Multi-mode thermal management control system and method for thermal scenario recognition

Abstract

The application provides a multi-mode thermal management control system and method for heat scenario recognition, and relates to the field of engine thermal management control technology.The method of the application comprises the following steps: S1, collecting data and performing a pretreatment operation; S2, checking the starting conditions of predictive thermal management; only when all the starting conditions are met, an enabling instruction is sent; S3, a heat dissipation demand coefficient calculation model is constructed based on real-time data and historical data; S4, the thermal management mode is determined according to the heat dissipation demand coefficient and the water temperature of the engine cylinder head outlet, the control strategy is determined, and the corresponding control instruction is issued; S5, the corresponding operation is executed by driving the actuator; S6, when any of the specific exit conditions is met, a thermal management mode switching instruction is issued; S7, the thermal management mode is switched back to the closed-loop control mode from the active predictive mode.The beneficial effects are as follows: the heat dissipation demand is accurately quantified; a complete control system is formed; while the safety and economic benefits are taken into account, the flexibility of the scheme is ensured.

Description

Technical Field

[0001] This invention relates to the field of engine thermal management control technology, and more specifically to a multi-mode thermal management control system and method for thermal scenario identification. Background Technology

[0002] Traditional engine thermal management systems typically employ feedback control strategies based on real-time coolant temperature signals. By monitoring the engine outlet coolant temperature or cylinder block temperature, they apply PID or threshold control to actuators such as the electronic thermostat, electronic water pump, and cooling fan. While this method can achieve basic temperature regulation, it is essentially a "post-event regulation" approach and struggles to cope with sudden changes in heat load under drastic operating conditions, exhibiting significant limitations, especially in complex operating scenarios.

[0003] Specifically, in scenarios with high heat dissipation demands, such as high-temperature environments, continuous uphill driving, high-speed driving, or congested road conditions, existing control strategies have the following prominent problems: First, when the driver releases the accelerator, causing a sudden drop in engine load, the short-term decrease in coolant temperature will cause the electronic thermostat to tend to close. If the engine subsequently enters a high-load state again, the thermostat, due to mechanical inertia and control delay, cannot quickly open the large-cycle (to ensure the lifespan of the electronic thermostat, its closing and opening rate is limited), easily causing a short-term insufficient cooling capacity, leading to a sharp rise in coolant temperature. To suppress excessive coolant temperature, the system is often forced to start the high-speed operation mode of the cooling fan, generating significant additional power consumption, which does not meet energy conservation and emission reduction requirements. Second, the electronic thermostat operates too many times in the frequent "open-close" cycle, which not only reduces its lifespan but may also lead to an increased failure rate. In addition, traditional strategies lack the ability to anticipate vehicle operating scenarios and cannot implement differentiated control based on diverse information such as ambient temperature, road conditions, and driving behavior, thus limiting the overall effectiveness of the thermal management system.

[0004] With the development of intelligent connected vehicle technology and sensor integration, vehicles now possess the ability to acquire multi-source information in real time. This provides the technical conditions for thermal management systems to shift from "passive response" to "predictive control." Therefore, it is necessary to design a thermal management method that can identify and proactively regulate based on operating scenarios, thereby optimizing engine thermal state, reducing system energy consumption, and improving the reliability of key components. Summary of the Invention

[0005] The main objective of this invention is to provide a multi-mode thermal management control system and method for thermal scenario identification, thereby solving the problems mentioned in the background art.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a multi-mode thermal management control system for thermal scene recognition, used for engine thermal management, the system comprising: The data acquisition module is used to collect data and perform preprocessing operations; the data includes: multi-dimensional vehicle operating parameters and environmental parameters; The enable judgment module, connected to the data acquisition module, is used to verify the start conditions of predictive thermal management. It sends an enable command only when all start conditions are met. The data storage module, connected to the data acquisition module, is used to receive preprocessed data and store it as historical data. The heat scene identification module is connected to the data acquisition module, the enable judgment module and the data storage module. It is used to build a heat dissipation demand coefficient calculation model based on the real-time data sent by the data acquisition module and the historical data stored in the data storage module after receiving the enable command. The multi-mode management and decision-making module, connected to the data acquisition module and the thermal scene recognition module, is used to determine the thermal management mode based on the heat dissipation demand coefficient and engine water temperature, determine the corresponding actuator control strategy based on the thermal management mode, and issue corresponding control commands. The actuator control module, connected to the multi-mode management and decision module, is used to drive the actuator to perform corresponding operations according to control commands, and to send an alarm prompt and an engine torque limiting request to the engine controller when the water temperature at the engine cylinder head outlet reaches the preset alarm temperature threshold. The mode exit module, connected to the data acquisition module and the multi-mode management and decision module, is used to send a hot management mode switching command to the multi-mode management and decision module when any of the specific exit conditions are met.

