CN114148220A - Integrated radiator for fuel cell vehicle and control method thereof - Google Patents
Integrated radiator for fuel cell vehicle and control method thereof Download PDFInfo
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- 239000000446 fuel Substances 0.000 title claims abstract description 25
- 238000000034 method Methods 0.000 title claims abstract description 18
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- 239000002826 coolant Substances 0.000 claims abstract description 20
- 238000004364 calculation method Methods 0.000 claims description 7
- 238000010586 diagram Methods 0.000 description 3
- 230000017525 heat dissipation Effects 0.000 description 3
- 230000010354 integration Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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- 239000002184 metal Substances 0.000 description 1
- 239000002918 waste heat Substances 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
- B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04014—Heat exchange using gaseous fluids; Heat exchange by combustion of reactants
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04029—Heat exchange using liquids
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0432—Temperature; Ambient temperature
- H01M8/04358—Temperature; Ambient temperature of the coolant
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04992—Processes for controlling fuel cells or fuel cell systems characterised by the implementation of mathematical or computational algorithms, e.g. feedback control loops, fuzzy logic, neural networks or artificial intelligence
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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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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Abstract
The invention discloses an integrated radiator for a fuel cell vehicle and a control method thereof, wherein the integrated radiator comprises: the cooling system is provided with a cooling master controller, a plurality of cooling modules and a plurality of cooling flow paths, and the number of the cooling modules and the number of cooling devices in the cooling modules can be flexibly configured according to an actual loop in the fuel cell vehicle; the vehicle control unit is connected with the cooling main controller and sends the target temperature of the cooling medium in each cooling flow path; a plurality of temperature sensors that acquire an actual temperature of the cooling medium in each cooling flow path; and the cooling master controller compares the actual temperature of the cooling medium with the corresponding target temperature, calculates the control quantity for controlling each cooling module based on a specific algorithm, and enables each cooling module to radiate heat according to the received control quantity. Compared with the traditional scheme, the invention has the advantages of more cost saving, more energy saving, more flexible modularization, independent control of each fan and higher control precision.
Description
Technical Field
The invention relates to the technical field of vehicle thermal management, in particular to an integrated radiator for a fuel cell vehicle and a control method thereof.
Background
Fuel cell vehicles, in which a radiator of a fuel cell engine is one of important components of a fuel cell vehicle, are currently becoming one of the key directions for national policy support.
The radiator of the fuel cell engine primarily functions to transfer waste heat generated during operation of the fuel cell from water to air. At present, the radiator generally adopts a plurality of fans to work simultaneously so as to ensure enough heat dissipation capacity. As the power of the fuel cell engine increases, the number of cooling fans increases. On the premise of ensuring the stability of water temperature, the method reduces the demand for engine controller resources as much as possible, and simultaneously reduces the cost of the radiator, thereby becoming an important research subject.
Disclosure of Invention
One of the technical problems to be solved by the present invention is to provide an integrated radiator for a fuel cell vehicle and a control method thereof, which mainly solve the problems of low integration level, high cost, low control precision, incapability of modular expansion, low service life and energy saving of the conventional radiator.
In order to solve the above technical problem, an embodiment of the present application first provides an integrated radiator for a fuel cell vehicle, the integrated radiator including: the cooling system is provided with a cooling master controller, a plurality of cooling modules and a plurality of cooling flow paths, wherein the number of the cooling modules and the number of cooling devices in the cooling modules can be flexibly configured according to an actual loop in the fuel cell vehicle; the vehicle control unit is connected with the cooling main controller and sends the target temperature of the cooling medium in each cooling flow path to the cooling main controller; a plurality of temperature sensors that collect an actual temperature of the cooling medium in each of the cooling flow paths; the cooling master controller compares the acquired actual temperature of the cooling medium with the corresponding target temperature, calculates the control quantity for controlling each cooling module based on a specific algorithm, and enables each cooling module to radiate the corresponding cooling flow path according to the received control quantity.
