifically involves: The thermal management decision time configured for areas with high thermal management demand levels is shorter than the thermal management decision time configured for areas with low thermal management demand levels. The duration of thermal management configured for areas with high thermal management requirements is longer than the duration of thermal management configured for areas with low thermal management requirements.

[0010] Preferably, the weighting is based on the percentage of runtime, specifically: Based on the preset statistical period, the ratio of the cumulative running time of the engine in each thermal management demand area to the total running time within the statistical period is determined to obtain a set of corresponding percentage coefficients, and the sum of the percentage coefficients of all areas is 1.

[0011] Preferably, the step of weighting the thermal management judgment time and thermal management duration for each region to obtain the final thermal management judgment time threshold and the final thermal management duration threshold is as follows: The final thermal management judgment time threshold is calculated as Σ(the proportion of operating time in the i-th region × the thermal management judgment time in the i-th region). The final thermal management duration threshold is calculated as Σ(the percentage of operating time in region i × the thermal management duration in region i). Where i represents each of the aforementioned thermal management requirement areas.

[0012] Preferably, the final thermal management judgment time threshold and thermal management duration threshold are applied to the start-stop control logic of the engine thermal management system, specifically as follows: When the engine exhaust temperature is below the activation threshold and the duration exceeds the final thermal management judgment time threshold, the thermal management mode is activated. After the thermal management mode continues for the final thermal management duration threshold, it exits the thermal management mode and resumes normal operation.

[0013] Preferably, the thermal management mode includes at least one of adjusting combustion parameters, adjusting TV valve opening, adjusting EGR rate, or adjusting boost pressure.

[0014] Preferably, it also includes a feedback optimization strategy, specifically: The threshold for classifying the thermal management demand zone is dynamically adjusted based on monitoring data of DPF differential pressure, SCR urea consumption, and engine oil consumption.

[0015] Secondly, the present invention provides an adaptive control system for engine thermal management modes, comprising: The partitioning module is used to divide the engine's entire operating condition into multiple thermal management requirement zones based on the engine's operating parameters, with each zone corresponding to a thermal management requirement level. The configuration module is used to configure the corresponding thermal management judgment time and thermal management duration for each of the thermal management requirement levels; The monitoring module is used to monitor the engine's operating status in real time and to calculate the percentage of engine operating time in each of the thermal management requirement zones within a preset time period. The calculation module is used to perform weighted calculations on the thermal management judgment time and thermal management duration corresponding to each region, using the proportion of the running time as the weight, to obtain the final thermal management judgment time threshold and the final thermal management duration threshold. The execution module is used to apply the final thermal management judgment time threshold and thermal management duration threshold to the start-stop control logic of the engine thermal management system to achieve adaptive adjustment of the ratio between thermal management mode and normal operation mode.

[0016] This application discloses an adaptive control method and system for engine thermal management modes. The method divides engine operating conditions into multiple thermal management demand zones and statistically analyzes the percentage of operating time in each zone within a preset time period. This allows the control system to understand the overall characteristics of the current operating conditions, improving the accuracy and timeliness of thermal management response. By configuring different thermal management judgment times and durations according to the thermal management demand level, the trigger threshold for thermal management modes is raised, avoiding false triggering due to short-term temperature fluctuations, reducing fuel penalties, and improving overall vehicle economy. Weighted calculation using the percentage of operating time as a weight dynamically couples the thermal management strategy with the actual engine usage scenario, achieving adaptive adjustment of the thermal management mode percentage and improving the adaptability and robustness of the control system. Dynamically adjusting the duration threshold avoids power loss or noise increase caused by prolonged thermal management, improving the user's driving experience. In summary, this invention, by introducing a closed-loop logic of "operating condition distribution percentage—weighted dynamic threshold—adaptive control," effectively solves the problems of response lag and over-intervention in traditional thermal management modes, achieving synergistic optimization of engine thermal management between safety, economy, and emission performance. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating an adaptive control method for engine thermal management mode provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of an adaptive control system for engine thermal management mode provided in an embodiment of the present invention. Detailed Implementation

[0018] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the disclosure to those skilled in the art. It should be noted that, unless otherwise specified, embodiments and features in the embodiments of the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0019] like Figure 1 As shown in some embodiments of this application, this embodiment provides an adaptive control method for engine thermal management mode. Specifically, the method includes the following steps: Step S101: Based on the engine's operating parameters, the engine's entire operating condition is divided into multiple thermal management requirement zones, with each zone corresponding to a thermal management requirement level.

[0020] As mentioned above, the core of this step lies in the comprehensive analysis of the engine's multi-dimensional operating parameters, dividing the engine's full operating range into regions, and assigning corresponding thermal management requirement levels to different regions. This division is not simply based on a single variable (such as speed or torque), but rather combines key factors affecting the aftertreatment system's operating status to construct a multi-dimensional operating condition evaluation system.

[0021] Specifically, the operating parameters include, but are not limited to, exhaust temperature, smoke opacity, fuel consumption, urea injection quantity, and power demand, which reflect the engine's current thermal state, emission load, and potential impact on the aftertreatment system. For example, exhaust temperature directly determines DPF regeneration efficiency and SCR catalyst activity; smoke opacity reflects the level of particulate matter formation and indirectly indicates the tendency of DPF carbon deposition; urea injection quantity is related to NOx conversion efficiency, and its abnormal fluctuations may indicate the risk of crystallization; power demand reflects the driver's operating intentions, and performance should be prioritized rather than forced thermal management when high power demand is required.

