CN216033687U - Cooling system of automobile and automobile - Google Patents
Cooling system of automobile and automobile Download PDFInfo
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- CN216033687U CN216033687U CN202121483271.9U CN202121483271U CN216033687U CN 216033687 U CN216033687 U CN 216033687U CN 202121483271 U CN202121483271 U CN 202121483271U CN 216033687 U CN216033687 U CN 216033687U
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- 238000001816 cooling Methods 0.000 title claims abstract description 183
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 70
- 230000017525 heat dissipation Effects 0.000 claims abstract description 27
- 239000000498 cooling water Substances 0.000 claims description 106
- 238000002955 isolation Methods 0.000 claims description 14
- 238000004378 air conditioning Methods 0.000 claims description 8
- 238000010586 diagram Methods 0.000 description 8
- 239000000110 cooling liquid Substances 0.000 description 4
- 238000012935 Averaging Methods 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000012809 cooling fluid Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
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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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The utility model provides a cooling system and car of car belongs to car technical field. The cooling system includes: the cooling system comprises a first cooling subsystem, a second cooling subsystem, a third cooling subsystem and a heat dissipation device. The water inlet of the first cooling subsystem, the water inlet of the second cooling subsystem and the water inlet of the third cooling subsystem are connected with the water inlet of the heat dissipation device, and the water outlet of the heat dissipation device is connected with the water inlet of the first cooling subsystem, the water inlet of the second cooling subsystem and the water inlet of the third cooling subsystem. That is, the first cooling subsystem, the second cooling subsystem, and the third cooling subsystem share a heat sink. The space occupied by the cooling system of the vehicle is reduced compared to arranging a plurality of heat sinks.
Description
Technical Field
The disclosure relates to the technical field of automobiles, in particular to a cooling system of an automobile and the automobile.
Background
The cooling system is an important component of the automobile and is used for cooling each part of the automobile in the running process of the automobile, so that the parts of the automobile can work in a proper temperature state, and the service life of each part of the automobile is prolonged.
In the related art, a cooling system of an automobile is divided into a first cooling subsystem, a second cooling subsystem and a third cooling subsystem, and each cooling subsystem is provided with a heat dissipation device. The first cooling subsystem cools the first component through the first heat dissipation device, the second cooling subsystem cools the second component through the second heat dissipation device, and the third cooling subsystem cools the third component through the third heat dissipation device.
In the course of implementing the present disclosure, the inventors found that the prior art has at least the following problems:
and each cooling subsystem is provided with a heat dissipation device, so that the occupied space of the cooling system is increased.
Disclosure of Invention
The embodiment of the disclosure provides a cooling system of an automobile and the automobile, which can save the occupied space of the cooling system of the automobile. The technical scheme is as follows:
in one aspect, there is provided a cooling system of an automobile, the cooling system including: the system comprises a first cooling subsystem, a second cooling subsystem, a third cooling subsystem and a heat dissipation device; the water outlet of the first cooling subsystem, the water outlet of the second cooling subsystem and the water outlet of the third cooling subsystem are connected with the water inlet of the heat dissipation device, and the water outlet of the heat dissipation device is connected with the water inlet of the first cooling subsystem, the water inlet of the second cooling subsystem and the water inlet of the third cooling subsystem; the first cooling subsystem is used for cooling a first component, the second cooling subsystem is used for cooling a second component, the third cooling subsystem is used for cooling a third component, and the first component, the second component and the third component are different and are distributed in different areas of an automobile.
Optionally, the first cooling subsystem includes a first cooling water pump, and the first component includes a motor system, a power battery system, and a DC-DC (Direct-Direct current converter) system; the heat dissipation device, the first cooling water pump, the motor system, the power battery system and the DC-DC system are connected in series to form a first cooling loop. The second cooling subsystem comprises a second cooling water pump, and the second component comprises a stack system; the heat dissipation device, the second cooling water pump and the electric pile system are connected in series to form a second cooling loop. The third cooling subsystem comprises a third cooling water pump, and the third component comprises an air conditioning system; the heat dissipation device, the third cooling water pump and the air conditioning system are connected in series to form a third cooling loop.