In one embodiment, the cooling overall controller generates the control quantity by performing the steps of: selecting a control mode, wherein the control mode comprises a first mode and a second mode, the first mode is used for outputting a control quantity to be a PWM signal, and the second mode is used for outputting a control quantity to be a start-stop signal, the operation number of the cooling devices is determined according to the total duty ratio calculated by adopting a PID algorithm in the first mode, and the PWM signal of each cooling device to be operated is calculated; in the second mode, the number of cooling devices in each rotation is determined according to the total duty ratio calculated by adopting a PID algorithm, and the dead time between the cooling devices to be operated is calculated.
In one embodiment, when the cooling module is composed of N cooling devices, the cooling master controller determines a preset duty ratio range in which the calculated total duty ratio is located in a first mode, selects N corresponding number of cooling devices to send PWM signals, and the duty ratios of the PWM signals of the N cooling devices are the total duty ratio N/N; and the cooling master controller determines the preset duty ratio range where the total duty ratio obtained by calculation is located in the second mode, selects the cooling devices with the number of N corresponding to the preset duty ratio range to send PWM signals in turn, and leaves dead time of 1-total duty ratio N/N when the cooling devices are switched.
In one embodiment, when the cooling module consists of four cooling devices, the cooling master controller performs one of the following steps in the first mode: when the total duty ratio is smaller than a first set duty ratio, sending a PWM signal to a cooling device, wherein the duty ratio is 4 of the total duty ratio; when the total duty ratio is greater than or equal to the first set duty ratio and less than the second set duty ratio, sending PWM signals with the same duty ratio to the two cooling devices, wherein the duty ratio is the total duty ratio multiplied by 2; when the total duty ratio is greater than or equal to the second preset duty ratio and less than the third preset duty ratio, sending PWM signals with the same duty ratio to the three cooling devices, wherein the duty ratio is the total duty ratio of 1.333; and when the total duty ratio is greater than or equal to a third preset duty ratio and less than 100%, sending PWM signals with the same duty ratio to the four cooling devices, wherein the duty ratio is the total duty ratio multiplied by 1.
In one embodiment, when the cooling module consists of four cooling devices, the cooling master controller performs one of the following steps in the second mode: when the total duty ratio is smaller than a first preset duty ratio, only one cooling device is operated at each time, and the dead time is 1-total duty ratio 4; when the total duty ratio is greater than or equal to a first preset duty ratio and less than a second preset duty ratio, operating two cooling devices each time, wherein the dead time is 1-total duty ratio x 2; when the total duty ratio is greater than or equal to the second preset duty ratio and less than the third preset duty ratio, operating the three cooling devices every time, wherein the dead time is 1-total duty ratio 1.333; when the total duty ratio is greater than or equal to the third preset duty ratio and less than 100%, the four cooling devices are operated every time, and the dead time is 1-total duty ratio 1.
In one embodiment, the cooling master controller is integrated with a controller and the same number of drivers as the cooling devices.
In one embodiment, the driver comprises an H-bridge driving circuit composed of four switching tubes, the H-bridge driving circuits of two adjacent drivers share the same bridge arm, and each H-bridge driving circuit drives a cooling device connected with the H-bridge driving circuit to operate after being conducted.
In one embodiment, the switch tube is a triode, an IGBT, a MOSFET, or a diode.
According to another aspect of the present invention, there is also provided a control method of the integrated heat sink as described above, the method including: the vehicle control unit sends the target temperature of the cooling medium in each cooling flow path to the cooling master controller; and the cooling master controller compares the actual temperature of the cooling medium acquired by the temperature sensor with the corresponding target temperature, and calculates the control quantity for controlling each cooling module based on a specific algorithm, so that each cooling module can radiate the corresponding cooling flow path according to the received control quantity.
