Methods, systems, equipment and storage media for liquid thermal management control of range-extended vehicles

Abstract

This application provides a method, system, device, and storage medium for the thermal management of a range-extended vehicle's coolant retarder. The method includes: when the coolant retarder is out of service, maintaining communication between the coolant retarder cooling circuit and the range extender cooling circuit, and controlling the engine to run in reverse; when the coolant retarder oil temperature drops to a first threshold, implementing segmented flow reduction control; and when the coolant retarder oil temperature drops to a second threshold, switching the coolant retarder cooling circuit to an independent circulation circuit for the electronic water pump, and stopping the engine. This method achieves a smooth transfer of coolant circulation power from the engine's main water pump to the electronic water pump, avoiding sudden changes in coolant flow caused by sudden changes in the power source.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and in particular to a method, system, device and storage medium for liquid thermal management control of range-extended vehicles. Background Technology

[0002] Range-extended vehicles are hybrid electric vehicles that use an internal combustion engine (range extender) to power an electric drive system. Their core feature is that when the electric range is insufficient, the range extender supplements the electric power to extend the driving range. In complex road conditions (such as long downhill slopes and frequent braking), range-extended vehicles are typically equipped with a hydraulic retarder (hydraulic retarder) to assist braking. This retarder dissipates the vehicle's kinetic energy through fluid friction, reducing wear on the mechanical brakes. The hydraulic retarder generates a significant amount of heat during operation; if heat dissipation is inadequate, the retarder oil temperature can rise sharply, potentially leading to system malfunctions. Furthermore, after the range extender stops, the hydraulic retarder needs to maintain a certain temperature to ensure rapid response upon restarting, thus placing higher demands on the dynamic control capabilities of the thermal management system.

[0003] In existing technologies, liquid cooling solutions mostly employ fixed thresholds or simple switching strategies, making it difficult to balance cooling efficiency and energy consumption under different operating conditions. Furthermore, dynamic changes in factors such as ambient temperature and vehicle load further exacerbate the complexity of thermal management.

[0004] Therefore, how to solve the switching shock problem of the liquid slow cooling circuit when the engine switches from reverse to off state in range-extended vehicles is an urgent technical problem to be solved in this field. Summary of the Invention

[0005] This application provides a method, system, device, and storage medium for liquid retarder cooling management control of range-extended vehicles, which solves the switching shock problem of the liquid retarder cooling circuit when the engine switches from a reverse-towing operation state to a shutdown state in range-extended vehicles.

[0006] In a first aspect, embodiments of this application provide a method for controlling the liquid thermal retarder of a range-extended vehicle, comprising:

[0007] When the liquid buffer is out of operation, the control liquid buffer cooling circuit and the range extender cooling circuit should be kept connected.

[0008] When the coolant temperature drops to the first threshold, segmented flow reduction control is executed. The segmented flow reduction control is a coordinated control of gradually reducing the coolant flow rate and gradually reducing the heat dissipation air volume.

[0009] When the temperature of the liquid sludge drops to the second threshold, the liquid sludge cooling circuit is switched to the independent circulation circuit of the electronic water pump.

[0010] In one possible implementation, the segmented flow reduction control includes:

[0011] When the liquid sludge oil temperature is in the first transition range, the electronic water pump is controlled to start from the stopped state and the electronic water pump speed is increased at a first rate, the opening of the electronically controlled air intake grille is reduced at a second rate, and the engine speed is set according to the liquid sludge oil temperature.

[0012] When the liquid oil temperature is in the second transition range, the speed of the electronic water pump is reduced at a third rate, the opening of the electronically controlled air intake grille is reduced at a second rate, and the engine is controlled to maintain idle speed.

[0013] When the liquid oil temperature is in the third transition range, the speed of the electronic water pump is kept constant, the opening of the electronically controlled intake grille is reduced at the second rate, and the engine is completely shut down.

[0014] The first transition interval is the temperature range in which the liquid slurry oil temperature drops from the first threshold to the third threshold; the second transition interval is the temperature range in which the liquid slurry oil temperature drops from the third threshold to the fourth threshold; the third transition interval is the temperature range in which the liquid slurry oil temperature drops from the fourth threshold to the second threshold; the first threshold is greater than the third threshold, the third threshold is greater than the fourth threshold, and the fourth threshold is greater than the second threshold; the first rate is greater than the third rate.

[0015] In one possible implementation, prior to performing segmented flow reduction control, the method further includes:

[0016] Calculate the rate of temperature change of the liquid buffer oil, and dynamically adjust the first threshold and the second threshold according to the rate of temperature change.

[0017] In one possible implementation, dynamically adjusting the first threshold and the second threshold according to the rate of temperature change includes:

[0018] When the absolute value of the temperature change rate is greater than the first preset rate, the first threshold and the second threshold are increased.

[0019] When the absolute value of the temperature change rate is less than the second preset rate, the first threshold and the second threshold are lowered.

[0020] In one possible implementation, the method further includes:

[0021] Calculate the second derivative value of the liquid buffer oil temperature. When the second derivative value is greater than the preset fluctuation threshold, pause the dynamic adjustment of the threshold and maintain the current threshold setting.

[0022] In one possible implementation, the method further includes:

[0023] The temperature values ​​are obtained and the temperature uniformity index is calculated based on a preset formula. The temperature values ​​include the temperature value at the inlet of the heat exchanger, the temperature value in the middle of the heat exchanger, and the temperature value at the outlet of the heat exchanger.

[0024] When the temperature uniformity index is greater than the first index threshold, the speed of the electronic water pump is increased;

[0025] When the temperature uniformity index is greater than the second index threshold, the speed of the electronic water pump is increased to full speed, and the corresponding emergency cooling action is performed according to the working state of the engine. The second index threshold is greater than the first index threshold.

[0026] In one possible implementation, the step of performing the corresponding emergency cooling action based on the engine's operating state includes:

[0027] When the engine is running, control the liquid slow cooling circuit to switch to the range extender cooling circuit;

[0028] When the engine is stopped, the electronically controlled air intake grille is fully opened and the electronic water pump is kept running at full speed.

[0029] In one possible implementation, the method further includes:

[0030] Calculate the rate of temperature change in the middle of the heat exchanger;

[0031] The compensation speed increment is obtained based on the temperature change rate and the preset compensation coefficient, and then the compensation speed increment is superimposed on the current electric water pump speed before being output.

[0032] In one possible implementation, the method further includes:

[0033] When the temperature of the liquid buffer oil is between the fifth threshold and the second threshold, the speed of the electronic water pump is controlled to decrease from full speed at the second threshold to zero at the fifth threshold in a linear proportion, where the fifth threshold is less than the second threshold.

[0034] When the temperature of the liquid buffer oil is lower than the fifth threshold, the electronic water pump is controlled to stop.

[0035] Control the electronically controlled air intake grille to close completely.

[0036] In one possible implementation, the method further includes:

[0037] When the hydraulic buffer is in operation and the hydraulic buffer oil temperature is lower than the first temperature threshold, the engine is controlled to run at a reverse speed lower than the first preset speed, the fan runs at a speed lower than the second preset speed, and the electronically controlled air intake grille is kept at an opening lower than the first preset opening degree.

[0038] When the hydraulic retarder oil temperature is between the first temperature threshold and the second temperature threshold, the reverse speed of the engine is increased, the fan is controlled to run at a speed higher than the second preset speed but lower than the full speed, and the opening of the electronically controlled air intake grille is dynamically adjusted according to the hydraulic retarder power demand.

[0039] When the hydraulic retarder oil temperature reaches or exceeds the second temperature threshold, the engine is controlled to reverse to the maximum allowable speed, the fan runs at full speed, the electronically controlled air intake grille is fully opened, and the hydraulic retarder is subjected to torque limiting control according to the hydraulic retarder oil temperature.

[0040] Secondly, embodiments of this application provide a range-extended vehicle liquid retarder thermal management control system, comprising:

[0041] Liquid buffer, heat exchanger, electric water pump, engine, electronically controlled air intake grille, three-way switching valve, vehicle controller and temperature sensor group;

[0042] The electronic water pump is arranged in parallel with the engine's main water pump;

[0043] The common end of the three-way switching valve is connected to the outlet of the heat exchanger, the first inlet of the three-way switching valve is connected to the outlet of the main water pump of the engine, and the second inlet of the three-way switching valve is connected to the outlet of the electric water pump.

[0044] The temperature sensor group includes a first temperature sensor, a second temperature sensor, and a third temperature sensor respectively disposed at the heat exchanger inlet, the middle of the heat exchanger, and the heat exchanger outlet;

[0045] The vehicle controller is communicatively connected to the electronic water pump, the electronically controlled air intake grille, the three-way switching valve, and the temperature sensor group, respectively.

