CN112078435A - Cooling system of fuel cell vehicle - Google Patents

Cooling system of fuel cell vehicle Download PDF

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Publication number
CN112078435A
CN112078435A CN202010847838.XA CN202010847838A CN112078435A CN 112078435 A CN112078435 A CN 112078435A CN 202010847838 A CN202010847838 A CN 202010847838A CN 112078435 A CN112078435 A CN 112078435A
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CN
China
Prior art keywords
heat dissipation
branch
cooling
pipeline
motor
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.)
Granted
Application number
CN202010847838.XA
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Chinese (zh)
Other versions
CN112078435B (en
Inventor
陈明
史建鹏
李洪涛
王涛
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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Publication date
Application filed by Dongfeng Motor Corp filed Critical Dongfeng Motor Corp
Priority to CN202010847838.XA priority Critical patent/CN112078435B/en
Publication of CN112078435A publication Critical patent/CN112078435A/en
Application granted granted Critical
Publication of CN112078435B publication Critical patent/CN112078435B/en
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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60HARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00Heating, cooling or ventilating [HVAC] devices
    • B60H1/00321Heat exchangers for air-conditioning devices
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60HARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60HARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60HARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/33Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00Fuel cells; Manufacture thereof
    • H01M8/04Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04007Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029Heat exchange using liquids
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K9/00Arrangements for cooling or ventilating
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K9/00Arrangements for cooling or ventilating
    • H02K9/02Arrangements for cooling or ventilating by ambient air flowing through the machine
    • H02K9/04Arrangements for cooling or ventilating by ambient air flowing through the machine having means for generating a flow of cooling medium
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K9/00Arrangements for cooling or ventilating
    • H02K9/19Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K9/00Arrangements for cooling or ventilating
    • H02K9/19Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H02K9/193Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil with provision for replenishing the cooling medium; with means for preventing leakage of the cooling medium
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02EREDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30Hydrogen technology
    • Y02E60/50Fuel cells
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02PCLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P70/00Climate change mitigation technologies in the production process for final industrial or consumer products
    • Y02P70/50Manufacturing or production processes characterised by the final manufactured product
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

The invention discloses a fuel cell vehicle cooling system, comprising: the cooling system comprises a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling loop. The flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, the second end of the condenser branch and the second end of the battery branch; the second end of the heat dissipation pipeline is connected with the first end of the cooling loop, and the second end of the cooling loop is connected to the water pump to form a circulating loop; the motor branch comprises a motor water jacket used for cooling the driving motor, the condenser branch comprises a condenser water jacket used for cooling the condenser, the battery branch comprises a battery water jacket used for cooling the fuel battery, and the cooling pipeline is used for cooling the antifreeze in the circulating loop. The system is highly integrated, the cost is reduced, and the space of an engine compartment is saved.

Description

Cooling system of fuel cell vehicle
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a cooling system of a fuel cell vehicle.
Background
In a conventional fuel cell hybrid vehicle, respective cooling systems of main driving components exist separately and are combined together to form a closed cooling system, and the cooling system mainly includes: fuel cell cooling systems, motor cooling systems, air conditioning cooling systems, electrical component cooling systems, high voltage battery cooling systems, and the like. In the above cooling systems, since each cooling system is independently operated, a plurality of water pumps, expansion kettles and radiators are required; each general cooling system needs at least one of the components, namely at least 5 water pumps, at least 5 expansion kettles and at least 5 radiators; the radiator mainly comprises a fuel cell cooling system radiator, a motor cooling system radiator, an air conditioner cooling system radiator, an electrical component cooling system radiator, a high-voltage battery cooling system radiator and the like. Therefore, the cooling system in the conventional fuel cell hybrid vehicle has very complicated piping and low integration, which causes mutual interference between the cooling systems and occupies a large amount of engine compartment space, resulting in high cost.
Disclosure of Invention
In view of the above, the present invention proposes a fuel cell vehicle cooling system that is highly integrated, reduces costs, and saves engine compartment space.
The application provides the following technical scheme through an embodiment:
a fuel cell vehicle cooling system comprising: the system comprises a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling loop;
the flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, the second end of the condenser branch and the second end of the battery branch; the second end of the heat dissipation pipeline is connected with the first end of the cooling loop, and the second end of the cooling loop is connected to the water pump to form a circulating loop; the motor branch comprises a motor water jacket used for cooling the driving motor, the condenser branch comprises a condenser water jacket used for cooling the condenser, the battery branch comprises a battery water jacket used for cooling the fuel battery, and the cooling pipeline is used for cooling the antifreeze in the circulation loop.
Optionally, a first flow regulating valve is arranged on an inlet side of a motor water jacket in the motor branch, and a first temperature sensor is arranged on an outlet side of the motor water jacket in the motor branch; the first flow regulating valve is used for regulating the flow of the antifreeze liquid entering the motor branch, and the first temperature sensor is used for detecting the temperature of the antifreeze liquid flowing out of the motor branch.
Optionally, a second flow regulating valve is arranged on an inlet side of a condenser water jacket in the condenser branch, and a second temperature sensor is arranged on an outlet side of the condenser water jacket in the condenser branch; the second flow regulating valve is used for regulating the flow of the antifreeze liquid entering the condenser branch, and the second temperature sensor is used for detecting the temperature of the antifreeze liquid flowing out of the condenser branch.
Optionally, a third flow regulating valve is arranged on an inlet side of the battery water jacket in the battery branch, and a third temperature sensor is arranged on an outlet side of the battery water jacket in the battery branch; the third flow regulating valve is used for regulating the flow of the antifreeze entering the battery branch, and the third temperature sensor is used for detecting the temperature of the antifreeze flowing out of the battery branch.
Optionally, a main pipeline temperature sensor is arranged on a main pipeline connected to the first end of the heat dissipation pipeline, and is used for detecting the temperature of the antifreeze solution after the motor branch, the condenser branch and the battery branch are converged.
Optionally, the system further comprises a thermostat and a bypass pipeline; the thermostat is arranged on a main pipeline connected with the first end of the heat dissipation pipeline, and is positioned between the main pipeline temperature sensor and the first end of the heat dissipation pipeline; the first end of the bypass pipeline is connected with the thermostat, and the second end of the bypass pipeline is connected with the cooling loop.
Optionally, the heat dissipation pipeline includes: the heat dissipation device comprises a left heat dissipation pipeline, a right heat dissipation pipeline and a middle heat dissipation pipeline;
a fourth flow regulating valve is arranged at the first end of the left heat dissipation pipeline, and a fourth temperature sensor is arranged at the second end of the left heat dissipation pipeline;
a fifth flow regulating valve is arranged at the first end of the right heat dissipation pipeline, and a fifth temperature sensor is arranged at the second end of the right heat dissipation pipeline;
the first end of the middle heat dissipation pipeline is provided with a sixth flow regulating valve, and the second end of the middle heat dissipation pipeline is provided with a sixth temperature sensor.
Optionally, the left side heat dissipation pipeline the right side heat dissipation pipeline and all be provided with radiator fan on the middle heat dissipation pipeline, radiator fan is used for right the heat dissipation pipeline carries out the forced air cooling heat dissipation.
Optionally, a loop temperature sensor is arranged on the cooling loop, and is used for detecting the temperature of the antifreeze in the cooling loop.
Optionally, the cooling system further comprises an expansion kettle, wherein a first end of the expansion kettle is connected with a second end of the motor branch/condenser branch/battery branch, and a second end of the expansion kettle is connected with a second end of the cooling loop.
