A waterway control system for dual inverters

Abstract

This invention provides a water channel control system for dual inverters. The system includes: a first inverter, a second inverter, a first inlet pipe, a second inlet pipe, a third inlet pipe, a fourth inlet pipe, a first valve, a second valve, and a control unit. The first valve is installed on the third inlet pipe and is electrically connected to the control unit. The second valve is installed on the fourth inlet pipe and is also electrically connected to the control unit. The control unit can control the opening and closing of the first and second valves. This water channel control system for dual inverters can meet the different cooling requirements of dual inverters under different operating conditions, preventing the inverters from being power-limited due to insufficient heat dissipation, thus improving vehicle performance and economic efficiency.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle power technology, and in particular to a water channel control system for dual inverters. Background Technology

[0002] The semiconductor power devices in high-power inverters carry high power / current, generating significant heat due to power losses. Vehicle inverters typically use water cooling to dissipate this heat. In dual-inverter vehicle designs, a common approach is for both inverters to share a fixed water channel to simplify the structure. However, this design limits the options for different operating conditions, restricting the inverters to only one more demanding scenario and lacking flexibility in heat dissipation.

[0003] For example, let's denote the dual inverters in the vehicle as A and B. If there are two operating conditions, in the first operating condition, the power of inverter A is P. A1 The power that the coolant needs to carry away is P. lossA1 The power of inverter B is P B1 The power that the coolant needs to carry away is P. lossB1 In the second operating condition, the power of inverter A is P. A2 The power that the coolant needs to carry away is P. lossA2 The power of inverter B is P B2 The power that the coolant needs to carry away is P. lossB2 Assume P lossA1 >P lossA2 And P lossB1 <P lossB2 Since the two inverters currently share a single set of coolant inlet and outlet channels, there are three design approaches for coolant flow design:

[0004] If we follow the first working condition P lossA1 +P lossB1 The design may not meet the requirements of the second operating condition P. los sA2 +P lossB2 Cooling requirements; if according to the second operating condition P lossA2 +P lossB2 The design may not meet the first operating condition P. lossA1 +P lossB1 In both of these scenarios, due to insufficient cooling requirements, the power of a certain inverter may be limited, ultimately affecting vehicle performance.

[0005] If the cooling requirements of both operating conditions are met simultaneously, P lossA1 +P lossB2 Over-design can lead to excessive design, resulting in increased costs. Utility Model Content

[0006] This invention addresses the aforementioned problems by proposing a waterway control system for dual inverters, which can solve one or more of the aforementioned technical problems.

[0007] According to one aspect of the present invention, a waterway control system for a dual inverter is provided, comprising:

[0008] First inverter, second inverter, first liquid inlet pipe, second liquid inlet pipe, third liquid inlet pipe, fourth liquid inlet pipe, first valve, second valve, and control unit.

[0009] The first and third inlet pipes are used for coolant to flow into the first inverter.

[0010] The second and fourth inlet pipes are used for coolant to flow into the second inverter.

[0011] The third inlet pipe is equipped with a first valve, which is electrically connected to the control unit. The control unit can control the opening and closing of the first valve.

[0012] A second valve is installed on the fourth liquid inlet pipe. The second valve is electrically connected to the control unit, which can control the opening and closing of the second valve.

[0013] The first valve and the second valve are not both open at the same time, nor are they both closed at the same time.

[0014] In some implementations, the sum of the coolant flow rates Q into the first inverter from the first inlet pipe and the third inlet pipe is... A It can meet the maximum cooling requirements of the first inverter under various operating conditions; the sum of the coolant flow rates Q from the second and fourth inlet pipes into the second inverter is sufficient to meet these requirements. B It can meet the maximum cooling requirements of the second inverter under various operating conditions.

[0015] In some implementations, the coolant flow rate ΔQ in the third inlet pipe A The coolant flow rate of the first inlet pipe is Q, which is the maximum value among the differences in cooling requirements under various operating conditions of the first inverter. A1 Q A =△Q A +Q A1 .

