Dynamic multi-runner oil cooler control method and system based on partition matching load

Abstract

The invention relates to the technical field of oil cooler control, in particular to a dynamic multi-flow-channel oil cooler control method and system based on partition matching loads, and the method comprises the following steps: (1) constructing a thermal inertia-load mapping model, and establishing a nonlinear correlation function; (2) deploying a monitoring module, obtaining medium temperature, pressure and component temperature, and calculating a real-time thermal inertia value I; (3) generating a dynamic cooling demand threshold based on the model and real-time data in combination with a thermal inertia change rate and load fluctuation; (4) zone adjustment is started, the heat exchange unit is controlled to execute component parameters according to a threshold value, and the cooling amount and the coupling requirement are matched; (5) feedback correction is introduced, deviation is compared according to cycles, and correlation function coefficients are adjusted; and (6) establishing three-level abnormal protection. The real-time thermal inertia value is accurately calculated, and the cooling requirements of different parts such as an engine cylinder body, a gearbox and a turbine under various working conditions such as idling, high speed and rapid acceleration can be accurately pre-judged.

Description

Technical Field

[0001] This invention relates to the field of oil cooler control technology, and in particular to a dynamic multi-channel oil cooler control method and system based on zoned matching load. Background Technology

[0002] As a key component of power system thermal management, oil coolers need to dynamically match cooling requirements according to the load changes and thermal inertia characteristics of different components to ensure that components operate within the optimal temperature range and avoid performance degradation due to insufficient cooling or energy waste due to excessive cooling.

[0003] Traditional oil cooler control methods mostly use control logic with a single medium and fixed parameters. That is, by monitoring a single temperature parameter (such as coolant temperature or engine oil temperature), the electronic water pump, cooling fan and other actuators are controlled to operate at a preset speed. This lacks targeted adaptation to the differences in the heat demand of each component under different load conditions.

[0004] For example, in the patent document CN202210835886.6, which discloses a thermal management scheme based on a multi-medium oil cooler for electric vehicles, the heat management method and device for electric vehicles are disclosed. The scheme obtains the IGBT temperature, motor stator and rotor temperatures through the CAN bus, determines the speed of the electric water pump and the speed of the cooling fan in sequence, and adjusts the speed of the air conditioning compressor when both reach their maximum speed to achieve motor cooling.

[0005] However, the aforementioned literature and traditional technical solutions have the following drawbacks:

[0006] First, it lacks the ability to adapt to different load zones. Both the patented solution and traditional control methods rely on the overall temperature of components such as motors and IGBTs for control, without considering the load characteristics (such as speed and torque) and thermal inertia differences (such as thermal inertia value and rate of change of thermal inertia) of different components such as engine blocks, transmissions, and turbochargers. This leads to situations where the same cooling system needs to meet the cooling requirements of multiple components simultaneously, resulting in overcooling of low-load components, wasting energy, and insufficient cooling of high-load components, causing temperature buildup. It is impossible to achieve precise matching of the cooling requirements of each component.

[0007] Second, the above-mentioned solution only adjusts the actuator based on real-time temperature parameters. When the turbocharger's thermal inertia rises rapidly due to a sudden increase in load, the traditional solution needs to wait for the measured temperature value to exceed the standard before increasing the cooling capacity, which results in a response lag and is prone to short-term temperature peaks. At the same time, it determines the speed of the actuator by looking up a table, which cannot adapt to the nonlinear changes in heat demand under different operating conditions, limiting the control accuracy and making it difficult to meet the stringent requirements of high-performance power systems for temperature fluctuations.

[0008] Based on this, it is necessary to design an oil cooler control method and system that can achieve precise zoned control based on the load characteristics and thermal inertia differences of different components, and construct a predictive cooling model by combining the dynamic characteristics of thermal inertia, thereby improving cooling efficiency and control accuracy. Summary of the Invention

[0009] To solve one of the aforementioned technical problems, the present invention adopts the following technical solution: a dynamic multi-channel oil cooler, comprising a shell, three flow channel cavities within the shell, each of which houses a first heat exchange box, a second heat exchange box, and a third heat exchange box; a cap is fitted on the top of the shell to seal each flow channel cavity; a first heat exchange unit and a second heat exchange unit are provided within the shell, both of which are sequentially wound around the periphery of each heat exchange box; wherein, the first heat exchange box is for heat exchange of lubricating oil in the engine cylinder block, the second heat exchange box is for heat exchange of hydraulic oil in the automotive automatic transmission, and the third heat exchange box is for heat exchange of lubricating oil in the turbocharger system;

[0010] Based on any of the above technical solutions, the following further optimization is made: the first heat exchange unit is provided with a first inlet at the left end and a first outlet at the right end; the second heat exchange unit is provided with a second inlet at the left end and a second outlet at the right end; and dynamic inlet connectors and dynamic outlet connectors are respectively provided on the front and rear sides of each flow channel cavity.

[0011] The first inlet and the first outlet are respectively connected to the coolant circulation system of the external engine via pipelines; the second inlet and the second outlet are respectively connected to the forced air cooling system of the external engine compartment via pipelines; each flow channel cavity is filled with heat transfer oil that circulates outward through the dynamic inlet connector and the dynamic outlet connector.

[0012] Based on any of the above technical solutions, the following optimization is made: the first heat exchange box is connected to the engine's main oil circuit and the cylinder block crankshaft main oil passage through its own connecting joint and external pipeline;

[0013] The second heat exchange box is connected to the hydraulic oil circulation pump outlet of the gearbox and the oil inlet of the gearbox valve body through its own connecting joint and external pipeline.

[0014] The third heat exchange box is connected to the engine's high-pressure oil branch circuit and the turbine intermediate oil passage via its own connecting joint and external pipelines.

[0015] This invention provides a dynamic multi-channel oil cooler control method based on partitioned matching load. The dynamic multi-channel oil cooler is as described above. The control method includes the following steps:

[0016] Step (1): Construct a thermal inertia-load mapping model, collect data through bench tests, and establish a nonlinear correlation function;

[0017] Step (2): Deploy the monitoring module to obtain the medium temperature, pressure and component temperature, and calculate the real-time thermal inertia value I according to I=(c・m・ΔT_oil) / (ΔT・S);

[0018] Step (3): Based on the model and real-time data, combined with the rate of change of thermal inertia and load fluctuations, a dynamic cooling demand threshold is generated;

[0019] Step (4): Start the zone adjustment, control the heat exchange unit to execute component parameters according to the threshold, and match the cooling capacity with the coupling requirements;

[0020] Step (5): Introduce feedback correction, compare deviations periodically, and adjust the correlation function coefficients;

[0021] Step (6): Establish a three-level anomaly protection system. When thermal inertia or load exceeds the limit, a graded emergency strategy will be triggered.

