An engine heat dissipation management method, device, system and control equipment

Abstract

The application discloses an engine heat dissipation management method, device and system and a control equipment, relates to the technical field of engine heat management, and the engine heat dissipation management method comprises the following steps: obtaining the current intake temperature and the current coolant temperature of an engine; determining a target intake temperature interval to which the current intake temperature belongs from a plurality of preset intake temperature intervals; determining whether a coolant temperature intervention condition is met; if not, performing heat dissipation according to a heat dissipation strategy corresponding to the target intake temperature interval; if yes, determining a target coolant temperature interval to which the current coolant temperature belongs from a plurality of preset coolant temperature intervals, and determining a target heat dissipation strategy according to the heat dissipation strategies corresponding to the two target intervals and executing the target heat dissipation strategy.The application can timely respond to engine heat load changes and effectively overcome the heat dissipation lag problem caused by the heat inertia of the coolant temperature through the double-variable coupling control of the intake temperature and the coolant temperature.

Description

Technical Field

[0001] This invention relates to the field of engine thermal management technology, and in particular to an engine heat dissipation management method, device, system and control equipment. Background Technology

[0002] In the field of engine thermal management, especially in the heat dissipation control of engines using alternative fuels such as methanol, existing technologies generally involve placing temperature sensors at the engine outlet or radiator inlet to collect coolant temperature signals and transmit them to the engine controller. The controller then controls the start / stop or speed adjustment of the electric fan based on the current coolant temperature.

[0003] Specifically, when the coolant temperature is below the first threshold, the engine is determined to be in a cold or low-load state, and the electric fan is kept off. When the coolant temperature rises to the second threshold, the heat dissipation demand is determined to be increased, and the electric fan is started to run at low speed. When the coolant temperature rises further to the third threshold, the engine is determined to be at risk of overheating, and the fan is controlled to run at full speed. When the coolant temperature reaches the extreme high temperature threshold, the controller triggers the engine torque limiting protection and forcibly reduces the output power.

[0004] However, the above solution has the following drawbacks in practical applications: the change in coolant temperature has significant thermal inertia. There is usually a delay of tens of seconds from the increase in engine heat load to the rise in coolant temperature. This means that when the engine heat load increases rapidly due to a sudden increase in ambient temperature or high load operation, the coolant temperature may still be within the safe range. At this time, the controller will not start the fan to run at high load. This monitoring lag causes the cooling system to be unable to respond to the engine's thermal risks in a timely manner. Long-term operation can easily lead to mechanical damage such as piston burning and cylinder head gasket failure. Summary of the Invention

[0005] In view of this, the present invention provides an engine heat dissipation management method, device, system, and control equipment to solve the technical problems of lagging heat dissipation response and difficulty in coping with rapid changes in engine thermal load in existing solutions. The technical solution is as follows:

[0006] An engine cooling management method, comprising:

[0007] Obtain the engine's current intake air temperature and current coolant temperature;

[0008] The target intake temperature range is obtained by determining the range to which the current intake temperature belongs from a plurality of preset intake temperature ranges. Each of the plurality of intake temperature ranges corresponds to a heat dissipation strategy, and the heat dissipation strategies corresponding to different intake temperature ranges are different.

[0009] Determine whether the coolant temperature intervention conditions are met;

[0010] If the coolant temperature intervention condition is not met, the engine will be cooled according to the heat dissipation strategy corresponding to the target intake air temperature range.

[0011] If the coolant temperature intervention condition is met, the range to which the current coolant temperature belongs is determined from a plurality of preset coolant temperature ranges to obtain the target coolant temperature range. The plurality of coolant temperature ranges correspond to different heat dissipation strategies, and the heat dissipation strategies corresponding to different coolant temperature ranges are different.

[0012] Based on the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range, a target heat dissipation strategy is determined, and the engine is cooled according to the target heat dissipation strategy.

[0013] In one possible implementation, determining whether the coolant temperature intervention condition is met includes:

[0014] Determine whether the current intake air temperature is lower than the preset coolant temperature threshold.

[0015] If the current intake air temperature is less than the coolant temperature intervention threshold, then the coolant temperature intervention condition is determined to be met.

[0016] If the current intake air temperature is greater than or equal to the coolant temperature intervention threshold, it is determined that the coolant temperature intervention condition is not met.

[0017] In one possible implementation, the plurality of intake temperature ranges include: a first intake temperature range, a second intake temperature range, a third intake temperature range, a fourth intake temperature range, and a fifth intake temperature range.

[0018] The first intake temperature range is [t 11 (℃, +∞), the heat dissipation strategy corresponding to the first intake air temperature range is: trigger engine torque limiting protection and control all N heat dissipation units to open.

[0019] The second intake temperature range is [t] 12 ℃, t 11 ℃), the heat dissipation strategy corresponding to the second intake air temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open;

[0020] The third intake temperature range is [t] 13 ℃, t 12 The heat dissipation strategy corresponding to the third intake temperature range is: do not trigger engine torque limiting protection, and control M heat dissipation units to open.

[0021] The fourth intake temperature range is [t]14 ℃, t 13 ℃), the heat dissipation strategy corresponding to the fourth intake temperature range is: do not trigger engine torque limiting protection, and control K heat dissipation units to open;

[0022] The fifth intake temperature range is (-∞, t) 14 The heat dissipation strategy corresponding to the fifth intake temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to shut down.

[0023] Where K, M, and N are all integers, and 0 <K<M<N;

[0024] The coolant temperature intervention threshold is t. 12 ℃.

[0025] In one possible implementation, the plurality of coolant temperature ranges include: a first coolant temperature range, a second coolant temperature range, a third coolant temperature range, a fourth coolant temperature range, and a fifth coolant temperature range;

[0026] The first coolant temperature range is [t] 21 (℃, +∞), the heat dissipation strategy corresponding to the first coolant temperature range is: trigger engine torque limiting protection and control all N heat dissipation units to open;

[0027] The second coolant temperature range is [t] 22 ℃, t 21 The heat dissipation strategy corresponding to the second coolant temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open.

[0028] The third coolant temperature range is [t] 23 ℃, t 22 The heat dissipation strategy corresponding to the third coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control M heat dissipation units to open;

[0029] The fourth coolant temperature range is [t] 24 ℃, t 23 The heat dissipation strategy corresponding to the fourth coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control K heat dissipation units to open;

[0030] The fifth coolant temperature range is (-∞, t) 24 The heat dissipation strategy corresponding to the fifth coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to shut down.

[0031] Where K, M, and N are all integers, and 0 <K<M<N。

[0032] In one possible implementation, the heat dissipation strategy is used to indicate whether engine torque limiting protection is triggered, and the number of heat dissipation units that are activated.

[0033] The step of determining the target heat dissipation strategy based on the heat dissipation strategy corresponding to the target intake air temperature range and the heat dissipation strategy corresponding to the target coolant temperature range includes:

[0034] If at least one of the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range indicates that engine torque limiting protection is triggered, then it is determined that engine torque limiting protection is ultimately triggered; if the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range both indicate that engine torque limiting protection is not triggered, then it is determined that engine torque limiting protection is ultimately not triggered.

[0035] The maximum number of heat dissipation units to be activated is determined from the number of heat dissipation units to be activated indicated by the heat dissipation strategy corresponding to the target intake air temperature range and the number of heat dissipation units to be activated indicated by the heat dissipation strategy corresponding to the target coolant temperature range, and is taken as the final number of heat dissipation units to be activated.

[0036] The determination of whether the engine torque limiting protection is ultimately triggered, and the final number of cooling units activated, are used to determine the target cooling strategy.

[0037] In one possible implementation, the boundary values ​​of the plurality of intake air temperature ranges and the plurality of coolant temperature ranges are configured with hysteresis values.

[0038] The hysteresis value is used to avoid repeated switching of the heat dissipation strategy when the intake air temperature fluctuates near the boundary value of the intake air temperature range or when the coolant temperature fluctuates near the boundary value of the coolant temperature range.

