WO2023028879A1 - 设备冷却系统和热管理系统 - Google Patents

设备冷却系统和热管理系统 Download PDF

Info

Publication number
WO2023028879A1
WO2023028879A1 PCT/CN2021/115796 CN2021115796W WO2023028879A1 WO 2023028879 A1 WO2023028879 A1 WO 2023028879A1 CN 2021115796 W CN2021115796 W CN 2021115796W WO 2023028879 A1 WO2023028879 A1 WO 2023028879A1
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
equipment
dew point
cooling circuit
liquid cooling
Prior art date
Application number
PCT/CN2021/115796
Other languages
English (en)
French (fr)
Inventor
尹建强
Original Assignee
华为技术有限公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to JP2024507136A priority Critical patent/JP2024531131A/ja
Priority to EP21955434.2A priority patent/EP4349624A4/en
Priority to CN202180100457.8A priority patent/CN117642299A/zh
Priority to PCT/CN2021/115796 priority patent/WO2023028879A1/zh
Publication of WO2023028879A1 publication Critical patent/WO2023028879A1/zh
Priority to US18/413,050 priority patent/US20240149637A1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00785—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models by the detection of humidity or frost
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • 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
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
    • H05K7/20927—Liquid coolant without phase change
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
    • H05K7/20945—Thermal management, e.g. inverter temperature control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow

Definitions

  • the present application relates to the technical field of heat management, in particular to an equipment cooling system and a heat management system.
  • Condensation refers to the phenomenon that the absolute humidity of the air remains unchanged and the air temperature is lowered. When the temperature drops to a certain value, the humidity in the air will reach saturation. If the temperature continues to drop, the moisture in the air will precipitate. Among them, the dew point temperature is the temperature at which the relative humidity of the air can reach 100% under the premise that the moisture content and atmospheric pressure remain unchanged. Condensation attached to the equipment will cause adverse phenomena such as electrochemical corrosion and mildew. Condensation drops onto the electrical components of the equipment, which may cause problems such as short circuit and explosion of the components.
  • Embodiments of the present application provide an equipment cooling system and a thermal management system, which can solve the problem of condensation generated when equipment is connected to a liquid cooling cycle system. When this solution is applied to the vehicle system, it can reduce the risk of condensation on the vehicle equipment and improve the safety of the vehicle.
  • Embodiments of the present application provide an equipment cooling system on the one hand, which is applied to a thermal management system.
  • the thermal management system includes an electric drive liquid cooling circuit and a battery liquid cooling circuit.
  • the equipment cooling system includes: on-board equipment, a main controller, and a valve group; The equipment is equipped with a liquid inlet pipe and a liquid outlet pipe. The liquid inlet pipe is connected to the valve group.
  • the valve group is connected to the electric drive liquid cooling circuit to form the first passage.
  • the valve group is connected to the battery liquid cooling circuit to form the second passage.
  • the liquid outlet pipe is connected to the electric drive liquid cooling circuit or the battery liquid cooling circuit;
  • the vehicle-mounted equipment is equipped with a temperature and humidity detection device, the main controller and the temperature and humidity detection device
  • the valve groups are connected separately, and the main controller is used to obtain the dew point temperature according to the temperature and humidity detected by the temperature and humidity detection device, and control the switch state of the valve group according to the dew point temperature.
  • the embodiment of the present application provides an equipment cooling system.
  • a temperature and humidity detection device is installed in the vehicle equipment to obtain the dew point temperature of the air inside the vehicle equipment, and the vehicle equipment is connected to the electric drive liquid cooling circuit and the battery liquid cooling circuit through the valve group.
  • the on-board equipment is connected to the electric drive liquid cooling circuit or the battery liquid cooling circuit through the valve group switch, so that the temperature of the coolant entering the on-board equipment is always greater than or equal to the air dew point temperature inside the on-board equipment, thereby avoiding the on-board equipment. Condensation occurs inside, which can improve the reliability and service life of on-board equipment.
  • a first temperature sensor is provided between the electric drive liquid cooling circuit and the valve group, and a second temperature sensor is provided between the battery liquid cooling circuit and the valve group; the main controller and the first temperature sensor , the second temperature sensor are connected respectively, the main controller is used to obtain the first temperature detected by the first temperature sensor and the second temperature detected by the second temperature sensor, compare the dew point temperature, the size of the first temperature and the second temperature, and When the first temperature and the second temperature are both greater than or equal to the dew point temperature, the path corresponding to the lower temperature of the first temperature and the second temperature is controlled to communicate, and when one of the first temperature and the second temperature is greater than or equal to the dew point temperature, Controlling the connection of the path corresponding to the higher temperature of the first temperature and the second temperature.
  • the liquid inlet temperature and dew point temperature of the electric drive liquid cooling circuit and the battery liquid cooling circuit can be compared, so that the temperature of the coolant entering the vehicle-mounted equipment can be more accurately controlled, so as to avoid condensation in the vehicle-mounted equipment.
  • the equipment cooling system further includes a first heater, the first heater is connected between the valve group and the liquid inlet pipe, the main controller is connected to the first heater, and the main controller is used to When both the first temperature and the second temperature are lower than the dew point temperature, the first heater is controlled to be turned on.
  • the water from the battery liquid cooling circuit or the electric drive liquid cooling circuit is heated to a lower temperature, so that the temperature of the water entering the vehicle equipment is greater than or equal to the dew point temperature, thereby avoiding the occurrence of condensation.
  • the equipment cooling system further includes a third temperature sensor, the third temperature sensor is connected between the first heater and the liquid inlet pipe, the main controller is connected to the third temperature sensor, and the main controller is used to A third temperature detected by the third temperature sensor is obtained, and the first heater is controlled to be turned on so that the third temperature is not less than the dew point temperature.
  • the temperature of the water entering the vehicle-mounted equipment can be monitored in real time to ensure that the temperature of the water entering the vehicle-mounted equipment is greater than or equal to the dew point temperature, and at the same time avoid the excessive heating power of the first heater causing the water temperature to be too high, which will affect the cooling efficiency of the vehicle-mounted equipment and work reliability.
  • the valve group includes a first three-way solenoid valve
  • the liquid inlet pipe is connected to the outlet of the first three-way solenoid valve
  • the electric drive liquid cooling circuit is connected to the first inlet of the first three-way solenoid valve.
  • the battery liquid cooling circuit is connected to the second inlet of the first three-way solenoid valve.
  • the liquid inlet pipe By switching the opening of the two inlets of the first three-way solenoid valve, the liquid inlet pipe can be switched and connected to the two circuits under the condition that the number of components is small and the pipeline is simple.
  • the valve group includes a first two-way solenoid valve and a second two-way solenoid valve, the first two-way solenoid valve is connected between the electric drive liquid cooling circuit and the liquid inlet pipe, and the second two-way solenoid valve The solenoid valve is connected between the battery liquid cooling circuit and the liquid inlet pipe.
  • the vehicle-mounted device includes a casing and a main board disposed in the casing, the casing includes a cold plate, and the liquid inlet pipe and the liquid outlet pipe are arranged on the cold plate.
  • the cold plate set on the vehicle equipment can realize the connection of the liquid cooling circuit, so as to realize the liquid cooling of the vehicle equipment, and can better protect the main board.
  • the electric drive liquid cooling circuit includes: a radiator, a first kettle, a first water pump, and a power assembly connected in sequence through pipelines, and the valve group is connected between the first water pump and the power assembly .
  • the low-temperature coolant in the electric drive liquid cooling circuit can be connected to the on-board equipment.
  • the electric drive liquid cooling circuit further includes a second three-way solenoid valve, the inlet of the second three-way solenoid valve is connected to the powertrain, and the two outlets of the second three-way solenoid valve are respectively connected to Radiator and first kettle.
  • the second three-way solenoid valve is set so that when the heat generated by the powertrain is low, the heat dissipation requirements can be met only through the circulation of the coolant without opening the radiator, which can reduce energy consumption.
  • the low-temperature coolant in the battery liquid cooling circuit can be connected to the on-board equipment.
  • the battery liquid cooling circuit further includes a second heater, the second heater is connected between the heat exchanger and the battery pack, and the valve group is connected between the second heater and the battery pack.
  • the second heater is used to heat the coolant, so as to heat the battery pack in winter when the temperature is low, so as to prevent the low temperature from affecting the operation of the battery pack.
  • the vehicle-mounted equipment includes a domain controller, a vehicle-mounted charger, or a vehicle computer ECU.
  • a variety of on-board equipment can be applied to the above cooling system to achieve efficient cooling and anti-condensation.
  • the main controller is a vehicle controller VCU or a controller in the vehicle equipment.
  • the main controller can be integrated in the vehicle controller to make the vehicle more integrated, and the main controller can also be the controller of the vehicle equipment itself to facilitate circuit connection.
  • thermal management system including an electric drive liquid cooling circuit, a battery liquid cooling circuit, and the above-mentioned equipment cooling system.
  • the thermal management system of the embodiment of the present application is equipped with an electric drive liquid cooling circuit and a battery liquid cooling circuit to respectively cool the two main heat-generating devices, the powertrain and the battery pack.
  • the on-board equipment can be controlled by the main controller.
  • it is connected to the electric drive liquid cooling circuit or the battery liquid cooling circuit, while realizing the liquid cooling of the on-board equipment, it can avoid condensation in the on-board equipment.
  • the embodiment of the present application also provides a method for controlling the equipment cooling system, including:
  • the switch of the valve group is controlled to open the second path, and the second path is connected to the vehicle equipment and the battery liquid cooling circuit.
  • the on-board equipment can be controlled to be connected to different liquid cooling circuits, so that the temperature of the coolant entering the on-board equipment can always be greater than or equal to the air dew point temperature inside the on-board equipment. Thereby, the condensation phenomenon in the vehicle-mounted equipment can be avoided.
  • judging whether the dew point temperature is in the first interval or the second interval specifically includes:
  • first temperature detected by the first temperature sensor and a second temperature detected by the second temperature sensor, wherein the first temperature is the liquid inlet temperature of the first passage, and the second temperature is the liquid inlet temperature of the second passage;
  • the dew point temperature is less than or equal to one of the first temperature and the second temperature, if the first temperature is greater than the second temperature, it is judged that the dew point temperature is in the first range; if the first temperature is lower than the second temperature, it is judged that the dew point temperature is in the second range ;
  • the dew point temperature is less than or equal to the first temperature and less than or equal to the second temperature, if the first temperature is greater than the second temperature, it is judged that the dew point temperature is in the second range; if the first temperature is lower than the second temperature, it is judged that the dew point temperature is in the first range.
  • the temperature of the coolant connected to the vehicle equipment can be more accurately controlled, thereby avoiding condensation.
  • control method of the equipment cooling system further includes: judging whether the dew point temperature is in the third range, and if the dew point temperature is in the third range, controlling the first heater to be turned on, and the first heater is set in the valve group and in-vehicle equipment.
  • the heater can be used to heat the cooling liquid so that the temperature of the incoming liquid is greater than or equal to the dew point temperature.
  • judging whether the dew point temperature is in the third interval specifically includes:
  • the dew point temperature Comparing the dew point temperature, the first temperature and the second temperature, if the dew point temperature is greater than the first temperature and greater than the second temperature, it is judged that the dew point temperature is in the third interval.
  • the heater can be turned on in time to prevent condensation.
  • the embodiment of the present application also provides an equipment cooling system, which is used in a thermal management system including two or more liquid cooling circuits.
  • the thermal management system includes a first liquid cooling circuit and a second liquid cooling circuit.
  • the first liquid cooling circuit The cooling temperature of the cooling liquid in the circuit is higher than the cooling temperature of the cooling liquid in the second liquid cooling circuit.
  • the equipment cooling system includes the equipment to be cooled, the main controller and the valve group; the liquid inlet pipe of the equipment to be cooled is connected to the valve group, and the valve group It is connected to the first liquid cooling circuit to form the first passage, and the valve group is connected to the second liquid cooling circuit to form the second passage.
  • the valve group is used to switch the switch state to control the connection of the first passage or the second passage.
  • the liquid pipe is connected to the first liquid cooling circuit and the second liquid cooling circuit; a temperature and humidity detection device is installed in the equipment to be cooled, and the main controller is connected to the temperature and humidity detection device and the valve group respectively.
  • the detected temperature and humidity obtain the dew point temperature, and control the switch state of the valve group according to the dew point temperature.
  • the equipment cooling system provided in the embodiment of the present application can be applied in fields such as electric power system and data center in addition to the above-mentioned vehicle thermal management system.
  • the embodiment of the present application provides an equipment cooling system, a thermal management system, and a control method for the equipment cooling system.
  • a temperature and humidity detection device is installed in the vehicle equipment to obtain the dew point temperature of the air inside the vehicle equipment, and the vehicle equipment is connected to the Into the electric drive liquid cooling circuit and battery liquid cooling circuit, and control the valve group switch to connect the vehicle equipment to the electric drive liquid cooling circuit or battery liquid cooling circuit, so that the temperature of the coolant entering the vehicle equipment is always greater than or equal to
  • the dew point temperature of the air inside the on-board equipment can avoid condensation in the on-board equipment, improve the reliability and service life of the on-board equipment, and help improve the reliability of the vehicle's thermal management system.
  • Fig. 1 is a schematic diagram of the vehicle-mounted equipment connected to the electric drive liquid cooling circuit provided by the related technology
  • Fig. 2 is a schematic diagram of a vehicle-mounted device connected to a battery liquid cooling circuit provided by related technologies
  • FIG. 3 is a schematic diagram of an equipment cooling system provided by an embodiment of the present application.
  • FIG. 4 is a schematic structural diagram of a vehicle-mounted device provided by an embodiment of the present application.
  • Fig. 5 is another schematic structural diagram of the equipment cooling system provided by an embodiment of the present application.
  • Fig. 6 is another schematic structural diagram of the equipment cooling system provided by an embodiment of the present application.
  • Fig. 7 is another structural schematic diagram of the equipment cooling system provided by an embodiment of the present application.
  • Fig. 8 is a working flow chart of the main controller in the equipment cooling system provided by an embodiment of the present application.
  • FIG. 9 is another schematic diagram of a device cooling system provided by an embodiment of the present application.
  • An embodiment of the present application provides a thermal management system, which is applied to an electric vehicle and used to manage thermal energy of a vehicle system.
  • the thermal management system can include two liquid cooling circulation systems, namely the electric drive liquid cooling circuit and the battery liquid cooling circuit.
  • the powertrain is connected to the electric drive liquid cooling circuit to achieve cooling of the powertrain.
  • the battery pack is connected to In the battery liquid cooling circuit to realize the cooling of the battery pack.
  • the vehicle also includes a variety of on-board equipment, such as a domain controller (also called a mobile data center, Mobile data center, MDC for short), an on-board charger, etc. Or driving computer (Electronic Control Unit, ECU), etc.
  • the on-board module can be installed in the engine compartment of the electric vehicle, the glove box of the co-pilot, and under the seat. These locations require the on-board module to support a higher ambient temperature, and the heat dissipation environment is very harsh. When the on-board device is working, the temperature of the device itself will rise, and the surrounding ambient temperature will also affect the internal temperature of the device, thereby affecting the operation of the electronic device. reliability.
  • the system may also include an equipment cooling system.
  • the vehicle-mounted equipment can dissipate heat through natural heat dissipation or air cooling.
  • the vehicle-mounted equipment can include a radiator shell and a motherboard arranged inside the radiator shell. Chips and other electronic components are arranged on the motherboard.