[0022] Based on any of the above technical solutions, the following optimization is made: The specific steps for constructing the thermal inertia-load mapping model in step (1) are as follows:

[0023] ① Measure the specific heat capacity of the engine block, transmission housing, and turbocharger system, obtain the mass of each component, measure the heat dissipation area of ​​the components, and calculate the basic thermal inertia parameters;

[0024] ② The engine was run on a test bench with a gradient combination of speeds of 800 rpm, 1300 rpm...6500 rpm and torques of 30 N.m, 50 N.m...350 N.m. Each condition was stabilized for 8 minutes. During the operation, thermal inertia change data of each component and corresponding load parameters were collected at a sampling frequency of 15 Hz.

[0025] ③ Use SPSS 26.0 multiple regression analysis tool to establish a nonlinear correlation function. The model fit was ≥0.97 through iterative calculation; where Y is the cooling requirement, X1 is the rotational speed, X2 is the torque, X3 is the thermal inertia value, and X4 is the rate of change of thermal inertia.

[0026] Based on any of the above technical solutions, the following optimization is made: The specific steps for generating the dynamic cooling demand threshold in step (3) are as follows:

[0027] ① Calculate the load fluctuation amplitude λ:

[0028] ;

[0029] Where t is the current time and t-1 is the time 1 second ago;

[0030] ② Set the thermal inertia correction factor k: when X4 > 2% / s, k = 1.2; when X4 < -1% / s, k = 0.8; when -1% / s ≤ X4 ≤ 2% / s, k = 1.0;

[0031] ③ Calculate the dynamic cooling demand threshold: ; where Y is the calculated value of the correlation function in step (1), the upper limit of the threshold is 120% of the rated value, and the lower limit is 80% of the rated value.

[0032] Based on any of the above technical solutions, the following optimization is made: the specific operation of initiating the partition adjustment in step (4) includes:

[0033] ① Control of the first heat exchange unit: The flow rate is adjusted by the electromagnetic shut-off valve, when When the flow rate is ≤8L / min, the valve opening is 40%; when the flow rate is <8L / min When the flow rate is ≤12L / min, the opening should be as follows: Calculated in the following way; when When the flow rate is >12L / min, the opening degree is 90%;

[0034] ② Second heat exchange unit control: Adjusted in coordination with the electric damper and cooling fan, when... When the flow rate is ≤500m³ / h, the damper opening is 50% and the fan speed is 1500rpm; when When the flow rate is greater than 500 m³ / h, the damper opening is 100% and the fan speed is 3000 rpm;

[0035] ③ Heat transfer oil flow control: Controlled by electromagnetic proportional valve, the corresponding flow range for cylinder block heat exchanger is 8-12L / min, gearbox heat exchanger is 5-8L / min, and turbine heat exchanger is 10-15L / min.

[0036] Based on any of the above technical solutions, the following optimization is made: The specific steps for introducing feedback correction in step (5) are as follows:

[0037] ① Set the correction cycle to 0.3s. Calculate the temperature deviation ΔT = measured outlet oil temperature - target oil temperature in each cycle. Where the target oil temperature is: cylinder block 85℃, transmission 80℃, and turbocharger 95℃.

[0038] ② If |ΔT|≤1.5℃, use fine-tuning mode: k1 and k2 are adjusted by ±1%, and k3 is adjusted by ±2%;

[0039] ③ If 1.5℃ < |ΔT| ≤ 4℃, adopt the medium-adjustment mode: enable the existing fuzzy PID algorithm, with the input variables being ΔT and the deviation change rate ΔT / 0.3s, and the output coefficient adjustment amount being 5%-10%;

[0040] ④ If |ΔT|>4℃, adopt the large adjustment mode: the opening degree of coolant, air cooling and heat transfer oil flow are all adjusted to 100%, the automatic adjustment cycle is shortened to 0.1s, and the original cycle is restored when |ΔT|≤1.5℃.

[0041] The present invention also provides a dynamic multi-channel oil cooler control system based on partitioned matching load, wherein the system stores a computer program, and when the computer program is executed by a processor, it implements the control method described above.

[0042] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0043] 1. This invention constructs a thermal inertia-load mapping model, combining multiple parameters such as engine speed, torque, thermal inertia value, and rate of change of thermal inertia, to accurately calculate real-time thermal inertia values. This allows for precise prediction of the cooling requirements of different components such as the engine block, transmission, and turbocharger under various operating conditions, including idling, high speed, and rapid acceleration. Under rapid acceleration conditions, the turbocharger's thermal inertia rises rapidly, and the model can predict this in advance and increase the cooling capacity, effectively preventing insufficient cooling that could lead to component overheating. Alternatively, under low-load conditions, the cooling capacity can be reduced to prevent excessive cooling and energy waste. This ensures that all components always operate within their optimal temperature range, significantly improving the overall performance and service life of the powertrain.

[0044] 2. This invention employs a zoned adjustment strategy, taking into account the different thermal characteristics (e.g., the cylinder block has a large and relatively stable heat load, while the turbine's heat load changes rapidly) and cooling requirements of components such as the engine block, transmission, and turbine. It separately controls the parameters of actuators such as electromagnetic shut-off valves, electric dampers, and electromagnetic proportional valves in each heat exchange unit, including the coolant circulation system, forced air cooling system, and heat transfer oil circulation system. When the transmission's heat load is low, the corresponding heat transfer oil flow rate and air cooling volume can be reduced, allocating more cooling resources to the cylinder block or turbine with higher heat loads. This achieves dynamic and precise allocation of cooling resources, improving cooling efficiency while reducing the overall energy consumption of the oil cooler system.

[0045] 3. This invention introduces a feedback correction mechanism to compare the deviation between the actual cooling effect (e.g., the oil temperature at the outlet of each component) and the target oil temperature at fixed intervals. If the deviation is small, the coefficients of the correlation function are fine-tuned; if the deviation is large, the fuzzy PID algorithm is activated or the expert parameter library is called to adjust the coefficients, continuously optimizing the control model. This closed-loop control method continuously improves the accuracy of cooling control, enabling precise control of the temperature of each component even under complex operating conditions such as frequent vehicle starts and stops and driving on mountain roads, thus enhancing the system's adaptability to complex operating conditions.