[0007] Furthermore, the data acquisition module includes: a hardware acquisition unit and a data preprocessing unit; The hardware acquisition unit includes: an ambient temperature sensor, an engine operating parameter sensor, a cooling system actuator sensor, a vehicle speed sensor, a water temperature sensor, and a navigation information receiving subunit; The data preprocessing unit performs filtering, noise reduction, and normalization on the collected data.

[0008] Furthermore, the activation conditions include: basic vehicle status conditions, thermal management intervention temperature conditions, and actuator availability conditions; The basic vehicle status condition is: the real-time vehicle speed is not lower than the calibrated vehicle speed threshold. The thermal management intervention temperature conditions are: the engine coolant temperature is not less than the engine preheating completion threshold, and the ambient temperature is not less than the start-up ambient temperature threshold for heat dissipation requirements. The actuators include: electronic thermostat, electronic water pump, and cooling fan; The actuator availability condition is that the electric water pump and cooling fan are not occupied by higher priority strategies.

[0009] Furthermore, the input to the heat dissipation demand coefficient calculation model is the normalized influencing factors, which include: ambient temperature factor, electric water pump load factor, fan load factor, engine torque factor, and vehicle speed factor. The output of the heat dissipation demand coefficient calculation model is the heat dissipation demand coefficient; the heat dissipation demand coefficient is obtained by weighted summation of influencing factors.

[0010] Furthermore, the multi-mode management and decision-making module includes: a multi-mode management unit, a decision-making unit, and a control unit; A multi-mode management unit is used to determine the thermal management mode based on the heat dissipation demand coefficient. Thermal management modes can be classified in order of increasing heat dissipation demand coefficient as closed-loop control mode, weak heat dissipation mode, strong heat dissipation mode, high-efficiency heat dissipation mode, and maximum heat dissipation mode. Closed-loop control mode is the basic thermal management mode, while weak heat dissipation mode, strong heat dissipation mode, and high-efficiency heat dissipation mode are collectively referred to as proactive predictive mode. When the coolant temperature at the engine cylinder head outlet exceeds the preset safe coolant temperature threshold, it will be forced to enter the maximum cooling mode. The decision-making unit is used to determine the corresponding actuator control strategy based on the thermal management mode. The control unit is used to issue control commands corresponding to the processing strategy.

[0011] Furthermore, the control strategy is specifically as follows: The control strategy corresponding to the closed-loop control mode is as follows: the electronic thermostat, electronic water pump, and cooling fan are adjusted by PID closed-loop control according to the target water temperature. The control strategy corresponding to the weak heat dissipation mode is as follows: For the electronic thermostat, its target water temperature is changed to a lower water temperature, and the electronic thermostat performs PID closed-loop control according to the new target water temperature; for the electronic water pump and cooling fan, PID closed-loop adjustment is still performed according to the original target water temperature. The control strategy corresponding to the strong heat dissipation mode is as follows: For the electronic thermostat and electronic water pump, the target water temperature is changed to a lower water temperature, and the electronic thermostat and electronic water pump are controlled by PID closed loop according to the new target water temperature; for the cooling fan, PID closed loop adjustment is still performed according to the original target water temperature. The control strategy corresponding to the high-efficiency heat dissipation mode is as follows: for the electronic thermostat, electronic water pump and cooling fan, change their target water temperature to a lower water temperature, and the electronic thermostat, electronic water pump and cooling fan perform PID closed-loop control according to the new target water temperature. The control strategy corresponding to the maximum heat dissipation mode is as follows: the electronic thermostat is set to fully open; the electronic water pump is fully engaged; and the cooling fan is fully engaged and running at full speed.

[0012] Furthermore, the actuator control module includes: an actuator drive unit, a water temperature monitoring unit, and an alarm and torque limiting command unit; An actuator drive unit is used to drive the actuator to perform corresponding operations according to the received control commands. The water temperature monitoring unit is used to receive the water temperature information from the engine cylinder head outlet sent by the engine controller and to determine in real time whether the preset alarm temperature threshold has been reached. The alarm and torque limiting command unit sends an alarm prompt and an engine torque limiting request to the engine controller when the water temperature monitoring unit determines that the water temperature at the engine cylinder head outlet exceeds the alarm threshold. The engine controller then issues an audible and visual alarm and a torque limiting command.

[0013] Furthermore, the content of the thermal management mode switching instruction is as follows: the multi-mode management and decision-making module switches the thermal management mode from the proactive predictive mode back to the closed-loop control mode.