[0022] By setting reasonable judgment thresholds and logical rules, the engine's speed-torque plane or other equivalent operating condition space is divided into several regions, each corresponding to a thermal management requirement level (e.g., extremely high, high, medium, low). This level represents the urgency of maintaining the normal operation of the engine's aftertreatment system under that operating condition—the higher the level, the greater the risk of DPF rapid clogging or SCR urea crystallization if thermal management is not performed. This division process can be pre-calibrated and stored in the engine electronic control unit (ECU) as the basis database for subsequent dynamic control strategies.

[0023] For example, taking a typical non-road diesel engine (such as an agricultural tractor powertrain) as an example, its operation has obvious cyclical characteristics, with common operating conditions including low-speed plowing, medium-speed transport, and high-speed idling. Based on actual operating data, the engine operating range can be divided into four typical thermal management requirement levels, including regions A, B, C, and D. Region A (extremely high thermal management requirement) specifically refers to the engine operating at low speeds (800–1200 rpm) and low torque (<30% of rated torque), with exhaust temperatures below 200℃, high smoke levels, and frequent but low-conversion urea injection. This type of operating condition is common in field idling or slow sowing, easily leading to urea crystallization in the SCR system and insufficient passive regeneration of the DPF, necessitating priority activation of thermal management. Region B (high thermal management requirement) specifically refers to medium speeds (1400–1800 rpm), medium to low loads (30%–60%), exhaust temperatures between 200–250℃, and relatively high smoke levels. Although this area is not in an emergency state, continued operation will accelerate DPF carbon buildup, requiring timely and gentle thermal management intervention. Area C (moderate thermal management requirement) is characterized by high engine speed (>2000 rpm), medium to high load, stable exhaust temperature of 250–350℃, and moderate smoke. In this area, the aftertreatment system is already in its effective operating range and does not require active thermal management; only monitoring of status changes is necessary. Area D (low thermal management requirement) is characterized by high-speed cruising or no-load operation, exhaust temperature above 350℃, low smoke, and strong system self-heating capability. In this area, thermal management should be avoided as much as possible to prevent unnecessary fuel consumption.

[0024] Through the above division, the control system can identify the region to which the current operating point belongs in real time, and dynamically adjust the thermal management strategy in combination with the proportion statistics in subsequent steps.

[0025] It should be noted that, in specific implementation scenarios, an extended regional division scheme can be adopted based on the above solutions. This means that in addition to the speed-torque plane, other equivalent operating condition mapping methods can be used, such as power ranges, specific fuel consumption ranges, or vehicle speed-acceleration combinations, to achieve a regional definition that more closely reflects the vehicle's usage scenario. A dynamic adjustment scheme for thermal management demand levels can also be adopted, meaning that the division threshold is not fixed and can be self-learned and corrected based on factors such as vehicle usage history, ambient temperature, and altitude. For example, vehicles operating in cold regions for extended periods can automatically lower the exhaust temperature threshold in "high-demand areas" to provide early warning. All of the above optional solutions fall within the scope of protection of this application.

[0026] Step S102: Configure the corresponding thermal management judgment time and thermal management duration for each thermal management requirement level.

[0027] As mentioned above, the purpose of this step is to pre-configure differentiated thermal management trigger response characteristics and execution duration characteristics according to the risk level and control priority corresponding to different thermal management demand levels, thereby providing a basic parameter set for subsequent dynamic weighted calculation.

[0028] Specifically, the thermal management judgment time refers to the length of time under a certain operating condition for the engine to continuously meet the thermal management activation conditions (such as exhaust temperature being below a threshold). Only when this time is reached is it determined that the engine needs to enter the thermal management mode. This parameter determines the responsiveness of the thermal management strategy. The thermal management duration refers to the length of time that the system will continuously perform thermal management actions (such as adjusting combustion, opening and closing the TV valve, etc.) once the thermal management mode is activated. This parameter determines the intensity and duration of the thermal management intervention.

[0029] Because different levels of thermal management requirements necessitate different system response requirements, the calibration process assigns judgment time and duration parameters matching the risk level to different thermal management requirement areas. For example, for areas with extremely high thermal management requirements, a shorter judgment time and a longer duration are configured to ensure rapid response and adequately increase exhaust temperature; for areas with lower thermal management requirements, a longer judgment time and a shorter duration are configured to avoid false triggering due to short-term operating condition fluctuations, thus ensuring engine economy and power. These parameters can be stored as calibration data in the engine electronic control unit (ECU), forming the input basis for subsequent weighted calculation modules and serving as a prerequisite for achieving "adaptive control based on operating condition distribution."

[0030] For example, taking a non-road tractor engine as an example, based on the four thermal management requirement levels (extremely high, high, medium, and low) defined in step S101, the corresponding thermal management judgment time and duration are configured as follows: When the thermal management requirement level is extremely high (such as in area A), the thermal management judgment time is 60 seconds and the thermal management duration is 15 minutes. This indicates that the exhaust temperature in this area is low and the risk of carbon buildup and crystallization is extremely high, requiring a rapid response. Therefore, the judgment time is set relatively short to ensure that thermal management can be initiated promptly once this operating condition is entered; the duration is relatively long to ensure that the post-treatment system can fully heat up and complete the regeneration or decrystallization process.