[0046] 4. The three-level anomaly protection mechanism established in this invention categorizes abnormal situations into three levels: early warning, emergency adjustment, and shutdown protection. When the rate of change of thermal inertia exceeds 5% / s or the load fluctuation exceeds 30%, a level one early warning is triggered, temporarily increasing the cooling capacity of the corresponding heat exchanger and issuing a warning. When the rate of change of thermal inertia exceeds 8% / s or the load fluctuation exceeds 50%, a level two emergency adjustment is triggered, allocating cooling resources across heat exchangers. When the thermal inertia value deviates significantly from the baseline value or the oil temperature exceeds 130°C, a level three shutdown protection is triggered, cutting off the power supply to the heat exchanger unit and storing the abnormal data. This tiered approach effectively prevents faults from escalating from minor to serious, greatly improving the safety and reliability of the oil cooler and related power components such as the engine and transmission.

[0047] 5. This invention deeply utilizes the dynamic characteristics of thermal inertia and its rate of change. Thermal inertia reflects a component's ability to store and transfer heat, while its rate of change reflects the trend of thermal state changes. By monitoring the rate of change of thermal inertia, the system can keenly detect the changing trends of the thermal state of components such as the engine block and turbine. It can adjust the cooling strategy before sudden changes in thermal load (such as a rapid increase in thermal inertia due to increased mechanical friction and combustion heat release during rapid acceleration), achieving "predictive cooling." Compared to traditional control methods that rely solely on temperature parameters, this approach offers a more timely response, better addresses rapid changes in thermal load, and avoids damage to components caused by short-term temperature peaks.

[0048] 6. This invention is based on the concept of zoned load matching, enabling real-time monitoring of the load and thermal inertia of various components such as the engine block, transmission, and turbocharger. When the thermal load of a certain component (such as the turbocharger under rapid acceleration) increases sharply, while the thermal load of other components remains relatively stable, the system can dynamically allocate cooling resources across components. For example, some of the coolant and airflow originally allocated to the transmission can be proportionally distributed to the engine block and turbocharger, prioritizing the cooling of components with rapidly increasing thermal loads. This dynamic resource allocation capability across components is difficult to achieve with traditional non-zoned cooling systems, providing a more flexible solution for the thermal management of power systems under complex operating conditions and ensuring stable operation of the power system under various complex conditions. Attached Figure Description

[0049] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or components are generally identified by similar reference numerals. In the drawings, the elements or components are not necessarily drawn to scale.

[0050] Figure 1 This is a top view of the structure of the present invention.

[0051] Figure 2 This is a schematic diagram of the internal structure of the present invention.

[0052] Figure 3 This is a flowchart of the control method of the present invention.

[0053] In the figure, 1 is the shell; 2 is the flow channel cavity; 3 is the first heat exchange box; 4 is the second heat exchange box; 5 is the third heat exchange box; 6 is the cover; 7 is the first inlet; 8 is the first outlet; 9 is the second inlet; 10 is the second outlet; 11 is the dynamic inlet connector; 12 is the dynamic outlet connector; and 13 is the connecting connector. Detailed Implementation

[0054] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and are therefore merely examples and should not be used to limit the scope of protection of the present invention. The specific structure of the present invention is as follows: Figures 1-3 As shown in the image.

[0055] Example 1: A dynamic multi-channel oil cooler, comprising a housing 1, with three flow channel cavities 2 inside the housing 1, each of which contains a first heat exchange box 3, a second heat exchange box 4, and a third heat exchange box 5; a cap 6 is installed on the top of the housing 1 to seal each of the flow channel cavities 2; a first heat exchange unit and a second heat exchange unit are provided inside the housing 1, both of which are sequentially wound around the periphery of each heat exchange box; wherein, the first heat exchange box 3 is for heat exchange of lubricating oil in the engine cylinder block, the second heat exchange box 4 is for heat exchange of hydraulic oil in the automatic transmission of an automobile, and the third heat exchange box 5 is for heat exchange of lubricating oil in the turbocharger system;

[0056] Based on any of the above technical solutions, the following further optimization is made: the first heat exchange unit is provided with a first inlet 7 at the left end and a first outlet 8 at the right end; the second heat exchange unit is provided with a second inlet 9 at the left end and a second outlet 10 at the right end; and dynamic inlet connectors 11 and dynamic outlet connectors 12 are respectively provided on the front and rear sides of each flow channel cavity 2.

[0057] The first inlet 7 and the first outlet 8 are respectively connected to the coolant circulation system of the external engine via pipelines; the second inlet 9 and the second outlet 10 are respectively connected to the forced air cooling system of the external engine compartment via pipelines; each flow channel cavity 2 is filled with heat transfer oil that circulates outward through the dynamic inlet connector 11 and the dynamic outlet connector 12.

[0058] Based on any of the above technical solutions, the following optimization is made: the first heat exchange box 3 is connected to the engine's main oil circuit and the cylinder block crankshaft main oil passage through its own connecting joint 13 and external pipelines;

[0059] The second heat exchange box 4 is connected to the hydraulic oil circulation pump outlet of the gearbox and the oil inlet of the gearbox valve body through its own connecting joint 13 and external pipeline.

[0060] The third heat exchange box 5 is connected to the engine's high-pressure oil branch circuit and the turbine intermediate oil passage through its own connecting joint 13 and external pipelines.

[0061] Working process: When the engine is running, the lubricating oil from the engine block enters the first heat exchange box 3 through the main oil circuit; the hydraulic oil from the automatic transmission enters the second heat exchange box 4 through the hydraulic oil circulation pump outlet; and the lubricating oil from the turbocharger system enters the third heat exchange box 5 through the high-pressure oil branch circuit. Simultaneously, the coolant from the external engine's coolant circulation system flows into the first heat exchange unit from the first inlet 7 and flows out through the first outlet 8; the airflow from the external engine compartment's forced air cooling system flows into the second heat exchange unit from the second inlet 9 and flows out through the second outlet 10. The heat-conducting oil in each flow channel cavity 2 flows in through the dynamic inlet connector 11, exchanges heat with the heat exchange box within the flow channel cavity 2, and then flows out through the dynamic outlet connector 12, thus cooling the medium within each heat exchange box.

[0062] Working Principle: The dynamic multi-channel oil cooler of this invention utilizes a multi-channel cavity 2 structure to partition the cooling needs of the engine block, transmission, and turbocharger. The first heat exchange unit exchanges heat with the engine block lubricating oil in the first heat exchange box 3 through coolant, removing heat from the lubricating oil; the second heat exchange unit exchanges heat with the transmission hydraulic oil in the second heat exchange box 4 through forced air cooling, reducing the hydraulic oil temperature; the turbocharger lubricating oil in the third heat exchange box 5 achieves temperature regulation through the heat transfer oil circulating in the channel cavity 2, combined with the indirect cooling effect of the first and second heat exchange units. By partitioning heat exchange, appropriate cooling methods are matched to the thermal characteristics of different components, improving the targeting and efficiency of cooling.

