CN113931727A - Control method of electronic fan - Google Patents
Control method of electronic fan Download PDFInfo
- Publication number
- CN113931727A CN113931727A CN202010671256.0A CN202010671256A CN113931727A CN 113931727 A CN113931727 A CN 113931727A CN 202010671256 A CN202010671256 A CN 202010671256A CN 113931727 A CN113931727 A CN 113931727A
- Authority
- CN
- China
- Prior art keywords
- water temperature
- parameter
- heat
- temperature
- obtaining
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 56
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 167
- 238000011156 evaluation Methods 0.000 claims abstract description 56
- 238000012937 correction Methods 0.000 claims abstract description 47
- 230000007704 transition Effects 0.000 claims abstract description 32
- 230000002159 abnormal effect Effects 0.000 claims abstract description 11
- 101100134058 Caenorhabditis elegans nth-1 gene Proteins 0.000 claims abstract description 5
- 238000012360 testing method Methods 0.000 claims description 28
- 230000017525 heat dissipation Effects 0.000 claims description 12
- 239000000110 cooling liquid Substances 0.000 claims description 6
- 230000020169 heat generation Effects 0.000 claims description 6
- 230000005855 radiation Effects 0.000 claims description 3
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 239000002826 coolant Substances 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 abstract description 2
- 230000008859 change Effects 0.000 description 20
- 230000008569 process Effects 0.000 description 8
- 230000001276 controlling effect Effects 0.000 description 6
- 238000007726 management method Methods 0.000 description 6
- 238000001816 cooling Methods 0.000 description 4
- 238000013021 overheating Methods 0.000 description 3
- 230000005856 abnormality Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- 230000001174 ascending effect Effects 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000013316 zoning Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/08—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/026—Thermostatic control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention relates to a control method of an electronic fan, which comprises the steps of collecting working condition parameters of a whole vehicle, and acquiring a heat evaluation parameter Q according to the working condition parameters of the whole vehicler(ii) a Evaluating parameter Q according to the calorierAnd/or the current water temperature TcAcquiring a signal correction quantity beta; evaluating parameter Q according to the calorierObtaining transition time delta; and outputting a control signal to the electronic fan, wherein the control signal P (n) output for the nth time is the sum of the control signal P (n-1) output for the nth-1 time and a signal correction amount beta, namely P (n) ═ P (n-1) + beta, the adjustment of the signal correction amount beta is completed within a transition time delta, and n is an integer greater than 1. The control method of the electronic fan provided by the invention can realize the accurate control of the water temperature under each working condition of the engine; in addition, the water temperature can be completely estimated and predicted without a water temperature sensor,when the water temperature sensor is abnormal, the electronic fan can still be effectively regulated and controlled.
Description
Technical Field
The invention belongs to the technical field of automobile water cooling systems, and particularly relates to a control method of an electronic fan.
Background
At present, fans used for the whole vehicle on the market mainly comprise high-low grade fans and stepless fans. The control mode of the high-low gear fan is very simple, generally, a threshold value is set for the high-low gear and the low-high gear respectively, when the threshold value is exceeded, the fan of the corresponding gear is turned on, and a hysteresis value is set at the same time, and when the water temperature is reduced by an extent exceeding the hysteresis value, the fan stops working. The control method of the stepless fan is easy, and is an extension of a high-low-gear fan, namely, the multi-gear fan is set to be used, and if a certain threshold value is exceeded, the rotation speed is adjusted to a certain set rotation speed. With the improvement of the oil consumption and emission requirements of automobiles, the extensive control mode cannot meet the requirement of accurate energy management.
In the prior art, the accurate thermal management of an automobile generally refers to working condition zoning, namely, the working condition of an engine is divided into 3-5 areas through modes such as tests, and when the working condition of the engine runs in a specific area, corresponding parts work under specific load. In addition, multi-point analysis is carried out, namely water temperatures of parts of an engine, such as a supercharger, EGR (exhaust gas recirculation), a water inlet and a water outlet, are partitioned, a corresponding limit value is set for each water temperature interval of each position, in the actual working process, the ECU acquires the water temperatures of the positions and compares cooling requirements, and the corresponding part is controlled to work under the working condition with the largest cooling requirement. In the middle of the subregion's of operating mode strategy, electronic fan only operates at 2 ~ 5 operating points according to the operating mode change of engine in fact, and when the operating mode change range of engine was very big, only few operating mode point can operate under the ideal state, and most operating mode all can not be optimized, has so wasted the ability that electronic fan can carry out stepless speed regulation. The multi-measuring-point analysis strategy aims at ensuring the safe operation of the engine to the maximum extent, can not well optimize each working condition point of the engine, and needs a plurality of water temperature sensors, so that the cost is high.
It is feasible to use an electronic fan and thermal management to achieve precise thermal management, but in practice, the power consumption of the fan far exceeds the efficiency of the electronic fan, and if the power consumption of the fan is not effectively inhibited, the full potential of precise thermal management cannot be fully exerted.