A fuel cell vehicle cooling system provided in the present embodiment includes: the system comprises a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling loop; the flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, the second end of the condenser branch and the second end of the battery branch; the second end of the heat dissipation pipeline is connected with the first end of the cooling loop, and the second end of the cooling loop is connected to the water pump to form a circulating loop; the motor branch comprises a motor water jacket used for cooling the driving motor, the condenser branch comprises a condenser water jacket used for cooling the condenser, the battery branch comprises a battery water jacket used for cooling the fuel battery, and the cooling pipeline is used for cooling the antifreeze in the circulating loop. The structure components are matched with each component, so that accurate heat dissipation control can be performed, and a good heat dissipation effect is achieved. In addition, the system in the embodiment uses a main pipeline and a cooling loop to form a total circulating loop, so that a plurality of cooling systems in the vehicle are integrated, the integrated structure has fewer parts compared with an independent cooling system, the cost is reduced, and a large amount of space is saved for an engine compartment of the vehicle
The foregoing description is only an overview of the technical solutions of the present invention, and the embodiments of the present invention are described below in order to make the technical means of the present invention more clearly understood and to make the above and other objects, features, and advantages of the present invention more clearly understandable.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts. In the drawings:
fig. 1 shows a schematic configuration diagram of a fuel cell hybrid vehicle provided in an embodiment of the invention;
fig. 2 is a schematic structural view showing a cooling system for a fuel cell vehicle according to a first embodiment of the invention;
fig. 3 is a schematic structural view showing a cooling module assembly of a fuel cell vehicle according to a second embodiment of the present invention;
FIG. 4 is a schematic structural view showing a frame of a cooling module in a second embodiment of the present invention;
fig. 5 is a flowchart showing a cooling control method of a fuel cell vehicle according to a fourth embodiment of the invention;
fig. 6 is a schematic structural view showing a cooling control apparatus of a fuel cell vehicle according to a fifth embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
The cooling system of the fuel cell vehicle, the cooling module assembly of the fuel cell vehicle, and the cooling control method and device of the fuel cell vehicle provided in the embodiment of the invention can be applied to new energy vehicles. For example, it is applied to a lithium battery vehicle, a fuel cell vehicle, a hybrid vehicle, and particularly, to the fuel cell hybrid vehicle 100. Referring to fig. 1, a general fuel cell hybrid vehicle mainly includes: a fuel cell 101, a high voltage transformer 102, a power distribution unit 103, a high voltage PTC 104(Positive Temperature Coefficient), a low voltage transformer 105, a low voltage electric device 106, a high voltage power cell 107, a drive motor 108, an air conditioning compressor 109, front drive wheels 111, front tires 112, rear driven wheels 114, and rear tires 115. Wherein, the fuel cell 101 is used as a power source, and is connected with a high-voltage transformer 102; the high-voltage transformer 102 is connected with a power distribution unit 103 and used for distributing power; the power distribution unit 103 is connected to the high-voltage PTC 104, the driving motor 108, the air conditioner compressor 109, the high-voltage power battery 107, and the low-voltage transformer 105, respectively, and the low-voltage transformer 105 steps down and transforms the electric energy distributed by the power distribution unit 103 to supply to the low-voltage electric equipment 106. The high-voltage power battery 107 is used for storing electric energy of the fuel cell 101, the air-conditioning compressor 109 is used for dissipating heat of the vehicle, for example, dissipating heat of the fuel cell 101 and the driving motor 108, or cooling the interior of the vehicle, the air-conditioning compressor 109 may be disposed in an engine compartment, and the driving motor 108 may be in transmission connection with the front driving wheel 111 for outputting power; front tires 112 are disposed on both sides of the front driving wheel 111, and rear tires 115 are disposed on both sides of the rear driven wheel 114. Of course, in some implementations four-wheel drive is possible, where the drive motor 108 is drivingly connected to the front drive wheels 111 and the rear drive wheels; in addition, a plurality of driving motors 108 may be provided, and the driving motors 108 may be connected to and driven by both the front driving wheels 111 and the rear driven wheels 114. A fuel cell vehicle cooling system, a cooling module assembly of a fuel cell vehicle, and a cooling control method of a fuel cell vehicle, which are applied to the fuel cell hybrid vehicle 100, will be explained in detail below by way of embodiments, and the fuel cell vehicle will hereinafter be referred to simply as a vehicle.
First embodiment
Referring to fig. 2, fig. 2 is a schematic structural diagram of a cooling system 200 for a fuel cell vehicle according to a first embodiment of the present invention. The fuel cell vehicle cooling system 200 includes: a water pump 201, a motor branch 210, a condenser branch 220, a battery branch 230, a heat dissipation line 30, and a cooling circuit 209.
Specifically, the flow output end of the water pump 201 is connected to the first end of the motor branch 210, the first end of the condenser branch 220, and the first end of the battery branch 230, respectively; a first end of the heat dissipation pipeline 30 is connected to a second end of the motor branch 210, a second end of the condenser branch 220, and a second end of the battery branch 230, respectively; a second end of the heat dissipation pipeline 30 is connected with a first end of the cooling loop 209, and a second end of the cooling loop 209 is connected to the water pump 201 to form a circulation loop; the motor branch 210 includes a motor water jacket 212 for dissipating heat from the driving motor, the condenser branch 220 includes a condenser water jacket 222 for dissipating heat from the condenser, the battery branch 230 includes a battery water jacket 232 for dissipating heat from the fuel cell, and the heat dissipation pipe 30 is used for dissipating heat from the antifreeze in the circulation circuit. So, just can realize carrying out independent control and heat dissipation to driving motor, condenser and fuel cell respectively through using a water pump 201 in this implementation, a plurality of cooling system of high integration, and simple structure, with low costs, the space in saving engine compartment that can be very big.
And the water pump 201 is used for providing circulating power for the antifreeze in the circulating loop.
The outlet of the water pump 201 is connected with a main pipeline 202, and the main pipeline 202 can divide a pipeline channel into three parts, namely a motor branch 210, a condenser branch 220 and a battery branch 230 through a manifold.
In the motor branch 210, a first flow regulating valve 211 is arranged on an inlet side of a motor water jacket 212, and the first flow regulating valve 211 can be used for regulating the flow of the antifreeze in the motor branch 210, so that accurate heat dissipation of the motor is realized. A first temperature sensor 213 is arranged on the outlet side of the motor water jacket 212 in the motor branch 210, and the first temperature sensor 213 can measure the temperature of the antifreeze flowing out of the motor branch 210 after passing through the motor water jacket 212 and detect whether the motor branch 210 effectively radiates heat for the driving motor; if the temperature detected by the first temperature sensor 213 is too high, the opening degree of the first flow regulating valve 211 can be properly increased to increase the flow in the motor branch 210, so as to enhance the heat dissipation effect; if the temperature detected by the first temperature sensor 213 is low, the opening degree of the first flow rate adjustment valve 211 can be appropriately reduced to save energy.
In the condenser branch 220, a second flow regulating valve 222 is provided on an inlet side of the condenser water jacket 222, and the second flow regulating valve 222 is used for regulating the flow of the antifreeze solution entering the condenser branch 220; the outlet side of the condenser water jacket 222 in the condenser branch 220 is provided with a second temperature sensor 223, the second temperature sensor 223 being used to detect the temperature of the antifreeze solution flowing out of the condenser branch 220 to determine whether the condenser branch 220 is actively dissipating heat from the condenser. If the temperature detected by the second temperature sensor 223 is too high, the opening degree of the second flow valve can be properly increased to increase the flow rate in the condenser branch 220, so as to enhance the heat dissipation effect; if the temperature detected by the second temperature sensor 223 is low, the opening degree of the second flow rate adjustment valve 222 may be appropriately adjusted small to save energy.
In the battery branch 230, a third flow regulating valve 232 is arranged on the inlet side of the battery water jacket 232, and the third flow regulating valve 232 is used for regulating the flow of the antifreeze entering the battery branch 230; the outlet side of the battery water jacket 232 in the battery branch 230 is provided with a third temperature sensor 233, and the third temperature sensor 233 is used for detecting the temperature of the antifreeze solution flowing out of the battery branch 230 so as to determine whether the battery branch 230 effectively dissipates heat for the fuel battery. If the temperature detected by the third temperature sensor 233 is too high, the opening degree of the third flow valve can be appropriately increased to increase the flow rate in the battery branch 230, so as to enhance the heat dissipation effect; if the temperature detected by the third temperature sensor 233 is low, the opening degree of the third flow rate adjustment valve 232 can be appropriately adjusted small to save energy.