[0031] When the thermal management requirement level is high (such as area B), the thermal management judgment time is 3 minutes and the thermal management duration is 8 minutes, indicating that there is a medium risk. A moderate delay in judgment is allowed to filter transient interference, but sufficient intervention time must still be ensured to prevent carbon buildup.

[0032] When the thermal management requirement level is medium (such as area C), the thermal management judgment time is 8 minutes and the thermal management duration is 5 minutes. This indicates that the post-treatment system already has a certain self-heating capability under the current operating conditions, and intervention is only required when the temperature deviates from the ideal temperature for a long time. Therefore, the judgment threshold is relatively high and the intervention time is moderate.

[0033] When the thermal management requirement level is low (e.g., area D), the thermal management judgment time is 15 minutes and the thermal management duration is 2 minutes, indicating that the exhaust temperature is high and the smoke density is low in this area, and active thermal management is basically unnecessary. Setting a longer judgment time can effectively suppress false triggering, and even if it is triggered, only a short and slight intervention will be performed to maximize fuel economy.

[0034] Through the above differentiated configuration, the system can achieve intelligent adjustment under different risk levels, laying the parameter foundation for subsequent weighted calculation based on the operating ratio.

[0035] Step S103: Monitor the engine's operating status in real time and calculate the percentage of engine operating time in each of the thermal management requirement zones within a preset time period.

[0036] As described above, the purpose of this step is to continuously track the engine's actual operating trajectory and quantify the proportion of its dwell time in different thermal management demand zones, thereby reflecting the overall thermal management demand characteristics of the current usage scenario. Specifically, the control system collects operating parameters (such as engine speed, torque, exhaust temperature, etc.) in real time through the engine electronic control unit (ECU), and determines the current thermal management demand level of the engine by combining the thermal management demand zone division rules defined in step S101. The system starts a preset time window (e.g., 10 minutes, 15 minutes, or 30 minutes) in the background to continuously record the cumulative operating time of the engine in each zone.

[0037] Within this time window, the system calculates the percentage of operating time for each region, i.e.: Percentage of operating time for a region = Cumulative operating time for that region / Total duration of the preset time window. This percentage not only reflects the current operating condition of the engine but also its operating condition distribution trend over a period of time. For example, if the engine operates in the "extremely high thermal management requirement" region for 80% of a certain period, it indicates that the current operating mode places extremely urgent demands on the thermal management of the aftertreatment system; conversely, if it operates in the "low requirement" region for most of the time, it indicates that the system has good self-heating capabilities and active intervention should be minimized.

[0038] This statistical result serves as the weighting coefficient for the subsequent weighted calculation module, directly affecting the generation of the final thermal management judgment time threshold and duration threshold. It is a key step in achieving dynamic adaptation to actual usage scenarios.

[0039] For example, consider a tractor engine used for farmland operations. Its typical operating cycle includes: low-speed plowing in the field (long-term low-speed, high-load), field ridge movement (medium-speed, medium-load), and road travel (high-speed, low-load). Assuming a preset statistical period of 10 minutes, the control system records the following operating data for a certain operating stage: In area A (extremely high thermal management requirements), it operates in low-speed plowing mode, with a cumulative operating time of 6 minutes, accounting for 6 / 10 = 60% of the total operating time; in area B (high thermal management requirements), it performs field turning and brief idling, with a cumulative operating time of 2 minutes, accounting for 2 / 10 = 20% of the total operating time; in area C (medium thermal management requirements), it performs field ridge movement, with a cumulative operating time of 1.5 minutes, accounting for 1.5 / 10 = 15% of the total operating time; in area D (low thermal management requirements), it performs short-distance road travel, with a cumulative operating time of 0.5 minutes, accounting for 0.5 / 10 = 5% of the total operating time.

[0040] Based on the above statistical results, the system identifies the current operation as primarily driven by "high-risk conditions" (80% of the time spent in high or higher demand zones). Therefore, in subsequent steps, this high percentage will assign greater weight to the "short judgment time, long duration" parameters, leading to a more proactive and frequent intervention mode in the overall thermal management strategy to address the risks of DPF carbon buildup and SCR crystallization caused by sustained low temperatures. Conversely, if the engine is primarily used for highway transportation during another time period, with statistics showing 90% of the time spent in zone D, the system will automatically suppress thermal management triggering, prioritizing fuel economy.

[0041] It should be noted that, in specific implementation scenarios, a dynamically adjustable preset time window scheme can be adopted based on the above solutions. This means the statistical period is not fixed and can be automatically adjusted according to the vehicle's operating status. For example, a shorter window (e.g., 5 minutes) can be used during the initial cold start phase for rapid response; after stable operation, this can be extended to 15–30 minutes to improve statistical stability and avoid transient fluctuations. Alternatively, a sliding window or exponentially weighted average statistical scheme can be adopted. In addition to fixed-time-period statistical methods, a sliding time window or exponentially decaying weighted method can be used to give greater influence of recent operating conditions on the percentage calculation, improving the system's response speed to changes in operating conditions. All of the above optional schemes fall within the scope of protection of this application.

[0042] Step S104: Using the percentage of running time as the weight, perform weighted calculations on the thermal management judgment time and thermal management duration corresponding to each region to obtain the final thermal management judgment time threshold and the final thermal management duration threshold.