[0014] Furthermore, specific exit conditions are related to the magnitude of temperature decrease, the rate of temperature decrease, and the integral of the magnitude of temperature decrease with the duration. Set the amplitude exit threshold, rate exit threshold, and integration exit threshold; The specific exit conditions include the following three items: The temperature decrease exceeds the threshold value. The rate of temperature decrease exceeds the rate exit threshold; The integral of the temperature decrease magnitude and duration is greater than the exit threshold for integration; The values ​​of amplitude exit threshold, rate exit threshold, and exit integral threshold are related to ambient temperature and engine power. Specifically, the higher the ambient temperature, the larger the amplitude exit threshold, rate exit threshold, and exit integral threshold; the higher the engine power, the larger the amplitude exit threshold, rate exit threshold, and exit integral threshold.

[0015] This invention also provides a multi-mode thermal management control method for thermal scenario identification, implemented based on the above system, including the following steps: S1. The data acquisition module collects multi-dimensional operating parameters and environmental parameters of the vehicle in real time and performs preprocessing operations. S2. Enable the judgment module to verify the start conditions of predictive thermal management; send the enable command only when all start conditions are met. S3, after receiving the enable command, the heat scene recognition module builds a heat dissipation demand coefficient calculation model based on real-time data and historical data; S4, the multi-mode management and decision-making module determines the thermal management mode based on the heat dissipation demand coefficient and the engine cylinder head outlet water temperature, determines the corresponding actuator control strategy based on the thermal management mode, and issues the corresponding control commands. S5. The actuator control module drives the actuator to perform corresponding operations based on the control commands issued by the multi-mode management and decision-making module. When the coolant temperature at the engine cylinder head outlet reaches the preset alarm temperature threshold, the actuator control module sends an alarm prompt and an engine torque limiting request to the engine controller. S6. When any of the specific exit conditions are met, the mode exit module sends a hot management mode switching instruction to the multi-mode management and decision module. After receiving the thermal management mode switching command, the S7 multi-mode management and decision-making module will switch the thermal management mode back from the proactive predictive mode to the closed-loop control mode.

[0016] Beneficial effects: (1) By weighted summation of influencing factors, a predictive heat dissipation demand coefficient can be obtained, which can accurately quantify the current and future heat dissipation demand of the engine; (2) Thermal management mode is a combination of proactive and reactive modes, which can form a seamless and complete control system; (3) The switching back of thermal management does not depend on the cooling time, nor does it depend solely on the cooling amplitude. Instead, it comprehensively considers the cooling amplitude and cooling rate, and provides three specific exit conditions. While taking into account both safety and economic benefits, it ensures the flexibility of the scheme. (4) The integral value of the temperature drop amplitude and duration is introduced into the specific exit conditions. This value is judged by the actual degree of water temperature drop as a characterization parameter, which has stronger rationality and adaptability. (5) The threshold in the specific exit conditions varies with ambient temperature and engine power, which further expands the scope of application of the technical solution. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments: Figure 1 This is a connection block diagram of the system of the present invention; Figure 2 This is a flowchart of the steps of the method of the present invention. Detailed Implementation

[0018] Example 1 like Figure 1 As shown in the figure, this embodiment provides a multi-mode thermal management and control system for thermal scenario identification, including: The data acquisition module is responsible for collecting vehicle data, including multi-dimensional operating parameters and ambient temperature, and performing preprocessing operations to provide raw data for thermal scene identification. The data acquisition module includes a hardware acquisition unit and a data preprocessing unit. The hardware acquisition unit includes: an ambient temperature sensor, an engine operating parameter sensor, a cooling system actuator sensor, a vehicle speed sensor, a water temperature sensor, and a navigation information receiving subunit; An ambient temperature sensor is installed at the front air intake grille of the vehicle to collect the ambient air temperature in real time. The sampling accuracy is set to ±0.5℃ and the sampling frequency is 10Hz. Engine operating parameter sensors, including torque sensors and speed sensors, are used to collect multi-dimensional operating parameters. The torque sensor collects the engine's actual output torque and the engine's rated maximum torque, while the speed sensor collects the engine's average speed at a frequency of 50Hz. The cooling system actuator sensors include an electronic water pump speed sensor and a cooling fan speed sensor. The electronic water pump speed sensor collects the average speed of the electronic water pump, and the cooling fan speed sensor collects the average speed of the cooling fan. The sampling frequency is 20Hz. The vehicle speed sensor is installed on the output shaft of the transmission to collect the real-time vehicle speed and calculate the average vehicle speed over 30 seconds. The sampling frequency is 10Hz. The water temperature sensor is installed at the engine outlet and inlet to collect the engine outlet water temperature and inlet water temperature respectively, with a collection accuracy of ±0.1℃ and a collection frequency of 50Hz. The navigation information receiving subunit receives environmental predictive information such as navigation road conditions, slope, and altitude through the vehicle-mounted T-BOX, providing auxiliary data for heat load prediction; The data preprocessing unit filters, denoises, and normalizes the collected raw data, removes outliers and interference signals, converts all parameters into standardized values ​​in the range of 0 to 1, eliminates dimensional differences, and ensures the accuracy of subsequent calculations.