Disclosure of Invention
In view of the above technical problems, the present application provides a control method for an electronic fan, which adjusts control parameters by establishing a control logic, so as to improve an accurate thermal management capability.
The invention provides a control method of an electronic fan, which comprises the steps of collecting working condition parameters of a whole vehicle, and acquiring a heat evaluation parameter Q according to the working condition parameters of the whole vehicler(ii) a Evaluating parameter Q according to the calorierAnd/or the current water temperature TcAcquiring a signal correction quantity beta; evaluating parameter Q according to the calorierObtaining transition time delta; and outputting a control signal to the electronic fan, wherein the control signal P (n) output for the nth time is the sum of the control signal P (n-1) output for the nth-1 time and a signal correction amount beta, namely P (n) ═ P (n-1) + beta, the adjustment of the signal correction amount beta is completed within a transition time delta, and n is an integer greater than 1.
In one embodiment, the vehicle working condition parameters include a current vehicle speed v, a current power q of an electronic fan, an engine load b, an engine speed n, a mechanical water pump flow f, and an ambient temperature TeCurrent water temperature TcAt least one of the specific heat capacity c of the coolant and the radiator correction coefficient s.
In one embodiment, the heat evaluation parameter Q is obtained according to the vehicle working condition parametersrThe method comprises the following steps:
obtaining the heat quantity Q of the engine through the engine load b and the engine speed nin；
According to the current speed v, the current power q of the electronic fan, the flow f of the mechanical water pump and the ambient temperature TeCurrent water temperature TcObtaining the heat radiation quantity Q of the engine by the specific heat capacity c of the cooling liquid and the correction coefficient s of the radiatorout；
By said heat dissipation QoutAnd the heat generation amount QinObtaining the heat evaluation parameter QrWherein Q isr＝Qout-Qin。
In one embodiment, the control method further comprises:
by heat correction coefficient phi (Q)r) Evaluating the heat quantity parameter QrCorrecting to obtain the corrected value Q of the heat evaluation parameterreWherein Q isre＝Qr-Φ(Qr)。
In one embodiment, said evaluating parameter Q according to said heat quantityrAnd/or the current water temperature TcAcquiring the signal correction amount β includes:
under the normal working mode, the current water temperature T is measuredcWith target water temperature TtargetComparing to obtain a difference value delta T, and obtaining the signal correction quantity beta (delta T) through calibration test data; and/or
Evaluating parameter Q by the heat quantity in a fault moderObtaining a temperature evaluation parameter TQEvaluating the parameter T by the temperatureQObtaining the water temperature T of the modelQrOr the current water temperature TcThen, the model water temperature T is measuredQrOr the current water temperature TcWith target water temperature TtargetAnd comparing to obtain a difference value delta T, and obtaining the signal correction quantity beta (delta T) through calibration test data.
In one embodiment, in the failure mode, the temperature evaluation parameter T is set to a value equal to or greater than a predetermined valueQBy evaluating the parameter Q for the quantity of heatrAnd (6) integral acquisition is carried out.
In one embodiment, in the fault mode, the model water temperature TQrEvaluation of the parameter T against temperature by calibration of test dataQAnd carrying out conversion acquisition.
In one embodiment, in said fault mode, said current water temperature TcEvaluating the parameter T according to the temperature through calibrating test dataQAnd (4) directly obtaining.
In one embodiment, the method is according toThe calorie evaluation parameter QrAnd/or the current water temperature TcAcquiring a signal correction amount β, further comprising:
evaluating parameter Q by the heat quantity in a fault moderObtaining a temperature evaluation parameter TQEvaluating the parameter T for the temperature by calibrating test dataQDividing risk area and setting limit value TQ_ulimit；
If the temperature evaluation parameter TQDoes not exceed the limit TQ_ulimitThen for the distance t from the current timereInternal calorie evaluation parameter QrSumming to obtain a first temperature difference prediction parameter Δ f1＝ΣQr；
Predicting a parameter deltaf according to the first temperature difference through calibration test data1Obtaining the correction amount beta (delta f)1)。
In one embodiment, the control method comprises, in the failure mode, evaluating the parameter T if the temperatureQExceeds the limit value TQ_ulimitAnd controlling the electronic fan to run at full power.