[0039] In one possible implementation, N is 4, M is 3, and K is 1.

[0040] A second aspect of the present invention provides an engine cooling management device, comprising: a temperature acquisition module, an intake air temperature range determination module, a coolant temperature intervention discrimination module, a first cooling management module, a coolant temperature range determination module, a target cooling strategy determination module, and a second cooling management module.

[0041] The temperature acquisition module is used to acquire the current intake air temperature and the current coolant temperature of the engine.

[0042] The intake temperature range determination module is used to determine the range to which the current intake temperature belongs from a plurality of preset intake temperature ranges to obtain the target intake temperature range. The plurality of intake temperature ranges correspond to different heat dissipation strategies, and the heat dissipation strategies corresponding to different intake temperature ranges are different.

[0043] The coolant temperature intervention discrimination module is used to determine whether the coolant temperature intervention conditions are met.

[0044] The first heat dissipation management module is used to dissipate heat from the engine according to the heat dissipation strategy corresponding to the target intake air temperature range when the coolant temperature intervention condition is not met.

[0045] The coolant temperature range determination module is used to determine the range to which the current coolant temperature belongs from a plurality of preset coolant temperature ranges when the coolant temperature intervention conditions are met, and to obtain the target coolant temperature range. The plurality of coolant temperature ranges correspond to different heat dissipation strategies.

[0046] The target heat dissipation strategy determination module is used to determine the target heat dissipation strategy based on the heat dissipation strategy corresponding to the target intake air temperature range and the heat dissipation strategy corresponding to the target coolant temperature range.

[0047] The second heat dissipation management module is used to dissipate heat from the engine according to the target heat dissipation strategy.

[0048] A third aspect of the present invention provides an engine cooling management system, comprising:

[0049] Temperature acquisition equipment is used to collect the engine's current intake air temperature and current coolant temperature;

[0050] A control device is connected to the temperature acquisition device, and the control device is configured to execute the engine cooling management method.

[0051] A fourth aspect of the present invention provides a control device, comprising at least one processor and a memory connected to the processor, wherein:

[0052] The memory is used to store computer programs;

[0053] The processor is used to execute the computer program so that the control device can implement the steps of the engine cooling management method.

[0054] By employing the above technical solutions, the engine cooling management method provided by this invention can obtain the current intake air temperature and the current coolant temperature of the engine, and can determine the cooling strategy based primarily on the intake air temperature. Since the response speed of intake air temperature change is significantly faster than that of coolant temperature, when the engine heat load increases rapidly, cooling measures can be activated in a timely manner according to the increase in intake air temperature. This effectively overcomes the problem of delayed cooling response caused by the thermal inertia of coolant temperature in the prior art, and reduces the risk of mechanical damage such as piston burning and cylinder head gasket failure. At the same time, the engine cooling management method provided by this invention sets a coolant temperature intervention condition, and further introduces coolant temperature for auxiliary judgment when the condition is met, realizing dual-variable coupled control of intake air temperature and coolant temperature. This enables a more comprehensive assessment of the engine's thermal state and avoids the problem of insufficient cooling caused by single parameter judgment. In addition, the engine cooling management method provided by this invention achieves multi-level cooling regulation by presetting multiple intake air temperature ranges and multiple coolant temperature ranges, and configuring corresponding cooling strategies for each range. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0056] Figure 1 This is a schematic flowchart of the engine cooling management method provided in an embodiment of the present invention;

[0057] Figure 2 This is a schematic diagram of the engine cooling management device provided in an embodiment of the present invention;

[0058] Figure 3 This is a schematic diagram of the engine cooling management system provided in an embodiment of the present invention. Detailed Implementation

[0059] The embodiments of the present invention will now be described with reference to the accompanying drawings. The terminology used in the embodiments section is for illustrative purposes only and is not intended to limit the scope of the invention.

[0060] The embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided by the embodiments of the present invention are equally applicable to similar technical problems.

[0061] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the description of embodiments of the invention. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of units is not necessarily limited to those units, but may include other units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0062] In the process of realizing this invention, the following technical defects were discovered in the prior art:

[0063] Firstly, regarding the timeliness of knock suppression, methanol fuel has a latent heat of vaporization approximately 3.7 times that of gasoline, making it extremely sensitive to intake air temperature. For every 10°C increase in intake air temperature, the knock tendency increases by about 15%. Current technology relies solely on coolant temperature for control, but coolant temperature changes exhibit significant thermal inertia, typically with a 30-60 second delay between the increase in intake air temperature and the rise in coolant temperature. When the engine's intake air temperature rapidly exceeds the knock threshold due to a sudden increase in ambient temperature or high-load operation, the coolant temperature may still be within a safe range, preventing the control equipment from activating the cooling system at high load. This monitoring lag prevents the cooling system from responding promptly to thermal risks on the intake side, delaying knock protection action. Long-term operation with this delay can easily lead to mechanical damage such as piston top erosion and cylinder head gasket failure.

[0064] Secondly, from the perspective of control strategy adaptability analysis, existing technologies treat intake air temperature merely as a combustion correction parameter, rather than an independent input variable for thermal management. This essentially ignores the dual nature of engine intake air temperature determining combustion stability and coolant temperature reflecting the degree of heat accumulation. For example, in high-temperature environments, the intake air temperature after intercooling may reach 55°C. At this point, the air-fuel mixture density decreases, and the tendency for knocking increases significantly. However, the coolant temperature may only be 85°C, within the low-speed fan operating range. Existing technologies cannot identify this special operating condition of high intake air temperature and normal coolant temperature, and still control the fan to operate at low speed based on coolant temperature logic, causing the intake air temperature to continue to rise, ultimately inducing knocking. This single-dimensional control is severely out of sync with the engine's combustion characteristics, failing to fully utilize the anti-knock advantages of methanol's high octane rating and making it difficult to achieve a balance between performance and thermal safety.

[0065] Finally, from the perspective of energy consumption and reliability analysis, existing technologies mostly use PWM stepless speed regulation or analog voltage speed regulation to control fan speed, often leaving the fan operating in an inefficient intermediate speed range. Experimental data shows that the heat dissipation efficiency of an electric fan at 50% speed is only 40% of that at full speed, but its energy consumption reaches 60% of that at full speed. Furthermore, the electromagnetic noise in the intermediate speed range is significantly higher than at full speed or when the fan is stopped. In addition, frequent speed adjustments cause relay contacts to frequently switch on and off, accelerating contact oxidation and wear, shortening the average lifespan by about 30% compared to the full-speed / stop control mode. This inefficient speed regulation not only increases parasitic power loss but also significantly increases the risk of failure.

[0066] In view of the many shortcomings of the existing technology, the present invention provides an engine heat dissipation management method that can overcome the deficiencies of the existing solutions. The engine heat dissipation management method provided by the present invention will be described below through the following embodiments.

[0067] Please see Figure 1 The diagram illustrates a flowchart of an engine cooling management method provided in an embodiment of the present invention. This engine cooling management method can be applied to control devices, such as engine control units (ECUs) or dedicated thermal management controllers. The method may include:

[0068] Step S101: Obtain the current intake air temperature and current coolant temperature of the engine.

[0069] This step is fundamental to the entire thermal management method, and it is responsible for obtaining two core input parameters: intake air temperature and coolant temperature.

[0070] The intake air temperature can be collected in real time by an intake air temperature sensor located at the rear end of the engine intercooler, and the coolant temperature can be collected in real time by a coolant temperature sensor located at the radiator inlet.

[0071] The intake air temperature sensor is located at the rear end of the intercooler (i.e., at the intake manifold) because the intercooler is used to cool the high-temperature air after turbocharging. The temperature at the rear end of the intercooler reflects the temperature of the air that is about to enter the cylinder for combustion, and this temperature directly determines the level of knock risk. The coolant temperature sensor is located at the radiator inlet because this position can reflect the heat accumulation state of the engine body. As the coolant temperature rises after flowing through the engine, the inlet temperature is an important indicator of the engine's heat dissipation requirements.