[0046] The vehicle controller is configured to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0047] Thirdly, embodiments of this application provide a vehicle controller, including: a storage unit and a processing unit;

[0048] The storage unit stores computer-executed instructions;

[0049] The processing unit executes the computer execution instructions stored in the storage unit, causing the processing unit to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0050] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processing unit, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0051] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processing unit, implements the first aspect and / or various possible implementations of the first aspect.

[0052] The method, system, device, and storage medium for range-extended vehicle liquid coolant thermal management control provided in this application embodiment maintain communication between the liquid coolant cooling circuit and the range extender cooling circuit when the liquid coolant is disengaged, and control the engine to run in reverse. When the liquid coolant oil temperature drops to a first threshold, segmented flow reduction control is implemented. When the liquid coolant oil temperature drops to a second threshold, the liquid coolant cooling circuit switches to an independent circulation circuit for the electronic water pump, and the engine is shut down. This method achieves a smooth transfer of coolant circulation power from the engine's main water pump to the electronic water pump, avoiding sudden changes in coolant flow caused by abrupt changes in the power source. Attached Figure Description

[0053] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0054] Figure 1 A schematic diagram of the structure of the range-extended vehicle liquid thermal management and control system provided in this application;

[0055] Figure 2 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 1 ;

[0056] Figure 3 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 2 ;

[0057] Figure 4 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 3 ;

[0058] Figure 5 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 4 ;

[0059] Figure 6 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 5 ;

[0060] Figure 7 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 6 ;

[0061] Figure 8 This is a schematic diagram of the structure of the vehicle controller provided in this application.

[0062] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0063] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0064] Range-extended vehicles are hybrid electric vehicles that use an internal combustion engine (range extender) to power an electric drive system. Their core feature is that when the electric range is insufficient, the range extender supplements the electric power to extend the driving range. In complex road conditions (such as long downhill slopes and frequent braking), range-extended vehicles are typically equipped with a hydraulic retarder (hydraulic retarder) to assist braking. This retarder dissipates the vehicle's kinetic energy through fluid friction, reducing wear on mechanical brakes. The hydraulic retarder generates a significant amount of heat during operation. If heat dissipation is inadequate, the retarder oil temperature can rise sharply, potentially leading to system malfunctions. Furthermore, after the range extender stops, the hydraulic retarder needs to maintain a certain temperature to ensure rapid response upon restarting, thus placing higher demands on the dynamic control capabilities of the thermal management system. Current hydraulic retarder cooling solutions often employ fixed thresholds or simple switching strategies, making it difficult to balance cooling efficiency and energy consumption under different operating conditions. For example, during the transition from stage S2 (high-temperature cooling stage after the hydraulic retarder stops) to stage S3 (low-temperature insulation stage), an overly coarse flow control strategy may lead to temperature fluctuations, energy waste, or the risk of localized overheating. Meanwhile, dynamic changes in factors such as ambient temperature and vehicle load further exacerbate the complexity of thermal management. Therefore, how to solve the switching shock of the liquid slow-cooling circuit when the engine switches from reverse to off-road mode to off-road mode in range-extended vehicles is a technical problem that urgently needs to be solved in this field.

[0065] To address the aforementioned issues, this application provides a method, system, device, and storage medium for the thermal management of the liquid retarder in range-extended vehicles. This prevents localized overheating caused by sudden drops in flow rate during loop switching and avoids energy waste due to excessive cooling. Specifically, most existing solutions use preset temperature thresholds as switching conditions, failing to consider the rate of temperature change or environmental disturbances, leading to control lag or over-response. For example, when the liquid retarder oil temperature drops to a fixed threshold, the system directly switches to a low-flow mode, which may cause a temperature rebound due to thermal inertia or overheating risk due to insufficient heat dissipation. Existing solutions lack a smooth transition mechanism from the range extender's main water pump drive to independent circulation by the electric water pump during range extender shutdown, resulting in switching shock problems. During the transition from S2 to S3, existing technologies do not coordinate the timing of actions such as three-way valve switching and electric water pump speed adjustment, potentially causing localized overheating or energy waste due to improper switching timing. For example, improper starting timing of the electric water pump during the S2 to S3 transition stage can lead to heat accumulation in the liquid retarder or a sudden drop in coolant flow rate. Existing solutions do not monitor the internal temperature distribution of the heat exchanger in real time, making it impossible to prevent localized overheating. Furthermore, the lack of a thermal inertia compensation mechanism causes the electric water pump speed adjustment to lag behind actual temperature changes. Considering these issues, the inventors investigated whether a phased flow control strategy, a dynamic threshold adjustment mechanism, switching timing optimization, and multi-parameter coupled control could achieve a balance between efficiency, reliability, and economy in the liquid retarder thermal management system for range-extended vehicles, while avoiding temperature fluctuations, energy waste, or localized overheating problems caused by fixed thresholds or single control strategies.

[0066] This method is applied to the liquid thermal management and control system of range-extended vehicles. Figure 1 A schematic diagram of the structure of the range-extended vehicle liquid retarder thermal management control system provided in this application.

[0067] like Figure 1 As shown, the system includes: a hydraulic buffer, a heat exchanger, an electric water pump, an engine, an electronically controlled air intake grille, a three-way switching valve, a vehicle controller, and a temperature sensor group;

[0068] The electronic water pump is arranged in parallel with the engine's main water pump.

[0069] The common end of the three-way switching valve is connected to the outlet of the heat exchanger, the first inlet of the three-way switching valve is connected to the outlet of the engine's main water pump, and the second inlet of the three-way switching valve is connected to the outlet of the electric water pump.

[0070] The temperature sensor group includes a first temperature sensor, a second temperature sensor, and a third temperature sensor respectively disposed at the heat exchanger inlet, the middle of the heat exchanger, and the heat exchanger outlet;

[0071] The vehicle controller is connected to the electronic water pump, electronically controlled air intake grille, three-way switching valve and temperature sensor group respectively;

[0072] The vehicle controller is configured to execute the range-extended vehicle liquid thermal management control method provided in this application.

[0073] The hydraulic buffer is connected to the vehicle's transmission system to provide auxiliary braking torque during vehicle braking. The hydraulic buffer's oil outlet is connected to the heat exchanger's oil inlet via a pipeline, and the heat exchanger's oil outlet is connected back to the hydraulic buffer's oil inlet via a pipeline.

[0074] The heat exchanger is used to achieve heat exchange between the hydraulic sump oil and the coolant. The heat exchanger has an oil inlet, an oil outlet, a coolant inlet, and a coolant outlet. The coolant inlet is connected to the common terminal of a three-way switching valve via piping, and the coolant outlet is connected via piping to both the coolant inlet of the hydraulic sump and the cooling circuit of the range extender. A first temperature sensor, a second temperature sensor, and a third temperature sensor are respectively installed at the inlet, middle section, and outlet of the heat exchanger.

[0075] The three-way switching valve is an electronically controlled three-way valve with a common terminal, a first inlet, and a second inlet. The common terminal connects to the coolant outlet of the heat exchanger, the first inlet connects to the outlet of the engine's main water pump, and the second inlet connects to the outlet of the electric water pump. The three-way switching valve receives control signals from the vehicle controller and switches between two operating states: In the first state, the common terminal and the first inlet are connected, the liquid coolant circuit is connected to the range extender cooling circuit, and the coolant circulation is driven by the engine's main water pump; in the second state, the common terminal and the second inlet are connected, the liquid coolant circuit switches to the independent circulation circuit of the electric water pump, and the coolant circulation is driven by the electric water pump.

[0076] The engine's main water pump is mechanically driven by the engine, providing coolant circulation power to the range extender cooling circuit and the liquid buffer cooling circuit when the engine is running.

[0077] The electric water pump is driven independently by the motor and is not limited by the engine's operating status. After the range extender stops, it provides independent coolant circulation power for the liquid slow cooling circuit.

[0078] The electronically controlled air intake grille is located in front of the vehicle radiator and receives opening commands from the vehicle controller to control the amount of air flowing through the radiator, thereby adjusting the radiator's heat dissipation capacity.

[0079] Temperature sensor group: The first temperature sensor is located at the coolant inlet of the heat exchanger to collect the inlet temperature T_in; the second temperature sensor is located in the middle shell of the heat exchanger to collect the middle temperature T_mid; and the third temperature sensor is located at the coolant outlet of the heat exchanger to collect the outlet temperature T_out. All three temperature sensors are communicatively connected to the vehicle controller, transmitting the collected temperature signals to the vehicle controller in real time.

[0080] The vehicle controller is communicatively connected to the electronic water pump, the electronically controlled air intake grille, the three-way switching valve, and the temperature sensor group. The vehicle controller is configured to execute the range-extended vehicle liquid retarder thermal management control method provided in this application, specifically including: when the liquid retarder is out of operation, controlling the three-way switching valve to the first state to keep the liquid retarder cooling circuit connected to the range extender cooling circuit, and controlling the engine to run in reverse; when the liquid retarder oil temperature drops to the first threshold, performing segmented flow reduction control to gradually reduce the coolant flow and cooling air volume; when the liquid retarder oil temperature drops to the second threshold, controlling the three-way switching valve to the second state to switch the liquid retarder cooling circuit to the independent circulation circuit of the electronic water pump, and controlling the engine to completely stop.