[0019] The enable judgment module, connected to the data acquisition module, is used to verify the start conditions of predictive thermal management. Only when all start conditions are met will an enable command be sent. At this time, the system enters the multi-mode management and control process, which can avoid invalid intervention and misoperation. The activation conditions include: basic vehicle status conditions, thermal management intervention temperature conditions, and actuator availability conditions; The basic vehicle status condition is: the real-time vehicle speed is not lower than the calibrated vehicle speed threshold, which is generally set to 10km / h; this condition is used to exclude special working conditions such as climbing, turning, reversing, and parking to ensure the effectiveness of scene recognition. The thermal management intervention temperature conditions are as follows: the engine coolant temperature is not less than the engine preheating completion threshold, and the ambient temperature is not less than the cooling demand start-up ambient temperature threshold; it is better to take 85 degrees Celsius for the engine preheating completion threshold and 20 degrees Celsius for the cooling demand start-up ambient temperature threshold; this condition is used to ensure that the system only starts when the engine is fully preheated and there is a clear cooling demand, avoiding ineffective regulation in low temperature environments; The actuators include: electronic thermostat, electronic water pump, and cooling fan; The actuator availability condition is: the electric water pump and cooling fan are not occupied by higher priority strategies such as air conditioning cooling, exhaust gas recirculation cooling, retarder heat dissipation, and cylinder head water flow control. The actuator control can be transferred to this thermal management system. This condition is used to ensure that control commands can be executed.

[0020] The data storage module, connected to the data acquisition module, is used to receive preprocessed data and store it as historical data.

[0021] The heat scene identification module is connected to the data acquisition module, the enable judgment module and the data storage module. After receiving the enable command sent by the enable judgment module, it constructs a heat dissipation demand coefficient calculation model based on the real-time data sent by the data acquisition module and the historical data stored in the data storage module. This model is used to quantify the current and future heat dissipation demand and provide a basis for subsequent heat scene division. The input to the heat dissipation demand coefficient calculation model is the normalized influencing factors, which include: ambient temperature factor, electric water pump load factor, fan load factor, engine torque factor, and vehicle speed factor. The output of the heat dissipation demand coefficient calculation model is the heat dissipation demand coefficient; the heat dissipation demand coefficient is obtained by weighted summation of influencing factors, and the weight sum of the influencing factors is 1. The ambient temperature factor reflects the fundamental impact of ambient temperature on heat dissipation efficiency. The higher the ambient temperature, the greater the difficulty of heat dissipation, and the larger the factor value. In a preferred embodiment, the expression for the ambient temperature factor is given as follows: (1); in, For ambient temperature factor, The real-time ambient temperature is used; at this time, 20℃ is taken as the starting temperature for heat dissipation requirements and 40℃ is taken as the high temperature limit temperature. The factor value increases linearly with the ambient temperature. The electric water pump load factor is used to characterize the load level of the historical average electric water pump speed relative to the engine speed, reflecting the cooling circuit flow supply capacity. In a preferred embodiment, the expression for the electric water pump load factor is given as follows: (2); in, For the load factor of the electronic water pump, , These are the average speed of the electric water pump and the average speed of the engine, respectively. For the full engagement speed ratio of the electronic water pump The fan load factor is used to characterize the load level of the historical average fan speed relative to the engine speed. This embodiment provides two calculation methods: speed-based and power-based. The expression for the load factor of a high-speed fan is as follows: (3); in, This is a generic term for fan load factor, referring here to the load factor of a speed-type fan. This represents the average speed of the cooling fan. This refers to the full engagement speed ratio of the fan; the average speed of the cooling fan here is the fan engagement speed driven by the request for excessively high water temperature, so it is necessary to exclude the fan engagement speed caused by other factors such as intercooling requests, retarder requests, and air conditioning requests; The expression for the load factor of a power fan is as follows: (4); Among them, here Indicates the load factor of a power fan; The engine torque factor directly reflects the magnitude of the engine's thermal load; the greater the torque, the more heat is generated by combustion, and the higher the heat dissipation requirement. In a preferred embodiment, the expression for the engine torque factor is given as follows: (5); in, This is the engine torque factor. , These are the engine's average actual output torque and the engine's rated maximum torque, respectively. The vehicle speed factor reflects the natural cooling effect of the oncoming wind while the vehicle is moving. The higher the vehicle speed, the stronger the oncoming wind heat dissipation and the lower the heat dissipation requirement. In a preferred embodiment, the expression for the vehicle speed factor is given as follows: (6); in, For vehicle speed factor, The average speed over the past 30 seconds; At this point, the expression for the heat dissipation demand coefficient can be given as follows: (7); in, For heat dissipation demand factor, , , , , These are the weights of the ambient temperature factor, the electric water pump load factor, the fan load factor, the engine torque factor, and the vehicle speed factor, respectively; the sum of the weights of these influencing factors is 1; it should be noted that since the vehicle speed factor is negatively correlated with the heat dissipation requirement, the weight of the vehicle speed factor is negative.