In one embodiment, the step of generating the control quantity by the cooling general controller comprises: selecting a control mode, wherein the control mode comprises a first mode and a second mode, the first mode is used for outputting a control quantity to be a PWM signal, and the second mode is used for outputting a control quantity to be a start-stop signal, the operation number of the cooling devices is determined according to the total duty ratio calculated by adopting a PID algorithm in the first mode, and the PWM signal of each cooling device to be operated is calculated; in the second mode, the number of cooling devices which are operated in turn is determined according to the total duty ratio calculated by using the PID algorithm, and the dead time between the cooling devices to be operated is calculated.
In one embodiment, when the cooling module is composed of N cooling devices, the cooling master controller determines a preset duty ratio range in which the calculated total duty ratio is located in a first mode, selects N corresponding number of cooling devices to send PWM signals, and the duty ratios of the PWM signals of the N cooling devices are the total duty ratio N/N; and the cooling master controller determines the preset duty ratio range where the total duty ratio obtained by calculation is located in the second mode, selects the cooling devices with the number of N corresponding to the preset duty ratio range to send PWM signals in turn, and leaves dead time of 1-total duty ratio N/N when the cooling devices are switched.
Compared with the prior art, one or more embodiments in the above scheme can have the following advantages or beneficial effects:
the CCU in the integrated radiator of the embodiment of the application integrates all fan motor drives, changes the original condition that each fan is driven by the fan motor, improves hardware reuse and reduces cost. Furthermore, the fans and their motors are flexibly grouped to form modules to control different cooling circuits, which is more flexible than conventional solutions. Because each fan is controlled independently, the control precision is higher, more energy is saved, and the condition that a plurality of fans are started at one time under the condition of low duty ratio in the traditional scheme is avoided.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure and/or process particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings are included to provide a further understanding of the technology or prior art of the present application and are incorporated in and constitute a part of this specification. The drawings expressing the embodiments of the present application are used for explaining the technical solutions of the present application, and should not be construed as limiting the technical solutions of the present application.
Fig. 1 is a schematic structural view of an integrated radiator for a fuel cell vehicle according to an embodiment of the present application.
Fig. 2 is an internal circuit diagram of a CCU according to an embodiment of the present application (the motor in the figure does not belong to the CCU component).
Fig. 3 is a circuit configuration diagram of a fan motor driver inside a CCU according to an embodiment of the present application.
Fig. 4 is a flowchart illustrating a control method for an integrated radiator of a fuel cell vehicle according to an embodiment of the present application.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the accompanying drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the corresponding technical effects can be fully understood and implemented. The embodiments and the features of the embodiments can be combined without conflict, and the technical solutions formed are all within the scope of the present invention.
Additionally, the steps illustrated in the flow charts of the figures may be performed in a computer system such as a set of computer-executable instructions. Also, while a logical order is shown in the flow diagrams, in some cases, the steps shown or described may be performed in an order different than here.
The current mainstream fuel cell engine radiator mainly comprises a fan, a fixed support, a fuse box, a metal radiating fin or a pipe and the like, wherein the fan comprises a driver, a motor, blades, a framework and the like, and the fans are used as a group and are controlled by uniform PWM waves. However, the main technical solution has the following disadvantages: 1) the integration level is low, and each fan is provided with an independent drive, so that the cost is increased; 2) the fans are controlled in a grouping mode, so that the requirement on controller IO is reduced to a certain extent, but the method cannot realize accurate control and has high power consumption; 3) flexible marshalling is inconvenient, and modular expansion cannot be performed; 4) and the service life of the fan is reduced by adopting the grouping control.
In order to solve the above technical problems, embodiments of the present invention provide an integrated heat sink for a fuel cell vehicle, which facilitates heat dissipation of the fuel cell vehicle.