[0016] In some implementations, the coolant flow rate ΔQ in the fourth inlet pipe B The coolant flow rate of the second inlet pipe is Q, which is the maximum value among the differences in cooling requirements under various operating conditions of the second inverter. B1 Q B =△Q B +Q B1 .

[0017] In some implementations, the allowable coolant flow rate in the third inlet pipe is equal to the allowable coolant flow rate in the fourth inlet pipe, denoted as ΔQ.

[0018] In some implementations, when the allowable coolant flow rate in the third inlet pipe and the allowable coolant flow rate in the fourth inlet pipe are equal, let ΔQ = max{ΔQ} A , △Q B}, where ΔQ can satisfy the maximum value of the difference between the cooling requirements of the second inverter under various operating conditions and the difference between the cooling requirements of the first inverter under various operating conditions.

[0019] The beneficial effects of this utility model are as follows: By setting up a third liquid inlet pipe, a fourth liquid inlet pipe, a first valve, and a second valve, the control unit controls the opening and closing of the first valve and the second valve, thereby controlling the on / off state of the third liquid inlet pipe and the fourth liquid inlet pipe. The coolant flow rate is adjusted according to the cooling requirements under actual working conditions, which can meet the different cooling requirements of the dual inverter under different working conditions, avoid the inverter being limited in power due to insufficient heat dissipation, and improve vehicle performance. The structure is simple and the cost is low, which can be widely used in the field of new energy vehicle power systems, including but not limited to range-extended new energy vehicles, pure electric vehicles, plug-in hybrid vehicles, and any application of dual inverter controllers.

[0020] In addition, unless otherwise specified, all aspects of this utility model technical solution can be implemented by conventional means in the field. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the specific embodiments of this utility model, the drawings used in the description of the specific embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of a waterway control system for a dual inverter, provided as an embodiment of the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only some embodiments of this utility model, not all embodiments, and are used only to explain the present utility model and are not intended to limit the present utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0024] Example:

[0025] Reference manual attached Figure 1 This illustration shows a waterway control system for a dual inverter according to an embodiment of the present invention, comprising:

[0026] First inverter 1, second inverter 2, first liquid inlet pipe 3, second liquid inlet pipe 4, third liquid inlet pipe 5, fourth liquid inlet pipe 6, first valve 7, second valve 8, and control unit.

[0027] The first inlet pipe 3 and the third inlet pipe 5 are used to allow coolant to flow into the first inverter 1.

[0028] The second inlet pipe 4 and the fourth inlet pipe 6 are used to allow coolant to flow into the second inverter 2.

[0029] A first valve 7 is installed on the third liquid inlet pipe 5. The first valve 7 is electrically connected to the control unit, which can control the opening and closing of the first valve 7.

[0030] The first valve 7 is either fully open or fully closed, with no other intermediate states.

[0031] A second valve 8 is installed on the fourth liquid inlet pipe 6. The second valve 8 is electrically connected to the control unit, which can control the opening and closing of the second valve 8.

[0032] The second valve 8 is either fully open or fully closed, with no other intermediate states.

[0033] The opening and closing relationship of the first valve 7 and the second valve 8 is an XOR relationship, that is, the first valve 7 and the second valve 8 cannot be open at the same time, and the first valve 7 and the second valve 8 cannot be closed at the same time.

[0034] In an optional embodiment, one end of the first liquid inlet pipe 3 and the third liquid inlet pipe 5 are connected to the inlet of the cooling water channel of the first inverter 1, and the other end can be connected to the coolant inlet pipe 9, which can be connected to the outlet of the cooling pump.

[0035] One end of the second liquid inlet pipe 4 and the fourth liquid inlet pipe 6 are connected to the inlet of the cooling water channel of the second inverter 2, and the other end can be connected to the coolant inlet pipe 9, which can be connected to the outlet of the cooling pump.