Optionally, the cooling system further comprises a first driving circuit, a second driving circuit, a third driving circuit and a vehicle control unit; a first driving signal output end of the vehicle control unit is connected with a driving signal input end of the first driving circuit, and a driving signal output end of the first driving circuit is connected with a driving signal input end of the first cooling water pump; a second driving signal output end of the whole vehicle controller is connected with a driving signal input end of the second driving circuit, and a driving signal output end of the second driving circuit is connected with a driving signal input end of the second cooling water pump; and a third driving signal output end of the whole vehicle controller is connected with a driving signal input end of a third driving circuit, and a driving signal output end of the third driving circuit is connected with a driving signal input end of a third cooling water pump. The first drive circuit, the second drive circuit, and the third drive circuit each include: the driving circuit comprises a driving signal input end, a first adjustable resistor, a triode, a second adjustable resistor, a driving signal output end and a power supply end; the driving signal input end is connected with one end of the first adjustable resistor, the other end of the first adjustable resistor is connected with the base electrode of the triode, the collector electrode of the triode is connected with the power supply end, the emitting electrode of the triode is connected with one end of the second adjustable resistor and the driving signal output end, and the other end of the second adjustable resistor is grounded.
Optionally, the first adjustable resistor and the second adjustable resistor may be at least one of a mechanical potentiometer and a digital potentiometer.
Optionally, the cooling system further comprises a first isolation device, a second isolation device, and a third isolation device; the first isolation device is connected between a first driving signal output end of the whole vehicle controller and a driving signal input end of the first driving circuit, the second isolation device is connected between a second driving signal output end of the whole vehicle controller and a driving signal input end of the second driving circuit, and the third isolation device is connected between a third driving signal output end of the whole vehicle controller and a driving signal input end of the third driving circuit.
Optionally, the cooling system further comprises a first feedback circuit, a second feedback circuit, and a third feedback circuit; the first feedback circuit comprises a first feedback resistor and a second feedback resistor, a signal feedback end of the first cooling water pump is connected with one end of the first feedback resistor, the other end of the first feedback resistor is connected with a first signal feedback input end of the whole vehicle controller and one end of the second feedback resistor, and the other end of the second feedback resistor is grounded; the second feedback circuit comprises a third feedback resistor and a fourth feedback resistor, a signal feedback end of the second cooling water pump is connected with one end of the third feedback resistor, the other end of the third feedback resistor is connected with a second signal feedback input end of the whole vehicle controller and one end of the fourth feedback resistor, and the other end of the fourth feedback resistor is grounded; the third feedback circuit comprises a fifth feedback resistor and a sixth feedback resistor, a signal feedback end of the third cooling water pump is connected with one end of the fifth feedback resistor, the other end of the fifth feedback resistor is connected with a third signal feedback input end of the whole vehicle controller and one end of the sixth feedback resistor, and the other end of the sixth feedback resistor is grounded.
Optionally, the cooling system further comprises a plurality of temperature sensors, and at least two temperature sensors are arranged on each component; the cooling system further comprises a first controller, a second controller and a third controller, wherein the first controller, the second controller and the third controller are respectively positioned on the first cooling water pump, the second cooling water pump and the third cooling water pump; at least two temperature sensors on each first component are connected with the first controller, at least two temperature sensors on the second component are connected with the second controller, and at least two temperature sensors on the third component are connected with the third controller; the first controller, the second controller and the third controller are connected with the vehicle control unit.
Optionally, the cooling system further includes a display device, and the display device is connected with the vehicle control unit.
In another aspect, an automobile is provided that includes the cooling system of any of the foregoing automobiles.
The technical scheme provided by the embodiment of the disclosure has the following beneficial effects:
in an embodiment of the present disclosure, a cooling system of an automobile includes a first cooling subsystem, a second cooling subsystem, a third cooling subsystem, and a heat sink. The water inlet of the first cooling subsystem, the water inlet of the second cooling subsystem and the water inlet of the third cooling subsystem are connected with the water inlet of the heat dissipation device, and the water outlet of the heat dissipation device is connected with the water inlet of the first cooling subsystem, the water inlet of the second cooling subsystem and the water inlet of the third cooling subsystem. That is, the first cooling subsystem, the second cooling subsystem, and the third cooling subsystem share a heat sink. The space occupied by the cooling system of the vehicle is reduced compared to arranging a plurality of heat sinks.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, 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 only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a cooling system of an automobile according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of another cooling system for a vehicle according to an embodiment of the present disclosure;
fig. 3 is a schematic structural diagram of a driving circuit of a cooling water pump according to an embodiment of the present disclosure;
fig. 4 is a schematic structural diagram of a cooling system of another vehicle according to an embodiment of the present disclosure.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a cooling system of an automobile according to an embodiment of the present disclosure, which is used for cooling components of the automobile. Referring to fig. 1, the cooling system includes a first cooling subsystem 10, a second cooling subsystem 20, a third cooling subsystem 30, and a heat sink 40.