Fig. 1 is a schematic structural view of an integrated radiator for a fuel cell vehicle according to an embodiment of the present application. The constitution and function of the apparatus will be described with reference to fig. 1. As shown in fig. 1, the integrated radiator 10 includes a cooling system 12 and a vehicle control unit VCU 14. The cooling system 12 includes a cooling overall controller CCU 122, a plurality of cooling modules (2 in this example, and denoted by reference numerals 124a and 124b), and a plurality of cooling channels (not shown). In this example, each cooling module is composed of a plurality of cooling devices, for example, the cooling module 124a is composed of four cooling devices, and the cooling module 124b is composed of two cooling devices, wherein the number of cooling modules and the number of cooling devices in the cooling modules can be flexibly configured according to the actual circuit inside the fuel cell vehicle. In the following description, the cooling device is exemplified by a fan, which is a mainstream heat dissipation device, and the cooling device includes a fan, a fan motor, and a heat sink.
In the present embodiment, a plurality of temperature sensors (two in this example, reference numerals 126a, 126b) collect the actual temperature of the cooling medium (such as cooling water, air, cooling oil, etc.) in each cooling flow path. And the vehicle control unit VCU 14 is connected with the cooling master controller CCU 122 through a CAN bus, performs information interaction through CAN communication, and mainly sends the target temperature of the cooling medium in each cooling flow path to the cooling master controller CCU 122. And a cooling master controller CCU 122 that compares the actual temperature of the cooling medium collected by the temperature sensors 126a and 126b with a corresponding target temperature, calculates control amounts S1 and S2 for controlling the respective cooling modules 124a and 124b based on a specific algorithm, and allows each cooling module 124a and 124b to radiate heat from the corresponding cooling flow path according to the received control amounts S1 and S2, thereby allowing the actual temperature of the cooling medium to reach the target temperature.
Integrated in the cooling master CCU 122 are a controller and the same number of drivers as cooling devices, such as fans. The internal circuitry of the CCU shown in fig. 2 is an example of the present application, and in this example, since the number of fan motors M is 6, the cooling master CCU 122 also includes 6 drivers 122 a. As shown in fig. 3, the driver 122a includes an H-bridge driving circuit composed of four switching tubes T1-T4 for driving the in-fan motor M1, and T3-T6 constitute another H-bridge driving circuit for driving the in-fan motor M2. The H-bridge drive circuits of these two adjacent drivers share the same leg (legs T3 and T4). The motor M1 can rotate by driving the switch tubes T1 and T4, and when the motor M2 is switched to rotate, the switch tube T1 only needs to be turned off, and the switch tube T5 is driven. Since in the conventional solution motors M1 and M2 have independent drive circuits, and the drive circuits are not associated with each other, the turning on and off of motors M1 and M2 require two switches to be turned on and off, whereas by multiplexing the H-bridge arms in this example, the number of switches is less than in the conventional solution, which is more cost-effective.
In one embodiment, the switching tubes T1-T6 in fig. 2 or fig. 3 are transistors, IGBTs, MOSFETs, etc. When the fan is not reversed, T2, T3 and T6 in FIG. 2 can be replaced by diodes, and the converted circuit function is not changed, so that the cost is further saved.
The CCU 122 changes the length of the power supply of the motor by controlling an internal switching tube, thereby controlling the start and stop or the rotation speed of the fan. The rotation of the fan can take away the heat in the cooling system, so that the temperature of the cooling medium is reduced.
Specifically, the overall controller CCU 122 is cooled, which generates a control amount by performing the following steps: selecting a control mode, wherein the control mode comprises a first mode and a second mode, the first mode is used for outputting a control quantity to be a PWM signal, and the second mode is used for outputting a control quantity to be a start-stop signal, wherein in the first mode, the running number of the cooling devices is determined according to the total duty ratio calculated by adopting a PID algorithm, and the PWM signal of each cooling device to be run is calculated; in the second mode, the number of cooling devices in each rotation is determined according to the total duty ratio calculated by adopting a PID algorithm, and the dead time between the cooling devices to be operated is calculated.