In one embodiment, said evaluating parameter Q according to said heat quantityrAcquiring the transition time δ includes:
for the distance from the current time trpThe heat quantity evaluation parameter QrSumming to obtain a first heat evaluation parameter summation value Qr1；
Based on the current working condition parameters, the future time period trpThe heat quantity evaluation parameter QrSumming to obtain a second heat evaluation parameter summation value Qr2；
According to the first heat evaluation parameter summation value Qr1The second heat evaluation parameter sum value Qr2Obtaining a second temperature difference prediction parameter Deltaf2＝Qr1+Qr2；
Predicting a parameter deltaf according to the second temperature difference through calibration test data2Obtaining the transition time delta (Δ f)2)。
In one embodiment, the method comprisesEvaluating parameter Q based on the calorierAnd/or the current water temperature TcBefore the step of obtaining the signal correction amount β, the method includes:
after the whole vehicle is powered on, judging whether the water temperature sensor is abnormal or not;
if the water temperature sensor is abnormal, controlling the electronic fan to enter a fault mode;
if the water temperature sensor is normal, judging whether the rotating speed of the engine is zero;
if the rotating speed of the engine is zero, controlling the electronic fan not to work;
if the rotating speed of the engine is not zero, judging the current water temperature TcWhether or not it is lower than warm-up threshold Twu；
If the current water temperature TcBelow warm-up threshold TwuIf so, judging that the engine is in cold start, entering a warm-up mode, and controlling the electronic fan not to work;
if the current water temperature TcNot lower than warm-up threshold TwuIf yes, judging that the engine is not in cold start, and judging the current water temperature TcWhether the limit is exceeded;
if the current water temperature TcAbove the overrun threshold TovControlling the electronic fan to work at full power;
if the current water temperature TcAt the warm-up threshold TwuThe overrun threshold TovAnd when the electronic fan is controlled to enter the normal working mode.
The control method of the electronic fan provided by the invention can realize the air volume regulation of the electronic fan under each working condition of the engine, effectively reduce the mechanical power consumption and finish the accurate control of the water temperature; in addition, the evaluation and prediction mode of the water temperature can completely break away from the dependence on the water temperature sensor, and the electronic fan can still be effectively regulated and controlled when the water temperature sensor is abnormal.
Drawings
Fig. 1 is a schematic flow chart of a control method according to an embodiment of the present invention;
fig. 2 is a schematic flowchart of a control method in a normal operating mode according to a second embodiment of the present invention;
fig. 3 is a schematic flowchart of a control method in a failure mode according to a third embodiment of the present invention;
fig. 4 is a schematic flowchart of a control method according to a fourth embodiment of the present invention.
Detailed Description
The technical scheme of the invention is further elaborated by combining the drawings and the specific embodiments in the specification. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, "and/or" includes any and all combinations of one or more of the associated listed items.
Fig. 1 is a schematic flowchart of a control method according to an embodiment of the present invention. As shown in fig. 1, the control method of the present invention may include the steps of:
step S101: collecting the working condition parameters of the whole vehicle, and acquiring a heat evaluation parameter Q according to the working condition parameters of the whole vehicler；
Step S102: evaluating parameter Q according to the calorierAnd/or the current water temperature TcAcquiring a signal correction quantity beta;
step S103: evaluating parameter Q according to the calorierObtaining transition time delta;
step S104: and outputting a control signal to the electronic fan, wherein the control signal P (n) output for the nth time is the sum of the control signal P (n-1) output for the nth-1 time and a signal correction amount beta, namely P (n) ═ P (n-1) + beta, the adjustment of the signal correction amount beta is completed within a transition time delta, and n is an integer greater than 1.
In step S101, the vehicle operating parameters include a current vehicle speed v, a current power q of the electronic fan, an engine load b, an engine speed n, a mechanical water pump flow f, and an ambient temperature TeCurrent water temperature TcSpecific heat of cooling liquidC and a radiator correction factor s.
Furthermore, when the engine works, the current speed v, namely the windward amount and the fan power q, and the current flow f of the water pump can form a heat dissipation item, the load b and the rotating speed n of the engine determine a heat generation item, when the heat dissipation amount is larger than the heat generation amount, the temperature of the cooling liquid is reduced, and vice versa, so that the difference between the heat dissipation item and the heat generation item actually represents the change condition of the temperature of the cooling liquid. These parameters can be integrated and evaluated for caloric status at each time point.
In one embodiment, the heat evaluation parameter Q is obtained according to the whole vehicle working condition parameterrThe method comprises the following steps:
obtaining the heat quantity Q of the engine through the engine load b and the engine speed nin；
According to the current speed v, the current power q of the electronic fan, the flow f of the mechanical water pump and the ambient temperature TeCurrent water temperature TcObtaining the heat radiation quantity Q of the engine by the specific heat capacity c of the cooling liquid and the correction coefficient s of the radiatoroutWherein the specific heat capacity c of the cooling liquid and the radiator correction coefficient s are empirical values;
by said heat dissipation QoutAnd the heat generation amount QinObtaining the heat evaluation parameter QrWherein Q isr＝Qout-Qin。
It is worth mentioning that when different engines and different vehicles are used, the different parameter settings can cause QrThe variation range and even the magnitude of the variation range have larger difference, and in order to more intuitively distinguish the rising and falling trends of the temperature, the coefficient phi (Q) can be corrected through heatr) To QrMaking a correction, wherein the heat correction coefficient phi (Q)r) Is a preset value. Phi (Q) of electronic fan at initial operationr) The value may be set based on a number of calibration test data, after which Q may be applied at intervals, e.g. 3000srAverage value pair phi (Q)r) Optimized and outputs new phi (Q)r) The value is obtained. Corrected heat evaluation parameter Qre＝Qr-Φ(Qr) When the heat dissipation amount is smaller than zero, the heat dissipation amount is larger than the heat dissipation amount, and when the heat dissipation amount is larger than zero, the heat dissipation amount is larger than the heat dissipation amount.