[0036] Reference manual attached Figure 1 The direction of coolant flow is shown by the arrow in the attached diagram.

[0037] In an optional embodiment, the sum Q of the coolant flow rates flowing into the first inverter 1 from the first inlet pipe 3 and the third inlet pipe 5 is... AIt should be able to meet the maximum cooling requirements of the first inverter 1 under various operating conditions; the sum of the coolant flow rates Q from the second inlet pipe 4 and the fourth inlet pipe 6 into the second inverter 2 B To meet the maximum cooling requirements of the second inverter 2 under various operating conditions, the flow rate Q of the coolant flowing into pipe 9 should be equal to Q0. A and Q B sum.

[0038] The flow rate of coolant into the first inverter 1 from the first inlet pipe 3 is Q. A1 It should be able to meet the minimum cooling requirements of the first inverter 1 under various operating conditions, and the flow rate Q of the coolant flowing into the second inverter 2 through the second inlet pipe 4 should be sufficient. B1 It should be able to meet the minimum cooling requirements of the second inverter 2 under various operating conditions.

[0039] For example, a vehicle may operate in two different conditions:

[0040] In the first operating condition, the power of the first inverter 1 is P. A1 The power loss that the coolant needs to remove is P. lossA1 The power of the second inverter 2 is P B1 The power loss that the coolant needs to remove is P. lossB 1;

[0041] In the second operating condition, the power of the first inverter 1 is P. A2 The power loss that the coolant needs to remove is P. lossA2 The power of the second inverter 2 is P B2 The power loss that the coolant needs to remove is P. lossB 2.

[0042] At this time, the flow rate Q A It should satisfy the requirement of being able to remove power loss P lossAMAX =max(P lossA1 P lossA2 The heat generated, i.e., Q A The value of Q should be sufficient to meet the maximum cooling requirements of the first inverter 1 under all operating conditions of the vehicle; flow rate Q B It should satisfy the requirement of being able to remove power loss P lossBMAX =max(P lossB1 P los sB2 The heat generated, i.e., Q B The value should be sufficient to meet the maximum cooling requirements of the second inverter 2 under all operating conditions of the vehicle.

[0043] In an optional embodiment, the coolant flow rate ΔQ of the third inlet pipe 5 AThe coolant flow rate of the first inlet pipe 3 is Q, which is the maximum value among the differences in cooling requirements under various operating conditions of the first inverter 1. A -△Q A The coolant flow rate △Q in the fourth inlet pipe 6 B The coolant flow rate of the second inlet pipe 4 is Q, which is the maximum value among the differences in cooling requirements under various operating conditions of the second inverter 2. B -△Q B .

[0044] The explanation is based on two operating conditions for the vehicle. In the first operating condition, the power of the first inverter 1 is P. A1 The power that the coolant needs to carry away is P. lossA1 The power of the second inverter 2 is P B1 The power that the coolant needs to carry away is P. lossB1 In the second operating condition, the power of the first inverter 1 is P. A2 The power that the coolant needs to carry away is P. lossA2 The power of the second inverter 2 is P B2 The power that the coolant needs to carry away is P. lossB2 .

[0045] Since there are only two operating conditions in this example, therefore △Q A For △P lossA =abs(P lossA1 -P lossA2 The flow rate corresponding to ) where abs indicates that the result of the operation within the parentheses is the absolute value. △Q B For △P lossB =abs(P lossB1 -P lossB2 The flow corresponding to ) . Assume P lossA1 >P lossA2 And P lossB1 <P lossB2 Then Q A 1 is P lossA2 The corresponding flow rate, △Q A For △P lossA =P lossA1 -P lossA2 The corresponding traffic, Q B1 For P lossB1 The corresponding flow rate, △Q B For △P lossB =P lossB2 -P lossB1 The corresponding traffic.

