A multi-loop independent temperature control intelligent thermal management system for a MAP dual-channel engine

Abstract

This invention discloses a MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system, relating to the field of vehicle thermal management technology. It includes multiple independent temperature control loops, a dual-channel MAP solenoid valve module, a radiator assembly, and a vehicle controller. The multiple independent temperature control loops include a cylinder head cooling loop, a cylinder block cooling loop, an oil temperature control loop, and a transmission temperature control loop. The cylinder head cooling loop and cylinder block cooling loop internally house an electronic water pump group and an electronic thermostat group. The dual-channel MAP solenoid valve module internally integrates a warm-up flow channel, a cooling flow channel, and a multi-branch reversing valve group. The radiator assembly is connected to the dual-channel MAP solenoid valve module. The vehicle controller uses the received engine speed and load signals to input the engine speed and load MAP graph to determine the operating condition, generating PWM commands to drive the multi-branch reversing valve group to switch between warm-up and cooling priority channels, and to coordinately adjust the speed of the electronic water pump group and the opening of the electronic thermostat group.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system. Background Technology

[0002] During vehicle engine operation, the engine thermal management system is responsible for regulating the operating temperature of various engine components. A traditional engine thermal management system includes a mechanical water pump, a thermostat, and multiple cooling lines connecting the engine block, cylinder head, oil lines, and transmission.

[0003] Traditional engine thermal management systems employ a mechanically coupled structure for multiple cooling lines, with mechanical water pumps and thermostats limited by mechanical drives and a single control logic. When the engine enters cold start mode, the cylinder block, cylinder head, oil lines, and transmission cannot independently regulate the internal coolant temperature. The coolant interferes with each other in the various cooling circuits, resulting in a prolonged overall engine warm-up time.

[0004] Under normal driving conditions, the engine block and cylinder head have different operating temperature requirements. The traditional mechanically coupled cooling circuit uses a uniform coolant flow distribution method, which cannot adjust the coolant flow and temperature inside the block and cylinder head in real time according to the engine speed and load during operation. This causes the operating temperature of various engine components to deviate from the set target temperature.

[0005] During engine operation, the engine thermal management system faces situations such as abnormal sensor signals, water pump overload, valve sticking, or node overheating. Traditional engine thermal management systems lack mandatory degradation protection strategies for these abnormal conditions. When an abnormality occurs, the traditional engine thermal management system cannot forcibly cut off the warm-up flow path and direct all coolant to the radiator assembly for cooling, nor can it force the water pump to operate at full speed for high-flow circulation, ultimately leading to overheating and damage to components within the engine thermal management system. Summary of the Invention

[0006] The purpose of this invention is to provide a MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system, which at least solves a technical problem in traditional engine thermal management systems where mechanical coupling of each cooling loop causes each component to be unable to adjust its temperature independently, resulting in long warm-up times and deviations of the operating temperature of each component from the target temperature.

[0007] This invention provides the following solution:

[0008] According to a first aspect of the present invention, a MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system is provided, comprising:

[0009] Multiple independent temperature control circuits, including cylinder head cooling circuit, cylinder block cooling circuit, engine oil temperature control circuit and transmission temperature control circuit. The cylinder head cooling circuit and cylinder block cooling circuit are equipped with electronic water pump group and electronic thermostat group.

[0010] Dual-channel MAP solenoid valve module, internally integrating warm-up flow channel, heat dissipation flow channel and multi-branch reversing valve group;

[0011] The radiator assembly is connected to a dual-channel MAP solenoid valve module, which is connected to the cylinder head cooling circuit, cylinder block cooling circuit, engine oil temperature control circuit and transmission temperature control circuit respectively.

[0012] The vehicle controller has a built-in MAP of engine speed and load.

[0013] The vehicle controller is used to collect engine speed signals, load signals, coolant temperature signals, engine oil temperature signals, transmission oil temperature signals and ambient temperature signals in real time, and extract a comprehensive state input vector;

[0014] The vehicle controller is used to input the received engine speed signal and load signal into the engine speed and load MAP to determine the operating condition.

[0015] The vehicle controller generates PWM commands based on the judgment results, drives the multi-branch reversing valve group to switch between the warm-up priority channel and the heat dissipation priority channel, and simultaneously coordinates the speed of the electronic water pump group and the opening of the electronic thermostat group.

[0016] The cylinder head cooling circuit includes a first electronic water pump, a cylinder head water jacket, and a first electronic thermostat; the cylinder block cooling circuit includes a second electronic water pump, a cylinder block water jacket, and a second electronic thermostat; the electronic water pump assembly includes a first electronic water pump and a second electronic water pump, and the electronic thermostat assembly includes a first electronic thermostat and a second electronic thermostat; the outlet of the first electronic water pump is connected to the inlet of the first electronic thermostat via the cylinder head water jacket, and the outlet of the first electronic thermostat is connected to the input terminal of the dual-channel MAP solenoid valve module and the input terminal of the radiator assembly, respectively; the outlet of the second electronic water pump is connected to the inlet of the second electronic thermostat via the cylinder block water jacket, and the outlet of the second electronic thermostat is connected to the input terminal of the dual-channel MAP solenoid valve module and the input terminal of the radiator assembly, respectively.

[0017] The engine oil temperature control circuit includes an engine oil heat exchanger, a one-way valve, and a flow regulating valve; the transmission temperature control circuit includes a transmission oil heat exchanger and an independent temperature control valve; the multi-branch reversing valve group inside the dual-channel MAP solenoid valve module is used to connect the engine oil temperature control circuit to the cylinder head waste heat branch where the cylinder head water jacket outlet is located, or to the radiator branch where the radiator assembly outlet is located; the dual-channel MAP solenoid valve module is used to connect the transmission temperature control circuit to the cylinder head waste heat branch, or to disconnect the cylinder head waste heat branch.

[0018] When the multi-branch reversing valve assembly is engaged in the warm-up flow path, the coolant discharged from the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, and transmission temperature control circuit converges and enters the warm-up flow path to form a small circulation pipeline that does not pass through the radiator assembly. When the multi-branch reversing valve assembly is engaged in the cooling flow path to cut off the flow path of the warm-up flow path, the coolant discharged from the cylinder head cooling circuit, cylinder block cooling circuit, and oil temperature control circuit enters the cooling flow path to form a large circulation pipeline that passes through the radiator assembly and guides the coolant to the input end of the radiator assembly.

[0019] The vehicle controller internally includes a first PID control algorithm unit and a second PID control algorithm unit. The vehicle controller is used to find the corresponding target cylinder head water jacket temperature and cylinder block water jacket temperature in the engine speed and load MAP map, and to perform temperature error calculation to obtain the cylinder head temperature error and cylinder block temperature error by combining the collected coolant temperature signal. The vehicle controller is used to input the cylinder head temperature error into the first PID control algorithm unit and output the first electronic water pump PWM duty cycle command and the first electronic thermostat opening command. The vehicle controller is used to input the cylinder block temperature error into the second PID control algorithm unit and output commands to control the second electronic water pump and the second electronic thermostat.