Step S102 and step S103, the specific method for acquiring the variation β and the transition time δ is described below with reference to fig. 2 and fig. 3.
In step S104, the ECU outputs a control signal to the electronic fan to mainly control the air volume of the electronic fan, wherein the magnitude of the control signal is proportional to the air volume of the electronic fan, and the duration of the control signal is proportional to the duration of the air volume of the electronic fan. When the engine is started, the ECU outputs an initial control signal P (1) to the electronic fan, wherein the initial control signal P (1) is a preset value or a value corresponding to the initial water temperature, and the preset value can be systematically preset or manually set; the value corresponding to the initial water temperature is obtained by calibrating the test data. In addition, the interval time of the control signal output is set, which is a preset value, can be systematically preset, can also be artificially set, can be a fixed interval time, and can also be set a plurality of different interval times, for example, the fixed time is set to be 10s, and the time interval from the output of the initial control signal P (1) to the output of the second control signal P (2) and the output of the second control signal P (2) to the output of the third control signal P (3) to the electronic fan is 10 s; the time interval from the output of the initial control signal P (1) to the output of the second control signal P (2) to the electronic fan is set to 10s, and the time interval from the output of the second control signal P (2) to the output of the third control signal P (3) to the electronic fan is set to 15 s. The control signal P (n) output at the nth time is the sum of the control signal P (n-1) output at the nth-1 st time and the signal correction amount β, that is, P (n) ═ P (n-1) + β, and n is an integer greater than 1.
It should be mentioned that the inertia of the motor needs to be considered for the change of the control signal, so as to avoid the large fluctuation of the water temperature caused by the too fast change of the air volume, and the signal correction amount beta needs to be adjusted within the transition time delta. Except for the control signal P (1) output at the 1 st time, the control signals output at each subsequent time are not fully output at one moment, but are output gradually within the transition time delta, for example, the control signal P (n) output at the nth time is increased by a signal correction amount beta on the basis of the control signal P (n-1) output at the n-1 st time, the control signal P (n) output at the nth time is only adjusted by beta/delta at each time on the basis of the control signal P (n-1) output at the n-1 st time, and the signal correction amount beta is adjusted gradually over the transition time delta.
The interval time of the control signal output is not less than the transition time δ, and the interval time of the control signal output may include the transition time δ or may not include the transition time δ. For example, the time interval from the output of the second control signal P (2) to the output of the third control signal P (3) to the electronic fan is 10s, and the 10s interval time may include the transition time δ of the second control signal P (2), i.e. the time interval is obtained from the beginning of the adjustment of the second control signal P (2); the 10s interval time may also not comprise the transition time δ of the second control signal P (2), i.e. the acquisition time interval is started from the time when the adjustment of the second control signal P (2) is completed.
Fig. 2 is a flowchart illustrating a control method in a normal operating mode according to a second embodiment of the present invention. As shown in fig. 2, the control method in the normal operation mode includes the following steps:
step S201: acquiring a heat evaluation parameter Qr;
the synchronization step S101 is not described here.
Step S202: obtaining the current water temperature TcWith target water temperature TtargetSetting a signal correction amount β (Δ T);
specifically, the control signal actually output by the ECU has closed-loop feedback so as to adjust the air volume according to the change of the actual condition. The adjusting process needs two points, namely the rising and falling trend of the water temperature and the response speed between the air volume change and the water temperature change, and the air volume adjustment of the water temperature change trend is completed in the step. The engine can preset target water temperature T in ECU through accumulation of a large amount of calibration test datatargetThe value is related to the load and the rotating speed of the engine, and when the engine runs under various working conditions, the electronic fan needs to make the water temperature reach the target value as much as possible. The ECU passes the current water temperature T corresponding to the acquired water temperature signalcWith target water temperature TtargetComparing, obtaining difference value delta T, and calibrating test data according toThe signal correction amount β (Δ T) is obtained from the difference value Δ T.
Step S203: obtaining a second temperature difference prediction parameter Deltaf2Setting the transition time delta (Deltaf)2)。
As with step S303, the following is set forth in conjunction with fig. 3.
Fig. 3 is a schematic flowchart of a control method in a failure mode according to a third embodiment of the present invention. As shown in fig. 3, the control method in the failure mode includes the steps of:
step S301: obtaining a temperature evaluation parameter TQ；
In one embodiment, the parameter Q is evaluated for heat quantity after the engine is startedrIntegrating to obtain a temperature evaluation parameter TQ＝∫Qrdt. Wherein the calorie evaluation parameter QrThrough step S101. The time period of integration is the same as the interval time between the output of the two control signals set in step S104.