[0072] Optionally, the intake air temperature sensor can be a high-precision NTC temperature sensor with a measurement range of -40℃ to 120℃ and an accuracy of ±1℃, and the coolant temperature sensor can be a high-precision temperature sensor with a measurement range of -40℃ to 130℃ and an accuracy of ±1℃.

[0073] To improve signal stability and anti-interference capability, control devices (such as engine control units) can read temperature data collected by the intake air temperature sensor and the coolant temperature sensor at a sampling frequency of 10Hz, and filter the read temperature data to obtain stable current intake air temperature and current coolant temperature.

[0074] Step S102: Determine the range to which the current intake temperature belongs from a set of preset intake temperature ranges to obtain the target intake temperature range.

[0075] This invention pre-sets multiple intake air temperature ranges, and after obtaining the current intake air temperature, maps the current intake air temperature to discrete intake air temperature ranges.

[0076] The preset multiple intake temperature ranges each correspond to a heat dissipation strategy, and the heat dissipation strategies for different intake temperature ranges are different.

[0077] It should be noted that a higher intake temperature range corresponds to a stronger heat dissipation strategy, while a lower intake temperature range corresponds to a weaker or no heat dissipation strategy.

[0078] Step S103: Determine whether the coolant temperature intervention conditions are met.

[0079] Among them, the coolant temperature intervention condition is used to determine whether coolant temperature needs to be introduced to help determine the heat dissipation strategy.

[0080] In this embodiment, the intake air temperature is the dominant variable, while the coolant temperature is an auxiliary variable that is only introduced when necessary.

[0081] Step S104a: If the coolant temperature intervention condition is not met, the engine is cooled according to the heat dissipation strategy corresponding to the target intake air temperature range.

[0082] If the coolant temperature intervention condition is not met, the engine will be cooled directly according to the cooling strategy corresponding to the target intake air temperature range, that is, cooling control is based solely on the intake air temperature.

[0083] Step S104b-1: If the coolant temperature intervention condition is met, determine the current coolant temperature range from the multiple preset coolant temperature ranges to obtain the target coolant temperature range.

[0084] Among them, there are multiple coolant temperature ranges, each with its own heat dissipation strategy, and the heat dissipation strategy varies for different coolant temperature ranges.

[0085] It should be noted that a higher coolant temperature range corresponds to a stronger heat dissipation strategy, while a lower coolant temperature range corresponds to a weaker or no heat dissipation strategy.

[0086] Step S104b-2: Determine the target cooling strategy based on the cooling strategies corresponding to the target intake air temperature range and the target coolant temperature range, and cool the engine according to the target cooling strategy.

[0087] The heat dissipation strategy corresponding to the target intake air temperature range and the heat dissipation strategy corresponding to the target coolant temperature range may be the same or different. The purpose of this step is to merge the two into a unique target heat dissipation strategy through a preset arbitration rule, and then dissipate heat from the engine according to the target heat dissipation strategy.

[0088] The engine cooling management method provided in this invention can acquire the current intake air temperature and current coolant temperature of the engine, and determine the cooling strategy based primarily on the intake air temperature. Since the response speed of intake air temperature change is significantly faster than that of coolant temperature, cooling measures can be activated in a timely manner according to the increase in intake air temperature when the engine heat load increases rapidly. This effectively overcomes the problem of delayed cooling response caused by the thermal inertia of coolant temperature in the prior art, and reduces the risk of mechanical damage such as piston burning and cylinder head gasket failure. At the same time, the engine cooling management method provided in this invention sets a coolant temperature intervention condition, and further introduces coolant temperature for auxiliary judgment when the condition is met, realizing dual-variable coupled control of intake air temperature and coolant temperature. This enables a more comprehensive assessment of the engine's thermal state and avoids insufficient cooling caused by judgment of a single parameter. In addition, the engine cooling management method provided in this invention presets multiple intake air temperature ranges and multiple coolant temperature ranges, and configures a corresponding cooling strategy for each range, realizing multi-level cooling adjustment, which can reduce energy consumption while meeting cooling requirements.

[0089] In some embodiments of the present invention, a plurality of preset intake temperature ranges and heat dissipation strategies corresponding to the plurality of intake temperature ranges are described, and the implementation process of "step S102: determine the range to which the current intake temperature belongs from the plurality of preset intake temperature ranges to obtain the target intake temperature range" is described.

[0090] In one possible implementation, the preset multiple intake temperature ranges may include a first intake temperature range, a second intake temperature range, a third intake temperature range, a fourth intake temperature range, and a fifth intake temperature range.

[0091] The first intake temperature range is [t] 11 ℃, +∞), the second intake temperature range is [t 12 ℃, t 11 ℃), the third intake temperature range is [t 13 ℃, t 12 ℃), the fourth intake temperature range is [t14 ℃ , t 13 ℃), the fifth intake temperature range is (-∞, t 14 ℃), t 11 > t 12 > t 13 > t 14 The heat dissipation strategies for each intake air temperature range are as follows:

[0092] First intake air temperature range [t] 11 The corresponding heat dissipation strategy for ℃, +∞) is to trigger the engine torque limiting protection and control all N heat dissipation units (such as electric fans) to turn on.

[0093] Second intake air temperature range [t] 12 ℃, t 11 The corresponding heat dissipation strategy for (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open.

[0094] Third intake temperature range [t] 13 ℃, t 12 The corresponding heat dissipation strategy for (℃) is: do not trigger engine torque limiting protection, and control M heat dissipation units to open.

[0095] Fourth intake temperature range [t] 14 ℃, t 13 The corresponding heat dissipation strategy for (℃) is: do not trigger engine torque limiting protection, and control K heat dissipation units to open.

[0096] Fifth intake temperature range (-∞, t) 14 The corresponding heat dissipation strategy for (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to shut down.

[0097] Among them, t 11 t 12 t 13 t 14 The preset temperature threshold satisfies t 11 > t 12 > t 13 > t 14 N represents the total number of heat dissipation units in the heat dissipation device, where K, M, and N are all integers, and 0 < N < M < N. <K<M<N。

[0098] It should be noted that engine torque limiting protection refers to limiting the engine's output power to a preset proportion of its normal output power to reduce the engine's thermal load and prevent mechanical damage caused by overheating or knocking. In one possible implementation, the preset proportion can be 60%, that is, limiting the engine's output power to 60% of its normal output power. When engine torque limiting protection is triggered, the engine control unit actively reduces the engine's torque output by reducing fuel injection, limiting intake air volume, or retarding ignition timing, thereby reducing the heat generated by combustion and helping the engine quickly escape dangerous operating conditions. It is understood that the specific value of the above-mentioned preset proportion can be adjusted according to the actual characteristics and calibration results of the engine, for example, 50% or 70%, and this invention does not limit this.

[0099] In this embodiment, each heat dissipation unit of the heat dissipation device can be an electric fan. Each electric fan is connected to a control device (such as an engine control unit ECU) through an independent relay. The control device can control the on / off state of each relay individually to achieve full-speed / stop control of the electric fan. By controlling different numbers of electric fans to turn on, multi-level discrete heat dissipation adjustment can be achieved.

[0100] For example, the heat dissipation device includes four electronic fans, with a preset temperature threshold t 11 t 12 t 13 t 14 The value of t is . 11 =73,t 12 =63,t 13 =43, t 14 =30, then the preset multiple intake temperature ranges and the corresponding heat dissipation strategies for each intake temperature range are as follows:

[0101] The first intake air temperature range can be [73℃, +∞). The corresponding heat dissipation strategy for the first intake air temperature range can be: trigger the engine torque limiting protection and control all four electric fans to turn on (fan load: 100%).