[0020] The vehicle controller is used to send a channel switching state command with a value of 0 to drive the multi-branch reversing valve group to switch into the warm-up flow channel when the cold start rapid warm-up mode is determined by combining the comprehensive state input vector; the vehicle controller is used to limit the speed range of the first electronic water pump and the second electronic water pump to 20% to 40% of the maximum speed, and simultaneously send a maximum opening command to the flow regulating valve of the oil temperature control circuit and an opening command to the independent temperature control valve of the transmission temperature control circuit; the first PID control algorithm unit and the second PID control algorithm unit are used to output corresponding control commands to adjust the flow of the first electronic water pump and the second electronic water pump respectively when the normal driving conditions are met and the normal driving high-efficiency mode is triggered, and simultaneously adjust the flow cross-sectional area of ​​the first electronic thermostat and the second electronic thermostat.

[0021] The MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system also includes a cabin heating branch, which contains a cabin heater core and a heating control valve. The cabin heating branch is connected to the cylinder head cooling circuit. When the vehicle controller determines that the system has entered the waste heat co-heating mode under extremely cold operating conditions, it sends a channel switching status command with a value of 0 to drive the multi-branch reversing valve group to switch into the warm-up flow channel. The vehicle controller is also used to simultaneously send a flow limiting opening command to the flow regulating valve and a flow limiting status command to the independent temperature control valve, so that the high-temperature coolant flowing from the cylinder head water jacket enters the cabin heater core.

[0022] The vehicle controller is used to read various electrical signals and electrical status feedback signals returned by multiple actuators in real time. When any of the following conditions occur, such as abnormal sensor signals, water pump overload, valve jamming, or node overheating, it triggers the fault degradation and thermal decay protection mode. Among them, the trigger condition for water pump overload is that the current value returned by the brushless DC electric pump is greater than 110% to 120% of the rated peak current of the brushless DC electric pump; the trigger condition for valve jamming is that the deviation between the actual mechanical position and the target position exceeds the preset tolerance range and the duration is greater than 2 seconds. After the protection is triggered, the vehicle controller is used to issue a channel switching status command with a value of 1 to force the multi-branch reversing valve group to switch into the heat dissipation flow channel and connect to the radiator assembly. The vehicle controller is used to synchronously issue a PWM duty cycle command with a value of 100% to drive the first electronic water pump and the second electronic water pump to operate at maximum speed, and send the maximum opening command to the first electronic thermostat and the second electronic thermostat.

[0023] The MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system uses independent electronically controlled multi-way ball valves to perform channel switching. Multiple independent electronically controlled multi-way ball valves are respectively arranged at the end return nodes of the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, and transmission temperature control circuit. The vehicle controller is used to generate warm-up or cooling-down commands for multiple independent electronically controlled multi-way ball valves. The vehicle controller is used to determine whether the coolant in the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, and transmission temperature control circuit enters the warm-up channel or the cooling-down channel by controlling the opening and closing and opening degree adjustment of each independent electronically controlled multi-way ball valve.

[0024] According to a second aspect of the present invention, a vehicle is provided, comprising:

[0025] The vehicle body is used to realize the MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system, which is located inside the vehicle body.

[0026] The engine is located inside the vehicle body. The engine includes a cylinder head, cylinder block and oil lines. In the MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system, the cylinder head cooling circuit is connected to the engine cylinder head, the cylinder block cooling circuit is connected to the engine cylinder block, and the oil temperature control circuit is connected to the engine oil lines.

[0027] The transmission is located inside the vehicle body. The transmission temperature control circuit in the MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system is connected to the transmission.

[0028] The cabin is located inside the vehicle body, and the cabin is equipped with cabin heating circuits.

[0029] The above solution achieves the following beneficial technical effects:

[0030] This invention sets up cylinder head cooling circuit, cylinder block cooling circuit, engine oil temperature control circuit, and transmission temperature control circuit, combined with a dual-channel MAP solenoid valve module that integrates warm-up and heat dissipation channels. The vehicle controller generates PWM commands based on the received engine speed and load signals, driving the multi-branch reversing valve group to switch between the warm-up priority channel and the heat dissipation priority channel. This avoids the problem in traditional engine thermal management systems where mechanical coupling of cooling circuits prevents components from independently adjusting their temperature, thus shortening the warm-up time under cold start conditions.

[0031] This invention utilizes a vehicle controller with a built-in engine speed and load MAP map, a first PID control algorithm unit, and a second PID control algorithm unit. The vehicle controller locates the target temperatures of the cylinder head water jacket and the cylinder block water jacket, and calculates the cylinder head temperature error and cylinder block temperature error by combining the coolant temperature signal. The cylinder head temperature error and cylinder block temperature error are then input into the first PID control algorithm unit and the second PID control algorithm unit, respectively, and output commands to independently control the first electronic water pump, the first electronic thermostat, the second electronic water pump, and the second electronic thermostat, thereby preventing the operating temperature of various engine components from deviating from the target temperature.

[0032] This invention reads various electrical signals and electrical status feedback signals in real time through the vehicle controller. When water pump overload, valve jamming, or node overheating occurs, it triggers fault degradation and thermal decay protection modes. The vehicle controller issues commands to force the multi-branch reversing valve group to switch into the heat dissipation channel and connect to the radiator assembly. At the same time, it issues commands to drive the first and second electronic water pumps to operate at maximum speed and sends maximum opening commands to the first and second electronic thermostats. This avoids overheating damage to components in the thermal management system when sensor signals are abnormal. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the main architecture of the MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system of the present invention.

[0034] Figure 2 This is a flowchart of the logic control for switching channels in the engine speed and load MAP diagram of the present invention.

[0035] Figure 3 This is an overall structural block diagram of the vehicle of the present invention. Detailed Implementation

[0036] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] See attached document Figure 1 This invention provides a MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system, including cylinder head cooling circuit, cylinder block cooling circuit, engine oil temperature control circuit, transmission temperature control circuit, electronic water pump group, dual-channel MAP (mapped map) solenoid valve module, electronic thermostat group, radiator assembly, temperature sensor group, pressure sensor group and vehicle controller (including: ECU electronic control unit and HCU hybrid power control unit).

[0038] The cylinder head cooling circuit includes a first electronic water pump, a cylinder head water jacket, a first electronic thermostat, and a cylinder head temperature sensor. The cylinder head temperature sensor is installed in the cylinder head water jacket, and the first electronic thermostat is connected to the cylinder head water jacket outlet. This cylinder head cooling circuit independently handles heat dissipation in the combustion chamber area. The cylinder block cooling circuit includes a second electronic water pump, a cylinder block water jacket, a second electronic thermostat, and a cylinder block temperature sensor. The cylinder block temperature sensor is installed in the cylinder block water jacket, and the second electronic thermostat is connected to the cylinder block water jacket outlet. This cylinder block cooling circuit independently controls the cylinder block operating temperature. The engine oil temperature control circuit includes an oil heat exchanger, a one-way valve, and a flow control valve. This oil temperature control circuit is selectively connected to the waste heat branch of the cylinder head cooling circuit or the radiator assembly branch. The transmission temperature control circuit includes a transmission oil heat exchanger, an independent temperature control valve, and a transmission oil temperature sensor. This transmission temperature control circuit is selectively connected to the cylinder head cooling circuit for coupled heat extraction or can be disconnected independently.