[0022] The multi-mode management and decision-making module, connected to the data acquisition module and the heat scene identification module, is used to determine the thermal management mode based on the heat dissipation demand coefficient and engine water temperature calculated by the heat scene identification module, determine the corresponding actuator control strategy based on the thermal management mode, and issue corresponding control commands; the engine water temperature can be selected from the engine outlet water temperature and the engine inlet water temperature. The multi-mode management and decision-making module includes: a multi-mode management unit, a decision-making unit, and a control unit; The multi-mode management unit is used to determine the thermal management mode based on the heat dissipation demand coefficient calculated by the thermal scenario identification module. Thermal management modes are classified in ascending order of heat dissipation demand coefficient: closed-loop control mode, weak heat dissipation mode, strong heat dissipation mode, high-efficiency heat dissipation mode, and maximum heat dissipation mode. Closed-loop control mode is the basic thermal management mode, which is the thermal management mode when the enable judgment module has not issued an enable command and the system has not yet carried out the multi-mode management control process. Weak heat dissipation mode, strong heat dissipation mode, and high-efficiency heat dissipation mode are collectively referred to as proactive predictive mode. This embodiment provides a specific process for determining a thermal management mode as follows: When the heat dissipation demand coefficient is less than or equal to 0.3, the closed-loop control mode is still selected for thermal management. When the heat dissipation demand coefficient is greater than 0.3 and less than or equal to 0.5, the weak heat dissipation mode should be selected for thermal management. When the heat dissipation demand coefficient is greater than 0.5 and less than or equal to 0.7, the strong heat dissipation mode should be selected for thermal management. When the heat dissipation demand coefficient is greater than 0.7 and less than or equal to 0.9, the high-efficiency heat dissipation mode should be selected for thermal management. When the heat dissipation demand coefficient is greater than 0.9, the maximum heat dissipation mode is selected in the thermal management mode; when the water temperature at the engine cylinder head outlet exceeds the preset water temperature safety threshold, the heat dissipation demand coefficient is no longer considered and the maximum heat dissipation mode is forcibly entered. This is the core of the invention. Because heat dissipation demand is continuous, a heat dissipation demand coefficient is used to predict future heat dissipation demand. Of the five thermal management modes, three—weak heat dissipation mode, strong heat dissipation mode, and high-efficiency heat dissipation mode—are proactive predictive modes. That is, when the heat dissipation demand coefficient reaches a specific value, the system actively selects to enter the corresponding mode. The closed-loop control mode and the maximum heat dissipation mode are passive modes. The closed-loop control mode is the basic control mode, while the maximum heat dissipation mode will be forcibly entered when the water temperature is too high, serving as a fallback mode. The combination of the two forms a complete control system that seamlessly connects the predictive mode and the passive fallback mode. The decision-making unit is used to determine the corresponding actuator control strategy based on the thermal management mode; specifically: The control strategy corresponding to the closed-loop control mode is as follows: the electronic thermostat, electronic water pump, and cooling fan are adjusted by PID closed-loop control according to the target water temperature. The control strategy corresponding to the weak heat dissipation mode is as follows: For the electronic thermostat, its target water temperature is changed to a lower water temperature, and the electronic thermostat performs PID closed-loop control according to the new target water temperature; for the electronic water pump and cooling fan, PID closed-loop adjustment is still performed according to the original target water temperature. The control strategy corresponding to the strong heat dissipation mode is as follows: For the electronic thermostat and electronic water pump, the target water temperature is changed to a lower water temperature, and the electronic thermostat and electronic water pump are controlled by PID closed loop according to the new target water temperature; for the cooling fan, PID closed loop adjustment is still performed according to the original target water temperature. The control strategy corresponding to the high-efficiency heat dissipation mode is as follows: for the electronic thermostat, electronic water pump and cooling fan, the target water temperature is changed to a lower water temperature, and the electronic thermostat, electronic water pump and cooling fan are controlled by PID closed loop according to the new target water temperature. The control strategy corresponding to the maximum cooling mode is as follows: the electronic thermostat is set to fully open; the electronic water pump is fully engaged; the cooling fan is fully engaged and running at full speed; the maximum cooling mode provides extreme cooling capacity to prevent the engine from overheating. The control unit is used to issue control commands corresponding to the processing strategy.