The water outlet of the first cooling subsystem 10, the water outlet of the second cooling subsystem 20 and the water outlet of the third cooling subsystem 30 are connected with the water inlet of the heat dissipation device 40, and the water outlet of the heat dissipation device 40 is connected with the water inlet of the first cooling subsystem 10, the water inlet of the second cooling subsystem 20 and the water inlet of the third cooling subsystem 30.
In some embodiments, the first heat sink 40 includes a water inlet and a water outlet. The first cooling subsystem 10, the second cooling subsystem 20 and the third cooling subsystem 30 share the water inlet and the water outlet of the heat sink 40.
In other embodiments, the water inlets of the first heat dissipation device 40 include a first sub water inlet, a second sub water inlet, and a third sub water inlet, and the water outlets of the first heat dissipation device 40 include a first sub water outlet, a second sub water outlet, and a third sub water outlet corresponding to the first sub water inlet, the second sub water inlet, and the third sub water inlet, respectively. The first sub water inlet, the second sub water inlet and the third sub water inlet are respectively connected with different cooling pipelines.
The water outlet of the first cooling subsystem 10 is connected to the first sub-water inlet of the first heat sink 40, and the first sub-water outlet of the first heat sink 40 is connected to the water inlet of the first cooling subsystem 10. The water outlet of the second cooling subsystem 20 is connected with the second sub-water inlet of the first heat sink 40, and the second sub-water outlet of the first heat sink 40 is connected with the water inlet of the second cooling subsystem 20. The water outlet of the third cooling subsystem 30 is connected with the third sub-water inlet of the first heat sink 40, and the third sub-water outlet of the first heat sink 40 is connected with the water inlet of the third cooling subsystem 30.
The first cooling subsystem is used for cooling the first component, the second cooling subsystem is used for cooling the second component, and the third cooling subsystem is used for cooling the third component.
The first, second and third components are different. Furthermore, the first, second and third parts are distributed in different areas of the vehicle. For example, the first component is distributed in the region of the engine compartment, the second component is distributed in the region of the central chassis of the vehicle, and the third component is distributed in the region of the driver's cabin, with a greater distance between the different regions.
In an embodiment of the present disclosure, a cooling system of an automobile includes a first cooling subsystem, a second cooling subsystem, a third cooling subsystem, and a heat sink. The first cooling subsystem, the second cooling subsystem and the third cooling subsystem share one heat sink. The space occupied by the cooling system of the vehicle is reduced compared to arranging a plurality of heat sinks.
Fig. 2 is a schematic structural diagram of another cooling system of an automobile according to an embodiment of the present disclosure. Referring to fig. 2, the first cooling subsystem 10 includes a first cooling water pump 11, the second cooling subsystem 20 includes a second cooling water pump 21, and the third cooling subsystem 30 includes a third cooling water pump 31.
The first components include a motor system 12, a power battery system 13, and a DC-DC system 14. The heat dissipation device 40, the first cooling water pump 11, the motor system 12, the power battery system 13 and the DC-DC system 14 are connected in series to form a first cooling loop.
The second component includes a stack system 22. The heat sink 40, the second cooling water pump 21 and the stack system 22 are connected in series to form a second cooling loop.
The third component includes an air conditioning system 32. The heat sink 40, the third cooling water pump 31, and the air conditioning system 32 are connected in series to form a third cooling loop.
In the embodiment of the disclosure, the devices are connected through a cooling pipeline, and cooling liquid is filled in the cooling pipeline. The heat sink 40 is used for cooling the cooling fluid in the cooling pipe. The first cooling water pump 11 is used for driving the cooling liquid in the first cooling circuit to flow through each first component, so as to cool each first component. The second cooling water pump 21 is used for driving the cooling liquid in the second cooling circuit to flow through the second component, so as to cool the second component. The third cooling water pump 31 is used for driving the cooling liquid in the third cooling circuit to flow through the third component, so as to cool the third component.