[0039] In addition, the system also includes a cabin heating branch, which contains a cabin heating core and a heating control valve. The cabin heating branch is connected to the cylinder head cooling circuit to receive waste heat from engine operation and raise the cabin temperature.

[0040] The dual-channel MAP solenoid valve module integrates a warm-up flow channel, a cooling flow channel, and a multi-branch reversing valve assembly. The dual-channel MAP solenoid valve module connects to the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, transmission temperature control circuit, and radiator assembly. The electronic water pump assembly includes a first electronic water pump and a second electronic water pump, both of which are brushless DC electric pumps. The flow rate of the brushless DC electric pump is continuously adjustable from 0 to 120 L / min, and the response time is less than or equal to 100 ms. The temperature sensor assembly includes a cylinder head temperature sensor, a cylinder block coolant temperature sensor, an oil temperature sensor, a transmission oil temperature sensor, an ambient temperature sensor, and a radiator outlet temperature sensor. The sampling accuracy of the temperature sensor assembly is ±1℃.

[0041] The vehicle controller incorporates an engine speed and load MAP (Modular Mapping) graph, real-time acquiring engine speed, load, coolant temperature, engine oil temperature, transmission oil temperature, and ambient temperature signals. It then uses the ambient temperature signal to determine the temperature control mode and outputs PWM (Pulse Width Modulation) commands based on closed-loop feedback from the coolant, engine oil, and transmission oil temperature signals. These PWM commands drive the dual-channel MAP solenoid valve module to automatically switch between a warm-up priority channel and a cooling priority channel, while simultaneously coordinating the adjustment of the electronic water pump speed and the electronic thermostat opening. This achieves flow distribution, temperature closed-loop control, and flow path on / off control for four independent loops.

[0042] See attached document Figure 1 The outlet of the first electronic water pump is connected to the inlet of the first electronic thermostat via the cylinder head water jacket. The outlet of the first electronic thermostat is connected to the input of the dual-channel MAP solenoid valve module and the input of the radiator assembly. The outlet of the second electronic water pump is connected to the inlet of the second electronic thermostat via the cylinder block water jacket. The outlet of the second electronic thermostat is also connected to the input of the dual-channel MAP solenoid valve module and the input of the radiator assembly.

[0043] The flow control valve in the oil temperature control circuit is connected to the dual-channel MAP solenoid valve module via the oil heat exchanger and a check valve. The oil temperature control circuit selectively connects to the cylinder head waste heat branch where the cylinder head water jacket outlet is located, or selectively connects to the radiator branch where the radiator assembly outlet is located, through the multi-branch reversing valve group inside the dual-channel MAP solenoid valve module.

[0044] The independent temperature control valve in the transmission temperature control circuit is connected to the inlet of the transmission oil heat exchanger, and the outlet of the transmission oil heat exchanger is connected to the dual-channel MAP solenoid valve module. The transmission temperature control circuit selectively connects to or disconnects the cylinder head waste heat branch through the dual-channel MAP solenoid valve module.

[0045] The warm-up flow path of the dual-channel MAP solenoid valve module simultaneously connects to the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, and transmission temperature control circuit, forming a small circulation pipeline that does not pass through the radiator assembly. The cooling flow path of the dual-channel MAP solenoid valve module connects to the radiator assembly, forming a large circulation pipeline that passes through the radiator assembly. The outlet of the radiator assembly is connected to the inlet of the first electronic water pump and the inlet of the second electronic water pump, respectively. The cylinder head temperature sensor is installed inside the cylinder head water jacket, the cylinder block water temperature sensor is installed inside the cylinder block water jacket, the oil temperature sensor is installed inside the oil heat exchanger, the transmission oil temperature sensor is installed inside the transmission oil heat exchanger, and the radiator outlet temperature sensor is installed at the outlet of the radiator assembly.

[0046] The vehicle controller's signal input terminals are electrically connected to the cylinder head temperature sensor, cylinder block coolant temperature sensor, engine oil temperature sensor, transmission oil temperature sensor, ambient temperature sensor, radiator outlet temperature sensor, and pressure sensor group, respectively. Each temperature sensor collects fluid temperatures inside the cylinder head water jacket, cylinder block water jacket, engine oil heat exchanger, and transmission oil heat exchanger, as well as ambient temperature and the temperature signal at the radiator assembly outlet, and simultaneously sends them to the vehicle controller. The pressure sensor group collects intake air pressure signals and sends them to the vehicle controller. The vehicle controller's signal input terminals also receive throttle opening signals via the vehicle's CAN bus, and, in conjunction with the synchronously received engine speed signal and throttle opening signal, extract the engine load signal.

[0047] The vehicle controller's command output terminals are electrically connected to the dual-channel MAP solenoid valve module, the first electronic water pump, the second electronic water pump, the first electronic thermostat, and the second electronic thermostat. The vehicle controller calls upon its built-in engine speed and load MAP graph, substitutes the received speed and load signals into the graph to determine the operating condition, and generates PWM commands based on the determination results, ambient temperature signal pattern, and feedback differences between coolant temperature, engine oil temperature, and transmission oil temperature signals, sending these commands to each execution terminal. The corresponding commands control the dual-channel MAP solenoid valve module to switch between a warm-up priority channel and a cooling priority channel, adjust the speeds of the first and second electronic water pumps, and control the opening degrees of the first and second electronic thermostats, establishing a multi-dimensional signal closed loop to complete the temperature closed-loop control of four independent circuits.

[0048] The cylinder head cooling circuit and the cylinder block cooling circuit are independently connected in terms of piping, forming a completely decoupled independent temperature control architecture. The first electronic water pump receives PWM commands, draws coolant, and pumps it into the cylinder head water jacket to absorb the heat generated in the combustion chamber area. The coolant, after absorbing heat, flows to the first electronic thermostat. The first electronic thermostat adjusts the valve opening according to the commands, controlling the coolant flow to the dual-channel MAP solenoid valve module or the radiator assembly, independently handling the heat dissipation of the combustion chamber area, controlling knocking, and improving combustion stability and anti-knock performance.

[0049] The second electronic water pump receives PWM commands and pumps coolant into the cylinder block water jacket. After absorbing heat, the coolant flows to the second electronic thermostat. The second electronic thermostat adjusts the valve opening according to the commands, controlling the coolant flow and independently controlling the cylinder block operating temperature, reducing friction losses in the piston, crankshaft, and bearings. The vehicle controller independently calculates and sends commands to the two electronic water pumps and two electronic thermostats, ensuring that the coolant flow in the cylinder head cooling circuit and the cylinder block cooling circuit does not interfere with each other. The coolant temperature inside the cylinder head water jacket and the coolant temperature inside the cylinder block water jacket are independently closed-loop regulated, achieving a temperature control accuracy of ±3℃ for both the cylinder head cooling circuit and the cylinder block cooling circuit.