  • the heat can be transferred to the radiator shell through radiation and convection.
  • the radiator shell is provided with a plurality of cooling fins, and the heat conducted to the cooling fins can be dissipated to the outside air through radiation and convection.
  • liquid cooling and heat dissipation of the on-board equipment can be achieved by connecting the on-board equipment to the electric drive liquid cooling circuit or the battery liquid cooling circuit.
  • FIG. 1 is a schematic diagram of an on-vehicle device connected to an electric drive liquid cooling circuit provided by the related art.
  • the electric drive liquid cooling circuit 300 may include a radiator 31, a first kettle 32, a first water pump 33, a power assembly 34, and a first fan 36.
  • the power assembly 34 can be sequentially connected through pipelines to form a circuit, water and other cooling liquids can circulate in the circuit, the heat generated by the power assembly 34 is taken away by the cooling liquid and dissipated at the radiator 31, and the first fan 36 can It is arranged close to the radiator 31 for improving the heat dissipation efficiency of the radiator 31 .
  • the on-vehicle device 100 can be connected between the first water pump 33 and the power assembly 34 , so that the cooling liquid such as water in the electric drive liquid cooling circuit 300 can realize heat dissipation for the on-board device 100 .
  • the water temperature in the electric drive liquid cooling circuit 300 is generally higher than 40°C, and may even be as high as 65°C.
  • the cooling effect on the vehicle-mounted device 100 is limited, and maintaining a high ambient temperature may also increase the failure rate of electronic devices in the vehicle-mounted device 100 .
  • FIG. 2 is a schematic diagram of a vehicle-mounted device connected to a battery liquid cooling circuit provided by the related art.
  • the battery liquid cooling circuit 400 may include a compressor 41, a heat exchanger 42, a condenser 43, a second kettle 44, a second water pump 45, a battery pack 46 and a second fan 48, wherein the compressor 41, The heat exchanger 42 and the condenser 43 are sequentially connected through pipelines to form a circuit, and the refrigerant can circulate in the circuit, and the heat exchanger 42, the second kettle 44, the second water pump 45 and the battery pack 46 are connected in sequence through pipelines to form a circuit , coolant such as water can circulate in this circuit.
  • the heat generated by the battery pack 46 can be taken away by coolant such as water, the heat is exchanged at the heat exchanger 42, the refrigerant condenses and dissipates heat at the condenser 43, and the second fan 48 can be set close to the condenser 43 to improve condensation The heat dissipation efficiency of the device 43.
  • the on-vehicle device 100 can be connected between the heat exchanger 42 and the battery pack 46 , so that the cooling fluid such as water in the battery liquid cooling circuit 400 can be used to dissipate heat to the on-vehicle device 100 .
  • the temperature of the water in the battery liquid cooling circuit 400 is generally around 20°C
  • the ambient temperature for installation and deployment of the vehicle-mounted device 100 is generally around 40°C.
  • a waterproof vehicle-mounted device 100 can be customized.
  • the vehicle-mounted device 100 can include an upper case, a lower case and a connector, and the waterproof sealant can be directly applied to the lower case structure parts and connectors, and assemble the upper and lower shells together with screws before the waterproof sealant cures.
  • the waterproof sealant After the waterproof sealant is fully cured, it can form a complete adhesive force to bond and seal the upper shell, the lower shell and the connector together, so as to realize the waterproof between the connector and the cable and between the connector and the equipment shell, so that it can
  • the vehicle-mounted device 100 as a whole can meet the waterproof requirement of IP67 and above, so as to prevent the entry of moisture and delay the generation of condensation.
  • this moisture isolation solution has long-term reliability risks, and the waterproof sealant may fail to seal.
  • the moisture inside and outside the vehicle-mounted device 100 will eventually reach equilibrium, resulting in condensation.
  • the dew point temperature refers to the temperature when the air is cooled to saturation under the condition of unchanged humidity and air pressure.
  • condensation will occur when the hot and humid air inside encounters the surface of the housing whose temperature is lower than the dew point. Therefore, by controlling the temperature of the coolant entering the vehicle-mounted device 100 to always be greater than or equal to the dew point temperature of the air inside the vehicle-mounted device 100 , the condensation phenomenon can be avoided.
  • an embodiment of the present application provides an equipment cooling system.
  • a temperature and humidity detection device is installed in the vehicle equipment to obtain the dew point temperature of the air inside the vehicle equipment, and the vehicle equipment is connected to the electric drive liquid cooling circuit and the In the battery liquid cooling circuit, the on-board equipment is connected to the electric drive liquid cooling circuit or the battery liquid cooling circuit through the valve group switch, so that the temperature of the coolant entering the on-board equipment is always greater than or equal to the air dew point temperature inside the on-board equipment, so that The condensation phenomenon in the vehicle-mounted equipment can be avoided, thereby improving the reliability and service life of the vehicle-mounted equipment.
  • FIG. 3 is a schematic diagram of an equipment cooling system provided by an embodiment of the present application
  • FIG. 4 is a schematic structural diagram of a vehicle-mounted equipment provided by an embodiment of the present application.
  • equipment cooling system can comprise: vehicle-mounted equipment 100, main controller (not shown in the figure) and valve group, on-vehicle equipment 100 is provided with The liquid inlet pipe 113 and the liquid outlet pipe 114, the liquid inlet pipe 113 is connected with the valve group, the valve group is connected with the electric drive liquid cooling circuit to form the first passage, the valve group is connected with the battery liquid cooling circuit to form the second passage, and the valve group is used for The state of the switch is switched to control the connection of the first path or the connection of the second path, and the liquid outlet pipe 114 is connected to the electric drive liquid cooling circuit or the battery liquid cooling circuit.
  • the vehicle-mounted device 100 may include a casing 11 and a main board 12 disposed in the casing 11, the casing 11 may include an upper casing 111 and a lower casing 112, the upper casing 111 and the lower casing 112 may be connected by screws, and the connector 13 may Sandwiched between the upper shell 111 and the lower shell 112, the connector 13 is used for connecting external cables.
  • the upper shell 111 may include a cold plate, and the cold plate is provided with a liquid inlet pipe 113 and a liquid outlet pipe 114 , and cooling fluid such as water can enter the cold plate through the liquid inlet pipe 113 , and then discharge from the liquid outlet pipe 14 after absorbing heat.
  • a valve group is set to connect the liquid inlet pipe 113 to the electric drive liquid cooling circuit and the battery liquid cooling circuit.
  • the pipe 113 enters the vehicle-mounted equipment 100 and then discharges from the liquid outlet pipe 114, so that the liquid cooling system can be used to cool the vehicle-mounted equipment 100, which not only has a high cooling efficiency, but also prevents condensation by controlling the temperature of the incoming liquid happened.
  • the liquid inlet temperature can be realized by controlling the valve group.
  • a temperature and humidity detection device can be installed in the vehicle-mounted device 100, and the main controller is connected to the temperature and humidity detection device and the valve group respectively.
  • the temperature and humidity detected by the device obtain the dew point temperature, and control the switch state of the valve group according to the size of the dew point temperature, so that the temperature of the coolant such as water entering the vehicle-mounted device 100 is always greater than or equal to the air dew point temperature inside the vehicle-mounted device 100, thereby It is possible to prevent condensation from occurring in the in-vehicle device 100 .
  • control method of the equipment cooling system provided in the embodiment of the present application may include:
  • the main controller obtains the temperature information and humidity information detected by the temperature and humidity detection device in the vehicle-mounted device 100, calculates the dew point temperature according to the temperature information and humidity information; judges whether the dew point temperature is in the first interval or the second interval: if the dew point temperature is in the first interval interval, control the switch of the valve group to open the first passage; if the dew point temperature is in the second interval, control the switch of the valve group to open the second passage.
  • the temperature of the water in the battery liquid cooling circuit 400 may be lower than the temperature of the water in the electric drive liquid cooling circuit 300, at this time, the temperature in the first interval is higher than the temperature in the second interval.
  • the dew point temperature is in the lower second interval, when the water temperatures in the electric drive liquid cooling circuit 300 and the battery liquid cooling circuit 400 are both greater than or equal to the dew point temperature, condensation will not occur when either of them is connected.
  • the on-vehicle device 100 can be connected to the battery liquid cooling circuit 400 with a lower water temperature to improve cooling efficiency; when the dew point temperature is in the first range with a higher temperature, the dew point temperature may be less than or equal to the water temperature of the electric drive liquid cooling circuit 300 but greater than that of the battery The temperature of the water in the liquid cooling circuit 400 , at this time, the vehicle-mounted device 100 can be connected to the electric drive liquid cooling circuit 300 with a higher water temperature to avoid condensation.
  • the water temperature in the electric drive liquid cooling circuit 300 is relatively high, generally higher than 40°C, while the water temperature in the battery liquid cooling circuit 400 is relatively low, generally around 20°C.
  • the first interval may be set to be 20°C-40°C, and the second interval may be set to be 0°C-20°C.
  • a temperature sensor in order to precisely control the inlet liquid temperature, can be set to detect the cooling water temperature from the electric drive liquid cooling circuit and the battery liquid cooling circuit.
  • a first temperature sensor can be installed between the electric drive liquid cooling circuit and the valve group, and a second temperature sensor can be installed between the battery liquid cooling circuit and the valve group;
  • the main controller is connected to the first temperature sensor and the second temperature sensor respectively, and the main controller The controller is used to obtain the first temperature detected by the first temperature sensor and the second temperature detected by the second temperature sensor, compare the dew point temperature, the first temperature and the second temperature, and determine whether the first temperature and the second temperature are greater than or equal to When the dew point temperature is reached, the path corresponding to the lower one of the first temperature and the second temperature is controlled to be connected, and when one of the first temperature and the second temperature is greater than or equal to the dew point temperature, the path between the first temperature and the second temperature is controlled The path corresponding to the one with the higher temperature is connected.
  • control method of the equipment cooling system provided in the embodiment of the present application may include:
  • the main controller obtains the temperature information and humidity information detected by the temperature and humidity detection device in the vehicle equipment, and calculates the dew point temperature according to the temperature information and humidity information; obtains the first temperature detected by the first temperature sensor and the second temperature detected by the second temperature sensor ; Compare the dew point temperature, the first temperature and the second temperature to determine whether the dew point temperature is in the first interval or the second interval; if the dew point temperature is in the first interval, control the valve group switch to open the first passage; if the dew point When the temperature is in the second range, the switch of the valve group is controlled to open the second passage.
  • judging whether the dew point temperature is in the first interval or the second interval specifically includes: when the dew point temperature is less than or equal to one of the first temperature and the second temperature, If the first temperature is greater than the second temperature, it is determined that the dew point temperature is in the first range; if the first temperature is lower than the second temperature, it is determined that the dew point temperature is in the second range; when the dew point temperature is less than or equal to the first temperature and less than or equal to the second temperature, if If the first temperature is greater than the second temperature, it is judged that the dew point temperature is in the second range; if the first temperature is lower than the second temperature, it is judged that the dew point temperature is in the first range.
  • controlling the communication of the path corresponding to the lower temperature of the first temperature and the second temperature can improve the cooling efficiency on the basis of avoiding condensation;
  • controlling the connection of the path corresponding to the higher temperature of the first temperature and the second temperature can avoid condensation.
  • the valve group can be a first three-way solenoid valve 200, and the first three-way solenoid valve 200 includes an outlet A, a first inlet B and a second inlet C.
  • the liquid pipe 113 is connected to the outlet A of the first three-way solenoid valve 200
  • the electric drive liquid cooling circuit 300 is connected to the first inlet B of the first three-way solenoid valve 200
  • the battery liquid cooling circuit 400 is connected to the first three-way solenoid valve 200
  • the second import C is connected.
  • the main controller is connected to the first three-way solenoid valve 200 , and the main controller can connect the vehicle-mounted equipment 100 to the electric drive liquid cooling circuit 300 or the battery liquid cooling circuit 400 by switching the inlet of the first three-way solenoid valve 200 .
  • the first inlet B is opened, the first passage is connected, and the electric drive liquid cooling circuit 300 supplies low-temperature cooling water to the vehicle-mounted device 100 ;
  • the second inlet C is opened, the second passage is connected, and the battery liquid cooling circuit 400 supplies low-temperature cooling water to the vehicle-mounted device 100 Cooling water.
  • control logic of the main controller can be simplified as follows: temperature, control the second inlet C of the first three-way solenoid valve 200 to open, and when the first temperature is greater than or equal to the dew point temperature and the second temperature is lower than the dew point temperature, control the first inlet B of the first three-way solenoid valve 200 to open .
  • FIG. 5 is another schematic structural diagram of a device cooling system provided by an embodiment of the present application.
  • the valve group may include a first two-way solenoid valve 202 and a second two-way solenoid valve 203, and the first two-way solenoid valve 202 is connected to the electric drive liquid cooling circuit Between and the liquid inlet pipe 113 , the second two-way solenoid valve 203 is connected between the battery liquid cooling circuit and the liquid inlet pipe 113 .
  • the main controller is connected to the first two-way solenoid valve 202 and the second two-way solenoid valve 203 respectively, and the main controller can control the opening of the first two-way solenoid valve 202 to connect the first path.
  • the device 100 inputs low-temperature cooling water
  • the main controller can control the second two-way solenoid valve 203 to open to connect the second path
  • the battery liquid cooling circuit 400 inputs low-temperature cooling water for the vehicle-mounted device 100 .
  • the liquid outlet pipe 114 of the vehicle-mounted device 100 may be connected to the electric drive liquid cooling circuit 300 .
  • Fig. 6 is another schematic structural diagram of the equipment cooling system provided by an embodiment of the present application. Referring to FIG. 6 , in another possible implementation manner, the liquid outlet pipe 114 of the vehicle-mounted device 100 may be connected to the battery liquid cooling circuit 400 .
  • the coolant in the electric drive liquid cooling circuit 300 and the coolant circuit in the battery liquid cooling circuit 400 are the same, both can be water, and the flow rate of the coolant required by the vehicle-mounted device 100 is much smaller than that of the electric drive
  • the liquid cooling circuit 300 and the battery liquid cooling circuit 400 respectively have the flow rate of the cooling liquid. Therefore, no matter whether the liquid inlet pipe 113 is connected to the first path or the second path, after the cooling liquid flows out through the vehicle-mounted equipment 100, it flows into the battery. The impact of the liquid-displacing cooling circuit 300 or the battery liquid cooling circuit 400 on the respective cooling effects of the two circuits can be ignored.
  • Fig. 7 is another structural schematic diagram of the equipment cooling system provided by an embodiment of the present application.
  • the liquid inlet side of the vehicle-mounted device 100 can be directly connected to the electric drive liquid cooling circuit 300 through the first inlet B of the first three-way solenoid valve 200.
  • the device 100 can be connected to the battery liquid cooling circuit 400 through the second inlet C of the first three-way solenoid valve 200 and the three-way valve V3, and the liquid outlet side of the vehicle-mounted device 100 can be directly connected to the electric drive liquid cooling circuit 300 , at this time, it is equivalent to that the vehicle-mounted equipment 100 is directly connected in series in the electric drive liquid cooling circuit 300 , and at the same time, the first three-way solenoid valve 200 is used to realize another branch on the liquid inlet side.