The first cooling water pump 11, the second cooling water pump 21 and the third cooling water pump 31 operate independently, and the first cooling water pump 11, the second cooling water pump 21 and the third cooling water pump 31 can be started according to actual heat dissipation requirements of the first component, the second component and the third component.
The serial connection means that all the components are connected in sequence through cooling pipelines to form a closed fluid channel, and the serial connection sequence of all the components is not limited in the embodiment of the disclosure.
In the embodiment of the disclosure, as the distance between the motor system 12, the power battery system 13 and the DC-DC system 14 is short, and the first cooling subsystem 10 is divided for cooling, the arrangement length of the cooling pipeline can be reduced, and the occupied space of the cooling pipeline is further reduced. Because the heating capacity of the stack system 22 and the air conditioning system 32 is large, the stack system 22 and the air conditioning system 32 are respectively divided into the second cooling subsystem 20 and the third cooling subsystem 30 for independent cooling, so that the influence on the heat dissipation of other components can be reduced.
Optionally, as shown in fig. 2, the cooling system in the embodiment of the present disclosure further includes a first driving circuit 51, a second driving circuit 52, a third driving circuit 53, and a vehicle controller 60.
A first driving signal output end of the vehicle control unit 60 is connected to a driving signal input end of the first driving circuit 51, and a driving signal output end of the first driving circuit 51 is connected to a driving signal input end of the first cooling water pump 11. A second driving signal output end of the vehicle control unit 60 is connected to a driving signal input end of the second driving circuit 52, and a driving signal output end of the second driving circuit 52 is connected to a driving signal input end of the second cooling water pump 21. A third driving signal output end of the vehicle control unit 60 is connected to a driving signal input end of the third driving circuit 53, and a driving signal output end of the third driving circuit 53 is connected to a driving signal input end of the third cooling water pump 31.
The vehicle control unit 60 is used for controlling the first driving circuit 51, the second driving circuit 52 and the third driving circuit 53 to drive the first cooling water pump 11, the second cooling water pump 21 and the third cooling water pump 31 to operate respectively.
The drive signal is a PWM (Pulse Width Modulation) signal, and is generated by the vehicle control unit 60 and input to the first drive circuit 51, the second drive circuit 52, and the third drive circuit 53, respectively. The PWM signal is a pulse signal with a certain frequency and adjustable pulse width. The larger the pulse width of the PWM signal is, the larger the average voltage provided for the cooling water pump is, and the higher the rotating speed of the cooling water pump is; the smaller the pulse width of the PWM signal, the smaller the average voltage supplied to the cooling water pump, and the smaller the rotational speed of the cooling water pump. Therefore, the vehicle control unit 60 may adjust the rotation speed of the cooling water pump by adjusting the size of the pulse width.
The cooling water pump needs to meet certain voltage conditions and current conditions during operation, and the driving signal output by the vehicle control unit does not meet the voltage conditions and the current conditions, so that the cooling water pump cannot be directly driven to operate. Therefore, a driving circuit is required to be added between the driving signal output end of the vehicle controller and the driving signal input end of the cooling water pump, so that the driving signal output by the vehicle controller meets the voltage condition and the current condition required by the operation of the cooling water pump.
In some embodiments, the first driving circuit 51, the second driving circuit 52, and the third driving circuit 53 may employ the driving circuit shown in fig. 3.
Fig. 3 is a schematic structural diagram of a driving circuit of a cooling water pump according to an embodiment of the present disclosure. Referring to fig. 3, the driving circuit includes: a driving signal input terminal 50a, a first adjustable resistor 501, a triode 502, a second adjustable resistor 503, a driving signal output terminal 50b and a power supply terminal 50 c.
The driving signal input end 50a is connected to one end of the first adjustable resistor 501, the other end of the first adjustable resistor 501 is connected to the base of the triode 502, the collector of the triode 502 is connected to the power supply end 50c, the emitter of the triode 502 is connected to one end of the second adjustable resistor 503 and the output end of the driving signal, and the other end of the second adjustable resistor 503 is grounded.
When the driving signal input from the driving signal input terminal 50a is a high level signal, the transistor 502 is in a conducting state, and at this time, the driving signal output terminal 50b outputs the high level signal amplified by the transistor 502. When the driving signal input from the driving signal input terminal 50a is a low level signal, the transistor 502 is in an off state, and at this time, the driving signal output terminal 50b outputs no driving signal.