[0046] When the vehicle is in the first operating condition, the flow rate of the first inlet pipe 3 is Q. A1 Corresponding to power loss P lossA2The coolant flow rate of the second inlet pipe 4 is Q. B1 Corresponding to power loss P lossB1 Because of P lossA1 >P lossA2 If the first valve 7 is closed at this time, the cooling demand of the first inverter 1 cannot be met. Therefore, the control unit will control the first valve 7 to open, and the total flow rate of coolant into the first inverter 1 from the first inlet pipe 3 and the third inlet pipe 5 will be Q. A To take P away lossA1 The heat generated meets the cooling requirements of the first inverter 1 under the first operating condition, while the flow rate of coolant flowing into the second inverter 2 from the second inlet pipe 4 is Q. B1 Corresponding to power loss P lossB1 This directly meets the cooling requirements of the second inverter 2 under the first operating condition. Therefore, the control unit will control the second valve 8 to close. This flow arrangement can simultaneously meet the cooling requirements of the first inverter 1 and the second inverter 2 under the first operating condition.

[0047] When the vehicle is in the second operating condition, the flow rate of the first inlet pipe 3 is Q. A1 That is, corresponding to power loss P lossA2 The coolant flow rate of the second inlet pipe 4 is Q. B1 That is, the corresponding power loss P lossB1 Because of P lossA1 >P lossA2 And P lossB1 <P lossB2 At this point, the coolant flow rate into the first inverter 1 via the first inlet pipe 3 is sufficient to meet the cooling requirements of the first inverter 1 under the second operating condition. Therefore, the control unit will close the first valve 7. However, the coolant flow rate into the second inverter 2 via the second inlet pipe 4 alone is insufficient to meet the cooling requirements of the second inverter 2. Therefore, the control unit will open the second valve 8, and the total coolant flow rate into the first inverter 1 via the second inlet pipe 4 and the fourth inlet pipe 6 will be Q. B That is, corresponding to power loss P lossB2 It can meet the cooling requirements of the second inverter 2 under the second operating condition.

[0048] When the vehicle's operating conditions become more complex, assuming a third operating condition exists, the power of the first inverter 1 is P. A3 The power that the coolant needs to carry away is P. lossA3 The power of the second inverter 2 is P B3 The power that the coolant needs to carry away is P. lossB3 At this time, △Q A For △P lossA =max(abs(P) lossA1 -P lossA2 ), abs(PlossA1 -P lossA3 ), abs(P lossA2 -P lossA3 The flow rate corresponding to )) is △Q B For △P lossB =max(abs(P) lossB1 -P lossB2 ), abs(P lossB1 -P lossB3 ), abs(P lossB2 -P lossB3 The flow rate corresponding to )). That is, △Q A ΔQ is the maximum absolute difference between any two pairs of values ​​for the cooling requirements of the first inverter 1 under various operating conditions. B It represents the maximum absolute difference between any two pairs of the cooling requirements of the second inverter 2 under various operating conditions.

[0049] In an optional embodiment, the allowable coolant flow rate through the third inlet pipe 5 and the allowable coolant flow rate through the fourth inlet pipe 6 are equal, denoted as ΔQ. When the allowable coolant flow rate through the third inlet pipe 5 and the allowable coolant flow rate through the fourth inlet pipe 6 are equal, let ΔQ = max{ΔQ} A , △Q B}, that is, ΔQ can satisfy the maximum value of the difference between the cooling requirements of the second inverter under various operating conditions and the difference between the cooling requirements of the first inverter under various operating conditions.