More specifically, when the cooling module is composed of N cooling devices, the cooling master controller determines a preset duty ratio range in which the calculated total duty ratio is located in a first mode, selects N corresponding cooling devices to send PWM signals, and the duty ratios of the PWM signals of the N cooling devices are the total duty ratio N/N; and the cooling master controller determines the preset duty ratio range where the total duty ratio obtained by calculation is located in the second mode, selects the cooling devices with the number of N corresponding to the preset duty ratio range and sends PWM signals in turn, and leaves dead time of 1-total duty ratio N/N when the cooling devices are switched.
As an example shown in fig. 1, the cooling module 124a, when composed of four fan internal motors M1, M2, M3, M4, cools the overall controller CCU 122, which in the first mode performs one of the following steps: when the total duty ratio is smaller than a first set duty ratio (such as 25%), a PWM signal is sent to only one motor, and the duty ratio is the total duty ratio multiplied by 4; when the total duty ratio is larger than or equal to a first set duty ratio (such as 25%) and smaller than a second set duty ratio (such as 50%), only PWM signals with the same duty ratio are sent to the two motors, and the duty ratio is the total duty ratio multiplied by 2; when the total duty ratio is greater than or equal to a second preset duty ratio (such as 50%) and less than a third preset duty ratio (such as 75%), only PWM signals with the same duty ratio are sent to the three motors, and the duty ratio is the total duty ratio multiplied by 1.333; when the total duty ratio is greater than or equal to a third preset duty ratio (such as 75%) and less than 100%, sending PWM signals with the same duty ratio to the four cooling devices, wherein the duty ratio is the total duty ratio multiplied by 1.
Next, also taking as an example the cooling module 124a shown in fig. 1, the overall controller CCU 122 is cooled, which in the second mode alternately operates the four fan motors M1, M2, M3, M4 according to the duty ratio calculated by the PID (when the fans are switched, a dead zone is left, the dead zone length depending on the duty ratio). Specifically, one of the following steps is performed: when the total duty ratio is smaller than a first preset duty ratio (for example, 25%), only one fan is operated at a time (the duty ratio of the transmitted PWM signal is 100%, the duty ratios of the transmitted PWM signals below are also 100%, and each fan realizes full-voltage operation), and the dead time is 1 to the total duty ratio × 4; when the total duty ratio is greater than or equal to a first preset duty ratio (e.g. 25%) and less than a second preset duty ratio (e.g. 50%), operating two fans at a time, the dead time being 1-total duty ratio x 2; when the total duty ratio is greater than or equal to a second preset duty ratio (such as 50%) and less than a third preset duty ratio (such as 75%), the dead time is 1-total duty ratio 1.333 for each operation of the three fans; when the total duty ratio is greater than or equal to a third preset duty ratio (e.g., 75%) and less than 100%, the four cooling devices are operated (stopped and rotated simultaneously) at each time, the four fan duty ratios are all total duty ratios 1, which corresponds to a dead time of 1 to the total duty ratio 1.
The two control modes can be selected according to fan requirements, and the second mode is more energy-saving due to the fact that the number of fans rotating under certain conditions is smaller overall. Moreover, each fan is independently controlled, so that the control precision is higher, more energy is saved, and the condition that a plurality of fans are started at one time under the condition of low duty ratio in the traditional scheme is avoided.
In the prior art, when a fuel cell automobile is cooled, each component (such as an engine, some controllers and the like) needing cooling is realized by utilizing the corresponding integrated cooling module (including a fan controller and a fan driver), so that on one hand, the fan of each cooling module is provided with independent drive, the cost is high, on the other hand, flexible grouping is inconvenient, and modular expansion cannot be carried out. Because the controller and the drivers are integrated in the CCU in the embodiment of the application, when the fans are controlled, the control can be realized by only utilizing the controller, and the cost is saved. And output circuits with the same number as the cooling devices can be arranged in the CCU, so that the number of the cooling modules and the number of the motors contained in the cooling modules can be flexibly configured by changing the wiring under the condition that CCU hardware is not changed, and the multiplexing of the CCU hardware is realized. That is, the fans and their motors can be flexibly grouped into modules to control different cooling circuits in a manner that is more flexible than conventional solutions.