[0081] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0082] Figure 2 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 1 ,like Figure 2 As shown, it specifically includes:

[0083] S201: When the hydraulic buffer is disengaged, the control system keeps the hydraulic buffer cooling circuit connected to the range extender cooling circuit and controls the engine to run in reverse.

[0084] In this step, if the connection between the hydraulic retarder cooling circuit and the range extender cooling circuit is immediately disconnected when the hydraulic retarder disengages, the heat accumulated inside the hydraulic retarder will not be able to dissipate in time, causing the local temperature to continue to rise and even the oil to coke. At the same time, the engine block will cool down rapidly due to the cessation of coolant circulation, affecting the efficiency of subsequent restarts. This step maintains the connection between the two circuits and controls the engine to run in reverse, utilizing the large-circulation heat dissipation capacity of the range extender cooling circuit to quickly remove the high temperature of the hydraulic retarder.

[0085] Specifically, when the vehicle controller detects a valid signal indicating the hydraulic retarder has disengaged and the engine is running, it determines that it has entered stage S2. The vehicle controller reads the current state of the three-way switching valve. If the three-way switching valve is in the position where the range extender cooling circuit is open, it maintains the current state. If it is in the position where the electronic water pump independent circulation circuit is open, it sends a switching command to connect the common terminal of the three-way switching valve to the first inlet, connecting the hydraulic retarder cooling circuit to the range extender cooling circuit. At the same time, the vehicle controller sends a reverse towing command to the engine, controlling the engine to maintain reverse towing operation and driving the engine's main water pump to run, so that the coolant circulates between the hydraulic retarder cooling circuit and the range extender cooling circuit. The vehicle controller calculates the engine reverse towing cooling speed command based on the current hydraulic retarder oil temperature T_oil and sends the speed command to the engine for execution. The vehicle controller sets the opening of the electronic intake grille to the preset opening K1 of stage S2 and sends this command to the electronic intake grille actuator. The vehicle controller continuously monitors the hydraulic oil temperature T_oil at fixed intervals, compares T_oil with the first threshold T1, and proceeds to the next step when T_oil drops to T1.

[0086] S202: When the temperature of the hydraulic oil drops to the first threshold, segmented flow reduction control is executed.

[0087] In this step, when the coolant oil temperature drops to the first threshold, the high temperature inside the coolant is basically under control. If a large flow of coolant continues to pass through the heat exchanger, the coolant oil temperature will drop excessively, increasing the heat preservation burden of the subsequent S3 stage. At the same time, the engine block coolant temperature will also drop too quickly due to excessive heat being carried away, affecting the rapid restart capability. However, if the coolant flow is directly cut off, the residual thermal inertia of the coolant friction plates will cause a brief temperature rebound, posing a risk of localized overheating. This step balances the transitional needs of high-temperature heat dissipation and low-temperature heat preservation by gradually reducing the flow rate in stages.

[0088] Specifically, when the sludge oil temperature is in the first transition range, the electronic water pump is started from the off state and its speed is increased at a first rate, while the opening of the electronically controlled air intake grille is reduced at a second rate. The engine speed is set according to the sludge oil temperature. When the sludge oil temperature is in the second transition range, the electronic water pump speed is reduced at a third rate, the opening of the electronically controlled air intake grille is reduced at a second rate, and the engine is controlled to maintain idle speed. When the sludge oil temperature is in the third transition range, the electronic water pump speed is kept constant, the opening of the electronically controlled air intake grille is reduced at a second rate, and the engine is controlled to completely stop.

[0089] S203: When the temperature of the liquid coolant drops to the second threshold, the liquid coolant cooling circuit is switched to the independent circulation circuit of the electronic water pump, and the engine is shut down.

[0090] After the segmented flow reduction control, the hydraulic retarder oil temperature has dropped to the second threshold. At this point, the engine's reverse-dragging operation is nearing completion, and the electric water pump has established independent circulation capability. If the hydraulic retarder cooling circuit continues to be connected to the range extender cooling circuit, heat from the engine block will be continuously transferred to the hydraulic retarder through the coolant, causing the engine block temperature to drop continuously. This is not conducive to quickly entering high-power generation mode during subsequent rapid restarts. This step physically isolates the hydraulic retarder from the engine by switching the hydraulic retarder cooling circuit from the range extender cooling circuit to the electric water pump's independent circulation circuit. Simultaneously, it completely shuts down the engine, allowing the hydraulic retarder to enter an independent low-temperature insulation state. Heat from the engine block is no longer carried away by the hydraulic retarder, thus maintaining the block temperature.

[0091] Specifically, when the vehicle controller detects that the hydraulic retarder oil temperature T_oil has dropped to the second threshold T4 (95℃), the vehicle controller sends a switching command to the three-way switching valve, disconnecting the common terminal of the three-way switching valve from the first inlet and connecting it to the second inlet. This switches the hydraulic retarder cooling circuit from the range extender cooling circuit to the independent circulation circuit of the electronic water pump, completely separating the hydraulic retarder cooling circuit from the range extender cooling circuit. The vehicle controller then sends a complete shutdown command to the engine, controlling the engine to completely stop. Thus, the engine, after undergoing the gradual speed reduction through segmented flow control during the S2→S3 transition phase from reverse dragging in stage S2, finally comes to a complete stop at the beginning of stage S3.

[0092] At the same time, the vehicle controller sends a complete closing command to the electronically controlled air intake grille actuator, controlling the electronically controlled air intake grille to close completely, blocking the flow of external cold air through the radiator, and further reducing heat loss.

[0093] After the switch is completed, the vehicle controller enters the S3 stage of temperature closed-loop control, where the electronic water pump independently maintains the extremely low flow circulation in the liquid retarder cooling circuit until the liquid retarder oil temperature further decreases and the water pump stops.

[0094] Optionally, before step S202, the method further includes: calculating the temperature change rate of the liquid buffer oil, and dynamically adjusting the first threshold and the second threshold according to the temperature change rate.

[0095] When using a fixed temperature threshold for stage switching in this step, if the hydraulic oil temperature drops too quickly, the fixed threshold may cause the switching to occur prematurely, entering the heat preservation stage before the high temperature has fully dissipated. Conversely, if the hydraulic oil temperature drops too slowly, the fixed threshold may cause a switching delay, resulting in the range extender cylinder block being over-cooled due to the low-temperature heat preservation stage not starting in time. This step adjusts the threshold by introducing the rate of temperature change, ensuring that the stage switching timing matches the actual cooling situation.

[0096] Specifically, when the absolute value of the temperature change rate is greater than the first preset rate, the first threshold and the second threshold are increased; when the absolute value of the temperature change rate is less than the second preset rate, the first threshold and the second threshold are decreased.

[0097] Before executing segmented flow reduction control, the vehicle controller intercepts past data. Linear regression was performed on the historical T_oil data sequence over a period of time, and the slope of the regression line was denoted as the rate of temperature change. .Will The absolute value is compared with the first preset rate V1 (2℃ / min) and the second preset rate V2 (0.5℃ / min):

[0098] when When this occurs, it indicates that the oil temperature is dropping too quickly, posing a risk of overcooling. The vehicle controller will then raise the first threshold T1 by 3°C (i.e., The second threshold T2 is increased by 2℃ (i.e.) This allows subsequent stages to start earlier, thus avoiding excessive cooling.

[0099] when When this occurs, it indicates that the oil temperature is dropping too slowly and is still at risk of overheating. The vehicle controller will then lower the first threshold T1 by 5°C (i.e., The second threshold T2 is lowered by 3℃ (i.e. This extends the heat dissipation time at high temperatures to ensure that heat is fully dissipated.

[0100] Calculate the second derivative value of the hydraulic oil temperature. When the second derivative value is greater than the preset fluctuation threshold, pause the dynamic adjustment of the threshold and maintain the current threshold setting.

[0101] Drastic fluctuations in the rate of temperature change (such as sensor noise, coolant flow disturbances, etc.) can cause frequent adjustments to the threshold, leading to control instability. This step identifies temperature fluctuations by detecting the second derivative of the temperature. When the fluctuation is large, the threshold adjustment is paused to maintain the current threshold and ensure control stability.

[0102] Specifically, the vehicle controller performs second-order difference calculations on the historical data sequence of T_oil within the same control cycle to obtain... Before performing dynamic threshold adjustment, the vehicle controller first reads... The numerical value is compared with the preset fluctuation threshold A1. If This indicates that the current temperature is fluctuating drastically (the rate of temperature change itself is rapid), and the vehicle controller skips this round of threshold adjustment, maintaining the threshold setting determined in the previous control cycle. If Then normal execution is based on The threshold can be adjusted upwards or downwards. This detection is repeated in each control cycle, and the threshold adjustment function is automatically restored after the temperature fluctuations stabilize.