[0050] The oil temperature control circuit and the transmission temperature control circuit establish a heat transfer path between the cylinder head cooling circuit and the dual-channel MAP solenoid valve module. The dual-channel MAP solenoid valve module receives commands from the vehicle controller and controls the oil temperature control circuit to selectively connect to the waste heat branch of the cylinder head cooling circuit or selectively connect to the radiator assembly branch. When the engine is in cold start condition, the multi-branch reversing valve assembly within the dual-channel MAP solenoid valve module switches to the waste heat branch of the cylinder head cooling circuit.

[0051] High-temperature coolant flowing from the cylinder head water jacket passes through the flow control valve in the oil temperature control circuit and enters the oil heat exchanger for the engine oil to absorb heat. The flow control valve adjusts the coolant flow into the integrator according to received commands, while a one-way valve prevents reverse flow of coolant, completing rapid heating during cold starts. When the engine is under high load, the multi-branch reversing valve assembly switches to the radiator assembly branch, allowing the low-temperature coolant flowing from the radiator assembly to enter the oil heat exchanger. The engine oil releases heat to the low-temperature coolant, completing forced cooling. The oil temperature control circuit, through the switching action of the dual-channel MAP solenoid valve module, meets the oil temperature regulation requirements under different operating conditions.

[0052] An independent temperature control valve receives commands from the vehicle controller and controls the flow path of the transmission temperature control circuit. A dual-channel MAP solenoid valve module selectively connects or disconnects the residual heat branch of the cylinder head cooling circuit. When the transmission oil temperature is lower than the target set value, the independent temperature control valve opens, and the dual-channel MAP solenoid valve module connects the residual heat branch of the cylinder head cooling circuit. The high-temperature coolant flowing from the cylinder head water jacket enters the transmission oil heat exchanger, where the transmission oil absorbs the transferred heat to complete rapid warm-up.

[0053] When the transmission oil temperature reaches the target set value or exceeds the safety threshold, the independent temperature control valve closes or the dual-channel MAP solenoid valve module disconnects the waste heat branch of the cylinder head cooling circuit. Coolant stops entering the transmission oil heat exchanger for heat exchange, thus cutting off heat input and completing the transmission high-temperature protection. The engine oil temperature control circuit and the transmission temperature control circuit utilize a heat-coupled hardware architecture to reuse the waste heat from the cylinder head cooling circuit, reducing heat loss from the engine's periphery.

[0054] The connectivity between the oil temperature control circuit and the transmission temperature control circuit depends on the internal structure of the dual-channel MAP solenoid valve module. The warm-up and cooling channels integrated within this dual-channel MAP solenoid valve module are connected to a multi-branch reversing valve assembly.

[0055] When the multi-branch reversing valve assembly is switched into the warm-up flow path, the coolant discharged from the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit and transmission temperature control circuit is collected and enters the warm-up flow path to form a small circulation pipeline that does not pass through the radiator assembly, and the collected coolant is directly guided to the inlet of the first electronic water pump and the inlet of the second electronic water pump.

[0056] When the multi-branch reversing valve group cuts into the heat dissipation channel and cuts off the warm-up flow path, the coolant discharged from the cylinder head cooling circuit, cylinder block cooling circuit and oil temperature control circuit enters the heat dissipation channel to form a large circulation pipeline through the radiator assembly, and guides the coolant to the input end of the radiator assembly for forced cooling.

[0057] The multi-branch reversing valve assembly receives PWM commands to perform reversal between the warm-up flow channel and the cooling flow channel. The hardware response time of the dual-channel MAP solenoid valve module is less than or equal to 100ms, and the internal valve core completes its displacement within a limited time. The rapid displacement of the internal valve core maintains the fluid pressure balance inside the pipeline, avoids sudden pressure changes, and thus eliminates fluid shock during flow channel switching, ensuring stable switching of coolant between the warm-up flow channel and the cooling flow channel.

[0058] The dual-channel MAP solenoid valve module, in conjunction with the first and second electronic water pumps, regulates the flow rate in the pipeline. The electronic water pump assembly eliminates the mechanical transmission structure, directly receiving PWM commands from the vehicle controller for speed regulation. The flow rate regulation range satisfies the following formula:

[0059] ;

[0060] In the formula, The flow rate of the brushless DC electric pump is expressed in L / min.

[0061] The flow rate of a brushless DC electric pump is continuously adjustable, and the hardware response time of the brushless DC electric pump satisfies the following formula:

[0062] ;

[0063] In the formula, This refers to the hardware response time of the brushless DC electronic pump, measured in milliseconds (ms).

[0064] The hardware sampling accuracy of the temperature sensor array is calibrated to ±1℃ to eliminate error data in the sensing process. The vehicle controller uses the feedback data to execute the control algorithm. High-precision feedback combined with fast hardware response ensures the execution accuracy of the system's multi-loop independent temperature control actions.

[0065] In this embodiment, considering the inherent delays and sampling rate differences of multi-source heterogeneous sensors in CAN bus transmission, to eliminate the interference of communication phase differences on the closed-loop feedback accuracy, the vehicle controller relies on the system's preset clock reference to build time alignment and preprocessing logic at the underlying level. Specifically, the vehicle controller receives engine speed signals, throttle opening signals, and intake pressure signals in real time. Based on the intake physical model and correlation analysis, it calculates the load signal characterizing the engine's real-time work capacity according to the throttle opening signal and intake pressure signal. Simultaneously, it receives real-time coolant temperature signals from the cylinder head water jacket, cylinder block water jacket, engine oil, transmission oil, and ambient temperature signals through a group of temperature sensors. Using the above multi-source data, the vehicle controller performs time window resampling according to a preset control cycle (e.g., 10ms), removes transient noise, and integrates the signal parameters of each source to construct a comprehensive state input vector, satisfying the following formula:

[0066] ;

[0067] In the formula, This is the integrated state input vector; This is the engine speed signal; For load signals; This is the coolant temperature signal inside the cylinder head water jacket; This is the coolant temperature signal inside the cylinder block water jacket; This is the engine oil temperature signal; This is the transmission oil temperature signal; This is the ambient temperature signal; superscript This represents the transpose of a vector.

[0068] The comprehensive state input vector serves as the fundamental input condition for the built-in algorithm. It continuously reads and updates the underlying hardware signals at a preset fixed sampling frequency, providing a definite numerical input for channel switching determination and multi-actuator collaborative closed-loop adjustment. The vehicle controller has a built-in control algorithm matrix, which contains a first PID (Proportional-Integral-Derivative) control algorithm unit and a second PID control algorithm unit. After inputting the comprehensive state input vector, the output control command vector satisfies the following formula:

[0069] ;

[0070] In the formula, To control the output command vector; This is a channel switching status command for the dual-channel MAP solenoid valve module. This is the PWM duty cycle instruction for the first electronic water pump; This is the PWM duty cycle command for the second electronic water pump; This is the opening command for the first electronic thermostat; This is the opening command for the second electronic thermostat; superscript This represents the transpose of a vector.