  • connection between the valve group and the electric drive liquid cooling circuit 300 and the battery liquid cooling circuit 400 can be realized through a three-way valve.
  • the connection of the cold circuit 400 can also be realized via a three-way valve.
  • three-way valves V1 and V2 can be set in the electric drive liquid cooling circuit 300, the three-way valve V1 is located upstream of the three-way valve V2, the coolant enters from the inlet of the three-way valve V1, and the three-way valve V1
  • One of the outlets of the valve V1 is directly connected to one of the inlets of the three-way valve V2
  • the other outlet of the three-way valve V1 is connected to the valve group
  • the other inlet of the three-way valve V2 is connected to the liquid outlet pipe 114, and the cooling liquid comes from three Outflow through the outlet of valve V2.
  • the setting of the three-way valves V1 and V2 enables the electric drive liquid cooling circuit 300 to add a branch circuit without affecting the main cycle, so that a small part of the cooling liquid enters the vehicle-mounted device 100 .
  • a three-way valve V3 can be installed in the battery liquid cooling circuit 400.
  • the coolant enters from the inlet of the three-way valve V3, and part of the coolant flows out through one of the outlets as the main circulation of the battery liquid cooling circuit 400.
  • the other part comes from the other side of the three-way valve V3
  • An outlet is connected to the valve group and enters the on-vehicle device 100 .
  • the liquid outlet pipe 114 can flow back into the battery liquid cooling circuit 400 through the three-way valve V5.
  • a part of the coolant can be diverted into the vehicle-mounted device 100 to cool the vehicle-mounted device 100.
  • the vehicle-mounted device 100 is directly connected in series to the electric drive liquid cooling circuit 30 or the battery liquid cooling circuit 400, it can control the flow and velocity of the coolant entering the vehicle-mounted device 100, and prevent the vehicle-mounted device 100 from corrosion.
  • the main controller is connected to the first heater 201, and the main controller is used to control the first heater 201 to turn on when both the first temperature and the second temperature are lower than the dew point temperature.
  • the first heater 201 may be, for example, a PTC (Positive temperature efficiency, proportional coefficient heater).
  • control method of the equipment cooling system may further include: the main controller judges whether the dew point temperature is in the third range, and if the dew point temperature is in the third range, controls the first heater to turn on.
  • judging whether the dew point temperature is in the third interval specifically includes: comparing the dew point temperature, the first temperature and the second temperature, and judging that the dew point temperature is in the third interval if the dew point temperature is greater than the first temperature and greater than the second temperature.
  • both the first temperature and the second temperature are lower than the dew point temperature
  • condensation will occur when the vehicle-mounted device 100 is connected to the battery liquid cooling circuit 400 or the electric drive liquid cooling circuit 300 .
  • the first heater 201 the water from the battery liquid cooling circuit 400 or the electric drive liquid cooling circuit 300 is heated to make the temperature of the water entering the vehicle equipment 100 be greater than or equal to the dew point temperature, thereby avoiding the condensation phenomenon. occur.
  • the equipment cooling system can also include a third temperature sensor, the third temperature sensor can be connected between the first heater 201 and the liquid inlet pipe 113, the main controller is connected with the third temperature sensor, and the main controller is used to obtain the third temperature sensor.
  • the temperature sensor detects the third temperature, and controls the first heater 201 to turn on so that the third temperature is not less than the dew point temperature.
  • the temperature of the water entering the vehicle-mounted device 100 can be monitored in real time to ensure that the temperature of the water entering the vehicle-mounted device 100 is greater than or equal to the dew point temperature. Cooling efficiency and work reliability.
  • the electric drive liquid cooling circuit 300 may include: a radiator 31, a first kettle 32, a first water pump 33 and a power assembly 34 connected in sequence through pipelines, and the valve group may be connected to the first water pump 33 and the powertrain 34, so that the coolant entering the vehicle-mounted equipment 100 is in a low-temperature state.
  • the valve group, the first water pump 33 and the power assembly 34 can be connected through a three-way valve V1, and the first water pump 33 is connected to the inlet of the three-way valve V1.
  • the heat generated by the powertrain 34 and the on-vehicle equipment 100 is taken away by the coolant and dissipated at the radiator 31 .
  • a first fan 36 can also be arranged beside the radiator 31 to improve the heat dissipation efficiency of the radiator 31 .
  • the liquid outlet pipe 114 of the vehicle-mounted device 100 When the liquid outlet pipe 114 of the vehicle-mounted device 100 is connected to the electric drive liquid cooling circuit 300, it can be connected between the power assembly 34 and the radiator 31, or can be connected between the first water pump 33 and the power assembly 34. During this period, the position where the liquid outlet pipe 114 is connected is located downstream of the position where the valve group is connected. Therefore, after entering the in-vehicle device 100 , the coolant with a relatively low temperature returns to the electric drive liquid cooling circuit 300 and is cooled by the radiator 31 .
  • the electric drive liquid cooling circuit 300 may also include a second three-way solenoid valve 35, the inlet of the second three-way solenoid valve 35 is connected to the powertrain 34, and the two outlets of the second three-way solenoid valve 35 are respectively connected to the radiator 31 and a first kettle 32 .
  • the second three-way solenoid valve 35 is connected to the radiator 31. The outlet can be closed and the outlet connected to the first jug 32 can be opened.
  • the battery liquid cooling circuit 400 may include: a compressor 41 , a heat exchanger 42 , a condenser 43 , a second kettle 44 , a second water pump 45 and a battery pack 46 , the compressor 41 , and the heat exchanger 42
  • the condenser 43 and the condenser 43 can be connected in sequence through pipelines to form a refrigerant loop
  • the second kettle 44 , the second water pump 45 , the heat exchanger 42 and the battery pack 46 can be connected in sequence through pipelines to form a coolant loop.
  • the heat generated by the battery pack 46 can be taken away by coolant such as water, the heat is exchanged at the heat exchanger 42, the refrigerant condenses and dissipates heat at the condenser 43, and a second fan 48 can be set near the condenser 43 to improve condensation The heat dissipation efficiency of the device 43.
  • the valve group can be connected between the heat exchanger 42 and the battery pack 46, so that the coolant entering the vehicle-mounted device 100 is in a low-temperature state, and the valve group, the heat exchanger 42, and the battery pack 46 can be connected through the three-way valve V3 , the heat exchanger 42 is connected to the inlet of the three-way valve V3.
  • the liquid outlet pipe 114 of the vehicle-mounted device 100 When the liquid outlet pipe 114 of the vehicle-mounted device 100 is connected to the battery liquid cooling circuit 400, it can be connected between the heat exchanger 42 and the battery pack 46, and is located downstream of the valve group connection position, or can be connected to the battery Between the water bag 46 and the water pump 45, it can also be connected between the water pump 45 and the heat exchanger 42, so that after the coolant with a lower temperature enters the vehicle-mounted equipment 100, it returns to the battery liquid cooling circuit 400 and undergoes heat exchange. Cooling at 42.
  • the liquid outlet pipe 114 is connected to the electric drive liquid cooling circuit 300 or the battery liquid cooling circuit 400, compared with setting a three-way valve, the liquid outlet pipe 114
  • the pipeline design can be simplified.
  • the circulating medium in the refrigerant loop includes but not limited to R134a refrigerant, R744 (carbon dioxide), R718 (water), R290 (propane), R717 (ammonia), R410a, R32, R1234yf, R502, R12, R22, R407c, R600a and other refrigerants or a combination of any two or more of these refrigerants.
  • the circulating medium in the coolant circuit includes but not limited to water, antifreeze or ethylene glycol.
  • the battery liquid cooling circuit 400 may also include a second heater 47, the second heater 47 may be connected between the heat exchanger 42 and the battery pack 46, and the valve group may be connected between the second heater 47 and the battery pack 46 between.
  • the second heater 47 is used to heat the coolant, so as to heat the battery pack 46 in winter when the temperature is low, so as to prevent the low temperature from affecting the operation of the battery pack 46 .
  • the second heater 47 can be set as a PTC, it should be understood that the opening period of the second heater 47 is winter when the temperature is low, and the first heater 201 is turned on when the ambient temperature is high, and the second heater 47 The heating power is far greater than that of the first heater 201 , therefore, the second heater 47 cannot replace the role of the first heater 201 .
  • the vehicle-mounted equipment 100 applicable to the equipment cooling system can also be a vehicle-mounted charger or a driving computer ECU in addition to a domain controller (also called a vehicle-mounted mobile data center MDC). equipment.
  • the number of on-board equipment 100 can be one, two or even more.
  • each vehicle-mounted device 100 can be connected to the electric drive liquid cooling system and the battery liquid cooling system by setting a valve group, or multiple vehicle-mounted devices 100 can be directly connected in series to be regarded as a whole, and only one valve group is set To connect this whole to the electric drive liquid cooling system and the battery liquid cooling system, so as to simplify the pipeline.
  • VCU Vehicle Control Unit
  • Fig. 8 is a working flow chart of the main controller in the equipment cooling system provided by an embodiment of the present application.
  • an exemplary workflow of the main controller in the equipment cooling system provided by the embodiment of the present application may be as follows: First, calculate the temperature and humidity in the vehicle-mounted equipment 100 according to the temperature and humidity detected by the temperature and humidity detection device.
  • Dew point temperature then, obtain the first temperature detected by the first temperature sensor and the second temperature detected by the second temperature sensor, compare the dew point temperature, the first temperature and the second temperature; then, judge the first temperature and the second temperature Whether the temperature is greater than or equal to the dew point temperature, and when the judgment result is yes, the path corresponding to the lower temperature of the first temperature and the second temperature is controlled to be connected; when the judgment result is no, it can continue to judge the first temperature and the second temperature.
  • the path corresponding to the higher temperature among the first temperature and the second temperature is controlled to communicate; when the judgment result is no, the first heater 201 can be controlled turn on, so that the third temperature detected by the third temperature sensor is greater than or equal to the dew point temperature.
  • the main controller can control the vehicle-mounted device 100 to connect to the battery liquid cooling circuit 400, or connect to the electric drive liquid cooling circuit 300, or control the
  • the first heater 201 is turned on, so that the temperature of the water entering the vehicle-mounted device 100 is always greater than or equal to the dew point temperature, thereby avoiding condensation.
  • the embodiment of the present application provides an equipment cooling system.
  • a temperature and humidity detection device is installed in the vehicle equipment to obtain the dew point temperature of the air inside the vehicle equipment, and the vehicle equipment is connected to the electric drive liquid cooling circuit and the battery liquid cooling circuit through the valve group.
  • the vehicle-mounted equipment is connected to the electric drive liquid cooling circuit or the battery liquid cooling circuit through the switch of the valve group, so that the temperature of the coolant entering the vehicle-mounted equipment is always greater than or equal to the air dew point temperature inside the vehicle-mounted equipment, so that the vehicle-mounted equipment can be avoided.
  • Condensation occurs inside, which effectively prevents reliability and safety problems caused by internal corrosion and short circuit of vehicle equipment, and improves the stability and reliability of product work.
  • on-board equipment can always be at the lowest operating temperature under the premise of anti-condensation, which can improve the reliability of on-board equipment and reduce the failure rate.
  • An embodiment of the present application also provides a thermal management system, which may include the electric drive liquid cooling circuit, the battery liquid cooling circuit, and the equipment cooling system provided in the above embodiments.
  • the thermal management system of the embodiment of the present application is equipped with an electric drive liquid cooling circuit and a battery liquid cooling circuit to respectively cool the two main heat-generating devices, the powertrain and the battery pack.
  • the on-board equipment can be controlled by the main controller.
  • it is connected to the electric drive liquid cooling circuit or the battery liquid cooling circuit, while realizing the liquid cooling of the on-board equipment, it can avoid condensation in the on-board equipment.
  • the equipment cooling system provided by the above-mentioned embodiments of the present application is applied in the vehicle thermal management system, and uses the electric drive liquid cooling circuit and the battery liquid cooling circuit to cool down the vehicle equipment.
  • the embodiment of the present application may also provide an equipment cooling system, which may be applied in fields such as power systems and data centers.
  • FIG. 9 is another schematic diagram of a device cooling system provided by an embodiment of the present application.
  • the embodiment of the present application also provides an equipment cooling system, which can be applied in a thermal management system including two or more liquid cooling circuits.
  • the thermal management system can include a first liquid cooling circuit 51 and a The second liquid cooling circuit 52, the cooling temperature of the cooling liquid in the first liquid cooling circuit 51 is higher than the cooling temperature of the cooling liquid in the second liquid cooling circuit 52, and the equipment cooling system can include a device to be cooled 53, a main controller and a valve Group 54; the liquid inlet pipe of the equipment to be cooled 53 communicates with the valve group 54, the valve group 54 is connected with the first liquid cooling circuit 51 to form a first passage, the valve group 54 is connected with the second liquid cooling circuit 52 to form a second passage, and the valve group 54 is connected with the first liquid cooling circuit 51 to form a second passage.
  • the Group 54 is used to switch the state of the switch to control the connection of the first passage or the connection of the second passage.
  • the liquid outlet pipe of the equipment to be cooled 53 is connected to the first liquid cooling circuit and the second liquid cooling circuit; the equipment to be cooled 53 is provided with temperature and humidity
  • the detection device, the main controller are respectively connected with the temperature and humidity detection device and the valve group 54, the main controller is used to obtain the dew point temperature according to the temperature and humidity detected by the temperature and humidity detection device, and control the switch state of the valve group 54 according to the dew point temperature .
  • the equipment cooling system is applied in a power system.
  • the first liquid cooling circuit 51 and the second liquid cooling circuit 52 can be liquid cooling circuits connected to large electrical equipment such as energy storage batteries and transformers.
  • the equipment to be cooled 53 can be It is a small device in a power system such as a domain controller.
  • the equipment cooling system is applied in a data center.
  • the first liquid cooling circuit 51 and the second liquid cooling circuit 52 can respectively cool down servers in different computer rooms or in different areas, so as to meet different cooling requirements of different servers.
  • the equipment to be cooled 53 may be a data center monitoring machine room or the like.
  • a temperature and humidity detection device is installed in the equipment to be cooled to obtain the dew point temperature of the air inside the equipment to be cooled, and the equipment to be cooled is connected to the first liquid cooling circuit and the second liquid cooling circuit through the valve group
  • the equipment to be cooled is connected to the first liquid cooling circuit or the second liquid cooling circuit through the switch of the valve group, so that the temperature of the cooling liquid entering the equipment to be cooled is always greater than or equal to the dew point temperature of the air inside the equipment to be cooled, so that It can avoid condensation in the equipment to be cooled, effectively prevent the reliability and safety problems caused by corrosion and short circuit in the equipment to be cooled, and improve the overall stability and reliability of the system.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a An indirect connection through an intermediary may be an internal communication between two elements or an interaction relationship between two elements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Cooling Or The Like Of Electrical Apparatus (AREA)
  • Secondary Cells (AREA)