[0103] The range extender vehicle coolant thermal management control method provided in this application embodiment maintains communication between the coolant coolant circuit and the range extender cooling circuit when the coolant coolant is disengaged, and controls the engine to run in reverse. When the coolant oil temperature drops to a first threshold, segmented flow reduction control is implemented. When the coolant oil temperature drops to a second threshold, the coolant coolant circuit switches to an independent circulation circuit for the electronic water pump, and the engine is shut down. This method achieves a smooth transfer of coolant circulation power from the engine's main water pump to the electronic water pump, avoiding sudden changes in coolant flow caused by abrupt changes in the power source.

[0104] Figure 3 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 2 ,like Figure 3 As shown, based on the above embodiment, step S202 further includes:

[0105] S301: When the hydraulic oil temperature is in the first transition range, control the electronic water pump to start from the off state and increase the electronic water pump speed at the first rate, reduce the opening of the electronic intake grille at the second rate, and set the engine speed according to the hydraulic oil temperature.

[0106] When the coolant temperature drops to the first threshold T1 and enters the transition phase, a large amount of heat still accumulates inside the coolant and heat exchanger. At this time, the electric water pump is stopped and needs to be started to establish an independent circulation path to prepare for subsequent takeover of coolant circulation; at the same time, the intake grille opening needs to be reduced to decrease the cooling airflow, and the transition to a heat preservation state begins. This step controls the electric water pump to start from the stopped state and increase the speed to the target value at a first rate, and then reduces the electronically controlled intake grille opening at a second rate. At the same time, the engine speed is set according to the current coolant temperature, and the engine is used to maintain the coolant circulation power and cooling airflow by dragging the engine, thus achieving the initial transition from engine main water pump drive to electric water pump drive while ensuring sufficient cooling capacity.

[0107] Specifically, the vehicle controller detects that the hydraulic retardant oil temperature T_oil has dropped to the first threshold T1, entering the first transition zone (T1≥T_oil>T2, T2=120℃). The vehicle controller sends a start command to the electronic water pump driver, controlling the electronic water pump to start from a stopped state, gradually increasing the electronic water pump speed from zero to the first target speed N2 (50% of rated speed) at a first rate (5% / s). During the increase, the target speed value is calculated and output in real time every control cycle to establish a stable water flow path. At the same time, the vehicle controller sends an opening command to the electronically controlled air intake grille actuator, starting from the current opening K1 (70%), gradually decreasing the opening at a second rate (5% / s) until the target opening K2 (40%) is reached. During the decrease, the target opening value is calculated and output in real time every control cycle. In addition, the vehicle controller linearly calculates the engine reverse speed setpoint based on the specific value of the current hydraulic retardant oil temperature T_oil (the higher the temperature, the higher the set speed), and sends this speed command to the engine for execution. The vehicle controller continuously monitors T_oil until it drops to the second threshold T2, then proceeds to step S302.

[0108] S302: When the liquid oil temperature is in the second transition range, reduce the speed of the electronic water pump at the third rate, reduce the opening of the electronically controlled intake grille at the second rate, and control the engine to maintain idle speed.

[0109] When the coolant temperature drops further to the second transition zone, the heat inside the heat exchanger has been effectively dissipated, and the risk of high-temperature backflow is significantly reduced. The electric water pump has established a stable water flow path in the first transition zone, and its speed needs to be further reduced to complete the transition to independent circulation by the electric water pump. If the electric water pump speed is reduced rapidly at the first rate, the coolant flow rate will decrease too quickly, potentially causing the oil temperature to drop excessively below the required insulation temperature, increasing the heat replenishment burden in the subsequent insulation stage. This step slowly reduces the electric water pump speed at a third rate lower than the first rate, slowing down the cooling rate while maintaining basic heat dissipation to avoid overcooling; simultaneously, the intake grille opening continues to decrease to reduce radiator airflow, and the engine is controlled to maintain only idle speed to further reduce heat loss.

[0110] Specifically, the vehicle controller monitors the hydraulic oil temperature T_oil and detects it dropping to the second threshold T2, entering the second transition zone (T2≥T_oil>T3, T3=100℃). The vehicle controller sends a speed command to the electronic water pump driver, starting from the current actual speed N2 (50% of rated speed), and gradually reduces the speed at a third rate (1% / s) until the target speed N3 (30% of rated speed) is reached. During the reduction process, the target speed value is calculated and output in real time for each control cycle. Simultaneously, the vehicle controller sends an opening command to the electronically controlled grille actuator, starting from the current opening K2 (40%), and gradually reduces the opening at a second rate (5% / s) until the target opening K3 (20%) is reached. During the reduction process, the target opening value is calculated and output in real time for each control cycle. The vehicle controller sends an idle speed command to the engine to control the engine to maintain idle speed. The vehicle controller continuously monitors T_oil until it drops to the third threshold T3, then proceeds to step S303.

[0111] S303: When the hydraulic oil temperature is in the third transition range, maintain the electronic water pump speed constant, reduce the opening of the electronically controlled intake grille at the second rate, and control the engine to stop completely.

[0112] When the coolant temperature drops to the third transition zone, the high-temperature heat dissipation requirement of the coolant is basically eliminated, and the system is about to enter the S3 low-temperature insulation stage. At this point, it is unnecessary to further reduce the electric water pump speed. Instead, the low speed should be maintained to keep the coolant in a slow circulation state with an extremely low flow rate, ensuring that the residual heat in the heat exchanger is evenly distributed, preparing for the independent circulation and insulation in the subsequent S3 stage. This step maintains a stable, extremely low flow rate circulation by keeping the electric water pump speed constant, avoiding temperature unevenness caused by flow fluctuations; the intake grille opening is further reduced to complete closure at the second rate to block the radiator airflow, preventing the range extender cylinder block heat from being carried away by cold air, thus storing heat for subsequent rapid restart insulation; at the same time, the engine is completely shut down to end the dragging consumption.

[0113] Specifically, the vehicle controller monitors the coolant temperature T_oil and detects it dropping to the third threshold T3, entering the third transition zone (T3 ≥ T_oil > T4, T4 = 95℃). The vehicle controller maintains the current speed N3 (30% of rated speed) of the electronic water pump and continuously sends the current speed command to the electronic water pump driver to keep the coolant in a very low flow circulation state in the coolant cooling circuit. The vehicle controller sends an opening command to the electronically controlled grille actuator, starting from the current opening K3 (20%), and gradually reduces the opening at a second rate (5% / s) until the target opening K4 (10%) is reached. During the reduction process, the target opening value is calculated and output in real time for each control cycle. The vehicle controller sends a complete shutdown command to the engine control unit. The vehicle controller continues to monitor T_oil until it drops to the second threshold T4 (T4 in this step is the second threshold in weight 1), then proceeds to step S203 to switch the coolant cooling circuit to the independent circulation circuit of the electronic water pump.

[0114] The first transition interval is the temperature range in which the liquid slurry oil temperature drops from the first threshold to the third threshold; the second transition interval is the temperature range in which the liquid slurry oil temperature drops from the third threshold to the fourth threshold; the third transition interval is the temperature range in which the liquid slurry oil temperature drops from the fourth threshold to the second threshold; the first threshold is greater than the third threshold, the third threshold is greater than the fourth threshold, the fourth threshold is greater than the second threshold; and the first rate is greater than the third rate.

[0115] The three transition zones are arranged sequentially in the direction of temperature decrease, forming a complete control chain for a smooth transition from the S2 high-temperature heat dissipation state to the S3 low-temperature heat preservation state: the first zone reduces the water pump speed relatively quickly while maintaining sufficient heat dissipation capacity (water pump 50%, grille 40%); the second zone reduces the water pump speed even more slowly to prevent overcooling (water pump 30%, grille 20%); the third zone maintains the water pump speed and closes the grille to its lowest opening (grille 10%), preparing for entering the S3 independent cycle. The engine sequentially goes through idling and then completely stops, gradually removing heat. The three zones work together to achieve a smooth transition of coolant flow and heat dissipation capacity from high to low, effectively avoiding localized overheating or energy waste caused by improper switching.

[0116] The range-extended vehicle liquid retarder thermal management control method provided in this application, when the liquid retarder oil temperature is in the first transition range, controls the electronic water pump to start from a stopped state and increases the electronic water pump speed at a first rate, and decreases the electronically controlled air intake grille opening at a second rate, while setting the engine speed according to the liquid retarder oil temperature. When the liquid retarder oil temperature is in the second transition range, the electronic water pump speed is decreased at a third rate, the electronically controlled air intake grille opening is decreased at a second rate, and the engine is controlled to maintain idle speed. When the liquid retarder oil temperature is in the third transition range, the electronic water pump speed is kept constant, the electronically controlled air intake grille opening is decreased at a second rate, and the engine is controlled to completely stop. The above method, by progressively reducing the electronic water pump speed and electronically controlled air intake grille opening at differentiated flow rate reduction rates in different temperature ranges and coordinating with engine status adjustments, prevents local overheating caused by heat backflow during high-temperature stages while avoiding energy waste caused by excessive cooling during low-temperature stages.