[0063] Precise zoned cooling: The cooling of the engine block, transmission, and turbocharger is divided into zones. Cooling resources can be precisely matched according to the different heat loads and operating characteristics of each component. This avoids the problem of insufficient or excessive cooling of some components in traditional overall cooling methods, ensuring that each component operates in the optimal temperature range and improving the overall performance and lifespan of the power system.

[0064] Multi-media synergistic cooling: Combining three cooling media—coolant, forced air cooling, and heat transfer oil—this approach leverages the advantages of each medium in terms of heat transfer efficiency and response speed. For example, coolant is suitable for continuous and stable heat dissipation, forced air cooling is suitable for rapid heat dissipation, and heat transfer oil can enhance the uniformity of heat transfer. Multi-media synergy significantly improves the overall heat dissipation capacity of the cooling system.

[0065] Compact and efficient structure: Each heat exchange unit is wound around the periphery of the heat exchange box in sequence, and the flow channel cavity 2 is rationally arranged. It realizes heat exchange of multiple components and multiple media within the limited space of the shell 1. The structure is compact and is conducive to installation in space-constrained environments such as automobile engine compartments. Moreover, the heat exchange path design is optimized to reduce heat transfer loss and improve heat exchange efficiency.

[0066] In addition, multi-component synchronous cooling: It can simultaneously cool the engine block lubricating oil, transmission hydraulic oil, and turbocharger lubricating oil, meeting the cooling needs of multiple core components of the power system and ensuring the coordinated and efficient operation of all parts of the power system.

[0067] Cooling medium circulation regulation: It realizes the regulation of parameters such as circulation and flow rate of coolant, forced air cooling airflow, and heat transfer oil (which can be combined with subsequent control methods) and dynamically adjusts the cooling intensity according to actual working conditions to adapt to the thermal management needs under different driving scenarios (such as idling, high speed, rapid acceleration, etc.).

[0068] System integration: The cooling functions of multiple components are integrated into a single oil cooler housing 1, which reduces the hassle of setting up separate cooling devices for each component, simplifies the cooling structure of the power system, and facilitates the installation, maintenance and management of the system.

[0069] It should be noted that when the heat load of a certain component (such as the turbocharger during rapid acceleration) increases suddenly, while the heat load of other components remains relatively stable, some cooling resources can be preferentially allocated to the component with the sudden increase in heat load by adjusting the heat transfer oil circulation in the corresponding flow channel 2 and the working status of the relevant heat exchange unit. This achieves efficient cooling compensation under uneven heat load, which is difficult for traditional non-zoned cooling systems to do precisely, thus achieving uneven heat load compensation.

[0070] By circulating the heat transfer oil within the flow channel cavity 2, it acts as a bridge and buffer between the heat exchange between the coolant and the forced air cooling medium, optimizing the cross-medium heat transfer process. For example, when the coolant temperature temporarily rises, the heat transfer oil can temporarily store some heat, releasing it when the forced air cooling system intensifies its operation. This makes the heat transfer of the entire cooling system more stable, reduces temperature fluctuations, and optimizes cross-medium heat transfer. Under complex vehicle operating conditions (such as frequent start-stop and mountain driving), the heat load of various components changes rapidly and irregularly. The zoned and multi-medium collaborative structure of this oil cooler can quickly respond to changes in the heat demand of different components and rapidly adjust the working state of each cooling medium. Compared with traditional single cooling systems, its adaptability and response speed to complex operating conditions are significantly improved, ensuring the stability of the power system under complex conditions.

[0071] Example 2: Compared with Example 1, this example also includes the following technical features:

[0072] This invention also includes a dynamic multi-channel oil cooler control method based on partitioned matching load, wherein the dynamic multi-channel oil cooler is the one described above, and the control method includes the following steps:

[0073] (1) Construct a thermal inertia-load mapping model, collect data through bench tests, and establish a nonlinear correlation function:

[0074] ;

[0075] (2) Deploy monitoring modules to obtain medium temperature, pressure and component temperature, and calculate the real-time thermal inertia value I according to I=(c・m・ΔT_oil) / (ΔT・S);

[0076] (3) Based on the model and real-time data, combined with the rate of change of thermal inertia and load fluctuation, a dynamic cooling demand threshold is generated;

[0077] (4) Start the zone adjustment, control the heat exchange unit to execute component parameters according to the threshold, and match the cooling capacity with the coupling requirements;

[0078] (5) Introduce feedback correction, compare deviations periodically, and adjust the coefficients of the correlation function;

[0079] (6) Establish a three-level abnormal protection system. When thermal inertia or load exceeds the limit, a graded emergency strategy is triggered.

[0080] It should be noted that the definitions and values ​​of the formula parameters must be clearly defined. Y is in L / min (coolant flow rate) or m³ / h (cooling airflow), X1 is in rpm (800-6500 rpm), X2 is in N·m (30-350 N·m), X3 is in J / (℃·m²) (for cylinder blocks ≥800, transmissions ≥500, turbochargers ≥600), and X4 is in % / s (-5 to +10); k1-k3 (e.g., k1 = 2.3 × 10⁻⁶) -7 k2 = 1.8 × 10 -4 k3 = 5.2 × 10 -3 The values ​​of C (cylinder block 0.8L / min, transmission 0.6L / min, turbo 1.0L / min) were obtained by bench testing as specified in the national standard "Test Methods for Performance of Automobile Engines", with a fit of ≥0.97.

[0081] The sensor models (PT100 temperature sensor, CYB-13 pressure sensor), actuators (electromagnetic shut-off valve, electric damper), parameters, and feedback cycle (0.3s) in the monitoring module are all implemented in accordance with existing automotive electronics industry standards (such as GB / T28046.4-2011). The threshold settings for the three-level abnormal protection (such as Level 1 abnormality X4 > 5% / s) and emergency strategies are implemented with reference to mature logic in the industry to ensure the reproducibility of the technical solution and the consistency and reliability of abnormal response. The engine bench test procedures and data acquisition specifications not specified in this method are all implemented in accordance with the industry standard GB / T18297-2001 "Automotive Engine Performance Test Methods" to ensure the repeatability and feasibility of the technical solution.