The outlet of the motor branch 210, the condenser branch 220 and the battery branch 230 may merge antifreeze into the main line 202 via a manifold. At this time, because the antifreeze liquid temperatures in the three branches are generally different, the antifreeze liquid temperature in the main pipeline 202 needs to be determined again after the antifreeze liquid temperatures are converged together. Specifically, a main pipeline temperature sensor 204 is disposed on a main pipeline 202 connected to the first end of the heat dissipation pipeline 30, and is used for detecting the temperature of the antifreeze solution collected by the motor branch 210, the condenser branch 220, and the battery branch 230. Thereby ensuring accurate control of the heat dissipation circuit 30.
Further, the system of the present embodiment further includes a thermostat 206 and a bypass 207. The thermostat 206 is disposed on the main pipe 202 connected to the first end of the heat dissipation pipe 30, and the thermostat 206 is located between the main pipe temperature sensor 204 and the first end of the heat dissipation pipe 30; a first end of the bypass line 207 is connected to the thermostat 206 and a second end of the bypass line 207 is connected to the cooling circuit 209. In some cases, the heat dissipation pipeline 30 may not be needed for heat dissipation or only a small amount of heat dissipation may be needed for the heat dissipation pipeline 30, and at this time, the antifreeze in the main pipeline 202 may be communicated to the cooling loop 209 through the bypass pipeline 207 and the thermostat 206, so as to ensure that the antifreeze in the entire cooling system operates normally, and thus, the flow rates in the motor branch 210, the condenser branch 220, the battery branch 230, and the heat dissipation pipeline 30 may be independently and flexibly controlled.
And the heat dissipation pipeline 30 is used for dissipating heat of the anti-freezing solution so that the anti-freezing solution can be recycled.
In an implementation, the heat dissipation pipeline 30 may be a plurality of heat dissipation pipelines 30, for example, one, two, three, four, and so on may be provided. In the present embodiment, three heat dissipation pipes 30 are provided according to the spatial characteristics of the engine compartment, and each of the three heat dissipation pipes includes: a left heat dissipation pipe 310, a right heat dissipation pipe 320, and a middle heat dissipation pipe 330. The left heat dissipation pipeline 310, the right heat dissipation pipeline 320 and the middle heat dissipation pipeline 330 are all provided with a heat dissipation fan 340, and the heat dissipation fan 340 is used for performing air cooling heat dissipation on the heat dissipation pipeline 30.
Wherein, a first end of the left heat-dissipating pipeline 310 is provided with a fourth flow regulating valve 311, and a second end of the left heat-dissipating pipeline 310 is provided with a fourth temperature sensor 313. The fourth flow control valve 311 adjusts the flow rate of the left heat dissipating pipe 310, and the opening degree of the fourth flow control valve 311 can be increased when the ambient temperature is higher or the heat dissipating requirement is greater. The fourth temperature sensor 313 can measure the temperature of the antifreeze at the outlet of the left heat dissipation pipeline 310, and if the temperature of the antifreeze is too high, the rotation speed of the fan on the left heat dissipation pipeline 310 can be increased to enhance the heat dissipation effect.
A fifth flow rate adjustment valve 321 is disposed at a first end of the right heat dissipation pipe 320, and a fifth temperature sensor 323 is disposed at a second end of the right heat dissipation pipe 320. The fifth flow control valve 321 adjusts the flow rate of the right heat dissipation pipeline 320, and the opening degree of the fifth flow control valve 321 can be increased when the ambient temperature is higher or the heat dissipation requirement is higher. The fifth temperature sensor 323 can measure the temperature of the antifreeze at the outlet of the right heat dissipation pipeline 320, and if the temperature of the antifreeze is too high, the rotation speed of the fan on the right heat dissipation pipeline 320 can be increased to enhance the heat dissipation effect.
A sixth flow rate adjustment valve 331 is provided at a first end of the intermediate heat dissipation pipe 330, and a sixth temperature sensor 333 is provided at a second end of the intermediate heat dissipation pipe 330. The sixth flow control valve 331 adjusts the flow rate of the intermediate heat dissipation pipeline 330, and when the ambient temperature is high or the heat dissipation requirement is high, the opening degree of the sixth flow control valve 331 can be increased. The sixth temperature sensor 333 measures the temperature of the anti-freezing liquid at the outlet of the intermediate heat dissipation pipeline 330, and if the temperature of the anti-freezing liquid is too high, the rotation speed of the fan on the intermediate heat dissipation pipeline 330 can be increased to enhance the heat dissipation effect.
The antifreeze solution flowing through the heat radiation pipe 30 is merged with the antifreeze solution in the bypass branch into the cooling circuit 209 after heat radiation through the heat radiation pipe 30. At this time, since the antifreeze temperature in each of the heat dissipation pipes 30 is different from each other, the final heat dissipation effect of the heat dissipation pipe 30 cannot be accurately determined, and therefore, the merged antifreeze temperature needs to be re-determined to determine whether the antifreeze in the cooling circuit 209 is effectively cooled, so as to avoid that the cooling system cannot achieve the cooling effect. Therefore, a circuit temperature sensor 208 may be provided on the cooling circuit 209 for detecting the temperature of the antifreeze in the cooling circuit 209. When the temperature in the cooling circuit 209 is high, the thermostat 206 can be adjusted to increase the flow rate in the heat dissipation pipeline 30, so as to dissipate the heat of the antifreeze solution with a larger flow rate and enhance the heat dissipation effect.
Further, the fuel cell vehicle cooling system 200 in the present embodiment further includes: and a first end of the expansion water tank 205 is connected with a second end of the motor branch 210/the condenser branch 220/the battery branch 230, namely, the expansion water tank 205 is connected with the main pipeline 202 after outlets of the motor branch 210, the condenser branch 220 and the battery branch 230 are converged through a header. A second end of the expansion tank 205 is connected to a second end of the cooling circuit 209. The connection ensures that both ends of the expansion tank 205 can be positioned between the motor branch 210, the condenser branch 220, the battery branch 230 and the heat dissipation pipeline 30, and has larger flow redundancy, so that each flow regulating valve and the thermostat 206 can be flexibly adjusted. Thus, the integrated system can be controlled and radiated more safely and effectively.
In addition, the header and the flow regulating valve in this embodiment may be an integral first collecting device, and the flow regulating valve in the first collecting device may be formed by a spring, a motor, and other components. The header between the water pump 201 and the motor branch 210/condenser branch 220/battery branch 230 and the three flow control valves may thus be an integral first flow collection device; the header and flow control valve between the heat sink line 30 and the cooling circuit 209 may also be an integral first header. Likewise, the header and the temperature sensor in this embodiment may be an integral second header; the header between the main line temperature sensor 204 and the motor branch 210/condenser branch 220/battery branch 230 and the three temperature sensors may be an integral second header; the header and temperature sensor between the heat sink line 30 and the thermostat 206 may also be an integral second flow collection device.
The principle of application of the fuel cell vehicle cooling system 200 in the present embodiment is illustrated. The following were used:
1. when the ambient temperature is TEMP _ LOW ≦ 0 ℃.
The vehicle is cold started, the vehicle is idling, the water pump 201 is started, the driving motor 212 and the condenser 222 are both in a stop state, the fuel cell 232 works, the first flow regulating valve 211 and the second flow regulating valve 221 are both in a closed state, and the opening degree of the third flow regulating valve 231 is determined according to the ambient temperature TAMBI, the water outlet temperature of the cell water jacket 232 acquired by the third temperature sensor 233 and the temperature sensor parameters in the fuel cell.
The antifreeze solution flowing out of the battery water jacket 232 flows through the main pipeline temperature sensor 204 and the thermostat 206, and because the current environmental temperature is low, the heat dissipation pipeline 30 is completely stopped, the thermostat 206 rotates to the full-open state of the bypass pipeline 207, and the antifreeze solution returns to the water pump 201 for recycling through the bypass pipeline 207 via the loop temperature sensor 208.