The transistor 502 may be a PNP transistor 502 or an NPN transistor 502.
The first adjustable resistor 501 and the second adjustable resistor 503 are resistors whose resistance values can be adjusted. By adjusting the resistance values of the first adjustable resistor 501 and the second adjustable resistor 503, the driving signal output by the driving signal output terminal 50b can satisfy the voltage condition and the current condition required by the operation of the cooling water pump.
In some examples, the first adjustable resistance 501 and the second adjustable resistance 503 may be mechanical potentiometers. When the cooling water pump is replaced by the automobile, the resistance value of the access circuit of the mechanical potentiometer is adjusted by related technicians according to the working voltage and working current conditions of the cooling water pump.
In other examples, the first adjustable resistor 501 and the second adjustable resistor 503 may also be digital potentiometers. The digital potentiometer comprises n resistors and n switches, the n resistors have the same resistance value and are connected in series, and one end of each resistor is connected with one switch. Under the action of the control signal, only one switch is closed at a time. The resistance value of the access circuit can be controlled by controlling the closing of different switches.
If the first adjustable resistor 501 and the second adjustable resistor 503 are digital potentiometers, each driving circuit further includes a first control signal input terminal and a second control signal input terminal. The first control signal input terminal is a control signal input terminal of the first adjustable resistor 501, and the second control signal input terminal is a control signal input terminal of the second adjustable resistor 503. The first control signal input end and the second control signal input end are respectively connected with the first control signal output end and the second control signal output end of the vehicle control unit 60. When the cooling water pump is replaced by the automobile, the vehicle controller 60 adjusts the resistance value of the digital potentiometer access circuit according to the working voltage and working current conditions of the cooling water pump.
The first adjustable resistor 501 and the second adjustable resistor 503 may be at least one of a mechanical potentiometer or a digital potentiometer.
Because the first adjustable resistor and the second adjustable resistor in the driving circuit are resistors with adjustable resistance values, when the cooling water pump of the automobile is replaced, the driving circuit corresponding to the cooling water pump does not need to be replaced, and only the resistance values of the first adjustable resistor and the second adjustable resistor in the driving circuit need to be adjusted, so that the driving circuit can be matched with the voltage condition and the current condition of the cooling water pump, and the matching rate of the driving circuit and the cooling water pump is improved.
Optionally, as shown in fig. 2, the cooling system further comprises a first separating device 71, a second separating device 72 and a third separating device 73.
The first isolation device 71 is connected between a first driving signal output end of the vehicle controller 60 and a driving signal input end of the first driving circuit 51, the second isolation device 72 is connected between a second driving signal output end of the vehicle controller 60 and a driving signal input end of the second driving circuit 52, and the third isolation device 73 is connected between a third driving signal output end of the vehicle controller 60 and a driving signal input end of the third driving circuit 53.
The first, second and third isolation devices 71, 72 and 73 are used for isolating the vehicle controller 60 from the first, second and third driving circuits 51, 52 and 53. The large current generated by the over-high rotating speed of the cooling water pump or the fault of the cooling water pump is prevented from being poured back to the driving signal input end of the vehicle controller 60, and the vehicle controller 60 is prevented from being damaged.
Illustratively, the first, second, and third isolation devices 71, 72, and 73 may be photo-couplers. The photoelectric coupler can transmit the driving signal in a single direction, so that the large current generated by the cooling water pump cannot flow to the driving signal output end of the vehicle controller 60 through the photoelectric coupler, the driving signal output end of the vehicle controller 60 can be electrically isolated from the driving circuit, and the vehicle controller 60 is prevented from being damaged by the large current in the control circuit.
Optionally, as shown in fig. 2, the cooling system further includes a first feedback circuit 81, a second feedback circuit 82, and a third feedback circuit 83.
The first feedback circuit 81 includes a first feedback resistor 812 and a second feedback resistor 811, a signal feedback end of the first cooling water pump 11 is connected to one end of the first feedback resistor 812, the other end of the first feedback resistor 812 is connected to a first signal feedback input end of the vehicle controller 60 and one end of the second feedback resistor 811, and the other end of the second feedback resistor 811 is grounded.