[0082] The control method of this invention can accurately predict cooling requirements: by using a thermal inertia-load mapping model and combining multiple parameters (speed, torque, thermal inertia and its rate of change), it can accurately predict cooling requirements under different operating conditions. Compared with traditional control methods that rely solely on a single temperature parameter, the predictability and accuracy are significantly improved, avoiding insufficient or excessive cooling. Zonal precise control: Zonal adjustments are made for the cooling requirements of different components such as the cylinder block, transmission, and turbine. The cooling capacity can be matched according to the actual thermal state of each component, improving cooling efficiency while reducing energy consumption. Closed-loop optimization and anomaly protection: The feedback correction mechanism continuously optimizes the control model, constantly improving control accuracy; three-level anomaly protection can handle system anomalies in stages, ensuring the safety of the oil cooler and related power components, and improving system reliability.

[0083] Traditional cooling control focuses on static parameters such as temperature. This invention makes full use of the dynamic characteristics of thermal inertia and its rate of change, which can more sensitively capture the changing trend of the thermal state of components and adjust the cooling strategy before sudden changes in thermal load (such as the rapid increase of turbine thermal inertia during rapid acceleration) to achieve predictive cooling.

[0084] Based on the concept of zoned load matching, cooling resources (such as coolant flow, air volume, and heat transfer oil flow) can be dynamically allocated according to the real-time load and thermal inertia of each component. When the heat load of a certain component increases suddenly, its cooling is prioritized. This kind of dynamic resource allocation across components is difficult to achieve in traditional non-zoned cooling systems.

[0085] The feedback correction mechanism can not only optimize the control effect in the short term, but also continuously adjust the correlation function coefficients as the system runs for longer, so that the model can adapt to long-term changes such as the aging of oil coolers and power components, thereby improving the long-term adaptability and control accuracy of the system. This is something that traditional open-loop or simple closed-loop control cannot do.

[0086] Based on any of the above technical solutions, the following optimization is made: The specific steps for constructing the thermal inertia-load mapping model in step (1) are as follows:

[0087] ① Measure the specific heat capacity of the engine block, transmission housing 1, and turbocharger system, obtain the mass of each component, measure the heat dissipation area of ​​the components, and calculate the basic thermal inertia parameters;

[0088] ② The engine was run on a test bench with a gradient combination of speeds of 800 rpm, 1300 rpm...6500 rpm (500 rpm intervals) and torques of 30 N.m, 50 N.m...350 N.m (20 N.m intervals). Each operating condition was stabilized for 8 minutes. During the operation, thermal inertia change data of each component and corresponding load parameters were collected at a sampling frequency of 15 Hz.

[0089] ③ Use SPSS 26.0 multiple regression analysis tool to establish a nonlinear correlation function. The model fit was ≥0.97 through iterative calculation; where Y is the cooling requirement, X1 is the rotational speed, X2 is the torque, X3 is the thermal inertia value, and X4 is the rate of change of thermal inertia.

[0090] In addition, k1, k2, and k3 are regression coefficients of the nonlinear correlation function, which are constants obtained by fitting engine bench test data. Their specific values ​​and units are as follows:

[0091] k1 = 2.3 × 10 -7 The unit is L·min -1 ・rpm -2 The coefficient corresponding to the square of the rotational speed term reflects the secondary impact of rotational speed changes on cooling requirements.

[0092] k2 = 1.8 × 10 -4 The unit is L·min -1 •N -1 ・m -1 ・J -1 •℃•m 2 The coefficient of the cross term (X2X3) corresponding to the torque and thermal inertia value reflects the impact of the coupling effect of load and thermal inertia on cooling requirements;

[0093] k3 = 5.2 × 10 -3 The unit is L·min -1 •(s / %) 3 , which is the coefficient of the cubic term corresponding to the rate of change of thermal inertia, characterizing the nonlinear effect of the dynamic rate of change of thermal inertia on cooling demand.

[0094] The aforementioned coefficients were obtained through bench tests as specified in GB / T18297-2001 "Test Methods for Performance of Automobile Engines," collecting data across a full operating range covering speeds of 800-6500 rpm and torques of 30-350 N·m. The data was then fitted using the least squares method to ensure the model's accuracy in calculating cooling requirements under different operating conditions, with a fit ≥0.97. The coefficient values ​​may be slightly adjusted due to differences in engine model and displacement, but the adjustment range will not exceed ±15%, and the model can be recalibrated and verified using the same test method.

[0095] Based on any of the above technical solutions, the following optimization is made: the method for obtaining each parameter in the calculation formula I=(cmΔT_oil) / (ΔT.S) of the real-time thermal inertia value I in step (2) is as follows:

[0096] ①c represents the specific heat capacity of the engine oil, with a value of 2100 J / (kg.℃) (compliant with API SN 5W-30 engine oil standard);

[0097] ②m is the oil flow rate (unit: kg / s), calculated according to the formula. Calculate, where ρ=850kg / m³ (oil density), D is the inner diameter of the oil pipe in the heat exchanger (10mm for cylinder, 8mm for gearbox, 12mm for turbine), and ΔP is the pressure difference between inlet and outlet (unit: MPa).

[0098] ③ΔT_oil is the temperature difference between the inlet and outlet oil of the heat exchanger (unit: °C), which is collected by a PT100 temperature sensor (measurement range -50℃ to 200℃, accuracy ±0.5℃);

[0099] ④ ΔT is the change in surface temperature of the component (unit: °C), which is calculated by collecting the average temperature of two consecutive 0.1s intervals using a type K thermocouple;

[0100] ⑤S is the heat dissipation area of ​​the component (unit: m²), of which the cylinder block is 0.8±0.05m², the gearbox is 0.5±0.03m², and the turbine is 0.3±0.02m², measured by the laser ranging method specified in GB / T13306-2011.

[0101] The above steps, by accurately acquiring parameters such as the oil's specific heat capacity, flow rate, temperature difference, component temperature changes, and heat dissipation area, can accurately calculate the real-time thermal inertia value. This provides a basis for the oil cooler to dynamically adjust its cooling strategy according to the thermal state of different components, enabling precise thermal management of components such as the engine block, transmission, and turbocharger.

[0102] Different parameters such as oil pipe inner diameter and heat dissipation area are set for different components such as cylinder block, gearbox, and turbine, so that thermal inertia calculation can accurately match the thermal characteristics of each component and meet the different needs when multiple components are cooled at the same time.

[0103] Real-time thermal inertia values ​​not only reflect the current thermal state of components, but their changing trends can also serve as a basis for predicting changes in component thermal load. For example, when the thermal inertia value rises rapidly, the cooling strategy can be adjusted in advance to avoid large fluctuations in component temperature later, achieving predictive cooling, which is difficult to achieve with traditional control based solely on temperature parameters.

[0104] The thermal inertia calculation results of different components (cylinder block, transmission, turbine) can serve as the basis for cross-component thermal balance adjustment. When the thermal inertia of a certain component is abnormal, the cooling resource allocation of that component and related components can be adjusted in a timely manner to achieve thermal balance among multiple components and ensure the thermal stability of the entire power system. This is something that traditional single-component cooling control cannot achieve.