[0102] The second intake temperature range can be [63℃, 73℃). The corresponding heat dissipation strategy for the second intake temperature range can be: not trigger the engine torque limiting protection, and control all four electric fans to be turned on (fan load: 100%).

[0103] The third intake temperature range can be [43℃, 63℃). The corresponding heat dissipation strategy for the third intake temperature range can be: not trigger the engine torque limiting protection and control the three electric fans to turn on (fan load: 75%).

[0104] The fourth intake temperature range can be [30℃, 43℃). The corresponding heat dissipation strategy for the fourth intake temperature range can be: not trigger the engine torque limiting protection and control one electric fan to turn on (fan load: 25%).

[0105] The fifth intake temperature range can be (-∞, 30℃). The corresponding heat dissipation strategy for the fifth intake temperature range can be: not trigger the engine torque limiting protection and control all four electric fans to shut down (fan load: 0%).

[0106] The above configuration results in a uniform heat dissipation load distribution and a simple and clear control strategy. Each electronic fan operates only at full speed or at a standstill, avoiding the inefficient intermediate speed range of PWM speed control. This effectively reduces parasitic power loss (approximately 2%-3% reduction in fuel economy) and reduces relay contact wear, extending service life (approximately 30% longer than PWM control mode).

[0107] After obtaining the current intake air temperature, this invention can determine the range to which the current intake air temperature belongs from a set of preset intake air temperature ranges to obtain the target intake air temperature range. Specifically, if the current intake air temperature is greater than or equal to t 11 If the current intake air temperature is greater than or equal to ℃, then the intake air temperature range to which the current intake air temperature belongs is determined as the first intake air temperature range, that is, the target intake air temperature range is the first intake air temperature range (severe knock risk zone). If the current intake air temperature is greater than or equal to t 12 ℃ and less than t 11 If the current intake air temperature is greater than or equal to ℃, then the intake air temperature range to which the current intake air temperature belongs is determined as the second intake air temperature range, that is, the target intake air temperature range is the second intake air temperature range (high-risk area). If the current intake air temperature is greater than or equal to t 13 ℃ and less than t 12 If the current intake temperature is greater than or equal to t℃, then the intake temperature range to which the current intake temperature belongs is determined as the third intake temperature range, that is, the target intake temperature range is the third intake temperature range (medium risk zone). 14 ℃ and less than t 13 If the current intake temperature is less than ℃, then the intake temperature range to which it belongs is determined as the fourth intake temperature range, that is, the target intake temperature range is the fourth intake temperature range (low-risk zone). If the current intake temperature is less than t 14 If the current intake temperature is set to ℃, then the intake temperature range to which the current intake temperature belongs is determined to be the fifth intake temperature range, that is, the target intake temperature range is the fifth intake temperature range (low temperature range).

[0108] Since each of the preset multiple intake temperature ranges corresponds to a heat dissipation strategy, once the range to which the current intake temperature belongs, i.e. the target intake temperature range, is determined from the preset multiple intake temperature ranges, the heat dissipation strategy corresponding to the target intake temperature range can be obtained.

[0109] It should be noted that this invention is not limited to five preset intake air temperature ranges. For example, four or six intake air temperature ranges can also be preset. Setting more ranges allows for more precise heat dissipation control, which is suitable for scenarios with high control accuracy requirements. Setting fewer ranges simplifies the control logic and reduces calibration complexity, which is suitable for cost-sensitive scenarios or scenarios with high response speed requirements. The values ​​of the range boundaries can also be adjusted according to the actual characteristics of the engine. Those skilled in the art can flexibly configure them according to specific application needs, and this invention does not limit this.

[0110] Below are examples of four preset intake temperature ranges.

[0111] The four intake air temperature ranges can include: a first intake air temperature range, a second intake air temperature range, a third intake air temperature range, and a fourth intake air temperature range. The first intake air temperature range is [t...]. 11 ℃, +∞), the second intake temperature range is [t 12 ℃, t 11 ℃), the third intake temperature range is [t 13 ℃, t 12 ℃), the fourth intake temperature range is (-∞, t 13 ℃), and t 11 > t 12 > t 13 The heat dissipation strategies corresponding to the four intake temperature ranges are as follows:

[0112] First intake air temperature range [t] 11 The corresponding heat dissipation strategy for ℃, +∞) is to trigger the engine torque limiting protection and control all heat dissipation units to open.

[0113] Second intake air temperature range [t] 12 ℃, t 11 The corresponding cooling strategy for (℃) is: do not trigger engine torque limiting protection, and control all cooling units to open.

[0114] Third intake temperature range [t] 13 ℃, t 12 The corresponding cooling strategy for (℃) is: do not trigger engine torque limiting protection, and control some cooling units to open.

[0115] Fourth intake temperature range (-∞, t) 13 The corresponding cooling strategy for (℃) is: do not trigger engine torque limiting protection and control all cooling units to shut down.

[0116] As an example, t 11 =73,t 12 =63,t 13=43. When there are 4 heat dissipation units, the third intake temperature zone can control 2 heat dissipation units to be turned on. Compared with five intake temperature zones, the division of four intake temperature zones merges the original fourth and fifth intake temperature zones into one zone, simplifying the control logic while meeting basic heat dissipation requirements.

[0117] Below is an example of six preset intake temperature ranges.

[0118] The six intake temperature ranges can include: the first intake temperature range, the second intake temperature range, the third intake temperature range, the fourth intake temperature range, the fifth intake temperature range, and the sixth intake temperature range.

[0119] The first intake temperature range is [t] 11 ℃ , +∞), the second intake temperature range is [t 12 ℃, t 11 ℃), the third intake temperature range is [t 13 ℃, t 12 ℃), the fourth intake temperature range is [t 14 ℃, t 13 ℃), the fifth intake temperature range is [t 15 ℃, t 14 ℃), the sixth intake temperature range is (-∞, t 15 ℃), and t 11 > t 12 > t 13 > t 14 >t 15 .

[0120] The heat dissipation strategies corresponding to the six intake air temperature ranges are as follows:

[0121] First intake air temperature range [t] 11 The corresponding heat dissipation strategy for ℃, +∞) is: trigger the engine torque limiting protection and control all heat dissipation units to open (for example, if there are 4 heat dissipation units, control all 4 heat dissipation units to open).

[0122] Second intake air temperature range [t] 12 ℃, t 11 The corresponding heat dissipation strategy for ℃ is: do not trigger the engine torque limit protection, and control all heat dissipation units to open (for example, if there are 4 heat dissipation units, control all 4 heat dissipation units to open).

[0123] Third intake temperature range [t] 13 ℃, t 12The corresponding heat dissipation strategy for ℃ is: do not trigger engine torque limiting protection, and control most of the heat dissipation units to open (for example, if there are 4 heat dissipation units, control 3 heat dissipation units to open).

[0124] Fourth intake temperature range [t] 14 ℃, t 13 The corresponding heat dissipation strategy for ℃ is: do not trigger engine torque limiting protection, and control half of the heat dissipation units to be turned on (for example, if there are 4 heat dissipation units, then control 2 heat dissipation units to be turned on).

[0125] Fifth intake temperature range [t] 15 ℃, t 14 The corresponding heat dissipation strategy for ℃ is: do not trigger engine torque limiting protection, and control a small number of heat dissipation units to open (for example, if there are 4 heat dissipation units, control 1 heat dissipation unit to open).

[0126] The sixth intake temperature range (-∞, t) 15 The corresponding heat dissipation strategy for ℃ is: do not trigger the torque limiting protection and control all heat dissipation units to shut down (for example, if there are 4 heat dissipation units, then control all 4 heat dissipation units to shut down).

[0127] As an example, t 11 =75, t 12 =65, t 13 =55, t 14 =45, t 15 =35. Compared to five intake air temperature ranges, six intake air temperature ranges increase the load level by 50%, achieving more refined heat dissipation level control and more accurately matching the engine's heat dissipation needs under different operating conditions.