2. When the ambient temperature is HIGH TEMP _ HIGH, TEMP _ HIGH is greater than or equal to 30 deg.C; the TEMP _ AVERAGE between low and high TEMP, 0 deg.C < TEMP _ AVERAGE < 30 deg.C.
When the vehicle runs at one state of low speed, acceleration, high speed, deceleration and idle speed, the water pump 201 starts to operate, the driving motor, the condenser and the fuel cell are all in an operating state, the antifreeze liquid passes through the water pump 201 and is output to flow through the motor branch 210, the condenser branch 220 and the battery branch 230, and the first flow regulating valve 211, the second flow regulating valve 221 and the third flow regulating valve 231 are all in an open state.
Wherein the opening degree of the first flow rate adjustment valve 211 is determined according to the ambient temperature TAMBI, the temperature of the first temperature sensor 213, and the temperature of the driving motor; the opening degree of the second flow rate adjustment valve 221 is determined according to the ambient temperature TAMBI, the temperature of the second temperature sensor 223, and the temperature of the condenser; the opening degree of the third flow rate adjustment valve 231 is determined according to the ambient temperature TAMBI, the temperature of the third temperature sensor 233, and the internal temperature of the fuel cell.
In the cooling process, the water pump 201 is started to operate, and the antifreeze solution flowing out of the water pump 201 flows out of the motor branch 210, the condenser branch 220 and the battery branch 230 and then converges to the main pipeline 202. The first temperature sensor 213, the second temperature sensor 223 and the third temperature sensor 233 respectively monitor the temperature of the antifreeze solution flowing through each branch pipeline; main line temperature sensor 204 is monitored by the temperature of antifreeze fluid confluent into main line 202.
The rotation angle of the thermostat 206 is determined by the opening degree of each flow control valve in the main line temperature sensor 204, the loop temperature sensor 208, the motor branch 210, the condenser branch 220 and the battery branch 230, a part of the antifreeze passing through the thermostat 206 is distributed to the heat radiation pipeline 30 to exchange heat with the antifreeze carrying heat, and the cooled antifreeze after heat exchange returns to the water pump 201 to be recycled; the other part is directly sent by a bypass line 207 and finally passes through a temperature sensor 208 and returns to the water pump 201 for recycling.
The antifreeze entering the heat dissipation pipeline 30 from the thermostat 206 is distributed according to the following rules:
under normal conditions, i.e., when the vehicle is in a normal driving condition, the sixth flow control valve 331 is preferentially opened, and the left and right heat dissipation pipes 310 and 320 are temporarily not activated. Since the heat dissipation capacity of the middle heat dissipation pipe 330 is greater than that of the left and right heat dissipation pipes 310 and 320, the heat exchange of the total antifreeze flowing out of the motor water jacket 212, the condenser water jacket 222 and the battery water jacket 232 can be satisfied only by the middle heat dissipation pipe 330 under normal conditions.
Under the poor driving condition, when the heat dissipation capacity of the intermediate heat dissipation pipeline 330 cannot meet the requirement for heat dissipation of the entering antifreeze, the fourth flow control valve 311 and the fifth flow control valve 321 make the total antifreeze flowing out from the motor water jacket 212, the condenser water jacket 222 and the battery water jacket 232 correspondingly distributed to the left heat dissipation pipeline 310, the right heat dissipation pipeline 320 and the intermediate heat dissipation pipeline 330 through the fourth flow control valve 311, the fifth flow control valve 321 and the sixth flow control valve 331 for synchronous heat dissipation, so that better heat exchange with the antifreeze can be realized even under the condition of large heat of complex working conditions, and the cooling effect of the whole cooling system is ensured.
The opening degree of the fourth flow regulating valve 311 is determined by the temperature of the main pipe temperature sensor 204, the temperature of the fourth temperature sensor 313 and the opening degree of the thermostat 206; the opening degree of the fifth flow rate adjustment valve 321 is determined by the temperature of the main line temperature sensor 204, the temperature of the fifth temperature sensor 323, and the opening degree of the thermostat 206. The opening degree of the sixth flow rate adjustment valve 331 is determined by the temperature of the main line temperature sensor 204, the temperature of the sixth temperature sensor 333, and the opening degree of the thermostat 206
That is, in the fuel cell vehicle cooling system 200 of the present embodiment, only different heat dissipation pipelines may be opened according to the current operating condition of the vehicle and the total heat generated, so as to provide different heat dissipation requirements. The left heat dissipation pipeline 310, the right heat dissipation pipeline 320 and the middle heat dissipation pipeline 330 do not need to be opened at any time, so that energy conservation and emission reduction are realized, and the labor consumption is reduced.
Therefore, the cooling system for a fuel cell vehicle provided in the present embodiment can perform precise heat dissipation control through the above structural components and the mutual cooperation between the components, and has a good heat dissipation effect. In addition, the system in the embodiment uses a main pipeline and a cooling loop to form a total circulating loop, so that integration of a plurality of cooling systems in the vehicle is realized, the integrated structure has fewer parts relative to an independent heat dissipation system, the cost is reduced, and a large amount of space is saved for an engine compartment of the vehicle.
Second embodiment
Referring to fig. 3, fig. 3 is a schematic structural diagram illustrating a cooling module assembly 400 of a fuel cell vehicle according to the present embodiment, which can be used for dissipating heat from the heat dissipation pipeline in the first embodiment. The cooling module assembly includes: a cooling module frame 410, a left heat dissipation module 420, a right heat dissipation module 430, and a middle heat dissipation module 440.
Specifically, the cooling module frame 410 is installed at the front end of the vehicle engine compartment 405, the left heat dissipation module 420 is installed at the left side of the cooling module frame 410, the right heat dissipation module 430 is installed at the right side of the cooling module frame 410, and the middle heat dissipation module 440 is installed at the middle of the cooling module frame 410. The left and right sides are the left and right sides where the vehicle is facing. The left heat dissipation module 420 includes a left heat dissipation fan 422 and a left heat sink 421, the right heat dissipation module 430 includes a right heat dissipation fan 432 and a right heat sink 431, and the middle heat dissipation module 440 includes a middle heat dissipation fan 442 and a middle heat sink 441; the left radiator 421 is connected with a left radiating pipeline, the right radiator 431 is connected with a right radiating pipeline, and the middle radiators 441 are connected with middle radiating pipelines. That is, the left heat dissipation pipeline, the right heat dissipation pipeline and the middle heat dissipation pipeline in the first embodiment may be used as a part of the structure of the cooling module assembly in this embodiment.
In the cooling module assembly of this embodiment, each cooling fan is located on the left side, the middle side, and the right side of the front of the engine compartment 405, and the structure does not adopt longitudinal stacked distribution, and the three cooling pipelines are independently cooled, so that the cooling module assembly has higher cooling efficiency.
Further, the intermediate heat dissipation module 440 is located in front of the body of the fuel cell system 402 and the front axle drive wheels, wherein the fuel cell system 402 includes a fuel cell and the front drive wheels include the front drive axle 403 and the front axle 404, as shown in fig. 3.
Referring to fig. 4, a cooling module frame 410 is used as a mounting base for a left heat dissipation module 420, a right heat dissipation module 430 and a middle heat dissipation module 440, and the cooling module frame 410 can be fixed in an engine compartment 405 of a vehicle by bolts. The cooling module frame 410 may be composed of a first frame 411, a second frame 412 and a third frame 413, wherein the first frame 411 and the second frame 412 are connected to both sides of the third frame 413, and the first frame 411, the second frame 412 and the third frame 413 are connected side by side, and the connection may be welding or bolting. To match the nacelle 405, the first frame 411 and the second frame 412 may be connected to the third frame 413 at an angle of less than 180 °. And the first frame 411, the second frame 412, and the third frame 413 may each be a square frame. Correspondingly, the middle position of the first frame 411 may mount the left heat sink 421 of the left heat sink module 420 through a plurality of fixing points 50; the right heat sink 431 of the right heat dissipation module 430 may be installed at a middle position of the second frame 412 through a plurality of fixing points 50; the middle position of the third frame 413 may mount the middle heat sink 441 of the middle heat dissipation module 440 through a plurality of fixing points 50. The first frame 411, the second frame 412 and the third frame 413 may be provided with fixing points 50 for fixing to the vehicle, and the fixing points 50 may be fixed by bolts or mechanically clamped.
In this embodiment, the vehicle has two longitudinal beams, the left heat dissipation module 420 and the middle heat dissipation module 440 are located on two sides of the first longitudinal beam 406 of the vehicle, and the right heat dissipation module 430 and the middle heat dissipation module 440 are located on two sides of the second longitudinal beam 407 of the vehicle. Thus, the middle heat dissipation module 440 is located between the first longitudinal beam 406 and the second longitudinal beam 407, and the middle heat dissipation module 440 is separated from the left heat dissipation module 420 and the right heat dissipation module 430, so that independent air channels are generated by the three heat dissipation modules, and the heat dissipation efficiency is improved.
Further, the left heat dissipation module 420, the right heat dissipation module 430, and the middle heat dissipation module 440 all operate independently, i.e., the three heat dissipation modules can be controlled independently. In this embodiment, since the area of the middle heat dissipation module 440 can be set to be larger, the heat dissipation capability of the middle heat dissipation module 440 is designed to be larger than that of the left heat dissipation module 420 and the right heat dissipation module 430; meanwhile, the middle heat dissipation module 440 is started before the left heat dissipation module 420 and the right heat dissipation module 430 are started, so that layered control is realized to save energy consumption. When the middle heat dissipation module 440 is turned on, if the heat dissipation requirement can be satisfied, the left heat dissipation module 420 and the right heat dissipation module 430 may not be turned on. Since the left heat dissipation module 420, the right heat dissipation module 430 and the middle heat dissipation module 440 are all composed of a heat sink and a heat dissipation fan, when the heat dissipation capability is adjusted, the rotation speed of the heat dissipation fan can be adjusted, thereby realizing different heat dissipation requirements.
The cooling module assembly in this embodiment further includes a main pipeline, and the flow inlet ends of the left heat dissipation pipeline, the right heat dissipation pipeline and the middle heat dissipation pipeline are all connected to the main pipeline, and a main pipeline temperature sensor is arranged on the main pipeline. And the temperature value measured by the main pipeline temperature sensor is used for adjusting the opening degrees of the flow regulating valves of the left heat dissipation pipeline, the right heat dissipation pipeline and the middle heat dissipation pipeline. For example, when the temperature value measured by the main pipe temperature sensor is high, the opening degree of the flow regulating valve of the intermediate heat radiation pipe can be adjusted to be large.
Furthermore, flow regulating valves are arranged on one sides of flow inlets of the middle heat dissipation pipelines, and temperature sensors are arranged on one sides of respective flow outlets. The temperature value measured by the main pipeline temperature sensor and the temperature value measured by the temperature sensor of the middle heat dissipation pipeline are used for jointly adjusting the opening degree of the flow regulating valve of the middle heat dissipation pipeline. For example, after the opening degree of the flow rate adjustment valve of the intermediate heat dissipation pipeline is adjusted by the main pipeline temperature sensor, if the temperature value detected by the temperature sensor on the intermediate heat dissipation pipeline is still high, the opening degree of the flow rate adjustment valve of the intermediate heat dissipation pipeline can be further increased and adjusted.
Similarly, a flow regulating valve is arranged on one side of a flow inlet of the left heat dissipation pipeline, and a temperature sensor is arranged on one side of a flow outlet of the left heat dissipation pipeline; the temperature value measured by the main pipeline temperature sensor and the temperature value measured by the temperature sensor of the left heat dissipation pipeline are used for jointly adjusting the opening degree of the flow regulating valve of the heat dissipation pipeline when the opening degree of the flow regulating valve of the middle heat dissipation pipeline is the largest. A flow regulating valve is also arranged on one side of a flow inlet of the right heat dissipation pipeline, and a temperature sensor is also arranged on one side of a flow outlet of the right heat dissipation pipeline; the temperature value measured by the main pipeline temperature sensor and the temperature value measured by the temperature sensor of the right heat dissipation pipeline are used for jointly adjusting the opening degree of the flow regulating valve of the right heat dissipation pipeline when the opening degree of the flow regulating valve of the middle heat dissipation pipeline is maximum.
This ensures that the middle heat dissipation module 440 is preferentially used for heat dissipation, and then the left heat dissipation module 420 and the right heat dissipation module 430 are used for auxiliary heat dissipation when the middle heat dissipation pipeline cannot meet the heat dissipation requirement.
It should be noted that the manner of controlling the flow rate adjusting valve recited in the present embodiment is only an exemplary illustration, and those skilled in the art can quantitatively control the flow rate adjusting valve according to the structural and functional features of the present embodiment.
In the cooling module assembly of a fuel cell vehicle provided in the present embodiment, the cooling module frame is installed at the front end of the engine compartment of the vehicle, the left heat dissipation module is installed at the left side of the cooling module frame, the right heat dissipation module is installed at the right side of the cooling module frame, and the middle heat dissipation module is installed in the middle of the cooling module frame. The left and right sides are the left and right sides where the vehicle is facing. Therefore, the three radiating modules are distributed side by side, and the front and rear laminated distribution in the front and rear direction of the vehicle is avoided. Furthermore, the left radiating module comprises a left radiating fan and a left radiator, the right radiating module comprises a right radiating fan and a right radiator, and the middle radiating module comprises a middle radiating fan and a middle radiator; the left radiator is connected with a left radiating pipeline, the right radiator is connected with a right radiating pipeline, and the middle radiators are connected with middle radiating pipelines. The three radiating modules are respectively provided with a fan and a radiator structure, so that independent control and radiating can be realized, and control under different radiating requirements can be realized by combining an integrated fuel cell vehicle cooling system. Therefore, each cooling fan in the cooling module assembly in the embodiment is respectively located at the left side, the middle side and the right side in front of the engine compartment, the structure of the cooling module assembly does not adopt longitudinal stacked distribution, three cooling pipelines are independently cooled, and the cooling module assembly has higher cooling efficiency.
Third embodiment
A fuel cell vehicle cooling system provided in the present embodiment includes the cooling module assembly described in any one of the second embodiments.
Specifically, the fuel cell vehicle cooling system further includes: the system comprises a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling loop; the heat dissipation pipeline comprises a left heat dissipation pipeline, a right heat dissipation pipeline and a middle heat dissipation pipeline; the flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, the second end of the condenser branch and the second end of the battery branch; the second end of the heat dissipation pipeline is connected with the first end of the cooling loop, and the second end of the cooling loop is connected to the water pump to form a circulating loop; the motor branch comprises a motor water jacket used for cooling the driving motor, the condenser branch comprises a condenser water jacket used for cooling the condenser, the battery branch comprises a battery water jacket used for cooling the fuel battery, and the cooling pipeline is used for cooling the antifreeze in the circulating loop.
The water pump, the motor branch, the condenser branch, the battery branch, the heat dissipation pipeline, the cooling circuit and other structures in this implementation, the specific implementation manner, the mutual cooperation relationship and the produced beneficial effect can be specifically referred to the explanation in the first and second embodiments, and are not repeated in this embodiment.
Fourth embodiment
Referring to fig. 5, fig. 5 is a flow chart of a method for controlling cooling of a fuel cell vehicle according to an embodiment of the present invention, which can control the cooling system of the fuel cell vehicle and the cooling module assembly of the fuel cell vehicle.
Specifically, the method comprises the following steps:
step S10: and acquiring the whole vehicle running condition data, the motor running condition data, the battery running condition data and the air conditioner running condition data of the vehicle.