It is worth mentioning that if the whole vehicle enters the fault mode upon power-on, the current water temperature T is in the fault modecIs equal to the ambient temperature TeSubsequent current water temperature TcUsing the current water temperature T obtained in step S302cCarrying out iteration;
if the normal working mode is switched to the fault mode after the whole vehicle is electrified, the current water temperature T is in the fault modecIs equal to the last recorded current water temperature T in the normal operation modecSubsequent current water temperature TcUsing the current water temperature T obtained in step S302cAnd (6) performing iteration.
Step S302: obtaining the water temperature T of the modelQrOr the current water temperature TcWith target water temperature TtargetDifference Δ T and/or first temperature difference prediction parameter Δ f1Setting signal correction quantity beta (delta T) and/or beta (delta f)1)；
In one embodiment, when the water temperature sensor is abnormal, including a fault of the water temperature sensor or the complete machine cancels the water temperature sensor, the current water temperature T cannot be obtainedcNor can the current risk of overheating be assessed. At this timeThe heat evaluation parameter Q can be established through a large amount of calibration test datarThe relation with the actual water temperature, and the parameter Q is evaluated through heat quantityrObtaining the water temperature T of the modelQrWater temperature T of modelQrThe method is characterized in that the actual water temperature is replaced for correction, and the specific method comprises the following steps:
method I, directly using model water temperature TQrInstead of the actual water temperature. Temperature evaluation parameter T based on the relationship between heat and temperatureQThe change trend of the water temperature is generally consistent with the change trend of the actual water temperature. Evaluating the parameter T according to the temperature by calibrating the test dataQObtaining the water temperature T of the modelQrWater temperature T of the modelQrWith target water temperature TtargetComparing, obtaining a difference value delta T, and obtaining the signal correction amount beta (delta T) according to the difference value delta T through calibrating test data;
method II, calibrating temperature evaluation parameter T through testQThe relation with the actual water temperature. Thus, the parameter T is evaluated by the temperatureQDirectly estimating the current water temperature value TcThen is mixed with the target water temperature TtargetComparing, obtaining a difference value delta T, and obtaining the signal correction amount beta (delta T) according to the difference value delta T through calibrating test data;
and thirdly, predicting temperature difference. The method can avoid overheating of the engine and simultaneously control the electronic fan relatively accurately. Evaluation of the parameter T against temperature by calibration of test dataQAnd (4) dividing risk areas, namely dividing the water temperature interval into high and low risk areas. If the measured water temperature is 80 deg.C, 100 deg.C, 110 deg.C respectively during the test, obtaining temperature evaluation parameter TQDivision of TQRisk area of value and with the value at 110 ℃ as limit value TQ_ulimit. As mentioned above, the temperature evaluation parameter TQ＝∫QreThe change trend of dt is consistent with the change trend of water temperature, and then T is measuredQDifferentiating to obtain the acceleration of temperature variation, e.g. summing the acceleration in a zone, and estimating the temperature variation trend in the zone, so as to evaluate the parameter TQIf not, the working condition of the electronic fan can be continuously optimized, and the ECU carries out optimization on the latest time period treInternal calorie evaluation parameter QrSumming to obtain a first temperature difference prediction parameter delta f1＝ΣQrThrough calibration of test data, the parameter deltaf is predicted according to the first temperature difference1Correction amount β (Δ f) is obtained1). Due to the fact that the actual water temperature change is slightly delayed, the water temperature change after 5-10 s can be predicted by obtaining the actual water temperature change. Wherein the overrun threshold TQ_ulimitIs a preset value.
It is worth mentioning that the obtained temperature evaluation parameter T is evaluated during the working process of the engineQMaking a judgment, e.g. temperature evaluation parameter TQHas exceeded the overrun threshold TQ_ulimitIf the water temperature is higher, the ECU controls the electronic fan to run at full power.