[0128] It is understood that the specific values ​​of the number of intervals and boundary thresholds mentioned above are merely examples, and those skilled in the art can flexibly configure them according to the actual characteristics of the engine and the control precision requirements. This invention does not limit them in this regard.

[0129] In the above embodiments, step S103 mentions "determining whether the coolant temperature intervention condition is met". In some embodiments of the present invention, the "determining whether the coolant temperature intervention condition is met" is described.

[0130] In one possible implementation, the process of determining whether the coolant temperature intervention condition is met may include: determining whether the current intake air temperature is less than a preset coolant temperature intervention threshold; if the current intake air temperature is less than the preset coolant temperature intervention threshold, then the coolant temperature intervention condition is met; if the current intake air temperature is greater than or equal to the coolant temperature intervention threshold, then the coolant temperature intervention condition is not met.

[0131] In one possible implementation, the coolant temperature intervention threshold can be set as a boundary value of the intake air temperature range. For example, when the five intake air temperature ranges mentioned above are preset, the coolant temperature intervention threshold can be set as the lower limit value t of the second intake air temperature range. 12 ℃, that is, if the current intake air temperature is less than t 12 If the temperature reaches ℃, the coolant temperature intervention condition is met (coolant temperature intervention occurs when not all cooling units are activated). If the current intake air temperature is greater than or equal to t 12 If the temperature is below ℃, it is determined that the coolant temperature intervention condition is not met (if all heat dissipation units are triggered to open, the coolant temperature will not be intervened).

[0132] It should be noted that the current intake air temperature is less than t. 12 A temperature of ℃ indicates that the current intake air temperature is in the low to medium risk range. A cooling strategy based solely on intake air temperature may be insufficient to address potential heat buildup within the engine. Therefore, coolant temperature needs to be considered for further assessment. The current intake air temperature is greater than or equal to ℃. 12 A temperature of ℃ indicates that the intake air temperature is in a high-risk zone or a severe knock risk zone. The heat dissipation strategy determined based on the intake air temperature has already started relatively strong heat dissipation measures (such as opening all multiple heat dissipation units), and there is no need to introduce coolant temperature for auxiliary judgment.

[0133] In the above embodiments, step S104b-1 mentions "if the coolant temperature intervention condition is met, then the interval to which the current coolant temperature belongs is determined from a plurality of preset coolant temperature intervals to obtain the target coolant temperature interval". In some embodiments of the present invention, a plurality of coolant temperature intervals and their corresponding heat dissipation strategies are introduced, and the implementation process of "determining the interval to which the current coolant temperature belongs from a plurality of preset coolant temperature intervals to obtain the target coolant temperature interval" is also introduced.

[0134] In one possible implementation, the preset multiple coolant temperature ranges may include: a first coolant temperature range, a second coolant temperature range, a third coolant temperature range, a fourth coolant temperature range, and a fifth coolant temperature range.

[0135] The first coolant temperature range is [t] 21 ℃, +∞), the second coolant temperature range is [t 22 ℃, t 21 ℃), the third coolant temperature range is [t 23 ℃, t 22 ℃), the fourth coolant temperature range is [t 24 ℃, t 23 ℃), the fifth coolant temperature range is (-∞, t 24 ℃), t21 t 22 t 23 t 24 The preset temperature threshold satisfies t 21 > t 22 > t 23 >t 24 N is the total number of heat dissipation units in the heat dissipation device, and K, M, and N are all integers that satisfy 0. <K<M<N。

[0136] The heat dissipation strategies corresponding to each coolant temperature range are as follows:

[0137] First coolant temperature range [t] 21 The corresponding heat dissipation strategy for ℃, +∞) is to trigger the engine torque limiting protection and control all N heat dissipation units to open.

[0138] The second coolant temperature range is [t] 22 ℃, t 21 The corresponding heat dissipation strategy for (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open.

[0139] Third coolant temperature range [t] 23 ℃, t 22 The corresponding cooling strategy for (℃) is: do not trigger engine torque limiting protection, and control M cooling units to open.

[0140] Fourth coolant temperature range [t] 24 ℃, t 23 The corresponding heat dissipation strategy (℃) is: do not trigger engine torque limiting protection, and control K heat dissipation units to open.

[0141] Fifth coolant temperature range (-∞, t) 24 The corresponding heat dissipation strategy for (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to shut down.

[0142] For example, the heat dissipation device includes four electronic fans, with a preset temperature threshold t 21 t 22 t 23 t 24 The value of t is . 21 =110, t 22 =95, t 23 =80, t 24 =70, then the preset multiple coolant temperature ranges and the corresponding heat dissipation strategies for each of the multiple coolant temperature ranges are as follows:

[0143] The first coolant temperature range is [110℃, +∞). The corresponding heat dissipation strategy for the first coolant temperature range is to trigger the engine torque limiting protection and control all four electric fans to turn on (fan load: 100%).

[0144] The second coolant temperature range is [95℃, 110℃). The corresponding heat dissipation strategy for the second coolant temperature range is: do not trigger engine torque limiting protection, and control all four electric fans to be turned on (fan load: 100%).

[0145] The third coolant temperature range is [80℃, 95℃). The corresponding heat dissipation strategy for the third coolant temperature range is: do not trigger engine torque limiting protection, and control the three electric fans to turn on (fan load: 75%).

[0146] The fourth coolant temperature range is [70℃, 80℃). The corresponding heat dissipation strategy for the fourth coolant temperature range is: do not trigger engine torque limiting protection, and control one electric fan to turn on (fan load: 25%).

[0147] The fifth coolant temperature range is (-∞, 70℃). The corresponding heat dissipation strategy for the fifth coolant temperature range is: do not trigger engine torque limiting protection, and control all four electric fans to shut down (fan load: 0%).

[0148] Similar to the intake air temperature range, this embodiment does not limit the preset five coolant temperature ranges. For example, four coolant temperature ranges or six coolant temperature ranges can also be set. The number of coolant temperature ranges can be determined according to the actual control accuracy requirements, and this invention does not limit it.

[0149] When the coolant temperature intervention condition is met (e.g., the current intake air temperature is less than t), 12 When the temperature reaches ℃, the present invention intervenes in the coolant temperature logic. Specifically, it first determines the range to which the current coolant temperature belongs from a number of preset coolant temperature ranges, obtains the target coolant temperature range, and then obtains the heat dissipation strategy corresponding to the target coolant temperature range.

[0150] The process of determining the current coolant temperature range from multiple preset coolant temperature ranges to obtain the target coolant temperature range includes: if the current coolant temperature is greater than or equal to t 21 If the current coolant temperature is greater than or equal to ℃, then the coolant temperature range to which the current coolant temperature belongs is determined as the first coolant temperature range, that is, the target coolant temperature range is the first coolant temperature range (engine body overheating zone); if the current coolant temperature is greater than or equal to t 22 ℃ and less than t 21If the current coolant temperature is greater than or equal to ℃, then the coolant temperature range to which the current coolant temperature belongs is determined as the second coolant temperature range, that is, the target coolant temperature range is the second coolant temperature range (high heat accumulation zone); if the current coolant temperature is greater than or equal to t 23 ℃ and less than t 22 If the current coolant temperature is greater than or equal to ℃, then the coolant temperature range to which the current coolant temperature belongs is determined to be the third coolant temperature range, that is, the target coolant temperature range is the third coolant temperature range (medium heat accumulation zone); if the current coolant temperature is greater than or equal to t 24 ℃ and less than t 23 If the current coolant temperature is less than ℃, then the coolant temperature range to which it belongs is determined as the fourth coolant temperature range, i.e., the target coolant temperature range is the fourth coolant temperature range (low heat accumulation zone); if the current coolant temperature is less than t 24 If the current coolant temperature is set to ℃, then the coolant temperature range to which the current coolant temperature belongs is determined to be the fifth coolant temperature range, that is, the target coolant temperature range is the fifth coolant temperature range (cold engine zone).