In step S10, the vehicle-completion running condition data of the vehicle represents the relevant data during running of the vehicle. Specifically, the vehicle running condition data may include: the vehicle speed, the acceleration, the slope angle, the mass, the running environment state, the running state and the like of the whole vehicle; the environmental conditions include a low temperature environmental condition, a medium temperature environmental condition, and a high temperature environmental condition, and the driving conditions may include a cold start, a low speed driving, a high speed driving, an acceleration driving, a deceleration driving, and a vehicle idling, etc. The motor driving condition data comprises: motor speed and motor torque, etc. The battery driving condition data includes: battery voltage, battery current, battery efficiency, and the like. The air conditioner driving condition data comprises: compressor power, compressor rotation speed, refrigerant density, refrigerant enthalpy value and the like.
Step S20: obtaining a first mass flow according to the whole vehicle running condition data and/or the motor running condition data; wherein the first mass flow rate is the mass flow rate of the antifreeze solution flowing into the motor branch of the vehicle cooling system.
In step S20, the present embodiment provides two ways to obtain the first mass flow, specifically:
1. and acquiring a first mass flow based on the running condition data of the whole vehicle.
Firstly, acquiring a whole vehicle driving force for driving a vehicle according to the whole vehicle acceleration, the whole vehicle gradient angle and the whole vehicle mass; specifically, the gravity component in the vehicle running direction can be obtained from the vehicle mass and the vehicle gradient angle, and the vehicle driving force can be obtained by adding the gravity component to the product of the vehicle mass and the vehicle accelerationDriving deviceAnd (4) showing.
Further, the driving power of the whole vehicle is obtained according to the speed and the driving force of the whole vehicle; wherein, the driving power of the whole vehicle is the power output by the wheels; that is, PDriving device=FDriving device*VVehicle speedWherein P isDriving deviceFor the driving power of the entire vehicle, VVehicle speedThe vehicle speed is the whole vehicle speed. The power output by the motor can be output to wheels through a speed reducer of the vehicle, so that the power of the motor can be obtained according to the driving power of the whole vehicle and the efficiency of the speed reducer of the vehicle; in particular, PMachine for working=PDriving deviceSpeed reducerWherein P isMachine for workingIs the motor power, ηSpeed reducerFor retarder efficiency.
Finally, obtaining the motor heat dissipation power of the vehicle according to the motor power and the motor efficiency of the vehicle; in particular, PMechanical heater=PMachine for working*(1-ηMachine for working)/ηMachine for workingWherein P isMechanical heaterFor the heat-dissipating power of the motor, ηMachine for workingThe working condition efficiency of the motor is obtained. And then, obtaining a first mass flow according to the heat dissipation power of the motor, the specific heat capacity of the anti-freezing solution, the internal temperature of the motor and the temperature of the anti-freezing solution flowing out of the motor branch. In particular, according to the formula PMechanical heater=mMachine for working*cp*(TMachine outlet-TBuilt-in machine) Obtaining a first mass flow of the antifreeze solution; wherein m isMachine for workingIs the first mass flow rate, cp is the specific heat capacity of the antifreeze, TBuilt-in machineInternal temperature of the motor, TMachine outletAnd the temperature of the antifreeze liquid flowing out of the motor branch.
2. And acquiring a first mass flow based on the motor running condition data.
Firstly, obtaining motor power according to the motor rotating speed and the motor torque; that is, PMachine for working=ωMachine for working*TMachine for working,ωMachine for workingIs the motor speed, TMachine for workingIs the motor torque. Then, obtaining the motor heat dissipation power of the vehicle according to the motor power and the motor efficiency of the vehicle; and finally, obtaining a first mass flow according to the heat dissipation power of the motor, the specific heat capacity of the anti-freezing solution, the internal temperature of the motor and the temperature of the anti-freezing solution flowing out of the motor branch. The process of obtaining the first mass flow from the motor power may specifically refer to the process of obtaining the first mass flow based on the vehicle driving condition data.
Further, since the embodiment always provides two ways of obtaining the power of the motor, in the specific obtaining process, mutual authentication can be carried out by adopting the two ways. If the motor power error obtained by calculation in the two modes exceeds a preset threshold value, a fault alarm can be sent. The automobile driving device is used for reminding a user of maintaining, and avoiding influencing the heat dissipation of the driving motor to cause more serious faults of the automobile. In addition, when the motor power is determined, the mean value of the motor power calculated in two modes can be taken to calculate the first mass flow, and the accuracy is improved.
Step S30: obtaining a second mass flow of the antifreeze for cooling the air conditioning system according to the air conditioning running condition data; wherein the second mass flow rate is a mass flow rate of the antifreeze solution flowing into the condenser branch of the vehicle cooling system.
In step S30, the second mass flow rate may be obtained by referring to the following procedure:
1. the volume flow in the air conditioning system is obtained.
Firstly, obtaining the volume flow of an air conditioning system according to the compressor power and the compressor rotating speed; then, a second mass flow rate is obtained according to the volume flow rate and the refrigerant density. Specifically, the refrigerant density is a variation relationship ρ ═ F (P, T) between pressure and temperature in the compressor system, ρ is the refrigerant density, P is the pressure, and T is the temperature; further, mRefrigerant=VOL*ρ,mRefrigerantVOL is the volume flow for the second mass flow.
2. And verifying the temperature of the anti-freezing solution flowing into the air conditioning system and the temperature of the anti-freezing solution flowing out of the air conditioning system.
Specifically, the heat exchange power of the air conditioning system is determined by the enthalpy value of the refrigerant, namely the enthalpy value of the refrigerant is a function h (P, T) of temperature and pressure, and h is the enthalpy value of the refrigerant. By the formula PRefrigerant heat=mRefrigerant*(hInto-hGo out) Determining the heat exchange power of the condenser, wherein PRefrigerantHeat is the heat exchange power of the air conditioning system, hIntoEnthalpy value h of refrigerant for antifreeze entering air conditioning systemGo outThe enthalpy value of the refrigerant flowing out of the air conditioning system is the antifreeze fluid. Then, the temperature T of the antifreeze fluid flowing into the air conditioning system is obtainedRefrigerant admissionAnd the temperature T of the antifreeze flowing out of the air conditioning systemRefrigerant discharge. According to PRefrigerant heat=MRefrigerant*cp*(TRefrigerant discharge-TRefrigerant admission) Determining a second mass flow rate M 'of the anti-freezing liquid flowing through the air conditioning system'Refrigerant
In general, the second mass flow rate MRefrigerantAnd a second mass flow rate mRefrigerantWhether the same, or within an allowable error range, e.g. MRefrigerantRelative to mRefrigerantIs 1%. If yes, m is determinedRefrigerantIf the value is a valid value, otherwise, error information or alarm information is prompted.
Step S40: obtaining a third mass flow of the antifreeze for cooling the fuel cell according to the battery running condition data; wherein the third mass flow rate is a mass flow rate of the antifreeze solution flowing into the battery branch of the vehicle cooling system.
In step S40, the third mass flow rate is obtained specifically as follows:
firstly, obtaining the battery power of the fuel battery according to the battery voltage and the battery current; pFuel delivery=UFuel delivery*IFuel delivery,PFuel deliveryIs the battery power, UFuel deliveryIs the battery voltage, IFuel deliveryIs the battery current. Then, according to the battery power and the battery efficiency, obtaining the battery thermal power; in particular, PHeat of combustion=PFuel delivery*(1-ηBurning device)/ηBurning deviceWherein P isHeat of combustionFor the thermal power of the cell, etaBurning deviceTo battery efficiency. Finally, obtaining a third mass flow according to the thermal power of the battery, the specific heat capacity of the antifreeze, the internal temperature of the battery and the temperature of the antifreeze flowing out of the battery branch; i.e. by the formula PHeat of combustion=mBurning device*cp*(TIs fired out-TInside combustion) Obtaining a third mass flow of the antifreeze, wherein mBurning deviceIs the third mass flow rate, TIs fired outTemperature of the antifreeze solution flowing out of the battery branch, TInside combustionIs the battery internal temperature. The heat dissipation requirement of the battery branch can be accurately controlled through the third mass flow.