[0117] Figure 4 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 3 ,like Figure 4 As shown, based on the above embodiments, the method further includes:

[0118] S401: Obtain the temperature value and calculate the temperature uniformity index based on the preset formula.

[0119] Monitoring only the inlet or outlet temperature of a heat exchanger cannot reflect the internal temperature distribution. Significant temperature differences may exist between the inlet and outlet, and localized heat accumulation may occur in the central region. When localized temperatures are excessively high while inlet and outlet temperatures remain within normal ranges, single-point monitoring cannot detect risks promptly, potentially leading to localized oil coking or thermal stress damage to the heat exchanger. This step involves simultaneously collecting temperatures at three locations—the inlet, middle, and outlet—of the heat exchanger and constructing a temperature uniformity index to quantitatively assess the uniformity of the internal temperature field. The temperature values ​​include those at the inlet, middle, and outlet of the heat exchanger.

[0120] Specifically, after entering stage S2 (when the hydraulic buffer stops working and the oil temperature is above the first threshold), the vehicle controller reads the temperature values ​​T_in (located at the inlet of the heat exchanger), T_mid (located in the middle of the heat exchanger), and T_out (located at the outlet of the heat exchanger) from the first temperature sensor (located at the inlet of the heat exchanger) at fixed control cycles (e.g., 100ms). After each reading, the vehicle controller performs the following calculations:

[0121] First, determine the maximum value from the three temperature values. and minimum value Then calculate the arithmetic mean of the three temperature values. Finally, the difference between the maximum and minimum values ​​is divided by the average value to obtain the temperature uniformity index. .

[0122] A smaller UI value indicates a more uniform temperature distribution inside the heat exchanger; a larger UI value indicates a more severe temperature unevenness inside the heat exchanger. The vehicle controller stores the calculated UI in memory for threshold determination in subsequent steps. This calculation is repeated in each control cycle.

[0123] S402: When the temperature uniformity index is greater than the first index threshold, increase the speed of the electric water pump.

[0124] When the temperature uniformity index UI exceeds the first index threshold (15), it indicates that there is a slight temperature non-uniformity inside the heat exchanger, and heat may accumulate in local areas but has not yet reached a dangerous level. If the current water pump speed is kept unchanged at this time, the non-uniformity may continue to worsen. This step increases the rated speed by 10% on the basis of the existing water pump speed and appropriately increases the coolant flow rate to enhance the heat exchange efficiency inside the heat exchanger, promote the temperature distribution to become more uniform, and take proactive measures before the risk expands.

[0125] Specifically, in each control cycle, the vehicle controller reads the UI value calculated in step S401 and compares it with a first exponential threshold (preset value of 15). When UI > 15 and UI ≤ 25, the vehicle controller determines it to be a slightly uneven state and sends a temporary speed command to the electronic water pump driver, increasing the rated speed by 10% based on the current target speed of the electronic water pump. Simultaneously, the vehicle controller starts a continuous timer with a duration of 20 seconds. During the 20-second duration, the vehicle controller maintains this temporary speed command. After the 20-second timer expires, the vehicle controller restores the electronic water pump speed to the original target speed of the current control phase (S2 phase or S2→S3 transition phase) and stops intervention. If the UI value has dropped below 15 during the 20-second duration, the vehicle controller still maintains the intervention for the full 20 seconds before resuming operation to avoid hydraulic shock caused by frequent speed fluctuations.

[0126] S403: When the temperature uniformity index is greater than the second index threshold, the electric water pump speed is increased to full speed, and the corresponding emergency cooling action is performed according to the engine's operating status.

[0127] When the temperature uniformity index UI exceeds the second index threshold (25), it indicates that there is severe temperature non-uniformity inside the heat exchanger, and there is a significant risk of overheating in some areas. At this time, simply increasing the pump speed is not enough to eliminate the risk, and maximum heat dissipation measures must be taken. This step involves increasing the speed of the electric water pump to full speed to enhance heat exchange inside the heat exchanger with maximum coolant flow. At the same time, the most effective emergency heat dissipation path is selected according to the current operating status of the range extender. If the range extender is running, its large-capacity cooling circuit is used to assist in heat dissipation; if the range extender has been shut down, ambient air is used for forced heat dissipation by fully opening the air intake grille to ensure that the temperature field inside the heat exchanger is restored to uniformity as soon as possible.

[0128] Specifically, when the engine is running, the control liquid slow cooling circuit is switched to the engine cooling circuit; when the engine is stopped, the control electronic intake grille is fully opened and the electronic water pump is kept running at full speed.

[0129] In each control cycle, the vehicle controller reads the UI value calculated in step S401 and compares it with the second exponential threshold (preset value is 25). When UI > 25, the vehicle controller determines that there is a risk of local overheating and immediately performs the following intervention actions:

[0130] First, the vehicle controller sets the target speed of the electronic water pump to 100% of the rated speed and sends this speed command to the electronic water pump driver for execution, so that the coolant flows through the heat exchanger at the maximum flow rate.

[0131] Secondly, the vehicle controller reads the current engine operating status signal and executes different emergency cooling actions depending on whether the engine is running or stopped:

[0132] When the engine is running, the vehicle controller sends a switching command to the three-way switching valve, which connects the common end of the three-way switching valve to the first inlet, switching the liquid slow cooling circuit from the current state back to the range extender cooling circuit, and using the high-flow main water pump and radiator of the range extender for combined cooling.

[0133] When the engine is stopped, the range extender cooling circuit cannot provide auxiliary heat dissipation. The vehicle controller sends a full-open command to the electronically controlled grille actuator, causing the electronically controlled grille to open to 100%. Heat dissipation is achieved by utilizing the natural wind or forced convection of the electric fan while the vehicle is in motion, while maintaining the electric water pump at 100% rated speed.

[0134] The vehicle controller continues to execute the above intervention actions and monitors the UI value in each control cycle. When the UI drops below 25, the vehicle controller restores the electric water pump speed to the target speed of the current control stage, restores the three-way switching valve to the conduction state before intervention (if it has already been switched), restores the electronically controlled air intake grille to the opening degree before intervention (if it has already been fully opened), and exits the emergency cooling mode.

[0135] The range-extended vehicle liquid cooling management control method provided in this application acquires temperature values ​​and calculates a temperature uniformity index based on a preset formula. When the temperature uniformity index is greater than a first index threshold, the speed of the electric water pump is increased; when the temperature uniformity index is greater than a second index threshold, the speed of the electric water pump is increased to full speed, and corresponding emergency cooling actions are executed according to the engine's operating status. This method constructs a temperature uniformity index through temperature monitoring at three points: the inlet, middle, and outlet of the heat exchanger. It accurately identifies the degree of temperature non-uniformity inside the heat exchanger using a two-level progressive threshold and adaptively matches differentiated intervention strategies. This not only eliminates the risk of local overheating in a timely manner but also avoids energy waste caused by over-response and safety hazards caused by under-response.

[0136] Figure 5 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 4 ,like Figure 5 As shown, based on the above embodiments, the method further includes:

[0137] S501: Calculate the rate of temperature change in the middle of the heat exchanger.

[0138] When the range extender suddenly stops, there is a significant lag effect in the heat distribution changes within the heat exchanger. At the moment of shutdown, the coolant circulation power drops sharply, but the heat accumulated in the central region of the heat exchanger does not dissipate immediately; instead, there is a brief period of sustained temperature rise (thermal inertia). If control relies solely on real-time temperature feedback, by the time the pump speed is adjusted after the temperature rise is detected, localized overheating has already occurred. This step calculates the rate of temperature change in the central part of the heat exchanger to quantify the severity of thermal inertia, providing a feedforward control basis for early intervention.

[0139] Specifically, after entering the S2 phase, the vehicle controller reads the midpoint temperature value T_mid(k) of the current cycle from the second temperature sensor (located in the middle of the heat exchanger) at a fixed control cycle (e.g., 100ms). Simultaneously, it reads the midpoint temperature value T_mid(k-1) saved from the previous control cycle from memory. The vehicle controller then subtracts the previous cycle value from the current value and divides it by the control cycle duration. (Unit: minutes) This yields the rate of temperature change in the central region. .