[0151] With t 21 =110, t 22 =95, t 23 =80, t 24 For example, if the current coolant temperature is 115℃, it belongs to the first coolant temperature range; if the current coolant temperature is 100℃, it belongs to the second coolant temperature range; if the current coolant temperature is 85℃, it belongs to the third coolant temperature range; if the current coolant temperature is 75℃, it belongs to the fourth coolant temperature range; and if the current coolant temperature is 65℃, it belongs to the fifth coolant temperature range.

[0152] Since each of the preset coolant temperature ranges corresponds to a heat dissipation strategy, once the current coolant temperature range, i.e. the target coolant temperature range, is determined from the preset coolant temperature ranges, the heat dissipation strategy corresponding to the target coolant temperature range can be obtained.

[0153] It is understood that the specific values ​​of the above-mentioned interval boundary thresholds are merely examples, and those skilled in the art can flexibly configure them according to the actual characteristics of the engine and the calibration results. This invention does not limit them in this regard.

[0154] When the coolant temperature is involved, the target heat dissipation strategy can be determined based on the heat dissipation strategy corresponding to the target intake air temperature range and the heat dissipation strategy corresponding to the target coolant temperature range. This process is described in some embodiments of the present invention.

[0155] In one possible implementation, the process of determining the target heat dissipation strategy based on the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range may include:

[0156] Step a1: If at least one of the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range indicates that engine torque limiting protection is triggered, then it is determined that engine torque limiting protection is ultimately triggered. If the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range both indicate that engine torque limiting protection is not triggered, then it is determined that engine torque limiting protection is ultimately not triggered.

[0157] The engine torque limiting protection uses "OR" logic, meaning that the engine torque limiting protection will be triggered as long as either the intake air temperature logic or the coolant temperature logic determines that the engine torque limiting protection needs to be triggered.

[0158] Step a2: Determine the maximum number of cooling units to be activated from the number of cooling units activated as indicated by the cooling strategy corresponding to the target intake air temperature range and the number of cooling units activated as indicated by the cooling strategy corresponding to the target coolant temperature range, and use this as the final number of cooling units to be activated.

[0159] The final number of cooling units to be activated will be determined by taking the maximum value, whichever is higher between the number of cooling units activated according to the cooling strategy corresponding to the target intake air temperature range and the number of cooling units activated according to the cooling strategy corresponding to the target coolant temperature range.

[0160] Whether the heat dissipation demand stems from the risk of knocking due to excessively high intake air temperature or from the heat accumulation in the engine body reflected by excessively high coolant temperature, the one that is more beneficial to engine protection should be taken into account. Based on this point of view, this embodiment adopts the arbitration rule of "high load priority" (that is, torque limiting protection takes 'OR' logic, and heat dissipation intensity adopts the maximum value principle). This arbitration rule of "high load priority" can ensure that the most aggressive heat dissipation strategy and the most stringent protection measures can be taken under any circumstances.

[0161] Step a3: Determine whether the engine torque limiting protection is ultimately triggered, and the final number of cooling units activated, as the target cooling strategy.

[0162] For example, suppose the current intake air temperature T1 = 50℃ (belongs to the third intake air temperature range out of five preset intake air temperature ranges, and the corresponding heat dissipation strategy for the third intake air temperature range is: do not trigger torque limiting protection, and open M heat dissipation units), and the current coolant temperature T2 = 100℃ (belongs to the second coolant temperature range out of five preset coolant temperature ranges, and the corresponding heat dissipation strategy for the second coolant temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to be turned on). Regarding the number of heat dissipation units to be turned on, since the number of heat dissipation units N determined based on T2 is greater than the number of heat dissipation units M determined based on T1, the final number of heat dissipation units to be turned on is determined to be N. Regarding engine torque limiting protection, since both the heat dissipation strategy determined based on T1 and the heat dissipation strategy determined based on T2 indicate that engine torque limiting protection should not be triggered, the final torque limiting protection should not be triggered, that is, the target heat dissipation strategy is: do not trigger torque limiting protection, and control N heat dissipation units to be turned on.

[0163] In practical engineering applications, temperature signals may fluctuate. When the temperature fluctuates repeatedly near the boundary values ​​of the temperature range, without hysteresis design, it will lead to frequent switching of the heat dissipation strategy, i.e., "control oscillation." Control oscillation not only affects the stability of the heat dissipation effect but also causes frequent switching of relay contacts, accelerating contact oxidation and wear, and shortening service life. To solve this problem, this embodiment configures hysteresis values ​​at the boundary values ​​of multiple intake air temperature ranges and multiple coolant temperature ranges.

[0164] The purpose of hysteresis is to create a "switching dead zone" at the boundary of the temperature range, resulting in a temperature difference between the trigger point and the exit point of the heat dissipation strategy. This difference is the hysteresis value. In other words, the strategy trigger point when the temperature rises is higher than the strategy exit point when the temperature falls, and the difference between the two is the hysteresis value.

[0165] Taking the second intake temperature range out of the five intake temperature ranges mentioned above as an example, the lower threshold of the second intake temperature range is t. 12 For example, 63℃, with a hysteresis value of 2℃: when the intake air temperature rises, the heat dissipation strategy is triggered when it reaches 63℃. When the temperature drops, the heat dissipation strategy will not be exited until it drops to 63℃-2℃=61℃. Within the "switching dead zone" of 61℃ to 63℃, the heat dissipation strategy remains unchanged, thereby avoiding frequent switching of the heat dissipation strategy due to small temperature fluctuations.

[0166] In this embodiment, the preferred hysteresis value is 2°C. Of course, this embodiment is not limited to this. For example, the hysteresis value can also be 3°C, 4°C, etc. The specific value of the hysteresis value can be set according to the actual application requirements.

[0167] The aforementioned hysteresis design significantly improves system stability and robustness, and extends the lifespan of relays and electric fans.

[0168] The engine cooling management method provided by this invention has the following advantages:

[0169] First, it offers timely response and proactive prevention of knocking. This invention determines the heat dissipation strategy primarily based on intake air temperature. Since the response speed to changes in intake air temperature is significantly faster than that of coolant temperature, when the engine's thermal load increases rapidly, it can promptly activate heat dissipation measures based on the rise in intake air temperature. This effectively overcomes the problem of delayed heat dissipation response caused by the thermal inertia of coolant temperature in existing technologies, and reduces the risk of mechanical damage such as piston burning and cylinder head gasket failure.

[0170] Second, the dual-variable coupling provides more comprehensive control. This invention sets a coolant temperature intervention condition, and when the condition is met, further introduces coolant temperature for auxiliary judgment, realizing dual-variable coupled control of intake air temperature and coolant temperature. This enables a more comprehensive assessment of the engine's thermal state and avoids insufficient heat dissipation caused by judging a single parameter.

[0171] Third, multi-level adjustment for energy saving and consumption reduction. This invention achieves multi-level heat dissipation adjustment by preset multiple intake air temperature ranges and multiple coolant temperature ranges, each corresponding to a different heat dissipation strategy. Each electronic fan only operates at full speed or is stopped, avoiding the inefficient intermediate speed range of PWM speed regulation and effectively reducing parasitic power loss.

[0172] Fourth, it extends lifespan and reduces noise. This invention, through a discrete fan control method, reduces wear caused by frequent switching of relay contacts, extending lifespan, while also avoiding electromagnetic noise generated by the electric fan in its inefficient intermediate speed range.

[0173] Fifth, it offers high stability and avoids oscillations. This invention incorporates hysteresis values ​​at the temperature range boundaries, preventing frequent switching of heat dissipation strategies due to minor temperature fluctuations, thus improving control stability and robustness.

[0174] The above describes the engine cooling management method provided by the embodiments of the present invention. The following will describe the device corresponding to the above engine cooling management method.