The second feedback circuit 82 includes a third feedback resistor 822 and a fourth feedback resistor 821, a signal feedback end of the second cooling water pump 21 is connected to one end of the third feedback resistor 822, the other end of the third feedback resistor 822 is connected to a second signal feedback input end of the vehicle controller 60 and one end of the fourth feedback resistor 821, and the other end of the fourth feedback resistor 821 is grounded.
The third feedback circuit 83 includes a fifth feedback resistor 832 and a sixth feedback resistor 831, a signal feedback end of the third cooling water pump 31 is connected to one end of the fifth feedback resistor 832, the other end of the fifth feedback resistor 832 is connected to a third signal feedback input end of the vehicle controller 60 and one end of the sixth feedback resistor 831, and the other end of the sixth feedback resistor 831 is grounded.
The first feedback circuit 81, the second feedback circuit 82 and the third feedback circuit 83 are respectively used for limiting the current or the voltage of the signals fed back by the signal feedback end of the first cooling water pump 11, the signal feedback end of the second cooling water pump 21 and the signal feedback end of the third cooling water pump 31 within the current threshold or the voltage threshold of the signal feedback end of the vehicle controller 60, so as to prevent the vehicle controller 60 from being damaged due to the excessive current or the excessive voltage.
The resistances of the first feedback resistor 812, the second feedback resistor 811, the third feedback resistor 822, the fourth feedback resistor 821, and the fifth feedback resistor 832 and the sixth feedback resistor 831 may be set according to actual needs.
By providing the first feedback circuit 81, the second feedback circuit 82, and the third feedback circuit 83, the operation state signal of the first cooling water pump 11, the operation state signal of the second cooling water pump 21, and the operation state signal of the third cooling water pump 31 can be fed back to the integrated controller, so that the integrated controller 60 can monitor the operation state of the first cooling water pump 11, the operation state of the second cooling water pump 21, and the operation state of the third cooling water pump 31 in real time according to the state signal fed back by the first cooling water pump 11, the state signal fed back by the second cooling water pump 21, and the state signal fed back by the third cooling water pump 31, respectively.
Optionally, the cooling system further comprises a plurality of temperature sensors, at least two temperature sensors being provided on each component.
In some examples, at least two temperature sensors on each component are disposed somewhere on the component. In other examples, the at least two temperature sensors on each component are disposed uniformly around the component.
By arranging at least two temperature sensors on the component, the situation that the temperature of the collected component is inaccurate due to the fault of a certain temperature sensor can be avoided. On the other hand, the at least two temperature values acquired by the at least two temperature sensors can better reflect the overall temperature condition of the component.
Fig. 4 is a schematic structural diagram of a cooling system of another vehicle according to an embodiment of the present disclosure. As shown in fig. 4, the cooling system further includes a first controller 111, a second controller 211, and a third controller 311, and the first controller 111, the second controller 211, and the third controller 311 are respectively located on the first cooling water pump 11, the second cooling water pump 21, and the third cooling water pump 31.
At least two temperature sensors on each first part are connected to the first controller 111, at least two temperature sensors on the second part are connected to the second controller 211, and at least two temperature sensors on the third part are connected to the third controller 311.
The first controller 111, the second controller 211, and the third controller 311 are connected to the vehicle control unit 60. Illustratively, the first Controller 111, the second Controller 211, and the third Controller 311 are in signal connection with the vehicle control unit 60 via a CAN (Controller Area Network).
The first controller 111 is configured to acquire at least two temperature values from the at least two temperature sensors of each first component, and send the values of the at least two temperature sensors to the vehicle control unit 60. The second controller 211 is configured to obtain at least two temperature values from the at least two temperature sensors of the second component, and send the values of the at least two temperature sensors to the vehicle control unit 60. The third controller 311 is configured to obtain at least two temperature values from the at least two temperature sensors of the third component, and send the values of the at least two temperature sensors to the vehicle control unit 60.
The vehicle control unit 60 is configured to control the corresponding cooling water pump to operate according to the at least two temperature values of each component, and is also configured to determine whether each component has a fault according to the at least two temperature values of each component.
In some embodiments, the first controller 111, the second controller 211, and the third controller 311 respectively transmit an average temperature value obtained by averaging at least two temperature values of each component to the vehicle control unit 60.