[0140] A positive dT_mid / dt indicates that the temperature in the middle of the heat exchanger is rising (heat backflushing), and a larger positive value indicates stronger thermal inertia; a negative dT_mid / dt indicates that the temperature in the middle is falling. The vehicle controller stores the calculated dT_mid / dt in memory and updates T_mid(k-1) to the current value T_mid(k) for use in the next cycle. This calculation is repeated in each control cycle, spanning the S2 stage, the S2→S3 transition stage, and the S3 stage.

[0141] S502: Based on the temperature change rate and preset compensation coefficient, the compensation speed increment is obtained and then superimposed on the current electric water pump speed before being output.

[0142] The mid-temperature change rate dT_mid / dt reflects the severity of current thermal inertia, but this value cannot be directly used to control the electric water pump speed. It needs to be converted into a correction value for the water pump speed. This step converts the temperature change trend dimension into the speed correction dimension by multiplying the temperature change rate by a preset compensation coefficient, and then adds the compensation value to the current target speed. This allows the water pump speed to increase in advance before the actual temperature rise, thus offsetting the temperature lag effect caused by thermal inertia.

[0143] Specifically, in each control cycle, the vehicle controller reads the dT_mid / dt value calculated in step S501 and reads the preset compensation coefficient K_inertia (preset value is 0.5%rpm / (℃ / min)) from the memory. The vehicle controller multiplies dT_mid / dt by K_inertia to obtain the compensation speed increment. .

[0144] The vehicle controller simultaneously reads the target speed N_target of the electronic water pump calculated in the current control phase (S2 phase, S2→S3 transition phase, or S3 phase) (for example, the required speed in the current phase in S2 phase, the target speed in the segmented flow reduction control in the S2→S3 transition phase, and the calculated speed in the linear proportional control in S3 phase), and compensates for the speed increment. Add the final speed command to the target speed N_target. .

[0145] When dT_mid / dt is positive (temperature trend is upward). When dT_mid / dt is positive, the final speed command is higher than the original target speed, and the electric water pump accelerates in advance to increase the coolant flow to counteract the upcoming heat backflow. When dT_mid / dt is negative (temperature decreasing trend),... If the value is negative, the final speed command is lower than the original target speed. The electric water pump slows down appropriately to avoid energy waste caused by excessive cooling. The vehicle controller sends the final speed command N_final to the electric water pump driver for execution.

[0146] To prevent the compensation value from exceeding the safe range, the vehicle controller can limit the amplitude of N_final after superposition: if N_final exceeds 100% of the rated speed, it is limited to 100%; if it is below 0% of the rated speed, it is limited to 0%. At the same time, to avoid hydraulic shock caused by sudden speed changes, the vehicle controller can apply a change rate limit to the final speed command to ensure that the speed change rate does not exceed the preset safety value.

[0147] The range-extended vehicle liquid retarder thermal management control method provided in this application calculates the temperature change rate in the middle of the heat exchanger, obtains the compensation speed increment based on the temperature change rate and a preset compensation coefficient, and then outputs the compensation speed increment after adding it to the current electric water pump speed. This method calculates the temperature change rate in the middle of the heat exchanger in real time and converts it into a water pump speed compensation amount for feedforward correction, thus offsetting the temperature lag effect caused by thermal inertia after the range extender stops, and achieving adaptive following of the electric water pump speed to the temperature change trend.

[0148] Figure 6 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 5 .like Figure 6 As shown, based on the above embodiments, the method further includes:

[0149] S601: When the temperature of the hydraulic oil is between the fifth threshold and the second threshold, the speed of the electronic water pump is controlled linearly to decrease from full speed at the second threshold to zero at the fifth threshold.

[0150] The coolant temperature has dropped to the second threshold (T4=95℃), and the three-way switching valve has switched the coolant cooling circuit to the independent circulation circuit of the electric water pump, entering the S3 low-temperature insulation stage. At this time, the range extender has completely stopped and the air intake grille has been closed, and the heat dissipation path of the coolant has been basically cut off. If the electric water pump is stopped immediately after entering the S3 stage, the coolant remaining in the heat exchanger will remain stagnant, which may lead to local heat accumulation, and the residual heat inside the coolant cannot be evenly distributed. This step gradually reduces the water pump speed linearly between the second and fifth thresholds, so that the coolant smoothly transitions from the state at the end of the segmented flow reduction control (at which time the water pump is running at N3=30% of the rated speed) to complete stillness, gradually exiting the cooling cycle while ensuring uniform temperature distribution.

[0151] Specifically, after the vehicle controller detects that the hydraulic oil temperature T_oil has dropped to the second threshold (T4=95℃) and the three-way switching valve has switched to the independent circulation loop of the electronic water pump, it enters the temperature closed-loop control in stage S3. The vehicle controller reads the fifth threshold (T5, the preset value is lower than the second threshold, this value is predetermined by bench calibration and is used to define the lower limit of the linear control range) from the memory.

[0152] When the hydraulic oil temperature T_oil is between the fifth threshold T5 and the second threshold T4 (T4>T_oil>T5), the vehicle controller executes linear proportional control. The vehicle controller uses the second threshold T4 as the starting point of the speed (corresponding to full speed 100%) and the fifth threshold T5 as the ending point of the speed (corresponding to zero speed 0%), and calculates the current target speed of the electric water pump using the following formula:

[0153]

[0154] In the formula, T_oil represents the current real-time collected hydraulic oil temperature. The formula shows that when T_oil = T4, N_target = 100% (the pump operates at full speed when the oil temperature just drops to the second threshold and enters S3); when T_oil = T5, N_target = 0% (the pump stops when the oil temperature drops to the fifth threshold); when T_oil is between T5 and T4, the water pump speed decreases uniformly from full speed to zero as the oil temperature continues to drop. The vehicle controller compares the calculated N_target with the actual speed of the electronic water pump at the end of the current segmented flow reduction control. If N_target is lower than the current actual speed, it gradually decreases to N_target according to the preset rate of change limit; if N_target is higher than or equal to the current actual speed, it maintains the current speed until the oil temperature continues to drop to the temperature point corresponding to N_target, ensuring a smooth and shock-free speed change.

[0155] S602: When the temperature of the hydraulic oil is lower than the fifth threshold, the electronic water pump is stopped.

[0156] When the coolant retardant oil temperature continues to drop and falls below the fifth threshold T5, it indicates that the internal temperature of the coolant retardant has sufficiently decreased, and the residual heat has been evenly distributed. Coolant circulation is no longer needed to maintain temperature uniformity or prevent localized overheating. Continuing to run the electric water pump at this point not only consumes electrical energy but also continuously removes heat from the range extender cylinder block, hindering subsequent rapid restarts. This step stops the electric water pump when the coolant retardant oil temperature falls below the fifth threshold, completely disengaging the cooling cycle and allowing the coolant retardant to enter a fully heat-preserving state.

[0157] Specifically, the vehicle controller continuously monitors the coolant retardant oil temperature T_oil and compares it with the fifth threshold T5. When T_oil is below the fifth threshold T5, the vehicle controller determines that the coolant retardant has been sufficiently cooled and coolant circulation is no longer needed. The vehicle controller sends a stop command to the electric water pump driver (speed set to 0% of rated speed), the electric water pump stops running, and the coolant in the coolant retardant cooling circuit stops flowing, exiting the cooling cycle. If the coolant retardant oil temperature subsequently rises above the fifth threshold T5 due to factors such as increased ambient temperature, start-up of the range extender, or reactivation of the hydraulic retarder, the vehicle controller restarts the electric water pump and re-executes the linear proportional control in step S601.

[0158] S603: Controls the electronically controlled air intake grille to close completely.

[0159] To prevent cold ambient air from flowing through the radiator and thus avoid the heat from the range extender cylinder block being carried away by the cold air through convection, and to keep the liquid slack cooling circuit in a closed and insulated state, this step involves closing the electronically controlled intake grille after the liquid slack oil temperature drops to the second threshold (i.e., when entering stage S3), thereby blocking the heat loss path from the external environment and maintaining the heat of the range extender cylinder block.

[0160] Specifically, after the vehicle controller detects that the hydraulic retarder oil temperature T_oil has dropped to the second threshold T4 and the three-way switching valve has switched to the independent circulation loop of the electronic water pump, it sends a complete closing command (opening degree set to 0%) to the electronically controlled air intake grille actuator. Upon receiving the command, the electronically controlled air intake grille actuator rotates the grille blades to the fully closed position, blocking ambient airflow from entering the radiator. The electronically controlled air intake grille remains fully closed throughout the entire S3 phase. If the range extender restarts or the hydraulic retarder re-engages, the vehicle controller will re-control the opening degree of the electronically controlled air intake grille according to the new operating phase.