[0043] As described above, the purpose of this step is to transform the actual operating condition distribution characteristics of the engine over a period of time into executable thermal management control parameters, enabling the triggering logic and continuous intervention intensity of the thermal management mode to dynamically match the actual operating needs of the vehicle. Specifically, the system uses the "percentage of operating time for each thermal management demand area" obtained in previous steps as a weighting coefficient, and performs reasonable calculations (such as linear weighted averaging) with the pre-configured "thermal management judgment time corresponding to each area" and "thermal management duration" to generate two dynamically adjusted control thresholds: the final thermal management judgment time threshold and the final thermal management duration threshold. The final thermal management judgment time threshold is used to determine when to activate the thermal management mode; the final thermal management duration threshold is used to determine how long the thermal management mode should be maintained.

[0044] The essence of this process is to integrate static calibration parameters with dynamic operating condition data, so that the control strategy is no longer a fixed "one-size-fits-all" mode, but automatically adjusted according to the engine's recent operating trends. For example, when the high thermal management demand area accounts for a large proportion, the weighted result tends to have a shorter judgment time and a longer duration, making the system more sensitive and persistent; when the low demand area is dominant, the weighted result shows a longer judgment time and a shorter duration, making the system more conservative and energy-efficient. This calculation process is executed periodically by the engine electronic control unit (ECU) to ensure that the thermal management strategy is always synchronized with the current usage scenario, realizing the transformation from passive response to active adaptation.

[0045] For example, taking a tractor engine as an example, assuming that within a preset 10-minute statistical period, the percentage of running time for each region is as follows: when the thermal management demand level is extremely high, the running time accounts for 60%, corresponding to a thermal management judgment time of one minute (60 seconds) and a thermal management duration of 15 minutes; when the thermal management demand level is high, the running time accounts for 20%, corresponding to a thermal management judgment time of 3 minutes and a thermal management duration of 8 minutes; when the thermal management demand level is medium, the running time accounts for 15%, corresponding to a thermal management judgment time of 8 minutes and a thermal management duration of 5 minutes; when the thermal management demand level is low, the running time accounts for 5%, corresponding to a thermal management judgment time of 15 minutes and a thermal management duration of 2 minutes.

[0046] The weighted calculation yields the following: the final thermal management judgment time threshold = (60% × 60 seconds) + (20% × 180 seconds) + (15% × 480 seconds) + (5% × 900 seconds) = 189 seconds (approximately 3.2 minutes); the final thermal management duration threshold = (60% × 15 minutes) + (20% × 8 minutes) + (15% × 5 minutes) + (5% × 2 minutes) = 11.45 minutes.

[0047] Therefore, in the current operating scenario dominated by "high-risk conditions," the system generates a short judgment time threshold (only 3.2 minutes to trigger thermal management) and a long duration threshold (over 11 minutes). This indicates that the control system will adopt an active intervention strategy to ensure that the aftertreatment system is fully heated and to prevent carbon buildup or crystallization. Conversely, if the statistics show that low-demand areas account for 80%, the final judgment time threshold may be extended to more than 10 minutes, and the duration may be shortened to less than 3 minutes. In this case, the system will significantly reduce the frequency of thermal management intervention, prioritizing fuel economy.

[0048] It should be noted that, in specific implementation scenarios, based on the above schemes, diversified weighting methods can be adopted. In addition to linear weighted averaging, exponential weighting, piecewise weighting, or nonlinear function mapping can also be used to enhance sensitivity to specific areas (such as extremely high-risk areas) and improve the flexibility of the control strategy. A conditional weighting correction scheme can be adopted, where, under specific conditions (such as DPF pressure difference approaching the limit or ambient temperature below -10°C), the proportion of high-demand areas can be amplified, virtually increasing the weight to provide early warning and strengthen intervention, reflecting the system's proactive control capabilities. All of the above optional schemes fall within the scope of protection of this application.

[0049] Step S105: Apply the final thermal management judgment time threshold and thermal management duration threshold to the start-stop control logic of the engine thermal management system to achieve adaptive adjustment of the ratio between thermal management mode and normal operation mode.

[0050] As described above, the purpose of this step is to apply the dynamic control parameters generated in the previous steps (i.e., the final thermal management judgment time threshold and duration threshold) to the operational decisions of the engine thermal management system, thereby achieving intelligent coordination and adaptive adjustment of the switching frequency and duration between the thermal management mode and the normal operation mode. Specifically, the control system embeds the above two dynamic thresholds into the activation and deactivation logic of the thermal management mode. The activation condition is as follows: when the engine meets the thermal management trigger condition (such as the exhaust temperature being lower than the preset activation temperature) and the duration of this state reaches or exceeds the final thermal management judgment time threshold, the system determines that thermal management needs to be activated and then switches to the thermal management mode. The deactivation condition is as follows: after the thermal management mode is activated, the system starts timing. When the continuous running time reaches the final thermal management duration threshold, the system automatically exits the thermal management mode and returns to the normal operation mode.

[0051] Through this mechanism, the trigger threshold and duration of the thermal management mode are no longer fixed values, but are dynamically adjusted based on the recent operating conditions of the engine. For example, in operating scenarios dominated by high-risk conditions, the judgment time threshold is shorter and the duration threshold is longer, making it easier for the system to enter and maintain the thermal management mode for a longer period; when low-risk conditions are predominant, the judgment time threshold is longer and the duration threshold is shorter, making it more difficult for the system to trigger and requiring a shorter intervention time.