[0023] The actuator control module, along with the multi-mode management and decision-making module, is also connected to external actuators and the engine controller. It drives the actuators to perform corresponding operations based on control commands issued by the multi-mode management and decision-making module. When the coolant temperature at the engine cylinder head outlet reaches a preset alarm temperature threshold, it sends an alarm notification and an engine torque limiting request to the engine controller. The actuator control module obtains the engine cylinder head outlet coolant temperature by sending it from the engine controller rather than from the data acquisition module because the temperature anomaly alarm here has a high timeliness requirement; data collected by the data acquisition module would have a significant delay. The actuator control module includes: an actuator drive unit, a water temperature monitoring unit, and an alarm and torque limiting command unit; An actuator drive unit is used to drive the actuator to perform corresponding operations according to the received control commands. The water temperature monitoring unit is used to receive the water temperature information from the engine cylinder head outlet sent by the engine controller and to determine in real time whether the preset alarm temperature threshold has been reached. The alarm and torque limiting command unit sends an alarm prompt and an engine torque limiting request to the engine controller when the water temperature monitoring unit determines that the water temperature at the engine cylinder head outlet exceeds the alarm threshold. The engine controller then issues an audible and visual alarm and a torque limiting command.

[0024] The mode exit module is connected to the data acquisition module and the multi-mode management and decision module. When any one of the specific exit conditions is met, the module sends a thermal management mode switching command to the multi-mode management and decision module. The content of the mode switching command is: the multi-mode management and decision module switches the thermal management mode from the three proactive predictive modes of weak heat dissipation mode, strong heat dissipation mode, and high-efficiency heat dissipation mode back to the closed-loop control mode. This module is designed to reduce resource and economic waste. Due to the continuous large opening of the thermostat or the continuous full engagement of the water pump, even if the engine load is in a high range, the coolant temperature may still be slightly lower than the ideal operating temperature, which will have an adverse effect on the vehicle's economy. The specific exit conditions are related to the temperature decrease amplitude, temperature decrease rate, and the integral value of the temperature decrease amplitude and duration. The temperature decrease amplitude refers to the difference between the engine cylinder head outlet coolant temperature at the current moment and the temperature at the start time after the active predictive mode is activated. The temperature decrease rate is the ratio of the temperature decrease amplitude to the duration of the active predictive mode. The expression for the integral value of the temperature decrease amplitude and duration is as follows: (8); in, This is the integral of the temperature reduction magnitude and duration. for The magnitude of temperature decrease at any given time. The moment to enter proactive predictive mode, The duration of the proactive predictive pattern; Set amplitude exit threshold, rate exit threshold, and exit integration threshold; the values ​​of amplitude exit threshold and rate exit threshold are related to ambient temperature and engine power, specifically: the higher the ambient temperature, the larger the amplitude exit threshold, rate exit threshold, and exit integration threshold; the greater the engine power, the larger the amplitude exit threshold, rate exit threshold, and exit integration threshold. The specific exit conditions include the following three items: The temperature decrease exceeds the threshold value. The rate of temperature decrease exceeds the rate exit threshold; The integral of the temperature decrease magnitude and duration is greater than the exit integration threshold.

[0025] Example 2 like Figure 2 As shown in the figure, this embodiment provides a multi-mode thermal management control method for thermal scenario identification. This method is based on the system implementation in Embodiment 1 and includes the following steps: S1. The data acquisition module collects real-time data and performs preprocessing operations. S2. Enable the judgment module to verify the start conditions of predictive thermal management; send the enable command only when all start conditions are met. S3, after receiving the enable command, the heat scene recognition module builds a heat dissipation demand coefficient calculation model based on real-time data and historical data; S4, the multi-mode management and decision-making module determines the thermal management mode based on the heat dissipation demand coefficient and the engine cylinder head outlet water temperature, determines the corresponding actuator control strategy based on the thermal management mode, and issues the corresponding control commands. S5. The actuator control module drives the actuator to perform corresponding operations based on the control commands issued by the multi-mode management and decision-making module. When the coolant temperature at the engine cylinder head outlet reaches the preset alarm temperature threshold, the actuator control module sends an alarm prompt and an engine torque limiting request to the engine controller. S6. When any of the specific exit conditions are met, the mode exit module sends a hot management mode switching instruction to the multi-mode management and decision module. After receiving the thermal management mode switching command, the S7 multi-mode management and decision-making module will switch the thermal management mode back from the proactive predictive mode to the closed-loop control mode.