Abstract

一种设备冷却系统和热管理系统，热管理系统包括电驱液冷回路和电池液冷回路，设备冷却系统包括：车载设备（100）、主控制器和阀组；车载设备（100）上设置有进液管（113）和出液管（114），进液管（113）和阀组连通，阀组和电驱液冷回路连接构成第一通路，阀组和电池液冷回路连接形成第二通路，阀组用于切换开关状态以控制第一通路连通或第二通路连通；车载设备（100）内设置有温湿度检测装置，主控制器用于根据温湿度检测装置检测到的温度和湿度获取露点温度，并根据露点温度的大小控制阀组切换开关状态。该系统可以解决车载设备（100）接入液冷循环系统中产生凝露的问题。

Description

设备冷却系统和热管理系统 技术领域
本申请涉及热管理技术领域，尤其涉及一种设备冷却系统和热管理系统。
背景技术
凝露，是指空气绝对湿度不变，降低空气温度，温度降低到一定值时空气中湿度会达到饱和，继续降温，空气中水分就会析出的现象。其中，露点温度是含湿量和大气压力保持不变的前提下能使空气相对湿度达到100％的温度。凝露附着在设备上会产生电化学腐蚀，霉变等不良现象。凝露滴至设备的电气元件上，可能引起元件短路、爆炸等问题。
以整车领域为例，随着车载设备的功能越来越强大，车载设备内的芯片功耗越来越大，因此对车载设备的散热要求越来越高，仅通过自然散热或者风冷散热，无法满足散热需求。为了提高散热效率，车载设备可以接入到整车液冷循环系统中，但是，液冷循环系统中的冷却液与空气温差很大，车载设备内部的热空气遇到冷的车载设备壳体可能会发生凝露，导致车载设备内的主板和电子器件发生腐蚀和短路风险。
发明内容
本申请实施例提供一种设备冷却系统和热管理系统，可以解决设备接入液冷循环系统中产生凝露的问题。该方案应用在整车系统中时，可以降低车载设备产生凝露的风险，提高汽车的安全性。
本申请实施例一方面提供一种设备冷却系统，应用于热管理系统，热管理系统包括电驱液冷回路和电池液冷回路，设备冷却系统包括：车载设备、主控制器和阀组；车载设备上设置有进液管和出液管，进液管和阀组连通，阀组和电驱液冷回路连接构成第一通路，阀组和电池液冷回路连接形成第二通路，阀组用于切换开关状态以控制第一通路连通或第二通路连通，出液管连接至电驱液冷回路或者电池液冷回路；车载设备内设置有温湿度检测装置，主控制器与温湿度检测装置、阀组分别连接，主控制器用于根据温湿度检测装置检测到的温度和湿度获取露点温度，并根据露点温度的大小控制阀组切换开关状态。
本申请实施例提供一种设备冷却系统，在车载设备内设置温湿度检测装置以获取车载设备内部空气的露点温度，并将车载设备通过阀组接入到电驱液冷回路和电池液冷回路中，通过阀组切换开关使车载设备接入到电驱液冷回路或者电池液冷回路中，以使得进入车载设备的冷却液温度始终大于等于车载设备内部的空气露点温度，从而可以避免车载设备内发生凝露现象，从而可以提高车载设备的可靠性和使用寿命。
在一种可能的实施方式中，电驱液冷回路和阀组之间设置有第一温度传感器，电池液冷回路和阀组之间设置有第二温度传感器；主控制器与第一温度传感器、第二温 度传感器分别连接，主控制器用于获取第一温度传感器检测的第一温度和第二温度传感器检测的第二温度，比较露点温度、第一温度和第二温度的大小，并在第一温度和第二温度均大于等于露点温度时，控制第一温度和第二温度中温度较低者对应的通路连通，以及在第一温度和第二温度中的其中一个大于等于露点温度时，控制第一温度和第二温度中温度较高者对应的通路连通。
这样设置，可以比较电驱液冷回路和电池液冷回路的进液温度与露点温度，从而可以更加精确的控制进入车载设备的冷却液温度，以在避免车载设备内发生凝露现象的同时，使车载设备处于最低工作温度，提升车载设备的可靠性、降低失效率。
在一种可能的实施方式中，设备冷却系统还包括第一加热器，第一加热器连接在阀组和进液管之间，主控制器和第一加热器连接，主控制器用于在第一温度和第二温度均小于露点温度时控制第一加热器开启。
通过设置第一加热器，对来自电池液冷回路或者电驱液冷回路的温度较低的水进行加热，使进入车载设备的水温大于等于露点温度，从而可以避免凝露现象的发生。
在一种可能的实施方式中，设备冷却系统还包括第三温度传感器，第三温度传感器连接在第一加热器和进液管之间，主控制器和第三温度传感器连接，主控制器用于获取第三温度传感器检测的第三温度，并控制第一加热器开启以使第三温度不小于露点温度。
通过设置第三温度传感器，可以实时监控进入车载设备中的水温，确保进入车载设备的水温大于等于露点温度，同时避免第一加热器的加热功率过大导致水温过高，影响车载设备的冷却效率和工作可靠性。
在一种可能的实施方式中，阀组包括第一三通电磁阀，进液管和第一三通电磁阀的出口连接，电驱液冷回路和第一三通电磁阀的第一进口连接，电池液冷回路和第一三通电磁阀的第二进口连接。
通过切换第一三通电磁阀的两个进口开启，在零部件数量少，管路简单的情况下即可以实现进液管切换接入到两个回路中。
在一种可能的实施方式中，阀组包括第一二通电磁阀和第二二通电磁阀，第一二通电磁阀连接在电驱液冷回路和进液管之间，第二二通电磁阀连接在电池液冷回路和进液管之间。
通过设置两个二通电磁阀，可以实现与一个三通电磁阀相同的功能，同时，管路的连接关系简单，容易实现。
在一种可能的实施方式中，车载设备包括壳体和设置在壳体内的主板，壳体包括冷板，冷板上设置有进液管和出液管。
车载设备上设置的冷板可以实现液冷回路的接入，以实现车载设备的液冷冷却，可以更好地保护主板。
在一种可能的实施方式中，电驱液冷回路包括：通过管路依次连通的散热器、第一水壶、第一水泵和动力总成，阀组连接在第一水泵和动力总成之间。
这样设置，可以使电驱液冷回路中的低温冷却液接入到车载设备中。
在一种可能的实施方式中，电驱液冷回路还包括第二三通电磁阀，第二三通电磁阀的进口和动力总成连接，第二三通电磁阀的两个出口分别连接至散热器和第一水壶。
设置第二三通电磁阀，使得在动力总成产生的热量较低时，仅通过冷却液的循环即可以满足散热需求，而无需开启散热器，可以起到降低能耗的作用，
在一种可能的实施方式中，电池液冷回路包括：压缩机、换热器、冷凝器、第二水壶、第二水泵和电池包，压缩机、换热器和冷凝器通过管路依次连通形成制冷剂环路，第二水壶、第二水泵、换热器和电池包通过管路依次连通形成冷却液环路，阀组连接在换热器和电池包之间。
这样设置，可以使电池液冷回路中的低温冷却液接入到车载设备中。
在一种可能的实施方式中，电池液冷回路内还包括第二加热器，第二加热器连接在换热器和电池包之间，阀组连接在第二加热器和电池包之间。
第二加热器用来对冷却液进行加热，以在气温较低的冬季，对电池包进行加热，防止低温影响到电池包的工作。
在一种可能的实施方式中，车载设备包括域控制器、车载充电机或行车电脑ECU。
多种车载设备均可以应用到上述冷却系统中，以实现高效冷却和防凝露。
在一种可能的实施方式中，主控制器为整车控制器VCU或者车载设备内的控制器。
主控制器可以集成在整车控制器内，以使整车集成度更高，主控制器也可以为车载设备自身的控制器，以方便电路连接。
本申请实施例另一方面提供一种热管理系统，包括电驱液冷回路、电池液冷回路和上述的设备冷却系统。
本申请实施例的热管理系统，设置电驱液冷回路和电池液冷回路，分别对动力总成和电池包这两个主要的发热设备进行冷却，同时，车载设备可以在主控制器的控制下，接入电驱液冷回路或电池液冷回路中，在实现车载设备液冷降温的同时，可以避免车载设备内发生凝露现象。
本申请实施例另一方面还提供一种设备冷却系统的控制方法，包括：
获取车载设备中的温湿度检测装置检测的温度信息和湿度信息，根据温度信息和湿度信息计算露点温度；
判断露点温度是否处于第一区间或第二区间；
若露点温度处于第一区间，控制阀组切换开关以开启第一通路，第一通路连通车载设备和电驱液冷回路；
若露点温度处于第二区间，控制阀组切换开关以开启第二通路，第二通路连通车载设备和电池液冷回路。
通过对露点温度的分析，可以在露点温度处于不同区间时，控制车载设备接入到不同的液冷回路中，从而可以使入车载设备的冷却液温度始终大于等于车载设备内部的空气露点温度，从而可以避免车载设备内发生凝露现象。
在一种可能的实施方式中，判断露点温度是否处于第一区间或第二区间，具体包括：
获取第一温度传感器检测的第一温度和第二温度传感器检测的第二温度，其中第一温度为第一通路的进液温度，第二温度为第二通路的进液温度；
比较露点温度、第一温度和第二温度的大小；
露点温度小于等于第一温度和第二温度中的其中一个时，若第一温度大于第 二温度，判断露点温度处于第一区间；若第一温度小于第二温度，判断露点温度处于第二区间；
露点温度小于等于第一温度且小于等于第二温度时，若第一温度大于第二温度，判断露点温度处于第二区间；若第一温度小于第二温度，判断露点温度处于第一区间。
根据两个回路各自的进液温度与露点温度的比较结果，可以更加准确的控制接入到车载设备的冷却液的温度，从而避免凝露现象。
在一种可能的实施方式中，设备冷却系统的控制方法还包括：判断露点温度是否处于第三区间，若露点温度处于第三区间，控制第一加热器开启，第一加热器设置在阀组和车载设备之间。
在露点温度较高，无论接入电驱液冷回路还是接入电池液冷回路均无法避免凝露现象时，可以利用加热器来加热冷却液，以使进液温度大于等于露点温度。
在一种可能的实施方式中，判断露点温度是否处于第三区间，具体包括：
比较露点温度、第一温度和第二温度的大小，若露点温度大于第一温度且大于第二温度时，判断露点温度处于第三区间。
根据两个回路各自的进液温度与露点温度的比较结果，可以更加准确地判断出两个回路的进液温度均小于露点温度，以及时开启加热器，防止凝露。
本申请实施例还提供一种设备冷却系统，用于包括两个或两个以上液冷回路的热管理系统中，热管理系统包括第一液冷回路和第二液冷回路，第一液冷回路中冷却液的冷却温度高于第二液冷回路中冷却液的冷却温度，设备冷却系统包括待冷却设备、主控制器和阀组；待冷却设备的进液管和阀组连通，阀组和第一液冷回路连接形成第一通路，阀组和第二液冷回路连接形成第二通路，阀组用于切换开关状态以控制第一通路连通或第二通路连通，待冷却设备的出液管连接至第一液冷回路和第二液冷回路；待冷却设备内设置有温湿度检测装置，主控制器与温湿度检测装置、阀组分别连接，主控制器用于根据温湿度检测装置检测到的温度和湿度获取露点温度，并根据露点温度的大小控制阀组切换开关状态。本申请实施例提供的设备冷却系统，除了可以应用在上述整车热管理系统中外，还可以应用在电力系统、数据中心等领域。
本申请实施例提供一种设备冷却系统、热管理系统和设备冷却系统的控制方法，通过在车载设备内设置温湿度检测装置以获取车载设备内部空气的露点温度，并将车载设备通过阀组接入到电驱液冷回路和电池液冷回路中，并控制阀组切换开关使车载设备接入到电驱液冷回路或者电池液冷回路中，以使得进入车载设备的冷却液温度始终大于等于车载设备内部的空气露点温度，从而可以避免车载设备内发生凝露现象，可以提高车载设备的可靠性和使用寿命，从而有利于提高整车的热管理系统的可靠性。
附图说明
图1为相关技术提供的车载设备接入电驱液冷回路的示意图；
图2为相关技术提供的车载设备接入电池液冷回路的示意图；
图3为本申请一实施例提供的设备冷却系统的示意图；
图4为本申请一实施例提供的车载设备的结构示意图；
图5为本申请一实施例提供的设备冷却系统的另一种结构示意图；
图6为本申请一实施例提供的设备冷却系统的又一种结构示意图；
图7为本申请一实施例提供的设备冷却系统的再一种结构示意图；
图8为本申请一实施例提供的设备冷却系统中主控制器的工作流程图；
图9为本申请一实施例提供的设备冷却系统的另一种示意图。
附图标记说明：
100-车载设备；11-壳体；111-上壳；112-下壳；113-进液管；114-出液管；12-主板；13-连接器；200-第一三通电磁阀；201-第一加热器；202-第一二通电磁阀；203-第二二通电磁阀；300-电驱液冷回路；31-散热器；32-第一水壶；33-第一水泵；34-动力总成；35-第二三通电磁阀；36-第一风扇；400-电池液冷回路；41-压缩机；42-换热器；43-冷凝器；44-第二水壶；45-第二水泵；46-电池包；47-第二加热器；48-第二风扇。
具体实施方式
本申请实施例提供一种热管理系统，应用于电动汽车，用于对整车系统进行热能量管理。热管理系统可以包括两个液冷循环系统，即电驱液冷回路和电池液冷回路，动力总成接入在电驱液冷回路中，以实现动力总成的冷却，电池包接入在电池液冷回路中，以实现电池包的冷却。
除了动力总成和电池包这两个主要的发热设备外，整车中还包括多种车载设备，例如域控制器(也可以称为移动数据中心，Mobile data center，简称MDC)、车载充电机或行车电脑(Electronic Control Unit，ECU)等，车载模块可以安装在电动汽车的发动机舱、副驾驶手套箱、座位底下等位置。这些位置要求车载模块需要支持较高的环境温度，散热环境非常恶劣，车载设备在工作时，器件本身温度会有所上升，同时周围的环境温度亦会影响设备内部温度，从而影响到电子器件工作的可靠性。在电子行业，器件的环境温度升高10℃时，往往电子器件失效率会增加一倍，为了保证车载设备的正常工作和整车的顺利运行，这些车载设备的散热同样需要重视，因此热管理系统还可以包括设备冷却系统。