[0105] Based on any of the above technical solutions, the following optimization is made: The specific steps for generating the dynamic cooling demand threshold in step (3) are as follows:

[0106] ① Calculate the load fluctuation amplitude λ:

[0107] ;

[0108] Where t is the current time and t-1 is the time 1 second ago;

[0109] ② Set the thermal inertia correction factor k: when X4 > 2% / s, k = 1.2; when X4 < -1% / s, k = 0.8; when -1% / s ≤ X4 ≤ 2% / s, k = 1.0;

[0110] ③ Calculate the dynamic cooling demand threshold: ; where Y is the calculated value of the correlation function in step (1), the upper limit of the threshold is 120% of the rated value, and the lower limit is 80% of the rated value (rated value status: cylinder block 8L / min, gearbox 6L / min, turbo 10L / min).

[0111] It needs to be explained that when X4 > 2% / s, it means that the thermal inertia of the component is increasing rapidly. For example, under the condition of rapid engine acceleration, the cylinder block, turbine and other components accumulate heat rapidly due to the increased mechanical friction and increased heat release from combustion, and the thermal inertia increases significantly.

[0112] At this point, in order to dissipate the excess heat generated by the components in a timely manner and prevent excessive temperature from affecting the performance and lifespan of the components, it is necessary to increase the cooling capacity. Therefore, the thermal inertia correction factor k is set to 1.2 as needed, which means that the cooling requirement is increased by 20% based on the value calculated based on the correlation function, to ensure that the cooling system can provide sufficient cooling capacity.

[0113] When X4 < -1% / s, it indicates that the thermal inertia of the component decreases rapidly. For example, when the engine quickly switches from a high-load condition to a low-load condition, the heat generated by the component decreases sharply.

[0114] In this situation, if cooling is still performed according to the cooling amount calculated by the correlation function, it may lead to over-cooling of components, affecting the normal operating performance of the engine. For example, the oil viscosity may increase, resulting in increased internal resistance of the engine and increased fuel consumption.

[0115] Therefore, setting k to 0.8 as needed reduces cooling demand by 20%, achieving a reasonable match between the cooling system and the thermal state of the components.

[0116] When -1% / s≤X4≤2% / s, it indicates that the change in thermal inertia is relatively stable. At this time, the cooling capacity calculated by the cooling system according to the correlation function can basically meet the demand, and there is no need to make a large adjustment to the cooling capacity. Therefore, k is taken as 1.0, that is, the cooling demand maintains the calculated value of the correlation function.

[0117] Based on any of the above technical solutions, the following optimization is made: the specific operation of initiating the partition adjustment in step (4) includes:

[0118] ① First heat exchange unit (coolant) control: The flow rate is adjusted via an electromagnetic shut-off valve. When the flow rate is ≤8L / min, the valve opening is 40%; when the flow rate is <8L / min When the flow rate is ≤12L / min, the opening should be as follows: Calculated in the following way; when When the flow rate is >12L / min, the opening degree is 90%;

[0119] ② Second heat exchange unit (air-cooled) control: Adjusted in coordination with the cooling fan via an electric damper, when... When the flow rate is ≤500m³ / h, the damper opening is 50% and the fan speed is 1500rpm; when When the flow rate is greater than 500 m³ / h, the damper opening is 100% and the fan speed is 3000 rpm;

[0120] ③ Heat transfer oil flow control: Controlled by electromagnetic proportional valve, the corresponding flow range for cylinder block heat exchanger is 8-12L / min, gearbox heat exchanger is 5-8L / min, and turbine heat exchanger is 10-15L / min.

[0121] It needs to be explained that: when When the flow rate is ≤8L / min, the valve opening is 40%. This is because when the cooling demand is low, a smaller opening can meet the basic cooling requirements and avoid unnecessary energy loss caused by excessive coolant flow. This value is based on the conventional flow control experience of automotive engine cooling systems under low load conditions, and refers to the recommended range of low load cooling flow rate in GB / T18297-2001 "Automotive Engine Performance Test Methods".

[0122] When 8L / min< When the flow rate is ≤12L / min, the opening should be as follows: The calculation uses a linear method, and this range represents a moderate variation in cooling demand. Linear adjustment ensures that the coolant flow rate increases smoothly with increasing cooling demand, guaranteeing the continuity and stability of the cooling effect. Within this flow range, by adjusting the valve opening to establish a linear relationship with cooling demand, the temperature of various engine components can be maintained within a reasonable range. Furthermore, this test method complies with the general specifications for engine thermal management testing in the automotive industry.

[0123] when When the flow rate is greater than 12L / min, the opening is 90%. At this point, the cooling demand is relatively high, close to the system's maximum cooling capacity. Adjusting the opening to a higher level can quickly provide a large amount of coolant to remove the heat generated by the engine and prevent components from overheating.

[0124] Based on any of the above technical solutions, the following optimization is made: The specific steps for introducing feedback correction in step (5) are as follows:

[0125] ① Set the correction cycle to 0.3s. Calculate the temperature deviation ΔT = measured outlet oil temperature - target oil temperature in each cycle. Where the target oil temperature is: cylinder block 85℃, transmission 80℃, and turbocharger 95℃.

[0126] ② If |ΔT|≤1.5℃, use fine-tuning mode: k1 and k2 are adjusted by ±1%, and k3 is adjusted by ±2%;

[0127] ③ If 1.5℃ < |ΔT| ≤ 4℃, adopt the medium-adjustment mode: enable the existing fuzzy PID algorithm, with the input variables being ΔT and the deviation change rate ΔT / 0.3s, and the output coefficient adjustment amount being 5%-10%;

[0128] ④ If |ΔT|>4℃, adopt the large adjustment mode: the opening degree of coolant, air cooling and heat transfer oil flow are all adjusted to 100%, the automatic adjustment cycle is shortened to 0.1s, and the original cycle is restored when |ΔT|≤1.5℃.

[0129] The aforementioned feedback correction mechanism has several significant advantages:

[0130] By setting different correction modes (fine-tuning, medium-tuning, and large-tuning), corresponding adjustment strategies are adopted for different temperature deviation ranges. In fine-tuning mode, the correlation function coefficients are adjusted slightly to avoid temperature fluctuations caused by excessive adjustments, ensuring precise temperature control near the target value. When the temperature deviation is in the intermediate range, adjustments are made based on both the deviation and its rate of change, allowing for rapid and stable reduction of the deviation. When the temperature deviation is large, the cooling-related flow rate is significantly increased and the adjustment cycle is shortened, enabling rapid responses to large temperature fluctuations and quickly bringing the temperature back to the target range. Compared to traditional cooling systems with a single adjustment mode, the temperature control accuracy is significantly improved, helping components such as the engine operate within their optimal temperature range, ensuring performance and lifespan.