[0026] The above embodiments are merely preferred technical solutions of the present invention and should not be considered as limitations on the present invention. The scope of protection of the present invention should be limited to the technical solutions described in the claims, including equivalent substitutions of the technical features described in the claims. That is, equivalent substitutions and improvements within this scope are also within the scope of protection of the present invention.

Claims

1. A multi-mode thermal management control system for thermal scene recognition, used for engine thermal management, characterized in that, The system includes: The data acquisition module is used to collect data and perform preprocessing operations; The data includes: multi-dimensional vehicle operating parameters and environmental parameters; The enable judgment module, connected to the data acquisition module, is used to verify the start conditions of predictive thermal management. It sends an enable command only when all start conditions are met. The data storage module, connected to the data acquisition module, is used to receive preprocessed data and store it as historical data. The heat scene identification module is connected to the data acquisition module, the enable judgment module and the data storage module. It is used to build a heat dissipation demand coefficient calculation model based on the real-time data sent by the data acquisition module and the historical data stored in the data storage module after receiving the enable command. The multi-mode management and decision-making module, connected to the data acquisition module and the thermal scene recognition module, is used to determine the thermal management mode based on the heat dissipation demand coefficient and engine water temperature, determine the corresponding actuator control strategy based on the thermal management mode, and issue corresponding control commands. The actuator control module, connected to the multi-mode management and decision module, is used to drive the actuator to perform corresponding operations according to control commands, and to send an alarm prompt and an engine torque limiting request to the engine controller when the water temperature at the engine cylinder head outlet reaches the preset alarm temperature threshold. The mode exit module, connected to the data acquisition module and the multi-mode management and decision module, is used to send a hot management mode switching command to the multi-mode management and decision module when any of the specific exit conditions are met.

2. The multi-mode thermal management control system for thermal scene identification according to claim 1, characterized in that, The data acquisition module includes: a hardware acquisition unit and a data preprocessing unit; The hardware acquisition unit includes: an ambient temperature sensor, an engine operating parameter sensor, a cooling system actuator sensor, a vehicle speed sensor, a water temperature sensor, and a navigation information receiving subunit; The data preprocessing unit performs filtering, noise reduction, and normalization on the collected data.

3. The multi-mode thermal management control system for thermal scene identification according to claim 1, characterized in that, The activation conditions include: basic vehicle status conditions, thermal management intervention temperature conditions, and actuator availability conditions; The basic vehicle status condition is: the real-time vehicle speed is not lower than the calibrated vehicle speed threshold. The thermal management intervention temperature conditions are: the engine coolant temperature is not less than the engine preheating completion threshold, and the ambient temperature is not less than the start-up ambient temperature threshold for heat dissipation requirements. The actuators include: electronic thermostat, electronic water pump, and cooling fan; The actuator availability condition is that the electric water pump and cooling fan are not occupied by higher priority strategies.

4. The multi-mode thermal management control system for thermal scene identification according to claim 3, characterized in that, The input to the heat dissipation demand coefficient calculation model is the normalized influencing factors, which include: ambient temperature factor, electric water pump load factor, fan load factor, engine torque factor, and vehicle speed factor. The output of the heat dissipation demand coefficient calculation model is the heat dissipation demand coefficient; the heat dissipation demand coefficient is obtained by weighted summation of influencing factors.

5. The multi-mode thermal management control system for thermal scene identification according to claim 4, characterized in that, The multi-mode management and decision-making module includes: a multi-mode management unit, a decision-making unit, and a control unit; A multi-mode management unit is used to determine the thermal management mode based on the heat dissipation demand coefficient. Thermal management modes can be classified in order of increasing heat dissipation demand coefficient as closed-loop control mode, weak heat dissipation mode, strong heat dissipation mode, high-efficiency heat dissipation mode, and maximum heat dissipation mode. Closed-loop control mode is the basic thermal management mode, while weak heat dissipation mode, strong heat dissipation mode, and high-efficiency heat dissipation mode are collectively referred to as proactive predictive mode. When the coolant temperature at the engine cylinder head outlet exceeds the preset safe coolant temperature threshold, it will be forced to enter the maximum cooling mode. The decision-making unit is used to determine the corresponding actuator control strategy based on the thermal management mode. The control unit is used to issue control commands corresponding to the processing strategy.