In other embodiments, the first controller 111, the second controller 211, and the third controller 311 respectively transmit at least two temperature values of each component directly to the vehicle controller 60, and the vehicle controller 60 calculates an average temperature value of each component.
The vehicle control unit 60 stores a temperature threshold of each component in advance, and controls the operation of the cooling water pump in the corresponding cooling subsystem when the average temperature value of a certain component exceeds the set temperature threshold.
The vehicle control unit 60 also stores an allowable temperature threshold value of each component in advance, and when the average temperature of a certain component exceeds the set allowable temperature threshold value, it is determined that the component has a fault.
By arranging the first controller 111, the second controller 211 and the third controller 311, the vehicle control unit 60 can control the operation of the cooling water pump in the corresponding cooling subsystem according to the temperature of each component, so as to cool the component, and meanwhile, whether the component has a fault can be detected according to the temperature of each component.
Optionally, as shown in fig. 4, in the embodiment of the present disclosure, the cooling system further includes a display device 90, and the display device 90 is connected to the vehicle control unit 60.
The display device 90 is used to display the operating states of the first cooling water pump 11, the second cooling water pump 21, and the third cooling water pump 31, and to display the average temperature of each of the first component, the second component, and the third component, and the like, for example. When the first cooling water pump 11, the second cooling water pump 21 or the third cooling water pump 31 abnormally operates, a failure of the first cooling water pump 11, a failure of the second cooling water pump 21 or a failure of the third cooling water pump 31 is displayed. And when the average temperature of the first component, the second component or the third component exceeds the set allowable temperature, displaying that the first component is in fault, or the second component is in fault, or the third component is in fault.
The operating state of each cooling water pump and the temperature of each part can be observed in real time through the display device 90 by related technicians, so that the maintenance can be carried out in time when each cooling water pump or each part breaks down.
The embodiment of the disclosure also provides an automobile comprising the cooling system of any one of the automobiles.
The above description is intended to be exemplary only and not to limit the present disclosure, and any modification, equivalent replacement, or improvement made without departing from the spirit and scope of the present disclosure is to be considered as the same as the present disclosure.
Claims (10)
1. A cooling system of an automobile, characterized in that the cooling system comprises: a first cooling subsystem (10), a second cooling subsystem (20), a third cooling subsystem (30), and a heat sink (40);
the water outlet of the first cooling subsystem (10), the water outlet of the second cooling subsystem (20) and the water outlet of the third cooling subsystem (30) are connected with the water inlet of the heat dissipation device (40), and the water outlet of the heat dissipation device (40) is connected with the water inlet of the first cooling subsystem (10), the water inlet of the second cooling subsystem (20) and the water inlet of the third cooling subsystem (30);
the first cooling subsystem (10) is used for cooling a first component, the second cooling subsystem (20) is used for cooling a second component, and the third cooling subsystem (30) is used for cooling a third component, wherein the first component, the second component and the third component are different and are distributed in different areas of an automobile.
2. The cooling system according to claim 1, characterized in that the first cooling subsystem (10) comprises a first cooling water pump (11), the first components comprising an electric motor system (12), a power battery system (13) and a DC-DC system (14); the heat sink (40), the first cooling water pump (11), the motor system (12), the power battery system (13) and the DC-DC system (14) are connected in series to form a first cooling loop;
the second cooling subsystem (20) comprises a second cooling water pump (21), and the second component comprises a stack system (22); the heat dissipation device (40), the second cooling water pump (21) and the electric pile system (22) are connected in series to form a second cooling loop;
the third cooling subsystem (30) comprises a third cooling water pump (31), and the third component comprises an air conditioning system (32); the heat dissipation device (40), the third cooling water pump (31) and the air conditioning system (32) are connected in series to form a third cooling loop.