[0175] Please see Figure 2 The diagram shows a structural schematic of an engine cooling management device provided in an embodiment of the present invention. The device may include: a temperature acquisition module 201, an intake air temperature range determination module 202, a coolant temperature intervention discrimination module 203, a first cooling management module 204, a coolant temperature range determination module 205, a target cooling strategy determination module 206, and a second cooling management module 207.

[0176] Temperature acquisition module 201 is used to acquire the current intake air temperature and current coolant temperature of the engine.

[0177] The intake temperature range determination module 202 is used to determine the range to which the current intake temperature belongs from a plurality of preset intake temperature ranges to obtain the target intake temperature range. Each of the plurality of intake temperature ranges corresponds to a heat dissipation strategy, and the heat dissipation strategies corresponding to different intake temperature ranges are different.

[0178] Coolant temperature intervention determination module 203 is used to determine whether the coolant temperature intervention conditions are met;

[0179] The first heat dissipation management module 204 is used to dissipate heat from the engine according to the heat dissipation strategy corresponding to the target intake air temperature range when the coolant temperature intervention conditions are not met.

[0180] The coolant temperature range determination module 205 is used to determine the range to which the current coolant temperature belongs from a plurality of preset coolant temperature ranges when the coolant temperature intervention conditions are met, so as to obtain the target coolant temperature range.

[0181] Among them, there are multiple coolant temperature ranges, each with its own heat dissipation strategy, and the heat dissipation strategy varies for different coolant temperature ranges.

[0182] The target heat dissipation strategy determination module 206 is used to determine the target heat dissipation strategy based on the heat dissipation strategies corresponding to the target intake air temperature range and the heat dissipation strategies corresponding to the target coolant temperature range.

[0183] The second thermal management module 207 is used to cool the engine according to the target thermal management strategy.

[0184] In one possible implementation, the coolant temperature intervention determination module 203, when determining whether the coolant temperature intervention conditions are met, is specifically used for:

[0185] Determine whether the current intake air temperature is lower than the preset coolant temperature threshold.

[0186] If the current intake air temperature is lower than the coolant temperature intervention threshold, then the coolant temperature intervention condition is met.

[0187] If the current intake air temperature is greater than or equal to the coolant temperature intervention threshold, it is determined that the coolant temperature intervention condition is not met.

[0188] In one possible implementation, the multiple intake temperature ranges include: a first intake temperature range, a second intake temperature range, a third intake temperature range, a fourth intake temperature range, and a fifth intake temperature range.

[0189] The first intake air temperature range is [t] 11The heat dissipation strategy for the first intake air temperature range (℃, +∞) is: trigger engine torque limiting protection and control all N heat dissipation units to open.

[0190] The second intake temperature range is [t] 12 ℃, t 11 The heat dissipation strategy for the second intake air temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open.

[0191] The third intake temperature range is [t] 13 ℃, t 12 The third intake air temperature range (℃) corresponds to the following heat dissipation strategy: do not trigger engine torque limiting protection, and control M heat dissipation units to open.

[0192] The fourth intake temperature range is [t] 14 ℃, t 13 The cooling strategy for the fourth intake temperature range (℃) is: do not trigger engine torque limiting protection, and control K cooling units to open.

[0193] The fifth intake temperature range is (-∞, t) 14 The cooling strategy for the fifth intake temperature range (℃) is: do not trigger engine torque limiting protection, and control all N cooling units to shut down.

[0194] Where K, M, and N are all integers, and 0 <K<M<N。

[0195] In one possible implementation, the coolant temperature intervention threshold is t. 12 ℃.

[0196] In one possible implementation, the multiple coolant temperature ranges include: a first coolant temperature range, a second coolant temperature range, a third coolant temperature range, a fourth coolant temperature range, and a fifth coolant temperature range;

[0197] The first coolant temperature range is [t] 21 The heat dissipation strategy for the first coolant temperature range (℃, +∞) is: trigger engine torque limiting protection and control all N heat dissipation units to open.

[0198] The second coolant temperature range is [t] 22 ℃, t 21 The heat dissipation strategy for the second coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open.

[0199] The third coolant temperature range is [t] 23 ℃, t 22The heat dissipation strategy for the third coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control M cooling units to open.

[0200] The fourth coolant temperature range is [t] 24 ℃, t 23 The heat dissipation strategy for the fourth coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control K cooling units to open.

[0201] The fifth coolant temperature range is (-∞, t) 24 The heat dissipation strategy for the fifth coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to shut down.

[0202] Where K, M, and N are all integers, and 0 <K<M<N。

[0203] In one possible implementation, the heat dissipation strategy is used to indicate whether engine torque limiting protection is triggered, and the number of heat dissipation units that are activated.

[0204] When determining the target heat dissipation strategy based on the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range, the target heat dissipation strategy determination module 206 is specifically used for:

[0205] If at least one of the cooling strategies corresponding to the target intake air temperature range and the target coolant temperature range indicates that engine torque limiting protection is triggered, then it is determined that engine torque limiting protection will be triggered in the end; if the cooling strategies corresponding to the target intake air temperature range and the target coolant temperature range both indicate that engine torque limiting protection will not be triggered, then it is determined that engine torque limiting protection will not be triggered in the end.

[0206] The maximum number of cooling units to be activated is determined from the number of cooling units activated by the cooling strategy corresponding to the target intake air temperature range and the number of cooling units activated by the cooling strategy corresponding to the target coolant temperature range, and is taken as the final number of cooling units to be activated.

[0207] The final determination of whether the engine torque limiting protection is triggered, and the final number of cooling units activated, are used to determine the target cooling strategy.

[0208] In one possible implementation, the boundary values ​​of multiple intake air temperature ranges and multiple coolant temperature ranges are configured with hysteresis values.

[0209] Hysteresis is used to prevent repeated switching of the heat dissipation strategy when the intake air temperature fluctuates near the boundary value of the intake air temperature range, or when the coolant temperature fluctuates near the boundary value of the coolant temperature range.

[0210] In one possible implementation, N is 4, M is 3, and K is 1.

[0211] The engine cooling management device provided in this embodiment of the invention can acquire the current intake air temperature and the current coolant temperature of the engine, and can determine the cooling strategy based on the intake air temperature. Since the response speed of the intake air temperature change is significantly faster than that of the coolant temperature, when the engine heat load increases rapidly, the cooling measures can be activated in a timely manner according to the increase in intake air temperature. This effectively overcomes the problem of delayed cooling response caused by the thermal inertia of coolant temperature in the prior art, and reduces the risk of mechanical damage such as piston burning and cylinder head gasket failure. At the same time, the engine cooling management device provided in this embodiment of the invention sets a coolant temperature intervention condition, and further introduces the coolant temperature for auxiliary judgment when the condition is met, realizing dual-variable coupled control of intake air temperature and coolant temperature. This enables a more comprehensive assessment of the engine's thermal state and avoids the problem of insufficient cooling caused by single parameter judgment. In addition, the engine cooling management device provided in this invention achieves multi-level cooling regulation by preset multiple intake air temperature ranges and multiple coolant temperature ranges, and configuring a corresponding cooling strategy for each range.

[0212] This invention also provides an engine cooling management system, such as... Figure 3 As shown, the engine cooling management system may include: a temperature acquisition device 301, and a control device 302 connected to the temperature acquisition device 301, and may also include a cooling device 303 connected to the control device 302.

[0213] Temperature acquisition device 301 is used to acquire the current intake air temperature and current coolant temperature of the engine.

[0214] In one possible implementation, the temperature acquisition device 301 may include an intake air temperature sensor located at the rear end of the intercooler (i.e., at the intake manifold) and a coolant temperature sensor located at the radiator inlet. The intake air temperature sensor acquires the engine's intake air temperature in real time, and the coolant temperature sensor acquires the engine's coolant temperature in real time.

[0215] The control device 302 is configured to perform the engine cooling management method provided in the above embodiments.

[0216] The control device 302 can be an engine control unit (ECU) or a dedicated thermal management controller.