6. The multi-mode thermal management control system for thermal scene identification according to claim 5, characterized in that, The control strategy is as follows: The control strategy corresponding to the closed-loop control mode is as follows: the electronic thermostat, electronic water pump, and cooling fan are adjusted by PID closed-loop control according to the target water temperature. The control strategy corresponding to the weak heat dissipation mode is as follows: For the electronic thermostat, its target water temperature is changed to a lower water temperature, and the electronic thermostat performs PID closed-loop control according to the new target water temperature; for the electronic water pump and cooling fan, PID closed-loop adjustment is still performed according to the original target water temperature. The control strategy corresponding to the strong heat dissipation mode is as follows: For the electronic thermostat and electronic water pump, the target water temperature is changed to a lower water temperature, and the electronic thermostat and electronic water pump are controlled by PID closed loop according to the new target water temperature; for the cooling fan, PID closed loop adjustment is still performed according to the original target water temperature. The control strategy corresponding to the high-efficiency heat dissipation mode is as follows: for the electronic thermostat, electronic water pump and cooling fan, change their target water temperature to a lower water temperature, and the electronic thermostat, electronic water pump and cooling fan perform PID closed-loop control according to the new target water temperature. The control strategy corresponding to the maximum heat dissipation mode is as follows: the electronic thermostat is set to fully open; the electronic water pump is fully engaged; and the cooling fan is fully engaged and running at full speed.

7. The multi-mode thermal management control system for thermal scene identification according to claim 1, characterized in that, The actuator control module includes: an actuator drive unit, a water temperature monitoring unit, and an alarm and torque limiting command unit; An actuator drive unit is used to drive the actuator to perform corresponding operations according to the received control commands. The water temperature monitoring unit is used to receive the water temperature information from the engine cylinder head outlet sent by the engine controller and to determine in real time whether the preset alarm temperature threshold has been reached. The alarm and torque limiting command unit sends an alarm prompt and an engine torque limiting request to the engine controller when the water temperature monitoring unit determines that the water temperature at the engine cylinder head outlet exceeds the alarm threshold. The engine controller then issues an audible and visual alarm and a torque limiting command.

8. The multi-mode thermal management control system for thermal scene identification according to claim 5, characterized in that, The thermal management mode switching instruction is as follows: The multi-mode management and decision-making module switches the thermal management mode from the proactive predictive mode back to the closed-loop control mode.

9. The multi-mode thermal management control system for thermal scene identification according to claim 1, characterized in that, The specific exit conditions are related to the magnitude of temperature decrease, the rate of temperature decrease, and the integral of the magnitude of temperature decrease with the duration. Set the amplitude exit threshold, rate exit threshold, and integration exit threshold; The specific exit conditions include the following three items: The temperature decrease exceeds the threshold value. The rate of temperature decrease exceeds the rate exit threshold; The integral of the temperature decrease magnitude and duration is greater than the exit threshold for integration; The values ​​of amplitude exit threshold, rate exit threshold, and exit integral threshold are related to ambient temperature and engine power. Specifically, the higher the ambient temperature, the larger the amplitude exit threshold, rate exit threshold, and exit integral threshold; the higher the engine power, the larger the amplitude exit threshold, rate exit threshold, and exit integral threshold.

10. A multi-mode thermal management control method for thermal scene identification, implemented based on the system described in any one of claims 1 to 9, characterized in that, Includes the following steps: S1. The data acquisition module collects multi-dimensional operating parameters and environmental parameters of the vehicle in real time and performs preprocessing operations. S2. Enable the judgment module to verify the start conditions of predictive thermal management; send the enable command only when all start conditions are met. S3, after receiving the enable command, the heat scene recognition module builds a heat dissipation demand coefficient calculation model based on real-time data and historical data; S4, the multi-mode management and decision-making module determines the thermal management mode based on the heat dissipation demand coefficient and the engine cylinder head outlet water temperature, determines the corresponding actuator control strategy based on the thermal management mode, and issues the corresponding control commands. S5. The actuator control module drives the actuator to perform corresponding operations based on the control commands issued by the multi-mode management and decision-making module. When the coolant temperature at the engine cylinder head outlet reaches the preset alarm temperature threshold, the actuator control module sends an alarm prompt and an engine torque limiting request to the engine controller. S6. When any of the specific exit conditions are met, the mode exit module sends a hot management mode switching instruction to the multi-mode management and decision module. After receiving the thermal management mode switching command, the S7 multi-mode management and decision-making module will switch the thermal management mode back from the proactive predictive mode to the closed-loop control mode.

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