[0131] The overall dynamic response is rapid. In high-load mode, it can provide maximum cooling capacity in a very short time and respond quickly to sudden large temperature deviations. When the engine suddenly enters high-load conditions and the component temperature rises sharply, the rapid response mechanism can prevent excessive temperature rise and effectively prevent component damage caused by overheating.

[0132] When the temperature deviation is small, a fine-tuning mode is used, adjusting the coefficient slightly to avoid excessive consumption of the cooling system's energy, thus achieving energy savings. Only when the temperature deviation is large will high-power cooling resources be activated. This on-demand allocation method ensures cooling effectiveness while avoiding unnecessary energy waste in the cooling system. Simultaneously, precise temperature control also helps improve the working efficiency of components such as the engine, indirectly reducing the vehicle's overall energy consumption, achieving a good balance between the cooling system's high efficiency and energy saving.

[0133] The combination of multiple correction modes and targeted strategies for different deviation ranges enable the system to adapt to various complex operating conditions, such as rapid engine switching from idle to high speed and from low load to high load. Whether it's a small temperature fluctuation or a large temperature change, the system can stably and effectively correct for it, ensuring the cooling system operates continuously and reliably, improving the robustness of the entire oil cooler control system, and reducing the risk of failure due to changes in operating conditions.

[0134] It should be noted that the specific content of establishing the three-level anomaly protection in step (6) is as follows:

[0135] ① Level 1 anomaly: When X4 > 5% / s or load fluctuation λ > 30%, the warning mechanism is triggered. The control unit sends a yellow warning signal to the cockpit and temporarily increases the cooling capacity of the corresponding heat exchange box by 20% for 10 seconds before returning to normal adjustment.

[0136] ② Level 2 abnormality: When X4 > 8% / s or λ > 50%, emergency adjustment is triggered, the cooling system corresponding to the second heat exchange box 4 is shut down, and its 6L / min coolant and 400m³ / h air volume are distributed to the first and third heat exchange boxes in a 4:6 ratio, while sending a fault code to the ECU.

[0137] ③ Level 3 anomaly: When the thermal inertia value I < 0.5I0 or I > 1.5I0 or the oil temperature > 130℃, the shutdown protection is triggered. The control unit sends a shutdown request signal to the ECU, cuts off the power supply to all heat exchange units, illuminates the red warning light in the cockpit, and stores the abnormal data in the local memory; where I0 is the basic thermal inertia value.

[0138] It should be noted that the system employs a tiered, precise protection system: For Level 1 anomalies, a temporary increase in cooling capacity and an early warning system intervene in the initial stages to prevent the problem from escalating, without affecting normal driving, thus balancing safety and driving experience. For Level 2 anomalies, cooling resources are intelligently allocated, prioritizing cooling of the more critical cylinder block and turbine heat exchanger, maximizing system stability with limited resources and buying time for the driver to handle the anomaly. For Level 3 anomalies, the system quickly shuts down and stores data, fundamentally preventing damage to core components such as the engine and transmission from overheating or other serious anomalies, thus protecting equipment safety.

[0139] Unlike traditional cooling systems that mostly respond passively (such as increasing cooling only when the temperature is too high), this three-level protection takes proactive action when predictive parameters such as thermal inertia rate of change and load fluctuation amplitude become abnormal, intervening in advance to prevent potential temperature runaway and other problems, thus achieving proactive abnormal intervention and protection.

[0140] In the event of a Level 2 anomaly, the system enables coordinated allocation of cooling resources among different heat exchangers (gearbox, cylinder block, and turbine). This coordination is not merely a simple flow transfer, but a precise coordination based on the thermal importance of each component and the thermal demand during anomalies, thereby enhancing the overall coordinated protection capability of the system under abnormal operating conditions.

[0141] Based on any of the above technical solutions, the following optimizations are made: the bench test in step ② must meet the following environmental conditions: temperature 25±2℃, relative humidity 40%-60%, the engine must be preheated to coolant temperature 80±5℃ before the test, each working condition is repeated 3 times, and the arithmetic mean is taken as the valid data. The test procedure complies with the "Automotive Engine Performance Test Method".

[0142] Based on any of the above technical solutions, a further optimization is made to the sensor installation requirements of the monitoring module:

[0143] ① The temperature sensor probe is attached to the inner wall of the heat exchange box with thermal grease and fixed externally with 304 stainless steel clamps. The installation position is located 100±10mm downstream of the inlet and outlet flanges.

[0144] ② The pressure sensor is vertically installed at the top of the pipeline via a threaded interface to avoid air bubbles affecting the measurement;

[0145] ③ All sensor cables are shielded twisted-pair cables, led out through waterproof connectors, and the cable bending radius is ≥20mm.

[0146] Based on any of the above technical solutions, a further optimization is made to the fault diagnosis and redundancy mechanism of the execution component:

[0147] ①The control unit sends diagnostic signals to the electromagnetic shut-off valve and electric damper every 5 seconds and receives actual opening data from the actuators.

[0148] ② When the deviation between the feedback data and the theoretical control value is greater than 10%, it is determined to be a fault, and the system is immediately switched to the backup actuator via a relay, with a switching time of ≤0.2s;

[0149] ③ Fault information is stored in local memory and can be read through the OBD interface. The storage period is ≥180 days.

[0150] Based on any of the above technical solutions, the following optimization is made: the parameters of the fuzzy PID algorithm are set as follows: ① Fuzzy subset definition: {negative large (NB), negative small (NS), zero (ZO), positive small (PS), positive large (PB)}; ② Quantization factor: temperature deviation K e =0.3, deviation change rate K ec =0.2; ③ Proportional coefficient K p =2.5, integral coefficient K i =0.1, differential coefficient Kd =0.5; ④ Output limit: coefficient adjustment amount ±15% to avoid overshoot.

[0151] Example 3: Compared with Example 2, this example also includes the following technical features:

[0152] The present invention also provides a dynamic multi-channel oil cooler control system based on partitioned matching load, wherein the system stores a computer program, and when the computer program is executed by a processor, it implements the control method described above.

[0153] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention. For those skilled in the art, any alternative improvements or transformations made to the implementation of the present invention fall within the protection scope of the present invention.

[0154] Any aspects of this invention not described in detail are well-known to those skilled in the art.