Step S303: obtaining a second temperature difference prediction parameter Deltaf2Setting the transition time delta (Deltaf)2)。
In one embodiment, the first temperature difference prediction parameter Δ f mentioned in step S3021On the basis, the water temperature change in the future within 5-10 s can be known, but in the process that the water temperature is gradually close to the target value, the inertia of the motor needs to be considered for the change of the control signal, and the phenomenon that the water temperature is greatly fluctuated due to the too fast change of the air volume is avoided. The ECU assumes a period of time t in the futurerpIf 5-10 s, the working condition of the whole vehicle does not change, and the latest time period t isrpInner and future time periods trpInternal calorie evaluation parameter QrRespectively summing to obtain a first heat evaluation parameter summation value Qr1And a first calorie evaluation parameter sum value Qr2Obtaining a second temperature difference prediction parameter Deltaf2＝Qr1+Qr2. Predicting the parameter delta f according to the second temperature difference by calibrating the test data2Obtaining the transition time delta (Deltaf)2)。
It is worth mentioning that the parameter Δ f is predicted by the first temperature difference1Second temperature difference prediction parameter Deltaf2The water temperature after 10 s-20 s in the future can be estimated and compared with the target temperature TtargetFor comparison, there are several cases:
a. current water temperature TcBelow target water temperature TtargetCurrent waterTemperature TcIn an ascending trend, the future trpDoes not exceed the target water temperature TtargetIf the air quantity is adjusted to be large, the control signal gives a longer transition time, and if the air quantity is adjusted to be small, the control signal gives a shorter transition time, and vice versa;
b. current water temperature TcBelow target water temperature TtargetCurrent water temperature TcIf the air quantity is in a descending trend, the control signal gives a longer transition time when the air quantity is adjusted to be large and gives a shorter transition time when the air quantity is adjusted to be small;
c. current water temperature TcAbove target water temperature TtargetCurrent water temperature TcIf the air quantity is in an ascending trend, the control signal gives a shorter transition time when the air quantity is adjusted to be large and gives a longer transition time when the air quantity is adjusted to be small;
d. current water temperature TcAbove target water temperature TtargetCurrent water temperature TcIn a downward trend, future trpIs about to be lower than the target water temperature TtargetIf the control signal is used, the longer transition time is given when the air volume is adjusted to be large, and the shorter transition time is given when the air volume is adjusted to be small, or vice versa.
Wherein the calorie evaluation parameter QrThe parameter correction Q can also be evaluated by heatreAnd (4) replacing.
Fig. 4 is a schematic flowchart of a control method according to a fourth embodiment of the present invention. As shown in fig. 4, the control method of the present invention may include the steps of:
step S401: judging whether the water temperature sensor is abnormal or not;
specifically, the abnormality of the water temperature sensor includes any one of a failure of the water temperature sensor and a cancellation of the water temperature sensor by the complete machine. Water temperature sensors can be arranged at the water outlet and/or the water inlet of the engine and/or other water flow positions, and the ECU collects water temperature signals of the engine. Specifically, when the complete machine is powered on every time, the ECU starts to collect water temperature signals, and whether the water temperature sensor is abnormal or not is judged according to whether the numerical value corresponding to the water temperature signals is normal or not.
And if the water temperature sensor is abnormal, controlling the electronic fan to enter a failure mode.
Specifically, if any one of the maximum fault, the minimum fault and the unreasonable signal fault of the water temperature sensor occurs or the water temperature sensor is cancelled in the whole machine, the ECU cannot judge the water temperature condition through the water temperature sensor, and then the electronic fan is controlled to enter a fault mode.
If the temperature sensor is not abnormal, the process proceeds to step S402: judging whether the rotating speed of the engine is zero or not;
specifically, the ECU collects an engine speed signal and judges whether the engine speed is zero or not according to a numerical value corresponding to the engine speed signal.
If the rotating speed of the engine is zero, the electronic fan does not work;
if the engine speed is not zero, the process proceeds to step S403: judging the current water temperature TcWhether or not it is lower than warm-up threshold Twu；
If the current water temperature TcBelow warm-up threshold TwuIf so, judging that the engine is in cold start, entering a warm-up mode, and controlling the electronic fan not to work;
if the current water temperature TcNot lower than warm-up threshold TwuThen, it is determined that the engine is not cold started, and the routine proceeds to step S404: judging the current water temperature TcWhether the limit is exceeded;
if the current water temperature TcAbove the overrun threshold TovIf the engine is in overheating risk, the ECU controls the electronic fan to work at full power;
if the current water temperature TcAt warm-up threshold TwuOverrun threshold TovBetween the two thresholds, the ECU controls the electronic fan to enter a normal working mode.
Wherein the warm-up threshold TwuOverrun threshold TovAre all preset values.
It should be noted that the execution steps and the sequence thereof may also be adjusted according to actual situations. For example, step S403 may be executed prior to step S402, that is, when it is determined in step S401 that there is no abnormality in the water temperature sensor, the process proceeds to step S403: judging the current water temperature TcWhether or not it is lower than warm-up threshold Twu(ii) a In thatIn step S403, the current water temperature T is judgedcNot lower than warm-up threshold TwuOtherwise, the process proceeds to step S402: judging whether the rotating speed of the engine is zero or not; when it is determined in step S402 that the engine speed is not zero, the routine proceeds to step S404: judging the current water temperature TcWhether the limit is exceeded.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (12)
1. A control method of an electronic fan is characterized by comprising the following steps:
collecting the working condition parameters of the whole vehicle, and acquiring a heat evaluation parameter Q according to the working condition parameters of the whole vehicler；
Evaluating parameter Q according to the calorierAnd/or the current water temperature TcAcquiring a signal correction quantity beta;
evaluating parameter Q according to the calorierObtaining transition time delta;
and outputting a control signal to the electronic fan, wherein the control signal P (n) output for the nth time is the sum of the control signal P (n-1) output for the nth-1 time and a signal correction amount beta, namely P (n) ═ P (n-1) + beta, the adjustment of the signal correction amount beta is completed within a transition time delta, and n is an integer greater than 1.