[0217] The heat dissipation device 303 includes multiple heat dissipation units (such as electric fans) for use under the control of the control device 302 to dissipate heat.

[0218] This invention also provides a control device, which may include at least one processor and a memory connected to the processor.

[0219] The memory is used to store computer programs, and the processor is used to execute the computer programs so that the control device can implement the steps of the engine cooling management method provided in the above embodiments.

[0220] This invention also provides a computer storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the steps of the engine cooling management method provided in the above embodiments.

[0221] This invention also provides a computer program product, including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement the steps of the engine cooling management method provided in the above embodiments.

[0222] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the accompanying drawings of the device embodiments provided by this invention, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0223] Through the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented by means of software plus necessary general-purpose hardware, and of course, it can also be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for the present invention, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0224] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0225] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. An engine cooling management method, characterized in that, include: Obtain the engine's current intake air temperature and current coolant temperature; The target intake temperature range is obtained by determining the range to which the current intake temperature belongs from a plurality of preset intake temperature ranges. Each of the plurality of intake temperature ranges corresponds to a heat dissipation strategy, and the heat dissipation strategies corresponding to different intake temperature ranges are different. Determine whether the coolant temperature intervention conditions are met; If the coolant temperature intervention condition is not met, the engine will be cooled according to the heat dissipation strategy corresponding to the target intake air temperature range. If the coolant temperature intervention condition is met, the range to which the current coolant temperature belongs is determined from a plurality of preset coolant temperature ranges to obtain the target coolant temperature range. The plurality of coolant temperature ranges correspond to different heat dissipation strategies, and the heat dissipation strategies corresponding to different coolant temperature ranges are different. Based on the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range, a target heat dissipation strategy is determined, and the engine is cooled according to the target heat dissipation strategy.

2. The engine cooling management method according to claim 1, characterized in that, The determination of whether the coolant temperature intervention condition is met includes: Determine whether the current intake air temperature is lower than the preset coolant temperature threshold. If the current intake air temperature is less than the coolant temperature intervention threshold, then the coolant temperature intervention condition is determined to be met. If the current intake air temperature is greater than or equal to the coolant temperature intervention threshold, it is determined that the coolant temperature intervention condition is not met.

3. The engine cooling management method according to claim 2, characterized in that, The plurality of intake temperature ranges include: a first intake temperature range, a second intake temperature range, a third intake temperature range, a fourth intake temperature range, and a fifth intake temperature range; The first intake temperature range is [t 11 (℃, +∞), the heat dissipation strategy corresponding to the first intake air temperature range is: trigger engine torque limiting protection and control all N heat dissipation units to open. The second intake temperature range is [t] 12 ℃, t 11 ℃), the heat dissipation strategy corresponding to the second intake air temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open; The third intake temperature range is [t] 13 ℃, t 12 The heat dissipation strategy corresponding to the third intake temperature range is: do not trigger engine torque limiting protection, and control M heat dissipation units to open. The fourth intake temperature range is [t] 14 ℃, t 13 ℃), the heat dissipation strategy corresponding to the fourth intake temperature range is: do not trigger engine torque limiting protection, and control K heat dissipation units to open; The fifth intake temperature range is (-∞, t) 14 The heat dissipation strategy corresponding to the fifth intake temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to shut down. Where K, M, and N are all integers, and 0 <K<M<N; The coolant temperature intervention threshold is t. 12 ℃.

4. The engine cooling management method according to claim 1, characterized in that, The plurality of coolant temperature ranges include: a first coolant temperature range, a second coolant temperature range, a third coolant temperature range, a fourth coolant temperature range, and a fifth coolant temperature range; The first coolant temperature range is [t] 21 (℃, +∞), the heat dissipation strategy corresponding to the first coolant temperature range is: trigger engine torque limiting protection and control all N heat dissipation units to open; The second coolant temperature range is [t] 22 ℃, t 21 The heat dissipation strategy corresponding to the second coolant temperature range is: do not trigger engine torque limiting protection, and control all N heat dissipation units to open. The third coolant temperature range is [t] 23 ℃, t 22 The heat dissipation strategy corresponding to the third coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control M heat dissipation units to open; The fourth coolant temperature range is [t] 24 ℃, t 23 The heat dissipation strategy corresponding to the fourth coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control K heat dissipation units to open; The fifth coolant temperature range is (-∞, t) 24 The heat dissipation strategy corresponding to the fifth coolant temperature range (℃) is: do not trigger engine torque limiting protection, and control all N heat dissipation units to shut down. Where K, M, and N are all integers, and 0 <K<M<N。 5. The engine cooling management method according to claim 1, characterized in that, The cooling strategy is used to indicate whether engine torque limiting protection is triggered, and the number of cooling units that are activated; The step of determining the target heat dissipation strategy based on the heat dissipation strategy corresponding to the target intake air temperature range and the heat dissipation strategy corresponding to the target coolant temperature range includes: If at least one of the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range indicates that engine torque limiting protection is triggered, then it is determined that engine torque limiting protection is ultimately triggered; if the heat dissipation strategies corresponding to the target intake air temperature range and the target coolant temperature range both indicate that engine torque limiting protection is not triggered, then it is determined that engine torque limiting protection is ultimately not triggered. The maximum number of heat dissipation units to be activated is determined from the number of heat dissipation units to be activated indicated by the heat dissipation strategy corresponding to the target intake air temperature range and the number of heat dissipation units to be activated indicated by the heat dissipation strategy corresponding to the target coolant temperature range, and is taken as the final number of heat dissipation units to be activated. The determination of whether the engine torque limiting protection is ultimately triggered, and the final number of cooling units activated, are used to determine the target cooling strategy.

6. The engine cooling management method according to claim 1, characterized in that, The boundary values ​​of the plurality of intake air temperature ranges and the plurality of coolant temperature ranges are configured with hysteresis values. The hysteresis value is used to avoid repeated switching of the heat dissipation strategy when the intake air temperature fluctuates near the boundary value of the intake air temperature range or when the coolant temperature fluctuates near the boundary value of the coolant temperature range.

7. The engine cooling management method according to claim 3 or 4, characterized in that, N is 4, M is 3, and K is 1.

8. An engine cooling management device, characterized in that, include: Temperature acquisition module, intake air temperature range determination module, coolant temperature intervention judgment module, first heat dissipation management module, coolant temperature range determination module, target heat dissipation strategy determination module, and second heat dissipation management module; The temperature acquisition module is used to acquire the current intake air temperature and the current coolant temperature of the engine. The intake temperature range determination module is used to determine the range to which the current intake temperature belongs from a plurality of preset intake temperature ranges to obtain the target intake temperature range. The plurality of intake temperature ranges correspond to different heat dissipation strategies, and the heat dissipation strategies corresponding to different intake temperature ranges are different. The coolant temperature intervention discrimination module is used to determine whether the coolant temperature intervention conditions are met. The first heat dissipation management module is used to dissipate heat from the engine according to the heat dissipation strategy corresponding to the target intake air temperature range when the coolant temperature intervention condition is not met. The coolant temperature range determination module is used to determine the range to which the current coolant temperature belongs from a plurality of preset coolant temperature ranges when the coolant temperature intervention conditions are met, and to obtain the target coolant temperature range. The plurality of coolant temperature ranges correspond to different heat dissipation strategies. The target heat dissipation strategy determination module is used to determine the target heat dissipation strategy based on the heat dissipation strategy corresponding to the target intake air temperature range and the heat dissipation strategy corresponding to the target coolant temperature range. The second heat dissipation management module is used to dissipate heat from the engine according to the target heat dissipation strategy.

9. An engine cooling management system, characterized in that, include: Temperature acquisition equipment is used to collect the engine's current intake air temperature and current coolant temperature; A control device, connected to the temperature acquisition device, is configured to perform the engine cooling management method as described in any one of claims 1 to 7.

10. A control device, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the control device can implement the steps of the engine cooling management method as described in any one of claims 1 to 7.

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