[0071] The vehicle controller converts parameters into actual digital signals and PWM signals, which are then sent to each actuator to execute corresponding actions, establishing a definite mapping relationship between multi-dimensional state inputs and control outputs. After the hardware is powered on, the vehicle controller reads the initial electrical signals of each sensor and compares them with the preset hardware zero-point reference value to perform zero-point drift calibration, completing hardware calibration to eliminate initial errors. After calibration, the vehicle controller sends short-time pulse test commands to the dual-channel MAP solenoid valve module, the first electronic water pump, the second electronic water pump, the first electronic thermostat, and the second electronic thermostat. Based on the returned electrical status feedback signals, it determines the circuit connectivity and mechanical standby status of each hardware unit to complete a self-test.

[0072] After the self-test is passed, the vehicle controller accesses the built-in non-volatile memory, reads the engine speed and load MAP map containing the target temperature control parameters and channel switching boundary parameters for different operating conditions, and loads it into the random access memory to establish the basis for data retrieval.

[0073] See attached document Figure 2 The vehicle controller extracts the engine speed and load signals from the comprehensive state input vector. Substituting these signals into the engine speed and load MAP, the channel switching state command of the dual-channel MAP solenoid valve module is calculated to satisfy the following formula:

[0074] ;

[0075] In the formula, This is a channel switching status command for the dual-channel MAP solenoid valve module. This is the engine speed signal; For load signals; The preset engine speed and load boundary function represents the boundary line between warm-up and cooling conditions calibrated within the MAP plot. As a preferred method, the coefficients and thresholds of the preset engine speed and load boundary function are determined based on engine bench thermodynamic calibration experiments. By collecting the system thermal balance limit at different speed and load intersection points, a two-dimensional boundary curve is generated through fitting.

[0076] When the calculation result is less than 0, the current operating condition is determined to be in a low-load region where the heat generation is lower than the system's natural heat dissipation capacity. A channel switching state command with a value of 0 is set and sent to the dual-channel MAP solenoid valve module, driving the internal multi-branch reversing valve group to switch into the warm-up flow channel and establish a warm-up priority channel. When the calculation result is greater than or equal to 0, it is determined to be in a high-load region. The command value is set to 1, driving the multi-branch reversing valve group to switch into the heat dissipation flow channel and establish a heat dissipation priority channel. The hard connection mechanical switching operation between the two channels is completed according to the numerical command that is either 0 or 1.

[0077] The vehicle controller uses the engine speed and load signals from the integrated state input vector to look up the corresponding target cylinder head water jacket temperature and cylinder block water jacket temperature in the engine speed and load MAP.

[0078] The vehicle controller extracts the coolant temperature signals inside the cylinder head water jacket and the cylinder block water jacket from the comprehensive state input vector, and performs temperature error calculation. The mathematical expression for the temperature error satisfies the following formula:

[0079] ;

[0080] ;

[0081] In the formula, This is for cylinder head temperature error; The target temperature for the cylinder head water jacket; This is the coolant temperature signal inside the cylinder head water jacket; This is for cylinder block temperature error; The target temperature for the cylinder block water jacket; This is the coolant temperature signal inside the cylinder block water jacket.

[0082] The vehicle controller inputs the cylinder head temperature error into the first PID control algorithm unit, and outputs the first electronic water pump PWM duty cycle command and the first electronic thermostat opening command, which satisfy the following formula:

[0083] ;

[0084] In the formula, This is the PWM duty cycle instruction for the first electronic water pump; This is the first proportional parameter; The first integral parameter; The first differential parameter is used as the first differential parameter. The specific value range of the above three control parameters is finally determined by combining the Ziegler-Nichols empirical tuning method with the feedback from the vehicle road test. For integration variables; For cylinder head temperature error within 0 to The points accumulated over a period of time; For cylinder head temperature error, time Regarding the differential value, it should be noted that when performing discretization calculations inside the vehicle controller, in order to prevent calculation overflow, the system has a built-in anti-windup mechanism to limit the upper limit of the integral term; at the same time, for the discrete difference calculation of the differential term, a minimum positive number compensation is forcibly introduced to ensure that the denominator of the discrete time step is always greater than zero, avoiding division by zero errors.

[0085] The vehicle controller sends corresponding commands to the first electronic water pump and the first electronic thermostat, coordinating the adjustment of the first electronic water pump speed and the cross-sectional area of ​​its internal valves to change the flow rate and flow resistance of the coolant entering the cylinder head water jacket. The second PID control algorithm unit uses the same computational structure to handle cylinder block temperature errors and outputs commands to control the second electronic water pump and the second electronic thermostat. By periodically executing PID calculations at high frequency to continuously correct the output, the actual coolant temperature approaches the target temperature, completing the closed-loop regulation under the multi-parameter coupled system.

[0086] See attached document Figure 2 The vehicle controller, in conjunction with multi-actuator collaborative closed-loop regulation, performs state machine switching for different operating conditions. To avoid misjudgments of operating conditions caused by occasional jumps in a single sensor, this system adopts multi-dimensional data weighted judgment logic. When the extracted comprehensive state input vector shows that the coolant temperature signal inside the cylinder head water jacket is less than 60°C, and this state remains stable within a preset time confirmation window (e.g., for 2 seconds), and the current operating condition is determined to meet the characteristics of a cold engine based on the ambient temperature signal, the vehicle controller determines to enter the cold start rapid warm-up mode. It sets a channel switching state command with a value of 0 and sends it to the dual-channel MAP solenoid valve module, driving the internal multi-branch reversing valve group to switch into the warm-up flow channel, cutting off the fluid channel into the radiator assembly and closing the large circulation pipeline. At the same time, it generates a PWM duty cycle command to limit the speed range of the first and second electronic water pumps to 20% to 40% of the maximum speed, outputting low-flow coolant to slow down the heat removal rate and promote the accumulation of heat on the surface of the internal metal components of the cylinder head water jacket and cylinder block water jacket.

[0087] The vehicle controller synchronously sends a maximum opening command to the flow regulating valve of the oil temperature control circuit to fully open the flow cross-sectional area, and sends an opening command to the independent temperature control valve of the transmission temperature control circuit to connect the corresponding circuit. The high-temperature coolant flowing out of the cylinder head water jacket flows along the pipeline into the oil heat exchanger and the transmission oil heat exchanger to transfer heat and complete the directional transfer of waste heat, thereby improving the coolant heating rate and shortening the warm-up time, reducing engine friction power consumption, and optimizing emissions during the cold start phase.

[0088] When the calculation results of the preset engine speed and load boundary functions corresponding to the engine speed signal and load signal in the comprehensive state input vector meet the normal driving conditions, the vehicle controller triggers the normal driving high-efficiency mode and executes independent closed-loop regulation for the four temperature control loops. The vehicle controller sets the target temperature range for the cylinder head water jacket to 100℃±5℃, the target temperature range for the cylinder block water jacket to 90℃±5℃, the target temperature range for the engine oil to 90℃ to 105℃, and the target temperature range for the transmission oil to 80℃ to 95℃. Based on the deviation between each target temperature and the actual temperature signal, the first and second PID control algorithm units are input, and corresponding instructions are output to adjust the flow rates of the first and second electronic water pumps, and the flow cross-sectional areas of the first and second electronic thermostats are adjusted simultaneously. Instructions are simultaneously output to the flow regulating valve and the independent temperature control valve to change the coolant flow rate into the engine oil heat exchanger and the transmission oil heat exchanger. The four temperature control loops execute the regulation actions independently, ensuring that each core component is maintained within the optimal operating temperature range under all operating conditions, reducing accessory power consumption, and reducing the overall fuel consumption of the vehicle by more than 8%.