[0052] Therefore, the actual proportion of thermal management mode in the entire operating cycle (i.e., thermal management operating time / total operating time) also changes dynamically, achieving "adaptive adjustment" that matches actual usage needs. This adjustment not only ensures the operational stability of aftertreatment systems (such as DPF and SCR), but also avoids unnecessary fuel consumption and power interruption, achieving an optimal balance between performance, economy, and emission control.

[0053] For example, consider a tractor engine used in agricultural operations. Assume that, based on the preceding steps, the final thermal management judgment time threshold is 3 minutes, and the final thermal management duration threshold is 12 minutes. At this point, the engine is performing low-speed plowing operations in the field, and the exhaust temperature remains below 220°C. The control system detects that this state has lasted for 3 minutes and 10 seconds, exceeding the judgment time threshold. Therefore, it activates the thermal management mode and performs the following actions: adjusting the fuel injection timing delay; reducing the EGR valve opening; adjusting the TV valve to increase the exhaust temperature; and starting a timer. After 12 minutes, the system automatically exits the thermal management mode and resumes normal combustion.

[0054] In another scenario, the tractor was operating on a highway. During the statistical period, the area with low thermal management requirements accounted for 85%. The calculation showed that the final thermal management judgment time threshold was 10 minutes and the final thermal management duration threshold was 3 minutes. Although the exhaust temperature dropped briefly due to the short downhill coasting, the low temperature state only lasted for 2 minutes, which did not reach the 10-minute judgment threshold. Therefore, thermal management was not triggered, avoiding unnecessary intervention.

[0055] As can be seen from the comparison of the two scenarios above, this step enables the thermal management mode to be activated on demand and deactivated in a timely manner. Its proportion in the total running time naturally changes with the distribution of operating conditions, realizing the adaptive adjustment of the thermal management mode.

[0056] It should be noted that, in specific implementation scenarios, a multi-level exit mechanism can be adopted based on the above solutions, meaning that the exit of the thermal management mode is not limited to a fixed duration. For example, if the exhaust temperature has recovered to the ideal range before the full duration is reached, the mode can exit early; or a phased exit strategy can be set (such as exiting strong thermal management first while retaining weak intervention) to improve control precision. A dynamic correction scheme combining post-processing status feedback can also be adopted, i.e., during the execution of the thermal management mode, the DPF regeneration progress or SCR ammonia storage level is monitored in real time. If the target is achieved ahead of schedule, the actual duration can be shortened to avoid excessive intervention. All of the above optional solutions fall within the scope of protection of this application.

[0057] In some embodiments of this application, the operating parameters include one or more combinations of exhaust temperature, smoke opacity, fuel consumption, urea injection quantity, and power requirements.

[0058] As mentioned above, operating parameters are key variables used to characterize the current operating state of the engine and the operating conditions of the aftertreatment system. Exhaust temperature reflects the exhaust energy level, directly affecting DPF regeneration efficiency and SCR catalyst activity, and is an important basis for determining whether to increase exhaust heat. Smoke opacity characterizes the concentration of particulate matter in the exhaust; higher smoke opacity indicates greater carbon soot generation during combustion, a higher risk of DPF blockage, and requires enhanced thermal management intervention. Fuel consumption reflects the engine's fuel consumption status; combined with operating conditions, it can assess the additional fuel penalty brought by thermal management, and be used to optimize the economy of the control strategy. Urea injection quantity reflects the reduction dosage used by the SCR system to reduce NOx; an abnormal increase in injection quantity or a decrease in conversion efficiency may indicate insufficient catalyst temperature or a risk of crystallization, and is an important reference for judging thermal management needs. Power demand reflects the driver's operating intention through signals such as throttle opening and torque request. When power demand is high, the triggering of thermal management mode should be appropriately suppressed or its duration shortened to prioritize vehicle power response. The above parameters can be used individually or in various combinations according to engine type, application scenario, and control objectives, serving as the basic input for operating condition identification and thermal management demand level classification.

[0059] In some embodiments of this application, to achieve a hierarchical response of the control strategy, each region corresponds to a thermal management requirement level, specifically: The thermal management requirement levels are categorized as extremely high, high, medium, and low. Among them, the higher the thermal management requirement level, the higher the risk of carbon deposits or urea crystallization in the engine aftertreatment system.

[0060] As mentioned above, each thermal management demand zone corresponds to a thermal management demand level, which characterizes the urgency of maintaining the engine aftertreatment system's normal operating condition under that operating condition. The thermal management demand levels are divided into four levels: extremely high, high, medium, and low. A higher thermal management demand level indicates that the engine is operating in that zone with lower exhaust temperatures, faster particulate matter accumulation, or a poor urea injection environment, leading to a higher risk of carbon buildup or urea crystallization in the aftertreatment system. Specifically, in areas with extremely high thermal management demand, prolonged engine operation can easily cause severe DPF clogging or SCR nozzle crystallization, requiring priority activation of thermal management; in areas with high thermal management demand, there is a certain risk, requiring timely intervention; in medium-level areas, the aftertreatment system can basically maintain self-heating balance, requiring monitoring of changes in condition only during continuous operation; in low-level areas, exhaust temperatures are sufficient, aftertreatment operating conditions are good, and active thermal management is basically unnecessary. By setting different levels, a basis is provided for subsequently configuring differentiated thermal management judgment times and durations, achieving a graded response of the control strategy.