Claims

1. A dynamic multi-channel oil cooler, characterized in that: The dynamic multi-channel oil cooler includes a housing with three flow channel cavities inside. Each flow channel cavity contains a first heat exchange box, a second heat exchange box, and a third heat exchange box, respectively. A cap is installed on the top of the housing to seal each flow channel cavity. The housing contains a first heat exchange unit and a second heat exchange unit, both of which are sequentially wound around the periphery of each heat exchange box. The first heat exchange box is for heat exchange of lubricating oil in the engine cylinder block, the second heat exchange box is for heat exchange of hydraulic oil in the automatic transmission of the automobile, and the third heat exchange box is for heat exchange of lubricating oil in the turbocharger system.

2. The dynamic multi-channel oil cooler according to claim 1, characterized in that: The first heat exchange unit has a first inlet at the left end and a first outlet at the right end; the second heat exchange unit has a second inlet at the left end and a second outlet at the right end; and dynamic inlet connectors and dynamic outlet connectors are respectively provided on the front and rear sides of each flow channel cavity. The first inlet and the first outlet are respectively connected to the coolant circulation system of the external engine via pipelines; the second inlet and the second outlet are respectively connected to the forced air cooling system of the external engine compartment via pipelines; each flow channel cavity is filled with heat transfer oil that circulates outward through the dynamic inlet connector and the dynamic outlet connector.

3. The dynamic multi-channel oil cooler according to claim 2, characterized in that: The first heat exchange box is connected to the engine's main oil circuit and the cylinder block crankshaft main oil passage through its own connecting joint and external pipelines. The second heat exchange box is connected to the hydraulic oil circulation pump outlet of the gearbox and the oil inlet of the gearbox valve body through its own connecting joint and external pipeline. The third heat exchange box is connected to the engine's high-pressure oil branch circuit and the turbine intermediate oil passage via its own connecting joint and external pipelines.

4. A dynamic multi-channel oil cooler control method based on partitioned matching load, wherein the dynamic multi-channel oil cooler adopts the dynamic multi-channel oil cooler as described in any one of claims 1-3, characterized in that, The control method includes the following steps: Step (1): Construct a thermal inertia-load mapping model, collect data through bench tests, and establish a nonlinear correlation function; Step (2): Deploy the monitoring module to obtain the medium temperature, pressure and component temperature, and calculate the real-time thermal inertia value I according to I=(c・m・ΔT_oil) / (ΔT・S); Step (3): Based on the model and real-time data, combined with the rate of change of thermal inertia and load fluctuations, a dynamic cooling demand threshold is generated; Step (4): Start the zone adjustment, control the heat exchange unit to execute component parameters according to the threshold, and match the cooling capacity with the coupling requirements; Step (5): Introduce feedback correction, compare deviations periodically, and adjust the correlation function coefficients; Step (6): Establish a three-level anomaly protection system. When thermal inertia or load exceeds the limit, a graded emergency strategy will be triggered.

5. The control method according to claim 4, characterized in that, The steps include the following: The specific steps for constructing the thermal inertia-load mapping model in step (1) are as follows: ① Measure the specific heat capacity of the engine block, transmission housing, and turbocharger system, obtain the mass of each component, measure the heat dissipation area of ​​the components, and calculate the basic thermal inertia parameters; ② The engine was run on a test bench with a gradient combination of speeds of 800 rpm, 1300 rpm...6500 rpm and torques of 30 N.m, 50 N.m...350 N.m. Each condition was stabilized for 8 minutes. During the operation, thermal inertia change data of each component and corresponding load parameters were collected at a sampling frequency of 15 Hz. ③ Use SPSS 26.0 multiple regression analysis tool to establish a nonlinear correlation function. ; The model fit was improved to ≥0.97 through iterative calculations; where Y is the cooling requirement, X1 is the rotational speed, X2 is the torque, X3 is the thermal inertia value, and X4 is the rate of change of thermal inertia.

6. The control method according to claim 5, characterized in that, The specific steps for generating the dynamic cooling demand threshold in step (3) are as follows: ① Calculate the load fluctuation amplitude λ: ； Where t is the current time and t-1 is the time 1 second ago; ② Set the thermal inertia correction factor k: when X4 > 2% / s, k = 1.2; when X4 < -1% / s, k = 0.8; when -1% / s ≤ X4 ≤ 2% / s, k = 1.0; ③ Calculate the dynamic cooling demand threshold: ; where Y is the calculated value of the correlation function in step (1), the upper limit of the threshold is 120% of the rated value, and the lower limit is 80% of the rated value.

7. The control method according to claim 6, characterized in that: The specific operations for initiating partition adjustment in step (4) include: ① Control of the first heat exchange unit: The flow rate is adjusted by the electromagnetic shut-off valve, when When the flow rate is ≤8L / min, the valve opening is 40%; when the flow rate is <8L / min When the flow rate is ≤12L / min, the opening should be as follows: Calculated in the following way; when When the flow rate is >12L / min, the opening degree is 90%; ② Second heat exchange unit control: Adjusted in coordination with the electric damper and cooling fan, when... When the flow rate is ≤500m³ / h, the damper opening is 50% and the fan speed is 1500rpm; when When the flow rate is greater than 500 m³ / h, the damper opening is 100% and the fan speed is 3000 rpm; ③ Heat transfer oil flow control: Controlled by electromagnetic proportional valve, the corresponding flow range for cylinder block heat exchanger is 8-12L / min, gearbox heat exchanger is 5-8L / min, and turbine heat exchanger is 10-15L / min.

8. The control method according to claim 7, characterized in that: The specific steps for introducing feedback correction in step (5) are as follows: ① Set the correction cycle to 0.3s. Calculate the temperature deviation ΔT = measured outlet oil temperature - target oil temperature in each cycle. Where the target oil temperature is: cylinder block 85℃, transmission 80℃, and turbo 95℃. ② If |ΔT|≤1.5℃, use fine-tuning mode: k1 and k2 are adjusted by ±1%, and k3 is adjusted by ±2%; ③ If 1.5℃ < |ΔT| ≤ 4℃, adopt the medium-adjustment mode: enable the existing fuzzy PID algorithm, with the input variables being ΔT and the deviation change rate ΔT / 0.3s, and the output coefficient adjustment amount being 5%-10%; ④ If |ΔT|>4℃, adopt the large adjustment mode: the opening degree of coolant, air cooling and heat transfer oil flow are all adjusted to 100%, the automatic adjustment cycle is shortened to 0.1s, and the original cycle is restored when |ΔT|≤1.5℃.

9. A dynamic multi-channel oil cooler control system based on partitioned matching load, characterized in that: The system stores a computer program, which, when executed by a processor, implements the control method as described in any one of claims 4-8.

Images