[0089] When the engine enters high-load, hill-climbing, or high-speed operating conditions, the vehicle controller determines that it has entered the strong cooling mode and directly issues a channel switching status command with a value of 1. This drives the multi-branch reversing valve assembly to quickly switch into the cooling flow channel, connecting the radiator assembly to establish a channel for dissipating heat to the external environment. Simultaneously, a command is generated to set the speed range of the first and second electronic water pumps to 80% to 100% of their maximum speed, outputting high-flow-rate coolant. The target temperature range for the cylinder head water jacket is set to drop to 90°C to 100°C. The high-flow-rate coolant flows through the cylinder head water jacket, carrying away accumulated heat and maintaining it within the target range, eliminating the temperature conditions that cause knocking inside the combustion chamber. The first and second electronic thermostats simultaneously receive the maximum opening command to fully open their internal valves, minimizing the flow resistance of the cooling circuit and ensuring the system is in a state of maximum heat dissipation capacity.

[0090] When the ambient temperature signal in the comprehensive state input vector extracted by the vehicle controller is less than 0 degrees Celsius, the vehicle controller determines that the present invention has entered the waste heat co-heating mode for extremely cold environment conditions.

[0091] Upon entering the waste heat co-heating mode for extremely cold environments, the vehicle controller prioritizes the allocation of waste heat generated by the cylinder head water jacket. It issues a channel switching command (value 0) to drive the multi-branch reversing valve assembly into the warm-up flow path, simultaneously sending a flow-limiting opening command to the flow regulating valve and a flow-limiting state command to the independent temperature control valve. This reduces the coolant flow into the engine oil and transmission oil heat exchangers, directing the high-temperature coolant from the cylinder head water jacket to preferentially enter the cabin heater core to release heat, thus increasing the passenger compartment temperature and reducing the start-up frequency and energy consumption of the vehicle's PTC (positive temperature coefficient) heaters. While prioritizing heat delivery to the cabin heater core, the flow regulating valve and independent temperature control valve, controlled by the flow-limiting command, allow a basic flow rate of coolant to enter the corresponding heat exchanger for heat transfer. By adjusting the coolant ratio entering each branch pipe, the system prioritizes the supply of waste heat to the cabin heater core while simultaneously addressing the heat distribution for engine oil and transmission warm-up.

[0092] The vehicle controller continuously performs fault capture during operation in all temperature control modes and reads various electrical signals and electrical status feedback signals returned by multiple actuators in real time. When one of the following four states occurs, the fault degradation and thermal decay protection mode is triggered: 1. Abnormal sensor signal, that is, the electrical signals of each temperature sensor read exceed the preset operating range, or open circuit and short circuit level characteristics are observed; 2. Water pump overload, that is, the current value returned by the first electronic water pump or the second electronic water pump is greater than the preset safety threshold. As a preferred method, the preset safety threshold is calibrated based on 110% to 120% of the rated peak current of the brushless DC electronic pump to be compatible with the transient current fluctuations of the underlying hardware; 3. Valve jamming, that is, the deviation between the actual mechanical position returned by the dual-channel MAP solenoid valve module, the first electronic thermostat, or the second electronic thermostat through the built-in position sensor and the target position exceeds the preset tolerance range, and the duration is greater than the preset time threshold; 4. Node overheating, that is, the temperature signal of each node is greater than the preset thermal decay limit value. For valve jamming, the duration greater than the preset time threshold is specifically greater than 2 seconds.

[0093] Upon triggering the protection, the vehicle controller executes degraded protection control, forcing full-open large circulation and full-load operation of the electronic water pump assembly. It issues a command of value 1 to force the multi-branch reversing valve assembly to engage the cooling channel, connecting the radiator assembly and activating the large circulation. Simultaneously, it issues a PWM duty cycle command of value 100% to drive the first and second electronic water pumps to operate at maximum speed, outputting maximum coolant flow. It also sends a maximum opening command to the first and second electronic thermostats to fully open the internal valves and eliminate throttling resistance. This multi-actuator coordinated operation, involving forced full-open large circulation piping, full-load operation of the electronic water pump assembly, and full opening of the electronic thermostats, establishes maximum heat dissipation capacity under abnormal or extreme heat fade conditions, preventing irreversible mechanical damage to internal engine metal components due to localized heat accumulation.

[0094] As an alternative embodiment of the present invention, to adapt to different hardware topology requirements, the dual-channel MAP solenoid valve module in this system can also be replaced with an actuator based on discrete control of independent valves. Specifically, this embodiment eliminates the single integrated actuator hardware of the dual-channel MAP solenoid valve module, and instead arranges independent electronically controlled multi-way ball valves at the end return water nodes of the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, and transmission temperature control circuit. The vehicle controller independently determines whether the coolant in each circuit enters the warm-up flow channel or the cooling flow channel by individually controlling the opening, closing, and opening degree adjustment of each ball valve, thereby completing the functional replacement of the dual-channel MAP solenoid valve module.

[0095] The vehicle controller extracts the engine speed and load signals from the integrated state input vector and substitutes them into a preset engine speed and load boundary function to perform calculations. When the calculation result is less than 0, the vehicle controller generates a warm-up cut-in command for each of the four independent electronically controlled multi-way ball valves and sends it to the corresponding ball valve. After receiving the command, each independent electronically controlled multi-way ball valve synchronously connects the return water ends of the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, and transmission temperature control circuit into a small circulation loop that does not pass through the radiator. When the calculation result is greater than or equal to 0, the vehicle controller generates a cooling cut-in command, and each independent electronically controlled multi-way ball valve synchronously connects the return water ends of the four circuits into a large circulation loop that passes through the radiator assembly. In the closed-loop regulation stage, based on the deviation between the target temperature and the actual temperature of each circuit, continuous opening adjustment commands are output to the corresponding independent electronically controlled multi-way ball valves. Each independent electronically controlled multi-way ball valve independently adjusts the specific flow cross-sectional area of ​​its corresponding circuit, achieving fully discrete and decoupled temperature control regulation.

[0096] As another embodiment of the present invention, to simplify system piping complexity and reduce the number of independent execution components, the present invention provides a three-loop and single-channel MAP system architecture. In this embodiment, the cylinder head cooling circuit and the cylinder block cooling circuit are merged to form a common cooling circuit. Inside the common cooling circuit, the cylinder head water jacket and the cylinder block water jacket are connected in series or parallel to form a complete fluid pipeline. A common electronic water pump and a common electronic thermostat are arranged inside the pipeline. The common electronic water pump pumps coolant to the common cooling circuit in a unified manner, and the common electronic thermostat regulates the flow resistance of the common cooling circuit in a unified manner.