[0061] In some embodiments of this application, in order to achieve graded control based on the risk level of different operating conditions, a corresponding thermal management judgment time and thermal management duration are configured for each thermal management requirement level, specifically as follows: The thermal management decision time configured for areas with high thermal management demand levels is shorter than the thermal management decision time configured for areas with low thermal management demand levels. The duration of thermal management configured for areas with high thermal management requirements is longer than the duration of thermal management configured for areas with low thermal management requirements.

[0062] As mentioned above, configuring corresponding thermal management judgment time and thermal management duration for each thermal management requirement level means setting different control parameters based on the risk level corresponding to that level. Thermal management judgment time refers to the length of time that the engine needs to continuously meet the thermal management activation conditions before the thermal management mode is activated; thermal management duration refers to the duration for which the system performs thermal management actions after the thermal management mode is activated.

[0063] For regions with high thermal management requirements, the operating conditions pose a greater risk of carbon buildup or urea crystallization in the aftertreatment system. Therefore, a shorter thermal management judgment time is configured to ensure rapid response and timely activation of thermal management when risks occur. Simultaneously, a longer thermal management duration is configured to ensure sufficient exhaust temperature rise for DPF regeneration or to prevent SCR crystallization, guaranteeing effective intervention. Conversely, for regions with lower thermal management requirements, the engine aftertreatment system operates under relatively favorable conditions with a lower risk of malfunction. Therefore, a longer thermal management judgment time is configured to avoid accidental triggering of thermal management due to brief fluctuations in operating conditions. At the same time, a shorter thermal management duration is configured to minimize interference with normal combustion and reduce fuel consumption.

[0064] This differentiated parameter configuration enables the thermal management strategy to achieve graded control based on the risk level of different operating conditions, balancing emission compliance and economy.

[0065] In some embodiments of this application, the percentage of runtime is used as the weight, specifically: Based on the preset statistical period, the ratio of the cumulative running time of the engine in each thermal management demand area to the total running time within the statistical period is determined to obtain a set of corresponding percentage coefficients, and the sum of the percentage coefficients of all areas is 1.

[0066] As mentioned above, using the proportion of operating time as a weight refers to reflecting the degree of influence of different regions on the overall thermal management strategy based on the proportion of engine operating time in each thermal management demand region. In specific implementation, a preset statistical period is set, such as 10 minutes, 15 minutes, or 30 minutes. During this time period, the control system monitors the engine's operating status in real time and records its cumulative operating time in each thermal management demand region.

[0067] Divide the cumulative operating time of each region by the total operating time within the statistical period to obtain the operating time percentage of that region, i.e., the percentage coefficient. The percentage coefficients of all regions requiring thermal management are summed to equal 1, forming a set of normalized weighted data. This percentage coefficient is used to subsequently weight the thermal management judgment time and thermal management duration for each region, ensuring that operating conditions with longer actual operating times have a greater weight in the final control parameter generation process. This guarantees that the thermal management strategy accurately reflects the engine's recent actual usage characteristics.

[0068] In some embodiments of this application, to enable the triggering conditions and duration of the thermal management mode to be dynamically adjusted according to actual operating conditions, thereby achieving the adaptability of the control strategy, the weighted calculation of the thermal management judgment time and thermal management duration corresponding to each region to obtain the final thermal management judgment time threshold and the final thermal management duration threshold is specifically as follows: The final thermal management judgment time threshold is calculated as Σ(the proportion of operating time in the i-th region × the thermal management judgment time in the i-th region). The final thermal management duration threshold is calculated as Σ(the percentage of operating time in region i × the thermal management duration in region i). Where i represents each of the aforementioned thermal management requirement areas.

[0069] As mentioned above, weighted calculation of the thermal management judgment time and thermal management duration for each region refers to using the proportion of operating time of each region as a weight, combined with the pre-configured thermal management judgment time and thermal management duration, to generate the final control threshold through mathematical calculation.

[0070] The specific process is as follows: multiply the operating time percentage of each thermal management demand area by the corresponding thermal management judgment time for that area, and then sum the products of all areas to obtain the final thermal management judgment time threshold; similarly, multiply the operating time percentage of each area by the corresponding thermal management duration for that area, and then sum the products of all areas to obtain the final thermal management duration threshold. Here, i represents each thermal management demand area, and the summation operation covers all the divided areas.

[0071] This calculation method ensures that regions with a high percentage of runtime have a greater impact on the final threshold, while regions with a low percentage have a smaller impact. The resulting final threshold comprehensively reflects the overall operating characteristics of the engine within the statistical period, allowing the triggering conditions and duration of the thermal management mode to be dynamically adjusted according to actual operating conditions, thus achieving adaptive control strategies.

[0072] In some embodiments of this application, to achieve adaptive adjustment of thermal management behavior, the final thermal management judgment time threshold and thermal management duration threshold are applied to the start-stop control logic of the engine thermal management system, specifically as follows: When the engine exhaust temperature is below the activation threshold and the duration exceeds the final thermal management judgment time threshold, the thermal management mode is activated. After the thermal management mode continues for the final thermal management duration threshold, it exits the thermal management mode and resumes normal operation.

[0073] As mentioned above, applying the final thermal management judgment time threshold and thermal management duration threshold to the start-stop control logic of the engine thermal management system means using two dynamically calculated thresholds to determine the activation and deactivation timing of the thermal management mode.