相关技术中，车载设备可以通过自然散热或者风冷散热，车载设备可以包括散热器外壳和设置在散热器外壳内部的主板，主板上设置有芯片和其它电子部件，主板和芯片及其它电子器件产生的热量，可以通过辐射和对流，传递到散热器外壳上，散热器外壳上设置有多个散热翅片，传导至散热翅片上的热量，可以通过辐射和对流散发到外界空气中。
然而，随着车载模块的功能越来越强大，芯片的算力随之增加，芯片的功耗也越来越大，散热要求越来越高。以计算设备为例，随着自动驾驶等级的不断提升，对域控制器算力的需求不断提升，例如运算次数需要从10Tflops提升至300Tflops甚至更高，带来域控制器系统功耗越来越大，例如从20w提升到300w。这样以来，域控制器通过自然散热或者风冷散热，满足不了大功率的控制器散热需求，域控制器通过液冷散热成为必要设计。
相关技术中，可以通过将车载设备接入到电驱液冷回路或者电池液冷回路中，以实现车载设备的液冷散热。
图1为相关技术提供的车载设备接入电驱液冷回路的示意图。参考图1所示，电驱液冷回路300可以包括散热器31、第一水壶32、第一水泵33、动力总成34和第一风扇36，散热器31、第一水壶32、第一水泵33、动力总成34可以通过管路依次连通形成回路，水等冷却液可以在回路中循环，动力总成34产生的热量被冷却液带走，在散热器31处散发，第一风扇36可以靠近散热器31设置，用于提高散热器31的散热效率。
车载设备100可以接入在第一水泵33和动力总成34之间，以使电驱液冷回路300内的水等冷却液可以实现为对车载设备100的散热。但是，电驱液冷回路300中水温一般大于40℃，甚至可以高达65℃。电驱液冷回路300中的水温较高时，对车载设备100的冷却效果有限，且保持较高的环境温度还可能会导致车载设备100内的电子器件的失效率增大。
图2为相关技术提供的车载设备接入电池液冷回路的示意图。参考图2所示，电池液冷回路400可以包括压缩机41、换热器42、冷凝器43、第二水壶44、第二水泵45、电池包46和第二风扇48，其中压缩机41、换热器42和冷凝器43通过管路依次连接形成回路，制冷剂可以在该回路内循环，换热器42、第二水壶44、第二水泵45和电池包46通过管路依次连接形成回路，水等冷却液可以在该回路内循环。电池包46产生的热量可以被水等冷却液带走，热量在换热器42处发生交换，制冷剂在冷凝器43处冷凝散热，第二风扇48可以靠近冷凝器43设置，用于提高冷凝器43的散热效率。
车载设备100可以接入在换热器42和电池包46之间，以使电池液冷回路400内的水等冷却液可以实现为对车载设备100的散热。但是，电池液冷回路400内水温一般在20℃左右，夏天时候，车载设备100的安装部署环境温度一般在40℃左右。水温与环境温度有20℃温差，车载设备100内的热空气遇到冷的设备壳体壁面会发生凝露，凝露会导致单板器件俯视和短路风险，进而导致单板故障。
为了解决车载设备100接入液冷系统后发生凝露问题，可以定制防水的车载设备100，车载设备100可以包括上壳、下壳及连接器，通过将防水密封胶直接点胶在下壳体结构件和连接器上，并在防水密封胶固化之前将上壳和下壳通过螺钉装配在一起。防水密封胶固化完全后，可以形成完整的粘结力将上壳和下壳以及连接器粘结密封在一起，实现连接器和线缆之间以及连接器和设备外壳之间的防水，从而可以使车载设备100整体实现IP67及以上的防水要求，达到防止湿气进入，延缓凝露产生的效果。但是，该隔湿方案存在长期可靠性风险，防水密封胶可能会密封失效，此外长时间使用，车载设备100内外部湿气最终会达到平衡，凝露现象。
在另一种可能的实现方式中，通过在车载设备100内的主板表面点胶涂覆(Coating)设计，可以防止单板上的凝露造成器件腐蚀和短路，但是存在制造效率低，成本高，能够防潮不能防水，影响器件散热等系列问题。
需要说明的是，对于空气来说，温度越高，空气中所能包含的水汽越多，饱和湿度越大，如果保持空气的湿度而降低空气温度，当温度低于一定值后，水蒸气的分压力达到对应于当时空气温度的饱和压力，该条件下的空气中水汽就达到饱和，如果再进一步降低空气温度，水汽就会从空气中冷凝析出，这种现象称为凝露。露点温度即 指空气在湿度和气压不改变的条件下，冷却到饱和时的温度。
对于车载设备100来说，内部湿热的空气遇到低于露点温度的壳体表面时，就会发生凝露现象。因此，通过控制进入车载设备100的冷却液的温度始终大于等于车载设备100内部的空气露点温度，即可以避免凝露现象发生。
基于上述问题，本申请实施例提供一种设备冷却系统，在车载设备内设置温湿度检测装置以获取车载设备内部空气的露点温度，并将车载设备通过阀组接入到电驱液冷回路和电池液冷回路中，通过阀组切换开关使车载设备接入到电驱液冷回路或者电池液冷回路中，以使得进入车载设备的冷却液温度始终大于等于车载设备内部的空气露点温度，从而可以避免车载设备内发生凝露现象，从而可以提高车载设备的可靠性和使用寿命。
图3为本申请一实施例提供的设备冷却系统的示意图，图4为本申请一实施例提供的车载设备的结构示意图。参考图3和图4所示，本申请实施例提供一种设备冷却系统，设备冷却系统可以包括：车载设备100、主控制器(图中未示出)和阀组，车载设备100上设置有进液管113和出液管114，进液管113和阀组连通，阀组和电驱液冷回路连接构成第一通路，阀组和电池液冷回路连接形成第二通路，阀组用于切换开关状态以控制第一通路连通或第二通路连通，出液管114连接至电驱液冷回路或者电池液冷回路。
其中，车载设备100可以包括壳体11和设置在壳体11内的主板12，壳体11可以包括上壳111和下壳112，上壳111和下壳112可以通过螺钉连接，连接器13可以夹设在上壳111和下壳112之间，连接器13用来连接外部线缆。上壳111可以包括冷板，冷板上设置有进液管113和出液管114，水等冷却液可以自进液管113进入到冷板中，吸收热量后再自出液管14排出。
本申请实施例设置阀组将进液管113连接至电驱液冷回路和电池液冷回路，通过控制阀组切换开关可以使电驱液冷回路或者电池液冷回路中的低温冷水从进液管113进入到车载设备100中，再从出液管114排出，从而可以实现利用液冷系统为车载设备100降温，不仅具有较高的冷却效率，而且可以通过控制进液温度来预防凝露现象的发生。
进液温度可以通过控制阀组来实现，本申请实施例中，车载设备100内可以设置温湿度检测装置，主控制器与温湿度检测装置、阀组分别连接，主控制器用于根据温湿度检测装置检测到的温度和湿度获取露点温度，并根据露点温度的大小控制阀组切换开关状态，以使得进入车载设备100的水等冷却液的温度始终大于等于车载设备100内部的空气露点温度，从而可以避免车载设备100内发生凝露现象。
此时，本申请实施例提供的设备冷却系统的控制方法可以包括：
主控制器获取车载设备100中的温湿度检测装置检测的温度信息和湿度信息，根据温度信息和湿度信息计算露点温度；判断露点温度是否处于第一区间或第二区间：若露点温度处于第一区间，控制阀组切换开关以开启第一通路；若露点温度处于第二区间，控制阀组切换开关以开启第二通路。
在一种具体的实施例中，电池液冷回路400中的水温可以低于电驱液冷回路300中的水温，此时，第一区间的温度高于第二区间的温度。在露点温度处于较低的第二区间内时，电驱液冷回路300和电池液冷回路400中的水温均大于等于露点温度时， 接入两者中的任一个均不会发生凝露，车载设备100可以接入水温较低的电池液冷回路400，以提高冷却效率；在露点温度处于较高的第一区间内时，露点温度可能小于等于电驱液冷回路300的水温而大于电池液冷回路400中的水温，此时，车载设备100可以接入水温较高的电驱液冷回路300中，以避免凝露。
已知电驱液冷回路300中的水温相对较高，一般水温大于40℃，而电池液冷回路400中的水温相对较低，一般水温在20℃左右。示例性地，可以设置第一区间为20℃-40℃，第二区间为0℃-20℃。
在上述实施例的基础上，本申请实施例中，为了精准控制进液温度，可以设置温度传感器来检测来自电驱液冷回路和电池液冷回路的冷却水温。
电驱液冷回路和阀组之间可以设置第一温度传感器，电池液冷回路和阀组之间可以设置第二温度传感器；主控制器与第一温度传感器、第二温度传感器分别连接，主控制器用于获取第一温度传感器检测的第一温度和第二温度传感器检测的第二温度，比较露点温度、第一温度和第二温度的大小，并在第一温度和第二温度均大于等于露点温度时，控制第一温度和第二温度中温度较低者对应的通路连通，以及在第一温度和第二温度中的其中一个大于等于露点温度时，控制第一温度和第二温度中温度较高者对应的通路连通。
此时，本申请实施例提供的设备冷却系统的控制方法可以包括：
主控制器获取车载设备中的温湿度检测装置检测的温度信息和湿度信息，根据温度信息和湿度信息计算露点温度；获取第一温度传感器检测的第一温度和第二温度传感器检测的第二温度；比较露点温度、第一温度和第二温度的大小，以判断露点温度是否处于第一区间或第二区间；若露点温度处于第一区间，控制阀组切换开关以开启第一通路；若露点温度处于第二区间，控制阀组切换开关以开启第二通路。
其中，根据露点温度、第一温度和第二温度的大小，判断露点温度是否处于第一区间或第二区间具体包括：在露点温度小于或等于第一温度和第二温度中的其中一个时，若第一温度大于第二温度，判断露点温度处于第一区间；若第一温度小于第二温度，判断露点温度处于第二区间；露点温度小于等于第一温度且小于等于第二温度时，若第一温度大于第二温度，判断露点温度处于第二区间；若第一温度小于第二温度，判断露点温度处于第一区间。
应理解，在第一温度和第二温度均大于等于露点温度时，控制第一温度和第二温度中温度较低者对应的通路连通，可以在避免凝露的基础上提高冷却效率；在第一温度和第二温度中的其中一个大于等于露点温度时，控制第一温度和第二温度中温度较高者对应的通路连通，可以避免凝露。
继续参考图3所示，在一种可能的实施方式中，阀组可以为第一三通电磁阀200，第一三通电磁阀200包括出口A、第一进口B和第二进口C，进液管113和第一三通电磁阀200的出口A连接，电驱液冷回路300和第一三通电磁阀200的第一进口B连接，电池液冷回路400和第一三通电磁阀200的第二进口C连接。主控制器和第一三通电磁阀200连接，主控制器可以通过第一三通电磁阀200的进口的切换使车载设备100接入到电驱液冷回路300或者电池液冷回路400中。第一进口B开启时，第一通路连通，电驱液冷回路300为车载设备100输入低温冷却水，第二进口C开启时，第 二通路连通，电池液冷回路400为车载设备100输入低温冷却水。
在电池液冷回路400中的水温低于电驱液冷回路300中的水温的情况下，主控制器的控制逻辑可以简化为，主控制器可以在第一温度和第二温度均大于等于露点温度时，控制第一三通电磁阀200的第二进口C开启，以及在第一温度大于等于露点温度，第二温度小于露点温度时，控制第一三通电磁阀200的第一进口B开启。
图5为本申请一实施例提供的设备冷却系统的另一种结构示意图。参考图5所示，在另一种可能的实施方式中，阀组可以包括第一二通电磁阀202和第二二通电磁阀203，第一二通电磁阀202连接在电驱液冷回路和进液管113之间，第二二通电磁阀203连接在电池液冷回路和进液管113之间。
主控制器与第一二通电磁阀202和第二二通电磁阀203分别连接，主控制器可以控制第一二通电磁阀202开启，使第一通路连通，电驱液冷回路300为车载设备100输入低温冷却水，主控制器可以控制第二二通电磁阀203开启，使第二通路连通，电池液冷回路400为车载设备100输入低温冷却水。
继续参考图3所示，在一种可能的实施方式中，车载设备100的出液管114可以连接在电驱液冷回路300中。图6为本申请一实施例提供的设备冷却系统的又一种结构示意图。参考图6所示，在另一种可能的实施方式中，车载设备100的出液管114可以连接在电池液冷回路400中。
应理解，由于电驱液冷回路300中的冷却液和电池液冷回路400的冷却液回路中的冷却液相同，均可以为水，且车载设备100所需的冷却液的流量远小于电驱液冷回路300和电池液冷回路400各自具有的冷却液的流量，因此，无论进液管113处接通的是第一通路还是第二通路，冷却液经过车载设备100流出后，汇入电驱液冷回路300或电池液冷回路400对两个回路各自的冷却效果产生的影响可以忽略。
图7为本申请一实施例提供的设备冷却系统的再一种结构示意图。参考图7所示，在一种可能的实施方式中，车载设备100的进液侧可以通过第一三通电磁阀200的第一进口B可以直接接入在电驱液冷回路300中，车载设备100可以通过第一三通电磁阀200的第二进口C以及三通阀V3接入在电池液冷回路400中，车载设备100的出液侧可以直接接入在电驱液冷回路300中，此时，相当于车载设备100直接串联在电驱液冷回路300中，同时，进液侧利用第一三通电磁阀200实现了另一个支路。