Fig. 4 is a flowchart illustrating a control method for an integrated radiator of a fuel cell vehicle according to an embodiment of the present application. The specific steps of the control method are described below with reference to fig. 4.
In step S410, the cooling overall controller receives the target temperature of the cooling medium in each cooling flow path sent from the overall controller.
In step S420, the cooling general controller compares the actual temperature of the cooling medium collected by the temperature sensor with the corresponding target temperature to obtain a total duty ratio. In this example, a PID algorithm is used to calculate the total duty cycle.
In step S430, the cooling overall controller selects a control mode.
In step S440, in the first mode, the cooling master controller determines a preset duty range in which the calculated total duty ratio is located, and selects N corresponding number of cooling devices to send PWM signals, where the duty ratios of the PWM signals of the N cooling devices are all the total duty ratio × N/N.
In step S450, in the second mode, the cooling master controller determines the preset duty range in which the calculated total duty is located, selects N number of cooling devices to send PWM signals in turn, and leaves a dead time of 1-total duty × N/N when switching the cooling devices.
With regard to the steps of S440 to S450, reference may be made to the functional description of the cooling general controller, which is not described herein again.
To sum up, the CCU in the integrated radiator of the embodiment of the present application integrates all fan motor drives, changes the original situation that each fan is driven by its own, improves hardware reuse, and reduces cost. Furthermore, the fans and their motors are flexibly grouped to form modules to control different cooling circuits, which is more flexible than conventional solutions. Because each fan is controlled independently, the control precision is higher, more energy is saved, and the condition that a plurality of fans are started at one time under the condition of low duty ratio in the traditional scheme is avoided.
It is to be understood that the disclosed embodiments of the invention are not limited to the particular structures, process steps, or steps disclosed herein, but extend to equivalents thereof as would be understood by those skilled in the relevant art. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (11)
1. An integrated radiator for a fuel cell vehicle, the integrated radiator comprising:
the cooling system is provided with a cooling master controller, a plurality of cooling modules and a plurality of cooling flow paths, wherein the number of the cooling modules and the number of cooling devices in the cooling modules can be flexibly configured according to an actual loop in the fuel cell vehicle;
the vehicle control unit is connected with the cooling main controller and sends the target temperature of the cooling medium in each cooling flow path to the cooling main controller;
a plurality of temperature sensors that collect an actual temperature of the cooling medium in each of the cooling flow paths;
the cooling master controller compares the acquired actual temperature of the cooling medium with the corresponding target temperature, calculates the control quantity for controlling each cooling module based on a specific algorithm, and enables each cooling module to radiate the corresponding cooling flow path according to the received control quantity.
2. The integrated heat sink of claim 1, wherein the cooling master controller generates the control quantity by performing the steps of:
selecting a control mode, wherein the control mode comprises a first mode for outputting a PWM signal as an output control quantity and a second mode for outputting a start-stop signal as an output control quantity,
in the first mode, determining the operation number of the cooling devices according to the total duty ratio calculated by adopting a PID algorithm, and calculating the PWM signals of the cooling devices to be operated;
in the second mode, the number of cooling devices in each rotation is determined according to the total duty ratio calculated by adopting a PID algorithm, and the dead time between the cooling devices to be operated is calculated.
3. The integrated heat sink of claim 2, wherein when the cooling module is comprised of N cooling devices,
the cooling master controller determines a preset duty ratio range where the total duty ratio obtained through calculation is located in a first mode, and selects the cooling devices with the number of N corresponding to the preset duty ratio range to send PWM signals, wherein the duty ratios of the PWM signals of the N cooling devices are the total duty ratio N/N;
and the cooling master controller determines the preset duty ratio range where the total duty ratio obtained by calculation is located in the second mode, selects the cooling devices with the number of N corresponding to the preset duty ratio range to send PWM signals in turn, and leaves dead time of 1-total duty ratio N/N when the cooling devices are switched.