2. The control method according to claim 1, wherein the vehicle operating condition parameters comprise current vehicle speed v, current power q of an electronic fan, engine load b, engine speed n, mechanical water pump flow f and ambient temperature TeCurrent water temperature TcAt least one of the specific heat capacity c of the coolant and the radiator correction coefficient s.
3. The control method according to claim 2, characterized in that the heat evaluation parameter Q is obtained according to the vehicle working condition parameterrThe method comprises the following steps:
obtaining the heat quantity Q of the engine through the engine load b and the engine speed nin；
According to the current speed v, the current power q of the electronic fan, the flow f of the mechanical water pump and the ambient temperature TeCurrent water temperature TcObtaining the heat radiation quantity Q of the engine by the specific heat capacity c of the cooling liquid and the correction coefficient s of the radiatorout；
By said heat dissipation QoutAnd the heat generation amount QinObtaining the heat evaluation parameter QrWherein Q isr＝Qout-Qin。
4. The control method according to claim 1, characterized by further comprising:
by heat correction coefficient phi (Q)r) Evaluating the heat quantity parameter QrCorrecting to obtain the corrected value Q of the heat evaluation parameterreWherein Q isre＝Qr-Φ(Qr)。
5. The control method according to claim 1, wherein said evaluating parameter Q based on said heat quantityrAnd/or the current water temperature TcAcquiring the signal correction amount β includes:
under the normal working mode, the current water temperature T is measuredcWith target water temperature TtargetComparing to obtain difference value delta T, and obtaining by calibrating test dataTaking the signal correction amount β (Δ T); and/or
Evaluating parameter Q by the heat quantity in a fault moderObtaining a temperature evaluation parameter TQEvaluating the parameter T by the temperatureQObtaining the water temperature T of the modelQrOr the current water temperature TcThen, the model water temperature T is measuredQrOr the current water temperature TcWith target water temperature TtargetAnd comparing to obtain a difference value delta T, and obtaining the signal correction quantity beta (delta T) through calibration test data.
6. Control method according to claim 5, characterized in that in the fault mode the temperature evaluation parameter TQBy evaluating the parameter Q for the quantity of heatrAnd (6) integral acquisition is carried out.
7. The control method according to claim 5, characterized in that in the failure mode, the model water temperature TQrEvaluation of the parameter T against temperature by calibration of test dataQAnd carrying out conversion acquisition.
8. Control method according to claim 5, characterized in that in the fault mode the current water temperature TcEvaluating the parameter T according to the temperature through calibrating test dataQAnd (4) directly obtaining.
9. The control method according to claim 1, wherein said evaluating parameter Q based on said heat quantityrAnd/or the current water temperature TcAcquiring a signal correction amount β, further comprising:
evaluating parameter Q by the heat quantity in a fault moderObtaining a temperature evaluation parameter TQEvaluating the parameter T for the temperature by calibrating test dataQDividing risk area and setting limit value TQ_ulimit；
If the temperature evaluation parameter TQDoes not exceed the limit TQ_ulimitThen for the distance t from the current timereInternal calorie evaluation parameter QrSumming to obtain a first temperature difference prediction parameter Δ f1＝ΣQr；
Predicting a parameter deltaf according to the first temperature difference through calibration test data1Obtaining the correction amount beta (delta f)1)。
10. Control method according to claim 9, characterized in that it comprises, in said failure mode, evaluating a parameter T if said temperatureQExceeds the limit value TQ_ulimitAnd controlling the electronic fan to run at full power.