[0161] The liquid retarder thermal management control method for range-extended vehicles provided in this application embodiment linearly controls the speed of the electronic water pump to decrease from full speed at the second threshold to zero at the fifth threshold when the liquid retarder oil temperature is between a fifth threshold and a second threshold. When the liquid retarder oil temperature is below the fifth threshold, the electronic water pump is stopped, and the electronically controlled air intake grille is completely closed. By linearly decreasing the speed of the electronic water pump between the second and fifth thresholds and then stopping it, while simultaneously completely closing the electronically controlled air intake grille, the cooling cycle is smoothly exited while the external cold air convection heat transfer path is blocked, achieving a synergistic balance between low-temperature liquid retarder insulation and range extender cylinder block insulation.

[0162] Figure 7 Flowchart of the range-extended vehicle liquid thermal management and control method provided in this application Figure 6 .like Figure 7 As shown, based on the above embodiments, the method further includes:

[0163] S701: When the hydraulic buffer is in operation and the hydraulic buffer oil temperature is lower than the first temperature threshold, the engine is controlled to run at a reverse speed lower than the first preset speed, the fan runs at a speed lower than the second preset speed, and the electronically controlled air intake grille is kept at an opening lower than the first preset opening degree.

[0164] When the hydraulic retarder starts working, the oil temperature is still relatively low, and the heat dissipation requirement is small. If the range extender and fan are operated at high speeds with the intake grille fully open, unnecessary energy consumption (range extender reversing fuel consumption, fan power consumption) will occur, and the range extender cylinder block heat will be excessively dissipated, affecting thermal efficiency. This step operates at a lower range extender reversing speed, lower fan speed, and lower intake grille opening during the initial low oil temperature condition of the hydraulic retarder, meeting basic heat dissipation requirements while reducing energy consumption and preventing excessive cooling of the range extender cylinder block.

[0165] Specifically, the vehicle controller detects that the hydraulic sump is in operation (hydraulic sump working signal is valid), and simultaneously reads the hydraulic sump oil temperature T_oil, comparing it with a preset first temperature threshold T_s1_threshold. When T_oil is lower than T_s1_threshold, the vehicle controller determines it to be a low-temperature, light-load operating condition and executes the following control actions:

[0166] In terms of range extender control, the vehicle controller sends a reverse speed command to the engine control unit, controlling the engine to operate at a reverse speed lower than a first preset speed. This first preset speed is a lower speed value predetermined through bench calibration, used to maintain the basic coolant circulation power under low-temperature liquid conditions.

[0167] In terms of fan control, the vehicle controller sends speed commands to the fan driver, controlling the fan to operate at a speed lower than a second preset speed. This second preset speed is a lower fan speed value predetermined through bench calibration, used to provide basic cooling airflow.

[0168] Regarding the control of the electronically controlled air intake grille, the vehicle controller sends an opening command to the electronically controlled air intake grille actuator, controlling the electronically controlled air intake grille to maintain an opening lower than a first preset opening. This first preset opening is a lower opening value predetermined through bench calibration, used to reduce excessive inflow of cold air into the radiator while ensuring the basic air intake volume. The vehicle controller continuously monitors T_oil at a fixed control cycle until it rises above a first temperature threshold, at which point it proceeds to step S702.

[0169] S702: When the hydraulic retarder oil temperature is between the first temperature threshold and the second temperature threshold, increase the engine's reverse speed, control the fan to operate at a speed higher than the second preset speed but lower than the full speed, and dynamically adjust the opening of the electronically controlled intake grille according to the hydraulic retarder's power demand.

[0170] During continuous operation of the hydraulic retarder, the oil temperature gradually rises to the intermediate temperature range, increasing the demand for heat dissipation. Maintaining low-speed operation at this point will not meet the cooling requirements, and the retarder oil temperature may continue to climb. However, directly entering full-speed operation would lead to a sudden increase in energy consumption. This step enhances coolant circulation by increasing engine speed and fan speed to increase airflow, thus increasing cooling capacity as the oil temperature rises. Simultaneously, the intake grille opening is dynamically adjusted according to the retarder's power requirements to match cooling capacity with the actual heat generation rate, ensuring effective cooling while controlling energy consumption.

[0171] Specifically, when the vehicle controller detects that the hydraulic oil temperature T_oil is between the first temperature threshold T_s1_threshold and the second temperature threshold T_s1_alarm, it determines it to be a medium-temperature operating condition and executes the following control actions:

[0172] In terms of range extender control, the vehicle controller sends a command to the engine control unit to increase the reverse speed, raising the engine reverse speed from a first preset speed to a medium speed range. This medium speed value is a value predetermined through bench calibration, falling between the first preset speed and the maximum permissible speed, and is used to provide increased coolant circulation flow to meet the coolant circulation power required for heat dissipation at this time.

[0173] In terms of fan control, the vehicle controller sends a speed command to the fan driver, controlling the fan to operate at a speed higher than a second preset speed but lower than full speed. This fan speed value is predetermined through bench calibration and is one or more intermediate values ​​between the low-speed operating speed and full speed, used to provide increased cooling airflow.

[0174] Regarding the electronically controlled grille shutter control, the vehicle controller reads the current hydraulic retarder power demand P_req (the actual braking power of the hydraulic retarder). Based on the value of P_req, it performs linear interpolation calculations within a preset opening range (50%~70%) to obtain the target opening value. The larger P_req is, the larger the target opening; the smaller P_req is, the smaller the target opening. The vehicle controller then sends the calculated target opening command to the electronically controlled grille shutter actuator for execution.

[0175] The vehicle controller continuously monitors T_oil at a fixed control cycle and recalculates and updates the target opening of the electronically controlled air intake grille in each control cycle based on the real-time changes of P_req. When T_oil reaches or exceeds the second temperature threshold T_s1_alarm, the process proceeds to step S703.

[0176] S703: When the hydraulic retarder oil temperature reaches or exceeds the second temperature threshold, the engine is controlled to reverse to the maximum allowable speed, the fan runs at full speed, the electronically controlled intake grille is fully opened, and the hydraulic retarder is controlled to limit torque according to the hydraulic retarder oil temperature.

[0177] When the hydraulic retarder operates under extreme conditions (such as prolonged downhill braking), and the oil temperature continues to rise and reaches or exceeds the second temperature threshold, it indicates that the current heat dissipation capacity is insufficient to suppress the temperature rise. If maximum heat dissipation measures are not taken immediately, the oil temperature may continue to climb to the over-temperature limit, causing the hydraulic retarder to automatically disengage, seriously affecting driving safety. This step involves increasing the engine speed to the maximum permissible speed, running the fan at full speed, and fully opening the air intake grille to force cooling of the hydraulic retarder using the system's maximum heat dissipation capacity. Simultaneously, torque limiting control is applied to the hydraulic retarder to reduce the heat generation rate. Intervention from the heat source side is implemented when the heat dissipation capacity has reached its maximum. These dual measures ensure effective control of the oil temperature.

[0178] Specifically, when the vehicle controller detects that the hydraulic oil temperature T_oil reaches or exceeds the second temperature threshold T_s1_alarm, it determines it to be a high-temperature extreme condition and executes the following control actions:

[0179] In terms of range extender control, the vehicle controller sends a towing speed command to the engine control unit to control the engine to tow up to the maximum allowable speed (the maximum speed at which the engine can run in towing mode is determined by the engine's mechanical strength and the cooling system's heat dissipation capacity), so that the coolant can flow through the heat exchanger at the maximum flow rate.

[0180] In terms of fan control, the vehicle controller sends a full-speed command to the fan driver, controlling the fan to run at its maximum speed to force cooling of the coolant flowing through the radiator with maximum airflow.

[0181] In terms of electronically controlled air intake grille control, the vehicle controller sends a full-open command to the electronically controlled air intake grille actuator to control the electronically controlled air intake grille to open to the full-open position (100%), so that the ambient airflow through the radiator reaches the maximum.

[0182] Regarding torque limiting control, the vehicle controller calculates the difference between the current hydraulic oil temperature T_oil and the second temperature threshold T_s1_alarm. The system looks up the corresponding torque limiting coefficient in the preset torque limiting coefficient MAP table based on the difference (the larger the difference, the smaller the torque limiting coefficient, and the greater the torque output restriction). This torque limiting coefficient is then sent to the hydraulic retarder controller for execution. Based on the received torque limiting coefficient, the hydraulic retarder controller limits the actual output braking torque to the target torque = maximum permissible torque × torque limiting coefficient, thereby reducing the rate of heat generation inside the hydraulic retarder.

[0183] The vehicle controller continuously monitors T_oil. When T_oil falls below the second temperature threshold, it gradually exits the torque limiting control and returns to the control state of step S702. If T_oil continues to rise and reaches the over-temperature protection threshold (the preset maximum allowable working oil temperature of the hydraulic retarder), it sends a command to completely exit the hydraulic retarder operation.