本申请实施例中，阀组与电驱液冷回路300和电池液冷回路400各自的连接均可以通过三通阀来实现，车载设备100的出液管与电驱液冷回路300或电池液冷回路400的连接也可以通过三通阀来实现。
参考图3和图5所示，电驱液冷回路300中可以设置三通阀V1和V2，三通阀V1位于三通阀V2的上游，冷却液自三通阀V1的进口进入，三通阀V1的其中一个出口直接连通至三通阀V2的其中一个进口，三通阀V1的另一个出口连接至阀组，三通阀V2的另一个进口连接至出液管114，冷却液自三通阀V2的出口流出。三通阀V1和V2的设置，使得电驱液冷回路300可以在不影响主要循环的基础上，增加一个支路循环，使一小部分冷却液进入到车载设备100中。
电池液冷回路400中可以设置三通阀V3，冷却液自三通阀V3的进口进入，一部分经其中一个出口流出，作为电池液冷回路400的主循环，另一部分自三通阀V3的 另一出口连接至阀组，进入到车载设备100中。基于同样的原理，图6中，出液管114可以经过三通阀V5回流到电池液冷回路400中。
通过设置三通阀来为电驱液冷回路300和电池液冷回路400增加旁通支路，使冷却液可以分流一部分进入到车载设备100中，为车载设备100降温，相比于将车载设备100直接串联到电驱液冷回路30或者电池液冷回路400中的方案来说，可以控制进入车载设备100的冷却液的流量和流速，防止大流量和高流速的冷却液冲刷造成车载设备100腐蚀。
在上述实施例的基础上，参考图3、图5-图7所示，本申请实施例中，设备冷却系统还包括第一加热器201，第一加热器201连接在第一三通电磁阀200和进液管113之间，主控制器和第一加热器201连接，主控制器用于在第一温度和第二温度均小于露点温度时控制第一加热器201开启。第一加热器201例如可以为PTC(Positive temperature efficiency，正比例系数加热器)。
此时，本申请实施例提供的设备冷却系统的控制方法还可以包括：主控制器判断露点温度是否处于第三区间，若露点温度处于第三区间，控制第一加热器开启。其中，判断露点温度是否处于第三区间，具体包括：比较露点温度、第一温度和第二温度的大小，若露点温度大于第一温度且大于第二温度时，判断露点温度处于第三区间。
第一温度和第二温度均小于露点温度时，车载设备100接入电池液冷回路400或电驱液冷回路300均会发生凝露。通过设置第一加热器201，对来自电池液冷回路400或者电驱液冷回路300的温度较低的水进行加热，使进入车载设备100的水温大于等于露点温度，从而可以避免凝露现象的发生。
此外，设备冷却系统还可以包括第三温度传感器，第三温度传感器可以连接在第一加热器201和进液管113之间，主控制器和第三温度传感器连接，主控制器用于获取第三温度传感器检测的第三温度，并控制第一加热器201开启以使第三温度不小于露点温度。
通过设置第三温度传感器，可以实时监控进入车载设备100中的水温，确保进入车载设备100的水温大于等于露点温度，同时避免第一加热器201加热功率过大导致水温过高，影响车载设备100的冷却效率和工作可靠性。
上述本申请实施例中，电驱液冷回路300可以包括：通过管路依次连通的散热器31、第一水壶32、第一水泵33和动力总成34，阀组可以连接在第一水泵33和动力总成34之间，以使进入车载设备100中的冷却液为低温状态。
阀组、第一水泵33和动力总成34三者可以通过三通阀V1连接，第一水泵33连接至该三通阀V1的进口。动力总成34和车载设备100产生的热量被冷却液带走，在散热器31处散发，散热器31旁边还可以设置第一风扇36，用于提高散热器31的散热效率。
车载设备100的出液管114接入在电驱液冷回路300中时，可以接入在动力总成34和散热器31之间，或者可以接入在第一水泵33和动力总成34之间，出液管114接入的位置位于阀组接入的位置的下游。从而，温度较低的冷却液进入车载设备100后，再回到电驱液冷回路300中，经散热器31处冷却。
电驱液冷回路300还可以包括第二三通电磁阀35，第二三通电磁阀35的进口和动力总成34连接，第二三通电磁阀35的两个出口分别连接至散热器31和第一水壶 32。在动力总成34产生的热量较低时，仅通过冷却液的循环即可以满足散热需求，可以起到降低能耗的作用，此时，第二三通电磁阀35的连接至散热器31的出口可以关闭，连接至第一水壶32的出口可以开启。
上述本申请实施例中，电池液冷回路400可以包括：压缩机41、换热器42、冷凝器43、第二水壶44、第二水泵45和电池包46，压缩机41、换热器42和冷凝器43可以通过管路依次连通形成制冷剂环路，第二水壶44、第二水泵45、换热器42和电池包46可以通过管路依次连通形成冷却液环路。电池包46产生的热量可以被水等冷却液带走，热量在换热器42处发生交换，制冷剂在冷凝器43处冷凝散热，冷凝器43附近可以设置第二风扇48，用于提高冷凝器43的散热效率。
阀组可以连接在换热器42和电池包46之间，以使进入车载设备100中的冷却液为低温状态，阀组、换热器42、电池包46三者可以通过三通阀V3连接，换热器42连接至三通阀V3的进口。车载设备100的出液管114接入在电池液冷回路400中时，可以接入在换热器42和电池包46之间，并位于阀组接入位置的下游，或者可以接入在电池包46和水泵45之间，还可以接入在水泵45和换热器42之间，从而，温度较低的冷却液进入车载设备100后，再回到电池液冷回路400中，经换热器42处冷却。
本申请实施例中，如图3和图6所示，出液管114接入在电驱液冷回路300中或电池液冷回路400中，相比于设置三通阀，使出液管114同时接入电驱液冷回路300和电池液冷回路400中的方案来说，可以简化管路设计。
另外，制冷剂环路中的循环介质包括但不限于R134a制冷剂、R744(二氧化碳)、R718(水)、R290(丙烷)、R717(氨)、R410a、R32、R1234yf、R502、R12、R22、R407c、R600a等制冷剂或者这些制冷剂中的任意两种及以上的组合。冷却液环路中的循环介质包括但不限于水、防冻液或者乙二醇等。
此外，电池液冷回路400内还可以包括第二加热器47，第二加热器47可以连接在换热器42和电池包46之间，阀组可以连接在第二加热器47和电池包46之间。第二加热器47用来对冷却液进行加热，以在气温较低的冬季，对电池包46进行加热，防止低温影响到电池包46的工作。
第二加热器47可以设置为PTC，应理解，第二加热器47的开启时段为温度较低的冬季，而第一加热器201在环境温度较高时开启，并且，第二加热器47的加热功率远远大于第一加热器201的加热功率，因此，第二加热器47不可以替代第一加热器201的作用。
在上述本申请实施例中，需要说明的是，设备冷却系统适用的车载设备100，除了域控制器(也可称为车载移动数据中心MDC)外，还可以为车载充电机或行车电脑ECU等设备。
应理解，对于设备冷却系统来说，车载设备100的数量可以为一个或者两个甚至多个，上述附图提供的实施例中，车载设备100的数量为一个，而对于多个车载设备100的情况，每个车载设备100均可以通过设置阀组以接入到电驱液冷系统和电池液冷系统中，也可以将多个车载设备100直接串联，视为一个整体，仅设置一个阀组来将这个整体接入到电驱液冷系统和电池液冷系统中，从而简化管路。
另外，需要补充说明的是，用来控制设备冷却系统的主控制器的类型和位置在本 申请实施例中不做具体限制，主控制器既可以为车载设备100内自身具有的控制器，也可以借助整车控制器(Vehicle Control Unit，VCU)来完成。
图8为本申请一实施例提供的设备冷却系统中主控制器的工作流程图。参考图8所示，本申请实施例提供的设备冷却系统中主控制器的一种示例性的工作流程可以为：首先，根据温湿度检测装置检测到的温度和湿度，计算车载设备100中的露点温度；然后，获取第一温度传感器检测到的第一温度和第二温度传感器检测的第二温度，比较露点温度、第一温度和第二温度的大小；接着，判断第一温度和第二温度是否均大于等于露点温度，并在判断结果为是时，控制第一温度和第二温度中温度较低者对应的通路连通；在判断结果为否时，可以继续判断第一温度和第二温度中是否其中一个大于等于露点温度，并在判断结果为是时，控制第一温度和第二温度中温度较高者对应的通路连通；在判断结果为否时，可以控制第一加热器201开启，使第三温度传感器检测的第三温度大于等于露点温度。
整体上，主控制器可以根据第一温度、第二温度和露点温度的大小关系，控制车载设备100接入到电池液冷回路400中，或者接入到电驱液冷回路300中，或者控制第一加热器201开启，从而使得进入车载设备100中的水温始终大于等于露点温度，从而可以避免发生凝露现象。
本申请实施例提供一种设备冷却系统，在车载设备内设置温湿度检测装置以获取车载设备内部空气的露点温度，并将车载设备通过阀组接入到电驱液冷回路和电池液冷回路中，通过阀组开关切换使车载设备接入到电驱液冷回路或者电池液冷回路中，以使得进入车载设备的冷却液温度始终大于等于车载设备内部的空气露点温度，从而可以避免车载设备内发生凝露现象，有效防止车载设备内腐蚀和短路带来的可靠性与安全问题，提高产品工作的稳定性和可靠性。并且，车载设备在满足防凝露的前提下，可以始终处于最低工作温度，从而可以提升车载设备的可靠性、降低失效率。
本申请实施例还提供一种热管理系统，可以包括上述电驱液冷回路、电池液冷回路和上述实施例提供的设备冷却系统。
本申请实施例的热管理系统，设置电驱液冷回路和电池液冷回路，分别对动力总成和电池包这两个主要的发热设备进行冷却，同时，车载设备可以在主控制器的控制下，接入电驱液冷回路或电池液冷回路中，在实现车载设备液冷降温的同时，可以避免车载设备内发生凝露现象。
上述本申请实施例提供的设备冷却系统，应用在整车热管理系统中，利用电驱液冷回路和电池液冷回路为车载设备进行降温。除此之外，本申请实施例还可以提供一种设备冷却系统，可以应用在电力系统、数据中心等领域。
图9为本申请一实施例提供的设备冷却系统的另一种示意图。参考图9所示，本申请实施例还提供一种设备冷却系统，可以应用在包括两个或两个以上液冷回路的热管理系统中，该热管理系统可以包括第一液冷回路51和第二液冷回路52，第一液冷回路51中冷却液的冷却温度高于第二液冷回路52中冷却液的冷却温度，该设备冷却系统可以包括待冷却设备53、主控制器和阀组54；待冷却设备53的进液管和阀组54连通，阀组54和第一液冷回路51连接形成第一通路，阀组54和第二液冷回路52连接形成第二通路，阀组54用于切换开关状态以控制第一通路连通或第二通路连通，待 冷却设备53的出液管连接至第一液冷回路和第二液冷回路；待冷却设备53内设置有温湿度检测装置，主控制器与温湿度检测装置、阀组54分别连接，主控制器用于根据温湿度检测装置检测到的温度和湿度获取露点温度，并根据露点温度的大小控制阀组54切换开关状态。
示例性地，该设备冷却系统应用在电力系统中，第一液冷回路51和第二液冷回路52可以为储能电池、变压器等大型电器设备接入的液冷回路，待冷却设备53可以为域控制器等电力系统中的小型设备。
示例性地，该设备冷却系统应用在数据中心中，第一液冷回路51和第二液冷回路52可以分别为不同机房或不同区域内的服务器进行降温，以满足不同服务器不同的降温需求，待冷却设备53则可以为数据中心监控机房等。
通过设置上述设备冷却系统，在待冷却设备内设置温湿度检测装置以获取待冷却设备内部空气的露点温度，并将待冷却设备通过阀组接入到第一液冷回路和第二液冷回路中，通过阀组开关切换使待冷却设备接入到第一液冷回路或者第二液冷回路中，以使得进入待冷却设备的冷却液温度始终大于等于待冷却设备内部的空气露点温度，从而可以避免待冷却设备内发生凝露现象，有效防止待冷却设备内腐蚀和短路带来的可靠性与安全问题，提高系统整体的稳定性和可靠性。
在本申请实施例的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应作广义理解，例如，可以是固定连接，也可以是通过中间媒介间接相连，可以是两个元件内部的连通或者两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请实施例中的具体含义。
本申请实施例的说明书中的术语“第一”、“第二”、“第三”、“第四”等(如果存在)是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。
此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
最后应说明的是：以上各实施例仅用以说明本申请实施例的技术方案，而非对其限制；尽管参照前述各实施例对本申请实施例进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。