11. The control method according to claim 1, wherein said evaluating parameter Q based on said heat quantityrAcquiring the transition time δ includes:
for the distance from the current time trpThe heat quantity evaluation parameter QrSumming to obtain a first heat evaluation parameter summation value Qr1；
Based on the current working condition parameters, the future time period trpThe heat quantity evaluation parameter QrSumming to obtain a second heat evaluation parameter summation value Qr2；
According to the first heat evaluation parameter summation value Qr1The second heat evaluation parameter sum value Qr2Obtaining a second temperature difference prediction parameter Deltaf2＝Qr1+Qr2；
Predicting a parameter deltaf according to the second temperature difference through calibration test data2Obtaining the transition time delta (Δ f)2)。
12. The control method according to claim 1, wherein the parameter Q is evaluated based on the heat quantityrAnd/or the current water temperature TcBefore the step of obtaining the signal correction amount β, the method includes:
after the whole vehicle is powered on, judging whether the water temperature sensor is abnormal or not;
if the water temperature sensor is abnormal, controlling the electronic fan to enter a fault mode;
if the water temperature sensor is normal, judging whether the rotating speed of the engine is zero;
if the rotating speed of the engine is zero, controlling the electronic fan not to work;
if the rotating speed of the engine is not zero, judging the current water temperature TcWhether or not it is lower than warm-up threshold Twu；
If the current water temperature TcBelow warm-up threshold TwuIf so, judging that the engine is in cold start, entering a warm-up mode, and controlling the electronic fan not to work;
if the current water temperature TcNot lower than warm-up threshold TwuIf yes, judging that the engine is not in cold start, and judging the current water temperature TcWhether the limit is exceeded;
if the current water temperature TcAbove the overrun threshold TovControlling the electronic fan to work at full power;
if the current water temperature TcAt the warm-up threshold TwuThe overrun threshold TovAnd when the electronic fan is controlled to enter the normal working mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010671256.0A CN113931727A (en) | 2020-07-13 | 2020-07-13 | Control method of electronic fan |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010671256.0A CN113931727A (en) | 2020-07-13 | 2020-07-13 | Control method of electronic fan |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113931727A true CN113931727A (en) | 2022-01-14 |
Family
ID=79273520
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010671256.0A Pending CN113931727A (en) | 2020-07-13 | 2020-07-13 | Control method of electronic fan |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113931727A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115370462A (en) * | 2022-09-01 | 2022-11-22 | 长城汽车股份有限公司 | Fan control method and device |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015048808A (en) * | 2013-09-03 | 2015-03-16 | 株式会社デンソー | Cooling water temperature control system |
| CN106979061A (en) * | 2017-03-30 | 2017-07-25 | 广州汽车集团股份有限公司 | A kind of electronic water pump for engine control method and system |
| CN107288735A (en) * | 2017-06-30 | 2017-10-24 | 南京依维柯汽车有限公司 | A kind of method for setting up automotive electronics rotation speed of the fan control function |
| CN109681313A (en) * | 2018-12-21 | 2019-04-26 | 潍柴动力股份有限公司 | A kind of control method and device of use for diesel engine cooling fan rotation speed |
-
2020
- 2020-07-13 CN CN202010671256.0A patent/CN113931727A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015048808A (en) * | 2013-09-03 | 2015-03-16 | 株式会社デンソー | Cooling water temperature control system |
| CN106979061A (en) * | 2017-03-30 | 2017-07-25 | 广州汽车集团股份有限公司 | A kind of electronic water pump for engine control method and system |
| CN107288735A (en) * | 2017-06-30 | 2017-10-24 | 南京依维柯汽车有限公司 | A kind of method for setting up automotive electronics rotation speed of the fan control function |
| CN109681313A (en) * | 2018-12-21 | 2019-04-26 | 潍柴动力股份有限公司 | A kind of control method and device of use for diesel engine cooling fan rotation speed |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115370462A (en) * | 2022-09-01 | 2022-11-22 | 长城汽车股份有限公司 | Fan control method and device |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111520227B (en) | Control method of electronic water pump of engine | |
| CN106979061B (en) | A kind of electronic water pump for engine control method and system | |
| CN107869383B (en) | Modeling and control method for automobile engine thermal management system | |
| RU2716943C2 (en) | Method for determining temperature of exhaust gases (embodiments) | |
| US6789512B2 (en) | Method for operating an internal combustion engine, and motor vehicle | |
| CN107664058B (en) | Engine cooling system control method and system and vehicle | |
| US7528346B2 (en) | Internal combustion engine provided with a heating device in a combustion chamber and a control method for the heating device | |
| EP1170476B1 (en) | Method and system for engine control | |
| US8745997B2 (en) | Optimized cooling for vehicle with start-stop technology | |
| EP2469053B1 (en) | Control device for variable water pump | |
| US10563564B2 (en) | Cooling fan and active grille shutter control | |
| CN107725166A (en) | The control method and system of a kind of engine temperature | |
| CN111335999B (en) | Control method and device of electric heating thermostat and electronic control unit | |
| EP1017930B1 (en) | Method and device for determining temperature values in a combustion engine | |
| US4989565A (en) | Speed control apparatus for an internal combustion engine | |
| US10626808B2 (en) | Controlling fuel injection in an internal combustion engine | |
| JP2003528241A (en) | Method and apparatus for cooling vehicle engine | |
| CN113931727A (en) | Control method of electronic fan | |
| US20110240080A1 (en) | Method of controlling temperature of a thermoelectric generator in an exhaust system | |
| CN114003076B (en) | Intelligent thermal management control method and system for power assembly and storage medium | |
| US20060180102A1 (en) | Extended fan run-on | |
| US6397820B1 (en) | Method and device for controlling a combustion engine | |
| CN110562009B (en) | Control method of air conditioner heater of electric automobile | |
| JP2004044543A (en) | Knocking control means of internal combustion engine | |
| EP1669580B1 (en) | A process for controlling regeneration of a particulate filter |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20220114 |