[0074] In practice, the system monitors the engine's exhaust temperature in real time. When the exhaust temperature falls below a preset activation threshold, and this state persists for a duration equal to or exceeding the final thermal management judgment time threshold, the control system determines that the conditions for activating thermal management are met and activates the thermal management mode. Once in thermal management mode, the engine increases the exhaust temperature by adjusting combustion parameters, adjusting the EGR rate, and controlling the TV valve opening to meet the operating requirements of the aftertreatment system. After thermal management mode is activated, the system begins timing. When the continuous operating time reaches the final thermal management duration threshold, the system automatically exits thermal management mode, reverting to normal combustion and control strategies to avoid increased fuel consumption or decreased power performance caused by prolonged intervention.

[0075] This control logic uses thresholds dynamically generated based on operating condition distribution to make the triggering of thermal management mode more in line with actual operating needs. It can respond promptly under high-risk conditions and avoid excessive intervention under low-risk conditions, thus achieving adaptive adjustment of thermal management behavior.

[0076] In some embodiments of this application, the thermal management mode includes at least one of adjusting combustion parameters, adjusting TV valve opening, adjusting EGR rate, or boost pressure.

[0077] As mentioned above, thermal management mode refers to a series of proactive control measures taken by the engine to increase exhaust temperature or improve the operating conditions of the aftertreatment system. In this mode, the control system performs at least one adjustment action to adjust exhaust energy and combustion state.

[0078] Specifically, this includes adjusting combustion parameters, such as changing injection timing, increasing post-injection quantity, or adjusting injection pressure to improve exhaust temperature by optimizing the combustion process; adjusting the TV valve opening, i.e., controlling the opening of the throttle valve installed on the exhaust pipe to reduce the flow area and increase exhaust back pressure, thereby improving turbine inlet temperature and DPF regeneration efficiency; adjusting the EGR rate, by reducing the exhaust gas recirculation flow rate, reducing the proportion of low-temperature exhaust gas entering the cylinder, increasing the combustion temperature, and helping to improve exhaust heat; or adjusting the boost pressure, by controlling the turbocharger actuator to change the intake pressure, optimizing the air-fuel ratio and combustion intensity, indirectly affecting exhaust temperature.

[0079] The above measures can be used individually or in combination depending on the engine type, aftertreatment configuration, and current operating conditions to ensure that thermal management objectives can be effectively achieved under different operating conditions.

[0080] In some embodiments of this application, to improve the adaptability and long-term effectiveness of the thermal management strategy, a feedback optimization strategy is also included, specifically: The threshold for classifying the thermal management demand zone is dynamically adjusted based on monitoring data of DPF differential pressure, SCR urea consumption, and engine oil consumption.

[0081] As mentioned above, the feedback optimization strategy is used to dynamically adjust the thermal management control parameters based on actual operating results. In practice, the system continuously monitors key data such as DPF differential pressure, SCR urea consumption, and engine fuel consumption. The DPF differential pressure reflects the degree of blockage in the particulate filter; a rapid increase in differential pressure indicates that the current thermal management strategy is insufficient to effectively remove carbon deposits, requiring stronger intervention. SCR urea consumption, combined with NOx emission levels, can assess catalyst activity and urea injection efficiency. An abnormal increase in urea consumption without effective conversion may indicate insufficient exhaust temperature or a risk of crystallization. Engine fuel consumption data is used to assess the additional fuel consumption resulting from thermal management, avoiding a significant decrease in fuel economy due to excessive intervention.

[0082] Based on the above monitoring results, the control system analyzes whether the current division of thermal management demand zones is reasonable. If it finds that a certain zone frequently experiences increased differential pressure or abnormal urea injection, but is not classified as a high-demand zone, it appropriately adjusts the zone's boundary, upgrading it to a higher thermal management demand level, or triggering thermal management earlier. By dynamically correcting the division threshold of thermal management demand zones, the operating condition division is made more consistent with the actual operating conditions, improving the adaptability and long-term effectiveness of the thermal management strategy.

[0083] Compared with existing technologies, this application discloses an adaptive control method for engine thermal management modes. This method divides the engine operating conditions into multiple thermal management demand zones and statistically analyzes the proportion of operating time in each zone within a preset time period. This allows the control system to understand the overall characteristics of the current operating conditions, improving the accuracy and timeliness of thermal management response. By configuring different thermal management judgment times and durations according to the thermal management demand level, the trigger threshold for thermal management modes is raised, avoiding false triggering due to short-term temperature fluctuations, reducing fuel penalties, and improving overall vehicle economy. Through weighted calculation using the proportion of operating time as a weight, the thermal management strategy is dynamically coupled with the actual engine usage scenario, achieving adaptive adjustment of the proportion of thermal management modes and improving the adaptability and robustness of the control system. By dynamically adjusting the duration threshold, power reduction or noise increase caused by prolonged thermal management is avoided, improving the user's driving experience. In summary, this invention, by introducing a closed-loop logic of "operating condition distribution proportion—weighted dynamic threshold—adaptive control," effectively solves the problems of response lag and over-intervention in traditional thermal management modes, achieving synergistic optimization of engine thermal management between safety, economy, and emission performance.