Step S50: controlling a first flow regulating valve according to the first mass flow, controlling a second flow regulating valve according to the second mass flow, and controlling a third flow regulating valve according to the third mass flow; the first flow regulating valve is used for controlling the flow of the antifreeze solution of the motor branch, the second flow regulating valve is used for controlling the flow of the antifreeze solution of the condenser branch, and the third flow regulating valve is used for controlling the flow of the antifreeze solution of the battery branch.
In step S50, since the respective opening degrees of the first flow rate adjustment valve, the second flow rate adjustment valve, and the third flow rate adjustment valve have a positive relationship with the mass flow rate, the mass flow rates of the antifreeze in the motor branch, the condenser branch, and the battery branch can be precisely controlled by the opening degrees of the first flow rate adjustment valve, the second flow rate adjustment valve, and the third flow rate adjustment valve, respectively. When step S50 is executed, the method may include: firstly, comparing whether the first flow regulating valve is positioned at a corresponding opening position or not according to the first mass flow, if so, adjusting the first flow regulating valve without adjusting, otherwise, adjusting the first flow regulating valve to the corresponding position; comparing whether the second flow regulating valve is located at the corresponding opening position or not according to the second mass flow, if so, adjusting the second flow regulating valve without adjusting, otherwise, adjusting the second flow regulating valve to the corresponding position; and comparing whether the third flow regulating valve is positioned at the corresponding opening position or not according to the third mass flow, if so, adjusting the third flow regulating valve without adjusting, and otherwise, adjusting the third flow regulating valve to the corresponding position.
In addition, step S50 in the present embodiment is preceded by: acquiring temperature values measured by a main pipeline temperature sensor and a loop temperature sensor in a cooling system of the fuel cell vehicle, and if the measured temperature value is less than a preset cooling starting threshold value, active heat dissipation is not needed, executing the step S50 is not needed, otherwise, executing the steps S10-S50 is started.
In this embodiment, after obtaining the first mass flow rate, the second mass flow rate, and the third mass flow rate, the method further includes: increasing or decreasing the flow of the water pump of the vehicle cooling system according to the first mass flow, the second mass flow and the third mass flow; so as to ensure that the flow of the antifreeze in the motor branch, the condenser branch and the battery branch is sufficient.
Further, the control step in this embodiment further includes: and controlling a flow regulating valve on the heat dissipation pipeline. The concrete steps are as follows:
1. acquiring a main pipeline temperature value of a main pipeline at the front end of a heat dissipation pipeline in a vehicle cooling system; the heat dissipation pipeline comprises a left heat dissipation pipeline, a right heat dissipation pipeline and a middle heat dissipation pipeline.
2. And acquiring a first temperature value at the rear end of the left heat dissipation pipeline, a second temperature value at the rear end of the right heat dissipation pipeline and a third temperature value at the rear end of the middle heat dissipation pipeline.
3. Adjusting the rotating speed of a cooling fan on the left cooling pipeline and the opening of a flow adjusting valve on the left cooling pipeline according to the main pipeline temperature value and the first temperature value; adjusting the rotating speed of a cooling fan on the right cooling pipeline and the opening of a flow adjusting valve on the right cooling pipeline according to the main pipeline temperature value and the second temperature value; and adjusting the rotating speed of a cooling fan on the middle cooling pipeline and the opening of a flow adjusting valve on the middle cooling pipeline according to the main pipeline temperature value and the third temperature value.
The main pipeline temperature value mainly monitors the temperature of the anti-freezing solution passing through the driving motor, the condenser and the fuel cell so as to determine whether the heat dissipation pipeline is started for active heat dissipation or not, or to what degree the heat dissipation pipeline is started. The first temperature value, the second temperature value and the third temperature value are used for respectively measuring the temperature value of the antifreeze after passing through the left heat dissipation pipeline, the right heat dissipation pipeline and the middle heat dissipation pipeline so as to determine the heat dissipation effectiveness of the heat dissipation pipeline on the antifreeze, and the rotating speed of a heat dissipation fan on the corresponding heat dissipation module can be fed back and adjusted. For example, when the temperature value of the main pipeline is greater than the cooling starting threshold value, the flow regulating valve on the middle heat dissipation pipeline is started; if the monitored third temperature value is higher, the rotating speed of a cooling fan on the middle cooling pipeline and/or the opening degree of the flow regulating valve can be controlled to be increased.
Likewise, a first activation threshold may also be set, the first activation threshold being greater than the cool-down activation threshold. When the temperature value of the main pipeline is larger than the first starting threshold value, the flow regulating valves of the left heat dissipation pipeline and the right heat dissipation pipeline can be opened simultaneously. Then, the rotating speed of a cooling fan of the left cooling pipeline and/or the opening degree of the flow regulating valve are/is subjected to feedback regulation through the first temperature value; and the rotating speed of the cooling fan of the right cooling pipeline and/or the opening degree of the flow regulating valve are/is subjected to feedback regulation through the second temperature value.
In addition, a first starting threshold value and a second starting threshold value can be set simultaneously, and the second starting threshold value is larger than the first starting threshold value. When the temperature value of the main pipeline is greater than the first starting threshold value, the flow regulating valve of the left radiating pipeline or the right radiating pipeline can be opened, and when the temperature value of the main pipeline is greater than the second starting threshold value, the flow regulating valve which is not opened in the left radiating pipeline or the right radiating pipeline is opened.
Further, the method in this embodiment further includes a specific step of controlling a heat dissipation fan in the heat dissipation pipeline. The following were used:
when the temperature value of the main pipeline is greater than a preset temperature threshold value, a radiating fan on the middle radiating pipeline is started; wherein the temperature threshold may be the same as or different from the cooling activation threshold described above. Then, increasing or decreasing the rotating speed of a cooling fan on the middle cooling pipeline according to the third temperature value; for example, when the third temperature value is too large, the rotation speed of the cooling fan is increased, otherwise, the rotation speed is decreased, and the increase or decrease amount can be adjusted proportionally according to the size of the third temperature value. And when the rotating speed of the radiating fan on the middle radiating pipeline reaches a preset maximum rotating speed value, the radiating fan on the left radiating pipeline and/or the right radiating pipeline is/are started. And increasing or decreasing the rotating speed of the cooling fan on the left cooling pipeline and/or the right cooling pipeline according to the first temperature value and/or the second temperature value. The heat radiation fans on the left heat radiation pipeline and the right heat radiation pipeline can be simultaneously opened or sequentially opened. When the heat dissipation pipes are sequentially opened, the heat dissipation fans which are not opened in the left heat dissipation pipe or the right heat dissipation pipe can be opened when the heat dissipation fans on the left heat dissipation pipe or the right heat dissipation pipe reach a preset rotating speed threshold value.
In addition, the start and stop of the left heat dissipation module, the right heat dissipation module and the middle heat dissipation module can be adjusted based on the running condition of the vehicle in the embodiment, for example, under a normal condition, that is, the vehicle is in a normal running condition, for example, the vehicle runs at a constant speed on a flat road; the middle heat dissipation module is preferentially started to dissipate heat, and the left heat dissipation module and the right heat dissipation module are temporarily not started. Because the heat dissipation capacity of the middle heat dissipation module is larger than that of the left radiator and the right radiator, the heat exchange with the total antifreeze flowing out of the water jacket of the driving motor, the water jacket of the condenser and the water jacket of the battery can be met only through the middle heat dissipation module under the normal condition. Under the poor running conditions, such as low grade climbing, high temperature summer and the like; when the heat dissipation capacity of the middle heat dissipation module cannot meet the requirement of heat dissipation of the anti-freezing solution entering the main pipeline, the flow regulating valves on the left heat dissipation module and the right heat dissipation module can be started simultaneously, so that the total anti-freezing solution flowing out of the motor water jacket, the condenser water jacket and the battery water jacket can be synchronously dissipated through the left heat dissipation module, the right heat dissipation module and the middle heat dissipation module respectively, better heat exchange with the anti-freezing solution can be realized even under the condition of high heat of complex working conditions, and the cooling effect of the whole cooling system is ensured. That is to say, in this embodiment, only the middle heat dissipation module and/or the left heat dissipation module, the right heat dissipation module, and the middle heat dissipation module may be turned on according to the current working condition of the vehicle and the generated total heat, and it is not necessary to turn on the three heat dissipation modules at any time, so as to achieve energy saving and emission reduction, and reduce power consumption.
It should be noted that, in the present embodiment, the execution sequence of steps S20-S40 is not limited.
In summary, in the cooling control method for the fuel cell vehicle provided in this embodiment, the vehicle running condition data of the vehicle, the motor running condition data, the battery running condition data, and the air conditioner running condition data are obtained; acquiring a first mass flow according to the running condition data of the whole vehicle and/or the running condition data of the motor; the first mass flow is the mass flow of the anti-freezing solution flowing into a motor branch of the vehicle cooling system; obtaining a second mass flow of the antifreeze for cooling the air conditioning system according to the air conditioning running condition data; the second mass flow is the mass flow of the anti-freezing solution flowing into a condenser branch of the vehicle cooling system; obtaining a third mass flow of the antifreeze for cooling the fuel cell according to the battery running condition data; wherein the third mass flow rate is the mass flow rate of the antifreeze flowing into the battery branch of the vehicle cooling system; finally, controlling the first flow regulating valve according to the first mass flow, controlling the second flow regulating valve according to the second mass flow, and controlling the third flow regulating valve according to the third mass flow; the control method and the control device can realize quantitative and accurate unified control on the antifreeze flow of the motor branch, the antifreeze flow of the condenser branch and the antifreeze flow of the battery branch. In addition, only one set of control logic is needed in the cooling system of the applied vehicle, and the total working condition information of the cooling system can be rapidly and comprehensively processed due to the comprehensive use of the cooling system of the fuel cell vehicle and the data collected by each flow regulating valve and the temperature sensor on the cooling module assembly of the fuel cell vehicle, the data does not need to be transmitted among a plurality of control modules, the processing efficiency is higher, and the energy consumption is lower.
Fifth embodiment
Referring to fig. 6, a fifth embodiment of the present invention provides a cooling control apparatus 300 for a fuel cell vehicle based on the same inventive concept. Fig. 5 is a schematic diagram showing a configuration of a cooling control apparatus 300 for a fuel cell vehicle according to a second embodiment of the present invention.
The cooling control device 300 for a fuel cell vehicle includes:
the acquiring module 301 is configured to acquire vehicle running condition data of a vehicle, motor running condition data, battery running condition data, and air conditioner running condition data;
the first determining module 302 is configured to obtain a first mass flow according to the vehicle running condition data and/or the motor running condition data; wherein the first mass flow rate is the mass flow rate of the antifreeze flowing into the motor branch of the vehicle cooling system;
the second determining module 303 is configured to obtain a second mass flow of the antifreeze for cooling the air conditioning system according to the air conditioning running condition data; wherein the second mass flow rate is the mass flow rate of the antifreeze solution flowing into the condenser branch of the vehicle cooling system;
the third determining module 304 is used for obtaining a third mass flow of the antifreeze used for cooling the fuel cell according to the battery running condition data; wherein the third mass flow rate is a mass flow rate of the antifreeze solution flowing into the battery branch of the vehicle cooling system;
a control module 305, configured to control a first flow regulating valve according to the first mass flow, control a second flow regulating valve according to the second mass flow, and control a third flow regulating valve according to the third mass flow; the first flow regulating valve is used for controlling the flow of the antifreeze solution of the motor branch, the second flow regulating valve is used for controlling the flow of the antifreeze solution of the condenser branch, and the third flow regulating valve is used for controlling the flow of the antifreeze solution of the battery branch.
It should be noted that the embodiment of the present invention provides the cooling control device 300 for a fuel cell vehicle, which is implemented and produces the same technical effects as the embodiment of the method described above, and for the sake of brief description, reference may be made to the corresponding content in the embodiment of the method described above where no mention is made in the embodiment of the device.
The term "and/or" appearing herein is merely one type of associative relationship that describes an associated object, meaning that three relationships may exist, e.g., a and/or B, may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship; the word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims (10)

1. A fuel cell vehicle cooling system, characterized by comprising: the system comprises a water pump, a motor branch, a condenser branch, a battery branch, a heat dissipation pipeline and a cooling loop;
the flow output end of the water pump is respectively connected with the first end of the motor branch, the first end of the condenser branch and the first end of the battery branch; the first end of the heat dissipation pipeline is respectively connected with the second end of the motor branch, the second end of the condenser branch and the second end of the battery branch; the second end of the heat dissipation pipeline is connected with the first end of the cooling loop, and the second end of the cooling loop is connected to the water pump to form a circulating loop; the motor branch comprises a motor water jacket used for cooling the driving motor, the condenser branch comprises a condenser water jacket used for cooling the condenser, the battery branch comprises a battery water jacket used for cooling the fuel battery, and the cooling pipeline is used for cooling the antifreeze in the circulation loop.
2. The system of claim 1, wherein an inlet side of a motor water jacket in the motor branch is provided with a first flow regulating valve, and an outlet side of the motor water jacket in the motor branch is provided with a first temperature sensor; the first flow regulating valve is used for regulating the flow of the antifreeze liquid entering the motor branch, and the first temperature sensor is used for detecting the temperature of the antifreeze liquid flowing out of the motor branch.
3. The system of claim 1, wherein an inlet side of a condenser water jacket in the condenser branch is provided with a second flow regulating valve, and an outlet side of the condenser water jacket in the condenser branch is provided with a second temperature sensor; the second flow regulating valve is used for regulating the flow of the antifreeze liquid entering the condenser branch, and the second temperature sensor is used for detecting the temperature of the antifreeze liquid flowing out of the condenser branch.
4. The system of claim 1, wherein an inlet side of a battery water jacket in the battery branch is provided with a third flow regulating valve, and an outlet side of the battery water jacket in the battery branch is provided with a third temperature sensor; the third flow regulating valve is used for regulating the flow of the antifreeze entering the battery branch, and the third temperature sensor is used for detecting the temperature of the antifreeze flowing out of the battery branch.
5. The system according to claim 1, wherein a main pipeline temperature sensor is arranged on a main pipeline connected with the first end of the heat dissipation pipeline, and is used for detecting the temperature of the antifreeze solution converged by the motor branch, the condenser branch and the battery branch.
6. The system of claim 5, further comprising a thermostat and a bypass line; the thermostat is arranged on a main pipeline connected with the first end of the heat dissipation pipeline, and is positioned between the main pipeline temperature sensor and the first end of the heat dissipation pipeline; the first end of the bypass pipeline is connected with the thermostat, and the second end of the bypass pipeline is connected with the cooling loop.
7. The system of claim 1, wherein the heat dissipation conduit comprises: the heat dissipation device comprises a left heat dissipation pipeline, a right heat dissipation pipeline and a middle heat dissipation pipeline;
a fourth flow regulating valve is arranged at the first end of the left heat dissipation pipeline, and a fourth temperature sensor is arranged at the second end of the left heat dissipation pipeline;
a fifth flow regulating valve is arranged at the first end of the right heat dissipation pipeline, and a fifth temperature sensor is arranged at the second end of the right heat dissipation pipeline;
the first end of the middle heat dissipation pipeline is provided with a sixth flow regulating valve, and the second end of the middle heat dissipation pipeline is provided with a sixth temperature sensor.
8. The system as claimed in claim 7, wherein each of the left heat dissipating pipeline, the right heat dissipating pipeline and the middle heat dissipating pipeline is provided with a heat dissipating fan, and the heat dissipating fan is used for air-cooling and dissipating heat of the heat dissipating pipeline.
9. The system of claim 1, wherein a circuit temperature sensor is provided on the cooling circuit for detecting the temperature of the anti-icing liquid in the cooling circuit.
10. The system according to any one of claims 1 to 9, further comprising an expansion tank, wherein a first end of the expansion tank is connected to a second end of the motor branch/condenser branch/battery branch, and a second end of the expansion tank is connected to a second end of the cooling circuit.
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