4. The integrated heat sink of claim 3, wherein when a cooling module consists of four cooling devices, the cooling master controller performs one of the following steps in a first mode:
when the total duty ratio is smaller than a first set duty ratio, sending a PWM signal to a cooling device, wherein the duty ratio is 4 of the total duty ratio;
when the total duty ratio is greater than or equal to the first set duty ratio and less than the second set duty ratio, sending PWM signals with the same duty ratio to the two cooling devices, wherein the duty ratio is the total duty ratio multiplied by 2;
when the total duty ratio is greater than or equal to the second preset duty ratio and less than the third preset duty ratio, sending PWM signals with the same duty ratio to the three cooling devices, wherein the duty ratio is the total duty ratio of 1.333;
and when the total duty ratio is greater than or equal to a third preset duty ratio and less than 100%, sending PWM signals with the same duty ratio to the four cooling devices, wherein the duty ratio is the total duty ratio multiplied by 1.
5. The integrated heat sink of claim 3, wherein when a cooling module consists of four cooling devices, the cooling master controller performs one of the following steps in the second mode:
when the total duty ratio is smaller than a first preset duty ratio, only one cooling device is operated at each time, and the dead time is 1-total duty ratio 4;
when the total duty ratio is greater than or equal to a first preset duty ratio and less than a second preset duty ratio, operating two cooling devices each time, wherein the dead time is 1-total duty ratio x 2;
when the total duty ratio is greater than or equal to the second preset duty ratio and less than the third preset duty ratio, operating the three cooling devices every time, wherein the dead time is 1-total duty ratio 1.333;
when the total duty ratio is greater than or equal to the third preset duty ratio and less than 100%, the four cooling devices are operated every time, and the dead time is 1-total duty ratio 1.
6. The integrated heat sink according to any one of claims 1 to 5,
the cooling master controller is integrated with a controller and drivers with the same number as the cooling devices.
7. The integrated heat sink as claimed in claim 6, wherein the drivers comprise H-bridge driving circuits composed of four switching tubes, the H-bridge driving circuits of two adjacent drivers share the same bridge arm, and each H-bridge driving circuit is turned on to drive the cooling device connected thereto to operate.
8. The integrated heat sink of claim 7,
the switch tube is a triode, an IGBT, an MOSFET or a diode.
9. A control method for an integrated heat sink according to any one of claims 1 to 8, wherein the method comprises:
the vehicle control unit sends the target temperature of the cooling medium in each cooling flow path to the cooling master controller;
and the cooling master controller compares the actual temperature of the cooling medium acquired by the temperature sensor with the corresponding target temperature, and calculates the control quantity for controlling each cooling module based on a specific algorithm, so that each cooling module can radiate the corresponding cooling flow path according to the received control quantity.
10. The control method according to claim 9, wherein the step of generating the control quantity by the cooling overall controller includes:
selecting a control mode, wherein the control mode comprises a first mode for outputting a PWM signal as an output control quantity and a second mode for outputting a start-stop signal as an output control quantity,
in the first mode, determining the operation number of the cooling devices according to the total duty ratio calculated by adopting a PID algorithm, and calculating the PWM signal of each cooling device to be operated;
in the second mode, the number of cooling devices which are operated in turn is determined according to the total duty ratio calculated by using the PID algorithm, and the dead time between the cooling devices to be operated is calculated.
11. The control method according to claim 10, wherein, when the cooling module is composed of N cooling devices,
the cooling master controller determines a preset duty ratio range where the total duty ratio obtained through calculation is located in a first mode, and selects the cooling devices with the number of N corresponding to the preset duty ratio range to send PWM signals, wherein the duty ratios of the PWM signals of the N cooling devices are the total duty ratio N/N;
and the cooling master controller determines the preset duty ratio range where the total duty ratio obtained by calculation is located in the second mode, selects the cooling devices with the number of N corresponding to the preset duty ratio range to send PWM signals in turn, and leaves dead time of 1-total duty ratio N/N when the cooling devices are switched.
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