Claims (18)

  1. 一种设备冷却系统，应用于热管理系统，所述热管理系统包括电驱液冷回路和电池液冷回路，其特征在于，所述设备冷却系统包括：车载设备、主控制器和阀组；
    所述车载设备上设置有进液管和出液管，所述进液管和所述阀组连通，所述阀组和所述电驱液冷回路连接构成第一通路，所述阀组和所述电池液冷回路连接形成第二通路，所述阀组用于切换开关状态以控制所述第一通路连通或所述第二通路连通，所述出液管连接至所述电驱液冷回路或者所述电池液冷回路；
    所述车载设备内设置有温湿度检测装置，所述主控制器与所述温湿度检测装置、所述阀组分别连接，所述主控制器用于根据所述温湿度检测装置检测到的温度和湿度获取露点温度，并根据所述露点温度的大小控制所述阀组切换开关状态。
  2. 根据权利要求1所述的设备冷却系统，其特征在于，所述电驱液冷回路和所述阀组之间设置有第一温度传感器，所述电池液冷回路和所述阀组之间设置有第二温度传感器；
    所述主控制器与所述第一温度传感器、所述第二温度传感器分别连接，所述主控制器用于获取第一温度传感器检测的第一温度和第二温度传感器检测的第二温度，比较所述露点温度、所述第一温度和所述第二温度的大小，并在所述第一温度和所述第二温度均大于等于所述露点温度时，控制所述第一温度和所述第二温度中温度较低者对应的通路连通，以及在所述第一温度和所述第二温度中的其中一个大于等于所述露点温度时，控制所述第一温度和所述第二温度中温度较高者对应的通路连通。
  3. 根据权利要求2所述的设备冷却系统，其特征在于，所述设备冷却系统还包括第一加热器，所述第一加热器连接在所述阀组和所述进液管之间，所述主控制器和所述第一加热器连接，所述主控制器用于在所述第一温度和所述第二温度均小于所述露点温度时控制所述第一加热器开启。
  4. 根据权利要求3所述的设备冷却系统，其特征在于，所述设备冷却系统还包括第三温度传感器，所述第三温度传感器连接在所述第一加热器和所述进液管之间，所述主控制器和所述第三温度传感器连接，所述主控制器用于获取所述第三温度传感器检测的第三温度，并控制所述第一加热器开启以使所述第三温度不小于所述露点温度。
  5. 根据权利要求1-4任一项所述的设备冷却系统，其特征在于，所述阀组包括第一三通电磁阀，所述进液管和所述第一三通电磁阀的出口连接，所述电驱液冷回路和所述第一三通电磁阀的第一进口连接，所述电池液冷回路和所述第一三通电磁阀的第二进口连接。
  6. 根据权利要求1-4任一项所述的设备冷却系统，其特征在于，所述阀组包括第一二通电磁阀和第二二通电磁阀，所述第一二通电磁阀连接在所述电驱液冷回路和所述进液管之间，所述第二二通电磁阀连接在所述电池液冷回路和所述进液管之间。
  7. 根据权利要求1-6任一项所述的设备冷却系统，其特征在于，所述车载设备包括壳体和设置在所述壳体内的主板，所述壳体包括冷板，所述冷板上设置有所述进液管和所述出液管。
  8. 根据权利要求1-7任一项所述的设备冷却系统，其特征在于，所述电驱液冷回路 包括：通过管路依次连通的散热器、第一水壶、第一水泵和动力总成，所述阀组连接在所述第一水泵和所述动力总成之间。
  9. 根据权利要求8所述的设备冷却系统，其特征在于，所述电驱液冷回路还包括第二三通电磁阀，所述第二三通电磁阀的进口和所述动力总成连接，所述第二三通电磁阀的两个出口分别连接至所述散热器和所述第一水壶。
  10. 根据权利要求1-9任一项所述的设备冷却系统，其特征在于，所述电池液冷回路包括：压缩机、换热器、冷凝器、第二水壶、第二水泵和电池包，所述压缩机、所述换热器和所述冷凝器通过管路依次连通形成制冷剂环路，所述第二水壶、所述第二水泵、所述换热器和所述电池包通过管路依次连通形成冷却液环路，所述阀组连接在所述换热器和所述电池包之间。
  11. 根据权利要求10所述的设备冷却系统，其特征在于，所述电池液冷回路内还包括第二加热器，所述第二加热器连接在所述换热器和所述电池包之间，所述阀组连接在所述第二加热器和所述电池包之间。
  12. 根据权利要求1-11任一项所述的设备冷却系统，其特征在于，所述车载设备包括域控制器、车载充电机或行车电脑ECU。
  13. 根据权利要求1-12任一项所述的设备冷却系统，其特征在于，所述主控制器为整车控制器VCU或者所述车载设备内的控制器。
  14. 一种热管理系统，其特征在于，包括电驱液冷回路、电池液冷回路和权利要求1-13任一项所述的设备冷却系统。
  15. 一种设备冷却系统的控制方法，其特征在于，包括：
    获取车载设备中的温湿度检测装置检测的温度信息和湿度信息，根据所述温度信息和湿度信息计算露点温度；
    判断所述露点温度是否处于第一区间或第二区间；
    若所述露点温度处于第一区间，控制阀组切换开关以开启第一通路，所述第一通路连通所述车载设备和电驱液冷回路；
    若所述露点温度处于第二区间，控制阀组切换开关以开启第二通路，所述第二通路连通所述车载设备和电池液冷回路。
  16. 根据权利要求15所述的设备冷却系统的控制方法，其特征在于，所述判断所述露点温度是否处于第一区间或第二区间，具体包括：
    获取第一温度传感器检测的第一温度和第二温度传感器检测的第二温度，其中所述第一温度为第一通路的进液温度，所述第二温度为第二通路的进液温度；
    比较所述露点温度、所述第一温度和所述第二温度的大小；
    所述露点温度小于等于所述第一温度和所述第二温度中的其中一个时，若所述第一温度大于第二温度，判断所述露点温度处于所述第一区间；若所述第一温度小于第二温度，判断所述露点温度处于所述第二区间；
    所述露点温度小于等于所述第一温度且小于等于所述第二温度时，若所述第一温度大于第二温度，判断所述露点温度处于所述第二区间；若所述第一温度小于第二温度，判断所述露点温度处于所述第一区间。
  17. 根据权利要求16所述的设备冷却系统的控制方法，其特征在于，还包括：判 断所述露点温度是否处于第三区间，若所述露点温度处于所述第三区间，控制第一加热器开启，所述第一加热器设置在所述阀组和所述车载设备之间。
  18. 根据权利要求17所述的设备冷却系统的控制方法，其特征在于，所述判断所述露点温度是否处于第三区间，具体包括：
    比较所述露点温度、所述第一温度和所述第二温度的大小，若所述露点温度大于所述第一温度且大于所述第二温度时，判断所述露点温度处于第三区间。
PCT/CN2021/115796 2021-08-31 2021-08-31 设备冷却系统和热管理系统 WO2023028879A1 (zh)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP2024507136A JP2024531131A (ja) 2021-08-31 2021-08-31 デバイス冷却システム及び熱管理システム
EP21955434.2A EP4349624A4 (en) 2021-08-31 2021-08-31 DEVICE COOLING SYSTEM AND HEAT MANAGEMENT SYSTEM
CN202180100457.8A CN117642299A (zh) 2021-08-31 2021-08-31 设备冷却系统和热管理系统
PCT/CN2021/115796 WO2023028879A1 (zh) 2021-08-31 2021-08-31 设备冷却系统和热管理系统
US18/413,050 US20240149637A1 (en) 2021-08-31 2024-01-16 Device cooling system and thermal management system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2021/115796 WO2023028879A1 (zh) 2021-08-31 2021-08-31 设备冷却系统和热管理系统

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US18/413,050 Continuation US20240149637A1 (en) 2021-08-31 2024-01-16 Device cooling system and thermal management system

Publications (1)

Publication Number Publication Date
WO2023028879A1 true WO2023028879A1 (zh) 2023-03-09

Family

ID=85411800

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/115796 WO2023028879A1 (zh) 2021-08-31 2021-08-31 设备冷却系统和热管理系统

Country Status (5)

Country Link
US (1) US20240149637A1 (zh)
EP (1) EP4349624A4 (zh)
JP (1) JP2024531131A (zh)
CN (1) CN117642299A (zh)
WO (1) WO2023028879A1 (zh)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017218930A (ja) * 2016-06-06 2017-12-14 日野自動車株式会社 車両用水冷設備
CN109572365A (zh) * 2018-12-27 2019-04-05 重庆长安汽车股份有限公司 混合动力车型热管理系统
CN109910592A (zh) * 2019-04-09 2019-06-21 冯志成 一种混合动力车辆集成散热的冷却系统及其控制方法
CN111231772A (zh) * 2018-11-29 2020-06-05 比亚迪股份有限公司 车辆热管理系统及其控制方法、车辆
CN112212533A (zh) * 2020-10-10 2021-01-12 中国船舶重工集团公司第七0七研究所九江分部 一种车载强迫冷却装置
CN112248766A (zh) * 2020-09-29 2021-01-22 辉创电子科技(苏州)有限公司 基于超声波的结露控制系统
CN112512277A (zh) * 2020-12-10 2021-03-16 北京超星未来科技有限公司 一种车辆域控制器水冷散热装置、系统及其使用方法
US20210221254A1 (en) * 2020-01-21 2021-07-22 Honda Motor Co., Ltd. Battery temperature control device of electric vehicle

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014151802A (ja) * 2013-02-11 2014-08-25 Denso Corp 温調装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017218930A (ja) * 2016-06-06 2017-12-14 日野自動車株式会社 車両用水冷設備
CN111231772A (zh) * 2018-11-29 2020-06-05 比亚迪股份有限公司 车辆热管理系统及其控制方法、车辆
CN109572365A (zh) * 2018-12-27 2019-04-05 重庆长安汽车股份有限公司 混合动力车型热管理系统
CN109910592A (zh) * 2019-04-09 2019-06-21 冯志成 一种混合动力车辆集成散热的冷却系统及其控制方法
US20210221254A1 (en) * 2020-01-21 2021-07-22 Honda Motor Co., Ltd. Battery temperature control device of electric vehicle
CN112248766A (zh) * 2020-09-29 2021-01-22 辉创电子科技(苏州)有限公司 基于超声波的结露控制系统
CN112212533A (zh) * 2020-10-10 2021-01-12 中国船舶重工集团公司第七0七研究所九江分部 一种车载强迫冷却装置
CN112512277A (zh) * 2020-12-10 2021-03-16 北京超星未来科技有限公司 一种车辆域控制器水冷散热装置、系统及其使用方法

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4349624A4 *

Also Published As

Publication number Publication date
JP2024531131A (ja) 2024-08-29
US20240149637A1 (en) 2024-05-09
EP4349624A4 (en) 2024-07-31
EP4349624A1 (en) 2024-04-10
CN117642299A (zh) 2024-03-01

Similar Documents

Publication Publication Date Title
CN106972207B (zh) 模块化可扩展的温度调节系统
US20150171493A1 (en) Cooling system for battery cells
CN113232487B (zh) 热管理系统、控制方法和车辆
CN111319514B (zh) 一种热管理系统和新能源汽车
EP2192286B1 (en) Method and system for extra cooling of the coolant in a vehicle´s cooling system
JP2003078270A (ja) 電子装置
CN103307658A (zh) 一种热交换器及一种机柜
WO2023274312A1 (zh) 一种工程车辆电池热量管理系统及方法
CN210778890U (zh) 电池冷却集成系统及电动车
CN108263233A (zh) 一种车辆冷却系统及车辆
CN111129663B (zh) 车载热管理系统和车辆
CN206532846U (zh) 电动汽车热管理装置
CN104735954B (zh) 液冷式冷却器的控制方法、冷却装置及空调系统
CN115107457A (zh) 基于多通阀的热管理系统及电动装置
CN107147154A (zh) 一种充电桩及充电桩散热控制方法
CN109301386B (zh) 一种汽车动力电池的加热冷却系统
CN208889808U (zh) 一种bms热管理系统
WO2023028879A1 (zh) 设备冷却系统和热管理系统
CN113309764A (zh) 一种纯电动工程机械散热系统及控制方法
CN113246687A (zh) 热管理系统、控制方法和车辆
CN217672058U (zh) 热管理系统及车辆
CN115257300A (zh) 具有八通阀的集成式热管理模块及车辆
CN214396339U (zh) 一种带温差发电的车辆热泵系统
CN211781798U (zh) 降温装置和空调器
CN210014481U (zh) 空气调节装置及空气调节装置的电控盒组件

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21955434

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2021955434

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 202180100457.8

Country of ref document: CN

ENP Entry into the national phase

Ref document number: 2021955434

Country of ref document: EP

Effective date: 20240102

ENP Entry into the national phase

Ref document number: 2024507136

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE