CN113568395A - Temperature control method and module for new-energy commercial vehicle cooling system - Google Patents
Temperature control method and module for new-energy commercial vehicle cooling system Download PDFInfo
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- CN113568395A CN113568395A CN202110811243.3A CN202110811243A CN113568395A CN 113568395 A CN113568395 A CN 113568395A CN 202110811243 A CN202110811243 A CN 202110811243A CN 113568395 A CN113568395 A CN 113568395A
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- 238000001816 cooling Methods 0.000 title claims abstract description 17
- 230000017525 heat dissipation Effects 0.000 claims abstract description 28
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- 238000005457 optimization Methods 0.000 claims description 15
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- 238000006243 chemical reaction Methods 0.000 claims description 6
- 239000000110 cooling liquid Substances 0.000 claims description 6
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0208—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the configuration of the monitoring system
- G05B23/0213—Modular or universal configuration of the monitoring system, e.g. monitoring system having modules that may be combined to build monitoring program; monitoring system that can be applied to legacy systems; adaptable monitoring system; using different communication protocols
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
- B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/60—Controlling or determining the temperature of the motor or of the drive
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- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
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- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
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Abstract
The invention relates to a temperature control method and a module of a new energy commercial vehicle heat dissipation system. The energy utilization efficiency of the new energy commercial vehicle is improved, and energy conservation and emission reduction are realized. The corresponding hardware modules are designed based on the method used. By adopting the hardware module and the method, the optimal balance between the heat loss of the driving motor and the power consumption of the heat dissipation system is achieved by optimizing the output of the heat dissipation system. The driving motor operates in a safe temperature range, the heat loss of the driving motor and the total power consumption of a cooling system are reduced, and energy conservation and emission reduction are realized.
Description
Technical Field
The invention belongs to the field of automotive electronics, and particularly relates to a temperature control method and a module of a heat dissipation system of a new-energy commercial vehicle.
Background
The new energy commercial vehicle with the advantages of advanced technical level, energy conservation, environmental protection, low operation cost and the like enters a high-speed development period along with the acceleration of the urbanization process.
New forms of energy commercial car adopts the electricity mode of driving, and at the in-process of traveling, driving motor stator core, stator winding all can produce energy loss, and energy loss mainly outwards gives off with the heat form, if not in time with the heat discharge organism that produces, will seriously influence the performance and the life of important parts such as driving motor. At present, researches on a heat dissipation system of a driving motor of a new energy commercial vehicle are few, the control mode is simple, and a control method and a control system which comprehensively consider the heat loss of the driving motor and the power consumption of the heat dissipation system are lacked.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a temperature control method and a temperature control system for a heat dissipation system of a new energy commercial vehicle, which solve the technical defects from the control method and a hardware module so as to realize the optimal balance of the heat loss of a driving motor and the power consumption of the heat dissipation system.
In order to solve the technical problems, the invention adopts the following technical scheme:
a temperature control method for a heat dissipation system of a new energy commercial vehicle is characterized by comprising the following steps: and determining the working state of the driving motor according to the temperature of the driving motor, the torque of the driving motor, the rotating speed of the driving motor, the temperature of cooling liquid, the temperature of outside air, the output voltage of a motor controller and the output current of the motor controller, calculating the optimal target temperature of the driving motor according to a control function which is associated by an energy optimization control function and a target temperature steady-state control function, and outputting a corresponding PWM fan control signal.
In the technical scheme, the energy optimization control function calculates the heat loss and the cooling system power of the driving motor at each temperature according to the running state quantity of the driving motor, and the temperature of the driving motor for reducing the total power is obtained; the driving motor operation state quantity comprises: the temperature of a driving motor, the torque of the driving motor, the rotating speed of the driving motor, the temperature of cooling liquid, the temperature of outside air, the output voltage of a motor controller and the output current of the motor controller; the target temperature steady-state control function takes the temperature of the driving motor output by the energy optimization control function as a target value and takes the current temperature of the driving motor as a state value, so that the temperature of the driving motor is ensured to be stabilized at the target temperature.
According to the technical scheme, if the key signal is lost for a long time in a specified time limit, the heat dissipation system operates at the maximum heat dissipation capacity, and the driving motor is guaranteed to be at the safe temperature.
The utility model provides a new forms of energy commercial car cooling system temperature control module which characterized in that includes: the system comprises a main control chip, a CAN signal conditioning circuit, a power chip integrating CAN transceiving function, a power circuit, a fan driving circuit, a fan current sampling circuit, a temperature signal sampling circuit and a serial port debugging circuit; the power supply circuit and the CAN signal conditioning circuit are respectively connected with the power supply chip integrating the CAN transceiving function; the power supply chip integrating the CAN transceiving function is connected to the CAN communication port and the SPI communication port of the main control chip; the fan driving circuit is connected to the PWM channel of the main control chip; the fan current sampling circuit is connected to a first A \ D conversion channel of the main control chip; the water tank temperature signal sampling circuit is connected to a second A \ D conversion channel of the main control chip; the external temperature signal sampling circuit is connected to a third A \ D conversion channel of the main control chip; the serial port debugging circuit is connected to the RS232 communication channel of the main control chip.
In the above technical solution, the control flow of the heat dissipation system is as follows: when the power supply is switched on, if the main control chip works normally, the main control chip completes initialization and receives a CAN message containing the motor running state quantity, a temperature analog quantity signal and a fan current signal; the main control chip calls an energy optimization function, and the main tasks of the energy optimization control function comprise: obtaining key input signals, calculating MAP (MAP of a driving motor) corresponding points, calculating heat loss of the driving motor at each temperature, calculating corresponding rotating speed of an electronic fan at each temperature of the driving motor, calculating power consumption of a cooling system at each temperature of the driving motor, calculating target temperature of the driving motor, calculating rotating speed of the electronic fan at the target temperature of the driving motor, outputting the rotating speed of the electronic fan and detecting loss faults of the key input signals; after the main control chip obtains the target temperature and the current temperature of the driving motor, the main control chip calls a temperature steady-state control function, the temperature steady-state control function determines whether the driving motor is at the steady-state target temperature according to the target temperature of the driving motor, the current temperature of the driving motor and the current rotating speed of the electronic fan, and adjusts the rotating speed of the electronic fan through PI feedback to ensure the steady-state control of the target temperature of the driving motor; after the rotating speed of the fan is calculated, the main control chip outputs a PWM control signal to drive the fan to work.
In the technical scheme, the main control chip is an embedded control chip and is configured to receive a temperature signal from an engine ECU through CAN communication, obtain a temperature signal from a water tank temperature sensor and an external air temperature sensor through A/D sampling and send a PWM signal to the fan driving circuit to enable the fan driving circuit to work.
In the above technical solution, the driving object of the fan driving circuit is a dc brush MOTOR, a PWM signal from the main control chip is connected to the base of the triode Q3 through a resistor R24, and is grounded through a resistor R25, the emitter of the triode Q3 is directly grounded, meanwhile, the emitter and the collector of the triode Q3 are connected through a resistor R29, a 12V voltage BATIN obtained by processing of the power supply circuit is connected to the collector of the triode Q3, the bidirectional TVS diode FD1, and the gate of the MOS transistor Q4 through a resistor R23, the substrate of the MOS transistor Q4 is directly connected to the other end of the bidirectional transient suppression diode FD1 and is grounded through a resistor R31, the source and the drain of the MOS transistor Q4 are connected through a diode, the drain of the Q4 is connected to the cathode MOTOR 1-of the fan P1, the anode MOTOR1+ of the fan is connected to the power supply VBAT to drive the fan to operate, when the control chip fails, that no PWM signal is input, the fan is operated at the highest speed.
In the above technical scheme, the fan current sampling circuit includes a comparator U1, a source current signal SENSE1 of a MOS transistor Q4 is connected to a non-inverting input terminal (+) of a comparator U1 through a resistor R26, and at the same time, a current signal SENSE1 is grounded through a resistor R31, an inverting input terminal (-) of the comparator U1 is grounded through a resistor R28, a signal at an output terminal of a comparator U1 is input to an inverting input terminal of the comparator U1 through the R30 as a negative feedback signal, and at the same time, an output terminal of the comparator U1 outputs a current sampling signal AD _ SENSE1 through the resistor R27 and is grounded through a capacitor C17, a +5V working power VCC of the comparator U1 is grounded through a capacitor C19, and a negative voltage working power is grounded.
In the technical scheme, the linearity of the comparator U1 is 1 pA.
Therefore, the temperature control method and the module of the new-energy commercial vehicle cooling system comprehensively consider the temperature of the driving motor, the torque of the driving motor, the rotating speed of the driving motor, the temperature of the cooling liquid, the output voltage of the motor controller and the output current of the motor controller, so as to determine the working state of the driving motor, decide the output of a PWM (pulse width modulation) fan control signal, ensure that the driving motor operates in a safe operation temperature range, and reduce the sum of the heat loss of the driving motor and the power consumption of the cooling system. Based on the method, a corresponding hardware module is designed, and the module comprises a main control chip, a CAN (controller Area network) signal conditioning circuit, a power chip integrating CAN transceiving function, a power circuit, a fan driving circuit, a fan current sampling circuit, a temperature signal sampling circuit and a serial port debugging circuit.
Compared with the prior art, the method is beneficial to improving the energy utilization efficiency of the new energy commercial vehicle and realizing energy conservation and emission reduction. By optimizing the output of the heat dissipation system, the optimal balance between the heat loss of the driving motor and the power consumption of the heat dissipation system is achieved. The driving motor operates in a safe temperature range, the heat loss of the driving motor and the total power consumption of a cooling system are reduced, and energy conservation and emission reduction are realized.
Drawings
Fig. 1 is a schematic diagram of a hardware structure of a temperature control module of a heat dissipation system of a new energy commercial vehicle according to the present invention.
Fig. 2 is a schematic diagram of a method for controlling a heat dissipation system according to the present invention.
Fig. 3 is a flow chart of energy optimization control function control.
Fig. 4 is a flow chart of an energy optimization control function.
Fig. 5 is the power supply of fig. 1.
Fig. 6 is a water tank temperature sampling circuit in fig. 1.
Fig. 7 is a fan driving circuit of fig. 1.
Fig. 8 is a circuit for sampling the current of the fan in fig. 1.
Detailed Description
The temperature control module of the new energy commercial vehicle heat dissipation system implemented according to the invention is composed of a main control chip, a power chip integrating CAN transceiving function, a power circuit, a CAN signal conditioning circuit, a fan driving circuit, a fan current sampling circuit, a temperature signal sampling circuit and a serial port debugging circuit, as shown in figure 1.
According to the temperature control method of the new energy commercial vehicle heat dissipation system, the working state of the driving motor is determined according to the temperature of the driving motor, the torque of the driving motor, the rotating speed of the driving motor, the temperature of cooling liquid, the temperature of outside air, the output voltage of a motor controller and the output current of the motor controller, the temperature target value of the driving motor is calculated and a PWM fan control signal is output according to an energy optimization control function and a target temperature steady-state control function, the driving motor is guaranteed to run in a safe running temperature interval, the total power of the driving motor and the heat dissipation system is reduced, if a key signal is lost for a long time or a main control chip cannot work normally in a specified time limit, the heat dissipation system runs at the maximum heat dissipation capacity, and the driving motor is guaranteed to be at the safe temperature.
Preferably, the main control chip adopts an 8-bit singlechip, and has 10 paths of A/D channels with 10-bit precision and 6 paths of PWM channels, and the power supply chip is integrated with a CAN transceiving function. The power supply circuit and the CAN signal conditioning circuit are connected with corresponding interfaces of the power supply chip integrated with the CAN transceiving function, and the power supply chip and other four circuits are connected with corresponding interfaces of the main control chip. The power supply of the new energy commercial vehicle is input into the power supply chip through the power supply circuit, and the power supply chip supplies power to the main control chip.
The structure of the control system of the heat dissipation system is shown in fig. 2, when the power supply is switched on, if the main control chip works normally, the main control chip completes initialization and receives a CAN message containing the motor running state quantity, a temperature analog quantity signal and a fan current signal. The main control chip calls an energy optimization function, and the main tasks of the energy optimization control function comprise: obtaining key input signals, calculating MAP corresponding points of the driving motor, calculating heat loss of the driving motor at each temperature, calculating corresponding rotating speed of the electronic fan at each temperature of the driving motor, calculating power consumption of a cooling system at each temperature of the driving motor, calculating target temperature of the driving motor, calculating rotating speed of the electronic fan at the target temperature of the driving motor, outputting rotating speed of the electronic fan, and detecting loss faults of the key input signals, as shown in fig. 3. After the main control chip obtains the target temperature and the current temperature of the driving motor, the main control chip calls a temperature steady-state control function, the function determines whether the driving motor is at the steady-state target temperature according to the target temperature of the driving motor, the current temperature of the driving motor and the current rotating speed of the electronic fan, and adjusts the rotating speed of the electronic fan through PI feedback, so that the steady-state control of the target temperature of the driving motor is ensured, as shown in FIG. 4. After the rotating speed of the fan is calculated, the main control chip outputs a PWM control signal to drive the fan to work.
Preferably, the running state quantity of the driving motor from the new energy commercial vehicle ECU is received by the power chip integrating the CAN transceiving function through the CAN signal conditioning circuit and then sent to the CAN communication port of the main control chip, and the main control chip performs information interaction with the power chip through the SPI communication port to ensure the stable running of the system. The power supply chip selects a second generation system base chip MC33903 of Freescale company as the power supply management of the ECU. The chip CAN stabilize 5V power supply output and integrates a serial peripheral interface SPI and a CAN transceiver.
Preferably, the power supply circuit is as shown in fig. 5, and functions as: the 24V power VBAT of the new energy commercial vehicle is converted into 12V voltage BATIN which can be input to a power chip. The power supply VBAT is divided into a ground voltage by resistors R3 and R7, and the TVS diode D4 is connected in parallel with the R7. The two ends of the R7 are respectively connected to a pin 1 and a pin 4 of the MOS tube Q1, the pin 4 of the MOS tube Q1 is connected with a power supply VBAT, and the pin 3 of the Q1 is connected with a power supply pin of a power supply chip integrating the CAN transceiving function.
The temperature signal (analog quantity signal) of the cooling water tank is input into the A/D channel of the main control chip through the water tank temperature signal sampling circuit, the temperature signal (analog quantity signal) of the outside air is input into the A/D channel of the main control chip through the temperature signal sampling circuit, and the current signal (analog quantity signal) of the fan is input into the A/D channel of the main control chip through the fan current sampling circuit.
Preferably, the temperature sampling circuit is exemplified by a water tank temperature sampling circuit, and the external air temperature sampling circuit is similar to the water tank temperature sampling circuit. With reference to fig. 6, the temperature signal sampling circuit functions as: and collecting the voltage at two ends of the resistance-type temperature sensor as a temperature signal, and inputting the temperature signal into a second A/D channel of the main control chip. The temperature sensor is connected with the power supply, the P2 is a temperature sensor interface, the 5V voltage VCC is grounded through the resistor R6 and the temperature sensor, the capacitor C11 is connected with the temperature sensor in parallel, the temperature signal AD _ temp is connected with the 3 pins of the transient suppression diode D1 and then is input into the A/D channel of the main control chip, the 2 pin of the D1 is connected with the 5V voltage VCC, and the 1 pin is grounded.
The present invention is further illustrated but not limited by the following examples.
With reference to fig. 7, the function of the fan circuit is: the PWM control signal PWM1 is input into pin 1 of the triode Q3 to control the on-off of pin 3 and pin 2 of the triode, so as to control the voltage change of the grid electrode of the MOS tube and the on-off of the source electrode and the drain electrode of the MOS tube, thereby controlling the rotating speed of the fan. If the main control chip cannot work normally and cannot output the PWM control signal, that is, no PWM1 signal is input in fig. 7, the transistor Q3 does not work, and after the voltage battin generated by the power supply chip is divided by the resistor R23, the gate-source voltage of the MOS transistor Q4 is kept stable, so that the output voltage of the drain electrode is the highest, and the fan is driven to rotate at the highest rotation speed.
Preferably, the linearity of the comparator U1 is 1pA, the collected source current signal SENSE1 of the MOS transistor Q4 is connected to the inverting input (+) of the comparator U1 through a resistor R26, and the current signal SENSE1 is grounded through a resistor R31, the inverting input (-) of the comparator U1 is grounded through a resistor R28, the signal at the output of the comparator U1 is input to the inverting input of the comparator U1 through the R30 as a negative feedback signal, and the output of the comparator U1 outputs a current sampling signal AD _ SENSE1 through the resistor R27 and is grounded through a capacitor C17, the +5V working power VCC of the comparator U1 is grounded through the capacitor C19, and the negative voltage working power is grounded.
With reference to fig. 8, the fan current sampling circuit functions as: and acquiring a current signal of a source electrode of the MOS tube Q4, and inputting the amplified current signal into a first A/D channel of the main control chip. The core element is a comparator U1, a current signal SENSE1 of the source electrode of the MOS transistor Q4 is input to a pin 3 of the comparator U1 through a resistor R26, a pin 2 of the U1 is connected with the ground of the resistor R31 through a resistor R28, a pin 1 of the U1 outputs an amplified signal, and a signal AD _ SENSE1 is output through a resistor 27; the 8 pin of U1 is connected with VCC of 5V, the 4 pin is connected with ground, and R30 is connected in parallel between the 1 pin and the 2 pin of U1. In the hardware circuit, the electronic fan is a DC 24V brush axial flow fan of COMEX company with the rated current of 16A. An IRFB3307Z enhanced N-channel MOS tube with an operation voltage of 20V and a maximum continuous drain current of 120A can be selected to bear the starting peak current of the electronic fan.
The above embodiments are merely illustrative of the technical ideas and features of the present invention, and are intended to enable those skilled in the art to understand the contents of the present invention and implement the same, and thus do not limit the scope of the present invention. All equivalent changes and modifications made according to the spirit of the present invention should be covered within the protection scope of the present invention.
Claims (9)
1. A temperature control method for a heat dissipation system of a new energy commercial vehicle is characterized by comprising the following steps: and determining the working state of the driving motor according to the temperature of the driving motor, the torque of the driving motor, the rotating speed of the driving motor, the temperature of cooling liquid, the temperature of outside air, the output voltage of a motor controller and the output current of the motor controller, calculating the optimal target temperature of the driving motor according to a control function which is associated by an energy optimization control function and a target temperature steady-state control function, and outputting a corresponding PWM fan control signal.
2. The temperature control method of the new energy commercial vehicle heat dissipation system according to claim 1, characterized in that: the energy optimization control function calculates the heat loss and the cooling system power of the driving motor at each temperature according to the running state quantity of the driving motor, and the temperature of the driving motor which reduces the total power is obtained; the driving motor operation state quantity comprises: the temperature of a driving motor, the torque of the driving motor, the rotating speed of the driving motor, the temperature of cooling liquid, the temperature of outside air, the output voltage of a motor controller and the output current of the motor controller; the target temperature steady-state control function takes the temperature of the driving motor output by the energy optimization control function as a target value and takes the current temperature of the driving motor as a state value, so that the temperature of the driving motor is ensured to be stabilized at the target temperature.
3. The temperature control method of the new energy commercial vehicle heat dissipation system according to claim 1, characterized in that: if the key signal is lost for a long time in a specified time limit, the heat dissipation system operates at the maximum heat dissipation capacity, and the driving motor is ensured to be at the safe temperature.
4. The utility model provides a new forms of energy commercial car cooling system temperature control module which characterized in that includes: the system comprises a main control chip, a CAN signal conditioning circuit, a power chip integrating CAN transceiving function, a power circuit, a fan driving circuit, a fan current sampling circuit, a temperature signal sampling circuit and a serial port debugging circuit; the power supply circuit and the CAN signal conditioning circuit are respectively connected with the power supply chip integrating the CAN transceiving function; the power supply chip integrating the CAN transceiving function is connected to the CAN communication port and the SPI communication port of the main control chip; the fan driving circuit is connected to the PWM channel of the main control chip; the fan current sampling circuit is connected to a first A \ D conversion channel of the main control chip; the water tank temperature signal sampling circuit is connected to a second A \ D conversion channel of the main control chip; the external temperature signal sampling circuit is connected to a third A \ D conversion channel of the main control chip; the serial port debugging circuit is connected to the RS232 communication channel of the main control chip.
5. The temperature control module of the new-energy commercial vehicle cooling system according to claim 4, wherein the temperature control module is applied to the new-energy commercial vehicle cooling system and is configured to operate as follows: when the power supply is switched on, if the main control chip works normally, the main control chip completes initialization and receives a CAN message containing the motor running state quantity, a temperature analog quantity signal and a fan current signal; the main control chip calls an energy optimization function, and the main tasks of the energy optimization control function comprise: obtaining key input signals, calculating MAP (MAP of a driving motor) corresponding points, calculating heat loss of the driving motor at each temperature, calculating corresponding rotating speed of an electronic fan at each temperature of the driving motor, calculating power consumption of a cooling system at each temperature of the driving motor, calculating target temperature of the driving motor, calculating rotating speed of the electronic fan at the target temperature of the driving motor, outputting the rotating speed of the electronic fan and detecting loss faults of the key input signals; after the main control chip obtains the target temperature and the current temperature of the driving motor, the main control chip calls a temperature steady-state control function, the temperature steady-state control function determines whether the driving motor is at the steady-state target temperature according to the target temperature of the driving motor, the current temperature of the driving motor and the current rotating speed of the electronic fan, and adjusts the rotating speed of the electronic fan through PI feedback to ensure the steady-state control of the target temperature of the driving motor; after the rotating speed of the fan is calculated, the main control chip outputs a PWM control signal to drive the fan to work.
6. The temperature control module of the new-energy commercial vehicle cooling system according to claim 4, wherein the main control chip is an embedded control chip configured to receive a temperature signal from an engine ECU through CAN communication, and send a PWM signal to the fan driving circuit to operate the fan driving circuit by obtaining a temperature signal from a water tank temperature sensor, an outside air temperature sensor and a current signal from the fan driving circuit through A/D sampling.
7. The temperature control module of the new energy commercial vehicle cooling system according to claim 4, wherein the driving object of the fan driving circuit is a DC brush MOTOR, the PWM signal from the main control chip is connected to the base of a transistor Q3 through a resistor R24 and grounded through a resistor R25, the emitter of the transistor Q3 is directly grounded, meanwhile, the emitter and the collector of the transistor Q3 are connected through a resistor R29, the 12V voltage BATIN processed by the power supply circuit is connected to the collector of the transistor Q3 through a resistor R23, a bidirectional TVS diode FD1, the gate of a MOS transistor Q4, the substrate of the MOS transistor Q4 is directly connected to the other end of the bidirectional transient suppression diode FD1 and then grounded through a resistor R31, the source and the drain of the MOS transistor Q4 are connected through a diode, the drain of the Q4 is connected to the cathode MOTOR 1-of the fan P1, the anode of the fan is 1+ connected to the source VBAT, and driving the fan to operate, and when the control chip fails, namely no PWM signal is input, the fan operates at the highest speed.
8. The temperature control module of the new energy commercial vehicle heat dissipation system according to claim 4, wherein the fan current sampling circuit comprises a comparator U1, a source current signal SENSE1 of the MOS transistor Q4 is connected to a homodromous input end (+) of the comparator U1 through a resistor R26, a current signal SENSE1 is grounded through a resistor R31, an inverting input end (-) of the comparator U1 is grounded through a resistor R28, a signal at an output end of the comparator U1 is input to an inverting input end of the comparator U1 through a resistor R30 as a negative feedback signal, an output end of the comparator U1 outputs a current sampling signal AD _ SENSE1 through a resistor R27 and is grounded through a capacitor C17, a +5V working power supply VCC of the comparator U1 is grounded through a capacitor C19, and a negative voltage working power supply is grounded.
9. The temperature control module of claim 4, wherein the comparator U1 has a linearity of 1 pA.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110811243.3A CN113568395A (en) | 2021-07-19 | 2021-07-19 | Temperature control method and module for new-energy commercial vehicle cooling system |
| PCT/CN2021/109037 WO2023000366A1 (en) | 2021-07-19 | 2021-07-28 | Temperature control method and module for heat dissipation system of new energy commercial vehicle |
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| CN116080420B (en) * | 2023-04-10 | 2023-06-06 | 四川大学 | Optimizing control system and method for electric drive system of new energy automobile |
| CN116736024B (en) * | 2023-08-08 | 2023-10-17 | 小米汽车科技有限公司 | Temperature determining method and device for node to be detected in electric drive system, vehicle and medium |
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| WO2023000366A1 (en) | 2023-01-26 |
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