3. The cooling system according to claim 2, further comprising a first drive circuit (51), a second drive circuit (52), a third drive circuit (53) and a vehicle control unit (60);
a first driving signal output end of the vehicle control unit (60) is connected with a driving signal input end of the first driving circuit (51), and a driving signal output end of the first driving circuit (51) is connected with a driving signal input end of the first cooling water pump (11);
a second driving signal output end of the vehicle control unit (60) is connected with a driving signal input end of the second driving circuit (52), and a driving signal output end of the second driving circuit (52) is connected with a driving signal input end of the second cooling water pump (21);
a third driving signal output end of the vehicle control unit (60) is connected with a driving signal input end of the third driving circuit (53), and a driving signal output end of the third driving circuit (53) is connected with a driving signal input end of the third cooling water pump (31);
4. the cooling system according to claim 3, wherein the first drive circuit (51), the second drive circuit (52) and the third drive circuit (53) each comprise: the circuit comprises a driving signal input end (50a), a first adjustable resistor (501), a triode (502), a second adjustable resistor (503), a driving signal output end (50b) and a power supply end (50 c);
the driving signal input end (50a) is connected with one end of the first adjustable resistor (501), the other end of the first adjustable resistor (501) is connected with the base electrode of the triode (502), the collector electrode of the triode (502) is connected with a power supply end (50c), the emitter electrode of the triode (502) is connected with one end of the second adjustable resistor (503) and the driving signal output end (50b), and the other end of the second adjustable resistor (503) is grounded.
5. The cooling system according to claim 3, wherein the first adjustable resistance (501), the second adjustable resistance (503) may be at least one of a mechanical potentiometer or a digital potentiometer.
6. A cooling system according to any one of claims 3 to 5, characterized in that the cooling system further comprises a first separating means (71), a second separating means (72) and a third separating means (73);
the first isolation device (71) is connected between a first driving signal output end of the vehicle control unit (60) and a driving signal input end of the first driving circuit (51), the second isolation device (72) is connected between a second driving signal output end of the vehicle control unit (60) and a driving signal input end of the second driving circuit (52), and the third isolation device (73) is connected between a third driving signal output end of the vehicle control unit (60) and a driving signal input end of the third driving circuit (53).
7. A cooling system according to any one of claims 3-5, characterised in that the cooling system further comprises a first feedback circuit (81), a second feedback circuit (82) and a third feedback circuit (83);
the first feedback circuit (81) comprises a first feedback resistor (812) and a second feedback resistor (811), a signal feedback end of the first cooling water pump (11) is connected with one end of the first feedback resistor (812), the other end of the first feedback resistor (812) is connected with a first signal feedback input end of the whole vehicle controller (60) and one end of the second feedback resistor (811), and the other end of the second feedback resistor (811) is grounded;
the second feedback circuit (82) comprises a third feedback resistor (822) and a fourth feedback resistor (821), a signal feedback end of the second cooling water pump (21) is connected with one end of the third feedback resistor (822), the other end of the third feedback resistor (822) is connected with a second signal feedback input end of the whole vehicle controller (60) and one end of the fourth feedback resistor (821), and the other end of the fourth feedback resistor (821) is grounded;
the third feedback circuit (83) comprises a fifth feedback resistor (832) and a sixth feedback resistor (831), a signal feedback end of the third cooling water pump (31) is connected with one end of the fifth feedback resistor (832), the other end of the fifth feedback resistor (832) is connected with a third signal feedback input end of the whole vehicle controller (60) and one end of the sixth feedback resistor (831), and the other end of the sixth feedback resistor (831) is grounded.
8. The cooling system according to any one of claims 3 to 5, further comprising a plurality of temperature sensors, at least two temperature sensors being provided on each component;
the cooling system further comprises a first controller (111), a second controller (211) and a third controller (311), wherein the first controller (111), the second controller (211) and the third controller (311) are respectively positioned on the first cooling water pump (11), the second cooling water pump (21) and the third cooling water pump (31);
at least two temperature sensors on each of the first components are connected to the first controller (111), at least two temperature sensors on the second component are connected to the second controller (211), and at least two temperature sensors on the third component are connected to the third controller (311);
the first controller (111), the second controller (211) and the third controller (311) are connected with the vehicle control unit (60).
9. The cooling system according to claim 8, further comprising a display device (90), the display device (90) being connected with the vehicle control unit (60).
10. A motor vehicle, characterized in that it comprises a cooling system of a motor vehicle according to any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121483271.9U CN216033687U (en) | 2021-06-29 | 2021-06-29 | Cooling system of automobile and automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202121483271.9U CN216033687U (en) | 2021-06-29 | 2021-06-29 | Cooling system of automobile and automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117419041A (en) * | 2023-12-18 | 2024-01-19 | 中国第一汽车股份有限公司 | Control method and device of electronic oil pump |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117419041A (en) * | 2023-12-18 | 2024-01-19 | 中国第一汽车股份有限公司 | Control method and device of electronic oil pump |
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