[0097] The structure and connection method of the engine oil temperature control circuit and the transmission temperature control circuit remain unchanged, forming a three-circuit system to reduce the number of independently executing components. The single-channel MAP solenoid valve module is located at the junction of the common cooling circuit and the radiator assembly. The vehicle controller generates a single-channel state switching command based on the calculation results of the preset engine speed and load boundary functions and sends it to the single-channel MAP solenoid valve module. The single-channel MAP solenoid valve module receives and executes the state switching command, connecting or disconnecting the fluid passage between the common cooling circuit and the radiator assembly, controlling the flow rate of coolant entering the radiator assembly for cooling.

[0098] In the closed-loop control phase, the vehicle controller extracts the coolant temperature signals inside the cylinder head water jacket and the cylinder block water jacket from the comprehensive state input vector. Based on the fundamental principle of prioritizing thermodynamic structural protection, and according to the difference in priority between combustion chamber anti-knock requirements and cylinder block friction reduction requirements, different weight coefficients are assigned to the two. Specifically, considering the irreversible damage of knock to the engine structure, the system assigns a higher dynamic weight range (e.g., 0.65 to 0.85) to the coolant temperature signal inside the cylinder head water jacket, which represents anti-knock characteristics, and a lower dynamic weight range (e.g., 0.15 to 0.35) to the coolant temperature signal inside the cylinder block water jacket, which represents friction reduction characteristics.

[0099] Based on the determined corresponding weighting coefficients, the control algorithm calculates the weighted average value of the two as the shared feedback temperature. The difference between the shared feedback temperature and the preset shared target temperature is input into the independent PID control algorithm unit, which outputs a shared electric water pump PWM duty cycle command and a shared electronic thermostat opening command. The shared electric water pump receives the command and adjusts the coolant flow rate into the shared cooling circuit, while the shared electronic thermostat receives the command and adjusts the flow cross-sectional area of ​​the shared cooling circuit, causing the shared feedback temperature to approach the preset shared target temperature.

[0100] As another embodiment of the present invention, addressing the independent temperature control requirements of the cylinder head and cylinder block, the present invention also provides a single-water circuit alternative solution based on segmented temperature control using a precision throttling baffle. In this embodiment, the isolation structure between the cylinder head cooling circuit and the cylinder block cooling circuit in the pipe connection is eliminated; instead, a series-flow single-water circuit structure connects the cylinder head water jacket and the cylinder block water jacket. The single-water circuit structure internally houses a main electronic water pump and an adjustable precision throttling baffle. This adjustable precision throttling baffle integrates a drive motor and is installed at the interface connecting the cylinder head water jacket and the cylinder block water jacket. The drive motor adjusts the flow cross-sectional area of ​​the water flowing through the interface within the single-water circuit structure.

[0101] The vehicle controller compares the coolant temperature signal inside the cylinder head water jacket with a preset target temperature for the cylinder head water jacket, and simultaneously compares the coolant temperature signal inside the cylinder block water jacket with a preset target temperature for the cylinder block water jacket. To address the under-actuation coordination problem of a single mechanical actuator handling dual temperature targets, the vehicle controller incorporates a maximum deviation priority response logic, which extracts the larger absolute value of the temperature comparison deviation between the two sources in real time as the master control feedback parameter. Subsequently, the system calculates the target throttling pressure drop value based on the extracted master control temperature comparison deviation, and, in conjunction with a preset fluid dynamics mapping calibration table, converts it into a position control command for the adjustable precision throttling baffle, which is then sent to the drive motor. The drive motor receives the position control command and changes the mechanical blocking angle of the adjustable precision throttling baffle, establishing a fluid pressure drop between the cylinder head water jacket and the cylinder block water jacket.

[0102] The main electric water pump delivers coolant to the single-channel structure. As the coolant flows through the space created by the mechanical obstruction angle, a throttling effect occurs. This throttling effect alters the local fluid pressure and residence time, causing the rate at which the coolant carries away heat inside the cylinder head water jacket to differ from the rate at which it carries away heat inside the cylinder block water jacket. By adjusting the mechanical obstruction angle, the coolant temperature signal inside the cylinder head water jacket is controlled to approach a preset target temperature, and simultaneously, the coolant temperature signal inside the cylinder block water jacket is controlled to approach a preset target temperature. The single-channel structure, combined with the adjustable and precise throttling baffle action, allows for the adjustment of two different target temperature ranges within a single coolant circulation channel, reducing the number of electric water pumps and piping components within the system.

[0103] See attached document Figure 3 The present invention also provides a vehicle. The vehicle includes a body, an engine, a transmission, a cabin, and a MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system. The MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system is located inside the vehicle body.

[0104] The MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system has a cylinder head cooling circuit connected to the engine cylinder head, a cylinder block cooling circuit connected to the engine cylinder block, an oil temperature control circuit connected to the engine oil lines, a transmission temperature control circuit connected to the transmission, and a cabin heating branch circuit located inside the cabin to increase the cabin temperature.

[0105] By coordinating the first electronic water pump, the second electronic water pump, the first electronic thermostat, the second electronic thermostat, and the dual-channel MAP solenoid valve module with the vehicle controller, the engine cylinder head operating temperature and cylinder block operating temperature are independently controlled. This reduces frictional losses of the piston, crankshaft, and bearings and optimizes emissions during cold starts, resulting in a reduction of the vehicle's overall fuel consumption by more than 8%. At the same time, in extremely cold environments, the vehicle prioritizes supplying the engine's waste heat to the cabin heater core, while also taking into account the heat distribution of the engine oil and transmission, thereby increasing the temperature of the vehicle's passenger compartment and reducing the starting frequency and energy consumption of the vehicle's PTC heater.

[0106] 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 them; 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; and these 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.

Claims

1. A MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system, characterized in that, include: Multiple independent temperature control circuits, including cylinder head cooling circuit, cylinder block cooling circuit, engine oil temperature control circuit and transmission temperature control circuit, wherein an electronic water pump group and an electronic thermostat group are arranged inside the cylinder head cooling circuit and the cylinder block cooling circuit; The dual-channel MAP solenoid valve module integrates a warm-up flow channel, a heat dissipation flow channel, and a multi-branch reversing valve assembly. The radiator assembly is connected to the dual-channel MAP solenoid valve module, which is connected to the cylinder head cooling circuit, the cylinder block cooling circuit, the engine oil temperature control circuit, and the transmission temperature control circuit, respectively. The vehicle controller has a built-in engine speed and load MAP map; The vehicle controller is used to collect engine speed signals, load signals, coolant temperature signals, engine oil temperature signals, transmission oil temperature signals and ambient temperature signals in real time, and extract a comprehensive state input vector; The vehicle controller is used to input the received engine speed signal and load signal into the engine speed and load MAP to determine the operating condition. The vehicle controller is used to determine the temperature control mode based on the judgment result and the ambient temperature signal, and generate PWM commands based on the feedback of the coolant temperature signal, the engine oil temperature signal and the transmission oil temperature signal to drive the multi-branch reversing valve group to switch between the warm-up priority channel and the heat dissipation priority channel. At the same time, it coordinates the speed of the electronic water pump group and the opening of the electronic thermostat group to complete the closed-loop temperature control of multiple independent temperature control loops.

2. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 1, characterized in that, The cylinder head cooling circuit includes a first electronic water pump, a cylinder head water jacket, and a first electronic thermostat. The cylinder cooling circuit includes a second electronic water pump, a cylinder water jacket, and a second electronic thermostat. The electronic water pump assembly includes the first electronic water pump and the second electronic water pump, and the electronic thermostat assembly includes the first electronic thermostat and the second electronic thermostat; The outlet of the first electronic water pump is connected to the inlet of the first electronic thermostat via the cylinder head water jacket, and the outlet of the first electronic thermostat is connected to the input of the dual-channel MAP solenoid valve module and the input of the radiator assembly respectively. The outlet of the second electronic water pump is connected to the inlet of the second electronic thermostat via the cylinder water jacket, and the outlet of the second electronic thermostat is connected to the input of the dual-channel MAP solenoid valve module and the input of the radiator assembly.

3. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 2, characterized in that, The oil temperature control circuit includes an oil heat exchanger, a one-way valve, and a flow regulating valve; The transmission temperature control circuit includes a transmission oil heat exchanger and an independent temperature control valve; The multi-branch reversing valve group inside the dual-channel MAP solenoid valve module is used to connect the oil temperature control circuit to the cylinder head waste heat branch where the cylinder head water jacket outlet is located, or to the radiator branch where the radiator assembly outlet is located. The dual-channel MAP solenoid valve module is used to connect the transmission temperature control circuit to the cylinder head waste heat branch, or disconnect the cylinder head waste heat branch.

4. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 1, characterized in that, When the multi-branch reversing valve group is switched into the warm-up flow channel, the coolant discharged from the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit and transmission temperature control circuit are combined and enter the warm-up flow channel to form a small circulation pipeline that does not pass through the radiator assembly. When the multi-branch reversing valve group cuts into the heat dissipation channel and cuts off the flow path of the warm-up channel, the coolant discharged from the cylinder head cooling circuit, the cylinder block cooling circuit and the oil temperature control circuit enters the heat dissipation channel to form a large circulation pipeline through the radiator assembly, and guides the coolant to the input end of the radiator assembly.

5. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 2, characterized in that, The vehicle controller contains a first PID control algorithm unit and a second PID control algorithm unit. The vehicle controller is used to find the corresponding target cylinder head water jacket temperature and cylinder block water jacket temperature in the engine speed and load MAP map, and to perform temperature error calculation to obtain cylinder head temperature error and cylinder block temperature error by combining the collected coolant temperature signal. The vehicle controller is used to input the cylinder head temperature error into the first PID control algorithm unit and output the first electronic water pump PWM duty cycle command and the first electronic thermostat opening command. The vehicle controller is used to input the cylinder block temperature error into the second PID control algorithm unit and output commands to control the second electronic water pump and the second electronic thermostat.

6. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 5, characterized in that, When the vehicle controller determines that it has entered the cold start rapid warm-up mode based on the comprehensive state input vector, it sends a channel switching state command with a value of 0 to drive the multi-branch reversing valve group to switch into the warm-up flow channel. The vehicle controller is used to limit the speed range of the first electronic water pump and the second electronic water pump to 20% to 40% of the maximum speed, and simultaneously send a maximum opening command to the flow regulating valve of the oil temperature control circuit and an opening command to the independent temperature control valve of the transmission temperature control circuit. The first PID control algorithm unit and the second PID control algorithm unit are used to output corresponding control commands to adjust the flow rate of the first electronic water pump and the second electronic water pump respectively when the normal driving conditions are met and the normal driving high efficiency mode is triggered, and to simultaneously adjust the flow cross-sectional area of ​​the first electronic thermostat and the second electronic thermostat.

7. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 3, characterized in that, It also includes a cabin heating branch circuit, in which a cabin heating air core and a heating control valve are arranged, and the cabin heating branch circuit is connected to the cylinder head cooling circuit. The vehicle controller is used to issue a channel switching status command with a value of 0 when it determines that the vehicle has entered the waste heat co-heating mode in an extremely cold environment, and drive the multi-branch reversing valve group to switch into the warming flow channel. The vehicle controller is used to synchronously send a flow limiting opening command to the flow regulating valve and a flow limiting status command to the independent temperature control valve, so that the high-temperature coolant flowing out of the cylinder head water jacket enters the cabin heater core.

8. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 2, characterized in that, The vehicle controller is used to read various electrical signals and electrical status feedback signals returned by multiple actuators in real time. When any of the following occurs, such as abnormal sensor signal, water pump overload, valve jamming, or node overheating, the fault degradation and thermal decay protection mode is triggered. The overload triggering condition for the water pump is that the current returned by the brushless DC electric pump is greater than 110% to 120% of the rated peak current of the brushless DC electric pump. The valve jamming is triggered when the deviation between the actual mechanical position and the target position exceeds the preset tolerance range and the duration is greater than 2 seconds. The vehicle controller is used to issue a channel switching status command with a value of 1 after the protection is triggered, forcing the multi-branch reversing valve group to switch into the heat dissipation channel and connect to the radiator assembly; The vehicle controller is used to synchronously send PWM duty cycle commands with a value of 100% to drive the first electronic water pump and the second electronic water pump to operate at maximum speed, and to send maximum opening commands to the first electronic thermostat and the second electronic thermostat.

9. The MAP dual-channel engine multi-loop independent temperature control intelligent thermal management system according to claim 1, characterized in that, It also employs independent electronically controlled multi-way ball valves to perform channel switching, with multiple such independent electronically controlled multi-way ball valves respectively arranged at the end return water nodes of the cylinder head cooling circuit, cylinder block cooling circuit, oil temperature control circuit, and transmission temperature control circuit; The vehicle controller is used to generate warm-up or cooling-down commands for multiple independent electronically controlled multi-way ball valves. The vehicle controller is used to determine the flow of coolant from the cylinder head cooling circuit, the cylinder block cooling circuit, the oil temperature control circuit, and the transmission temperature control circuit into the warm-up channel or the heat dissipation channel by controlling the opening and closing and opening degree adjustment of each independent electronically controlled multi-way ball valve.

10. A vehicle, characterized in that, An intelligent thermal management system for multi-loop independent temperature control of a MAP dual-channel engine, as described in any one of claims 1 to 9, comprises: The vehicle body is equipped with the aforementioned MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system. An engine is located inside the vehicle body. The engine includes a cylinder head, a cylinder block, and oil lines. The cylinder head cooling circuit in the MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system is connected to the cylinder head of the engine, the cylinder block cooling circuit is connected to the cylinder block of the engine, and the oil temperature control circuit is connected to the oil lines of the engine. The transmission is located inside the vehicle body, and the transmission temperature control circuit in the MAP dual-channel engine multi-circuit independent temperature control intelligent thermal management system is connected to the transmission. The cabin is located inside the vehicle body, and the cabin is equipped with cabin heating circuits.

Images