[0084] Based on the same inventive concept as the methods described above, this application also proposes an adaptive control system for engine thermal management modes, such as... Figure 2 The diagram shown is a structural schematic of an adaptive control system for engine thermal management modes. The system includes: The partitioning module is used to divide the engine's entire operating condition into multiple thermal management requirement zones based on the engine's operating parameters, with each zone corresponding to a thermal management requirement level. The configuration module is used to configure the corresponding thermal management judgment time and thermal management duration for each of the thermal management requirement levels; The monitoring module is used to monitor the engine's operating status in real time and to calculate the percentage of engine operating time in each of the thermal management requirement zones within a preset time period. The calculation module is used to perform weighted calculations on the thermal management judgment time and thermal management duration corresponding to each region, using the proportion of the running time as the weight, to obtain the final thermal management judgment time threshold and the final thermal management duration threshold. The execution module is used to apply the final thermal management judgment time threshold and thermal management duration threshold to the start-stop control logic of the engine thermal management system to achieve adaptive adjustment of the ratio between thermal management mode and normal operation mode.

[0085] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program goods. 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 goods 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.

[0086] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program goods 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.

[0087] 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.

[0088] 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.

[0089] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention. Any modifications or equivalent substitutions that do not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. An adaptive control method for engine thermal management mode, characterized in that, include: Based on the engine's operating parameters, the engine's entire operating condition is divided into multiple thermal management requirement zones, with each zone corresponding to a thermal management requirement level. Configure corresponding thermal management judgment time and thermal management duration for each of the aforementioned thermal management requirement levels; The engine's operating status is monitored in real time, and the percentage of engine operating time in each of the aforementioned thermal management requirement zones is calculated within a preset time period. Using the percentage of running time as a weight, the thermal management judgment time and thermal management duration corresponding to each region are weighted and calculated to obtain the final thermal management judgment time threshold and the final thermal management duration threshold. The final thermal management judgment time threshold and thermal management duration threshold are applied to the start-stop control logic of the engine thermal management system to achieve adaptive adjustment of the ratio between thermal management mode and normal operation mode.

2. The method as described in claim 1, characterized in that, The operating parameters include one or more combinations of exhaust temperature, smoke opacity, fuel consumption, urea injection quantity, and power requirements.

3. The method as described in claim 1 or 2, characterized in that, Each region corresponds to a thermal management requirement level, specifically: The thermal management requirement levels are categorized as extremely high, high, medium, and low. Among them, the higher the thermal management requirement level, the higher the risk of carbon deposits or urea crystallization in the engine aftertreatment system.

4. The method as described in claim 3, characterized in that, The specific steps involve configuring corresponding thermal management judgment times and thermal management durations for each of the aforementioned thermal management demand levels: The thermal management decision time configured for areas with high thermal management demand levels is shorter than the thermal management decision time configured for areas with low thermal management demand levels. The duration of thermal management configured for areas with high thermal management requirements is longer than the duration of thermal management configured for areas with low thermal management requirements.

5. The method as described in claim 1, characterized in that, The weights are based on the percentage of runtime, specifically: Based on the preset statistical period, the ratio of the cumulative running time of the engine in each thermal management demand area to the total running time within the statistical period is determined to obtain a set of corresponding percentage coefficients, and the sum of the percentage coefficients of all areas is 1.

6. The method as described in claim 1, characterized in that, The weighted calculation of the thermal management judgment time and thermal management duration corresponding to each region yields the final thermal management judgment time threshold and the final thermal management duration threshold, specifically as follows: The final thermal management judgment time threshold is calculated as Σ(the proportion of operating time in the i-th region × the thermal management judgment time in the i-th region). The final thermal management duration threshold is calculated as Σ(the percentage of operating time in region i × the thermal management duration in region i). Where i represents each of the aforementioned thermal management requirement areas.

7. The method as described in claim 1, characterized in that, The final thermal management judgment time threshold and thermal management duration threshold are applied to the start-stop control logic of the engine thermal management system, specifically as follows: When the engine exhaust temperature is below the activation threshold and the duration exceeds the final thermal management judgment time threshold, the thermal management mode is activated. After the thermal management mode continues for the final thermal management duration threshold, it exits the thermal management mode and resumes normal operation.

8. The method as described in claim 1, characterized in that, The thermal management mode includes at least one of adjusting combustion parameters, adjusting TV valve opening, adjusting EGR rate, or adjusting boost pressure.

9. The method as described in claim 1, characterized in that, It also includes feedback optimization strategies, specifically: The threshold for classifying the thermal management demand zone is dynamically adjusted based on monitoring data of DPF differential pressure, SCR urea consumption, and engine oil consumption.

10. An adaptive control system for engine thermal management modes, characterized in that, include: The partitioning module is used to divide the engine's entire operating condition into multiple thermal management requirement zones based on the engine's operating parameters, with each zone corresponding to a thermal management requirement level. The configuration module is used to configure the corresponding thermal management judgment time and thermal management duration for each of the thermal management requirement levels; The monitoring module is used to monitor the engine's operating status in real time and to calculate the percentage of engine operating time in each of the thermal management requirement zones within a preset time period. The calculation module is used to perform weighted calculations on the thermal management judgment time and thermal management duration corresponding to each region, using the proportion of the running time as the weight, to obtain the final thermal management judgment time threshold and the final thermal management duration threshold. The execution module is used to apply the final thermal management judgment time threshold and thermal management duration threshold to the start-stop control logic of the engine thermal management system to achieve adaptive adjustment of the ratio between thermal management mode and normal operation mode.

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