[0184] The range extender vehicle liquid retarder thermal management control method provided in this application embodiment, when the liquid retarder is in operation and the liquid retarder oil temperature is below a first temperature threshold, controls the engine to run at a reverse speed lower than a first preset speed, the fan to run at a speed lower than a second preset speed, and the electronically controlled air intake grille to remain at an opening lower than a first preset degree. When the liquid retarder oil temperature is between the first and second temperature thresholds, the engine reverse speed is increased, the fan is controlled to run at a speed higher than the second preset speed but lower than full speed, and the opening of the electronically controlled air intake grille is dynamically adjusted according to the power demand of the liquid retarder. When the liquid retarder oil temperature reaches or exceeds the second temperature threshold, the engine is controlled to reverse to the maximum allowable speed, the fan runs at full speed, the electronically controlled air intake grille is fully open, and torque limiting control is performed on the liquid retarder according to the liquid retarder oil temperature. The above method achieves a dynamic balance between the heat dissipation capacity and energy consumption of the liquid retarder under all operating conditions by adjusting the engine reverse speed, fan speed, and electronically controlled air intake grille opening in stages according to the liquid retarder oil temperature, and simultaneously executing torque limiting control when the temperature exceeds the limit.

[0185] It should be noted that the preset threshold in any of the above embodiments can be dynamically set according to the actual situation, and this application does not impose any specific limitations.

[0186] Figure 8 This is a schematic diagram of the structure of the vehicle controller provided in this application. Figure 8 As shown, the vehicle controller 800 provided in this embodiment includes at least one processing unit 801 and a storage unit 802. Optionally, the vehicle controller 800 further includes a communication component 803. The processing unit 801, the storage unit 802, and the communication component 803 are connected via a bus 804.

[0187] In a specific implementation, at least one processing unit 801 executes computer execution instructions stored in the storage unit 802, causing at least one processing unit 801 to perform the above-described method.

[0188] The specific implementation process of the processing unit 801 can be found in the above method embodiment, and its implementation principle and technical effect are similar. It will not be repeated here.

[0189] In the above embodiments, it should be understood that the processing unit can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0190] The storage unit may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0191] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0192] This application also provides a computer program product, including a computer program that, when executed by a processing unit, implements the above-described method.

[0193] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processing unit, implement the above-described method.

[0194] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0195] An exemplary readable storage medium is coupled to a processing unit, enabling the processing unit to read information from and write information to the readable storage medium. Alternatively, the readable storage medium can be an integral part of the processing unit. Both the processing unit and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processing unit and the readable storage medium can exist as discrete components within the device.

[0196] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0197] The units described as separate components may or may not be physically separate. 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0198] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0199] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0200] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0201] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for managing and controlling the liquid retarder heating of a range-extended vehicle, characterized in that, include: When the hydraulic buffer is disengaged, the control system keeps the hydraulic buffer cooling circuit connected to the range extender cooling circuit and controls the engine to run in reverse. When the coolant temperature drops to the first threshold, segmented flow reduction control is executed. The segmented flow reduction control is a coordinated control of gradually reducing the coolant flow rate and gradually reducing the heat dissipation air volume. When the temperature of the liquid retardant oil drops to the second threshold, the liquid retardant cooling circuit is switched to the independent circulation circuit of the electronic water pump, and the engine is shut down.

2. The method according to claim 1, characterized in that, The segmented flow reduction control includes: When the liquid sludge oil temperature is in the first transition range, the electronic water pump is controlled to start from the stopped state and the speed of the electronic water pump is increased at a first rate, the opening of the electronically controlled air intake grille is reduced at a second rate, and the engine speed is set according to the liquid sludge oil temperature. When the liquid oil temperature is in the second transition range, the speed of the electronic water pump is reduced at a third rate, the opening of the electronically controlled air intake grille is reduced at a second rate, and the engine is controlled to maintain idle speed. When the liquid oil temperature is in the third transition range, the speed of the electronic water pump is kept constant, the opening of the electronically controlled intake grille is reduced at the second rate, and the engine is completely shut down. The first transition interval is the temperature range in which the liquid slurry oil temperature drops from the first threshold to the third threshold; the second transition interval is the temperature range in which the liquid slurry oil temperature drops from the third threshold to the fourth threshold; the third transition interval is the temperature range in which the liquid slurry oil temperature drops from the fourth threshold to the second threshold; the first threshold is greater than the third threshold, the third threshold is greater than the fourth threshold, and the fourth threshold is greater than the second threshold; the first rate is greater than the third rate.

3. The method according to claim 1, characterized in that, Before performing segmented flow reduction control, the method further includes: Calculate the rate of temperature change of the liquid buffer oil, and dynamically adjust the first threshold and the second threshold according to the rate of temperature change.

4. The method according to claim 3, characterized in that, The step of dynamically adjusting the first threshold and the second threshold according to the rate of temperature change includes: When the absolute value of the temperature change rate is greater than the first preset rate, the first threshold and the second threshold are increased. When the absolute value of the temperature change rate is less than the second preset rate, the first threshold and the second threshold are lowered.

5. The method according to claim 3, characterized in that, The method further includes: Calculate the second derivative value of the liquid buffer oil temperature. When the second derivative value is greater than the preset fluctuation threshold, pause the dynamic adjustment of the threshold and maintain the current threshold setting.

6. The method according to claim 2, characterized in that, The method further includes: The temperature values ​​are obtained and the temperature uniformity index is calculated based on a preset formula. The temperature values ​​include the temperature value at the inlet of the heat exchanger, the temperature value in the middle of the heat exchanger, and the temperature value at the outlet of the heat exchanger. When the temperature uniformity index is greater than the first index threshold, the speed of the electronic water pump is increased; When the temperature uniformity index is greater than the second index threshold, the speed of the electronic water pump is increased to full speed, and the corresponding emergency cooling action is performed according to the working state of the engine. The second index threshold is greater than the first index threshold.

7. The method according to claim 6, characterized in that, The step of performing corresponding emergency cooling actions based on the engine's operating state includes: When the engine is running, control the liquid slow cooling circuit to switch to the range extender cooling circuit; When the engine is stopped, the electronically controlled air intake grille is fully opened and the electronic water pump is kept running at full speed.

8. The method according to claim 6, characterized in that, The method further includes: Calculate the rate of temperature change in the middle of the heat exchanger; The compensation speed increment is obtained based on the temperature change rate and the preset compensation coefficient, and then the compensation speed increment is superimposed on the current electric water pump speed before being output.

9. The method according to claim 1, characterized in that, The method further includes: When the temperature of the liquid buffer oil is between the fifth threshold and the second threshold, the speed of the electronic water pump is controlled to decrease from full speed at the second threshold to zero at the fifth threshold in a linear proportional manner, wherein the fifth threshold is less than the second threshold. When the temperature of the liquid buffer oil is lower than the fifth threshold, the electronic water pump is controlled to stop. Control the electronically controlled air intake grille to close completely.

10. The method according to claim 1, characterized in that, The method further includes: When the hydraulic buffer is in operation and the hydraulic buffer oil temperature is lower than the first temperature threshold, the engine is controlled to run at a reverse speed lower than the first preset speed, the fan runs at a speed lower than the second preset speed, and the electronically controlled air intake grille is kept at an opening lower than the first preset opening degree. When the temperature of the hydraulic retarder is between the first temperature threshold and the second temperature threshold, the reverse speed of the engine is increased, the fan is controlled to run at a speed higher than the second preset speed but lower than the full speed, and the opening of the electronically controlled air intake grille is dynamically adjusted according to the hydraulic retarder power demand. When the hydraulic retarder oil temperature reaches or exceeds the second temperature threshold, the engine is controlled to reverse to the maximum allowable speed, the fan runs at full speed, the electronically controlled air intake grille is fully opened, and the hydraulic retarder is subjected to torque limiting control according to the hydraulic retarder oil temperature.

11. A liquid retarder thermal management control system for range-extended vehicles, characterized in that, include: Liquid buffer, heat exchanger, electric water pump, engine, electronically controlled air intake grille, three-way switching valve, vehicle controller and temperature sensor group; The electronic water pump is arranged in parallel with the engine's main water pump; The common end of the three-way switching valve is connected to the outlet of the heat exchanger, the first inlet of the three-way switching valve is connected to the outlet of the main water pump of the engine, and the second inlet of the three-way switching valve is connected to the outlet of the electric water pump. The temperature sensor group includes a first temperature sensor, a second temperature sensor, and a third temperature sensor respectively disposed at the heat exchanger inlet, the middle of the heat exchanger, and the heat exchanger outlet; The vehicle controller is communicatively connected to the electronic water pump, the electronically controlled air intake grille, the three-way switching valve, and the temperature sensor group, respectively. The vehicle controller is configured to perform the range-extended vehicle liquid thermal management control method as described in any one of claims 1 to 10.

12. A vehicle controller, characterized in that, include: Storage unit, processing unit; The storage unit stores computer-executed instructions; The processing unit executes the computer execution instructions stored in the storage unit, causing the processing unit to perform the method as described in any one of claims 1-10.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processing unit, are used to implement the method as described in any one of claims 1 to 10.

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