[0050] For example, the third inlet pipe 5 and the fourth inlet pipe 6 can be connected to the coolant inflow pipe 9 using a tee fitting. In this case, the allowable coolant flow rates in the third inlet pipe 5 and the fourth inlet pipe 6 are equal, both being ΔQ. Since ΔQ = max{ΔQ} A , △Q B Taking the two working conditions mentioned above as examples, ΔQ is equal to ΔP. lossMAX =max(abs(P) lossA1 -P lossA2 ), abs(P lossB1 -P lossB2 The value of the flow rate corresponding to )) should be the maximum value of the absolute difference between each pair of cooling requirements of the first inverter 1 under each operating condition and the absolute difference between each pair of cooling requirements of the second inverter 2 under each operating condition.

[0051] Under the first operating condition, the coolant flow rate of the vehicle in the first inlet pipe 3 is Q. A1 The coolant flow rate of the second inlet pipe 4 is Q. B1 Assume P lossA1 >P lossA2 And P lossB1 <P lossB2 ,abs(Plos sB1 -P lossB2 )>abs(P lossA1 -P lossA2 ), Q A1 Corresponding power loss P lossA2 Q B1 Corresponding power loss P lossB1 △Q is △P lossMAX =max{abs(P lossA1 -P lossA2 ), abs(P lossB1 -P lossB2 The flow rate corresponding to )} is known, abs(P) lossB1 -P lossB2 )>abs(P lossA1 -P lossA2 If ), then △Q is P. lossB2 -P lossB1 The corresponding flow rate. At this time, the coolant flow rate of the first inlet pipe 3 cannot meet the cooling demand under the first operating condition, so the control unit will control the first valve 7 to open. At this time, ΔQ is greater than P. lossA1 -P lossA2 The corresponding flow rate, therefore, the sum of the coolant flow rates Q of the first inlet pipe 3 and the third inlet pipe 5. A =Q A1 +△Q, must be greater than P. lossA1 The corresponding coolant flow rate meets the cooling requirements of the first inverter 1 under the first operating condition, and the coolant flow rate Q of the second inlet pipe 4 is... B 1 corresponds to power loss P lossB1 This directly meets the cooling requirements of the second inverter 2 under the first operating condition.

[0052] When the vehicle is in the second operating condition, the coolant flow rate in the first inlet pipe 3 is Q. A1 The coolant flow rate of the second inlet pipe 4 is Q. B1 P lossA1 >P lossA2 And P lossB1 <P lossB2 ,abs(P lossB1 -P l ossB2 )>abs(P lossA1 -P lossA2 ), Q A1 Corresponding power loss P lossA2 Q B1 Corresponding power loss P l ossB1 △Q is △P lossMAX =max{abs(P lossA1 -PlossA2 ), abs(P lossB1 -P lossB2 The flow corresponding to abs(P)} is due to the fact that abs(P) lossB1 -P lossB2 )>abs(P lossA1 -P lossA2 If ), then △Q is P. lossB2 -P lossB1 The corresponding flow rate. At this time, the flow rate Q of the coolant flowing into the first inverter 1 from the first inlet pipe 3 is... A1 Corresponding to P lossA2 To meet the cooling requirements of the first inverter 1 under the second operating condition, the first valve 7 is closed, and the coolant flow rate Q into the second inverter 1 via the second inlet pipe 4 is [missing information]. B1 Unable to satisfy P lossB2 To meet the corresponding cooling demand, the control unit opens the second valve 8, allowing the total flow rate Q of the coolant from the second inlet pipe 4 and the fourth inlet pipe 6 into the first inverter 1. B =Q B1 +△Q, i.e., P lossB1 +(P lossB2 -P lossB1 The corresponding coolant flow rate can meet the cooling requirements of the second inverter 2 under the second operating condition.

[0053] The beneficial effects of this utility model are as follows: By setting up a third liquid inlet pipe, a fourth liquid inlet pipe, a first valve, and a second valve, the control unit controls the opening and closing of the first and second valves, thereby controlling the on / off state of the third and fourth liquid inlet pipes. The coolant flow rate is adjusted according to the cooling requirements under actual operating conditions, which can meet the different cooling requirements of the dual inverters under different operating conditions, avoid the inverters from being limited in power due to insufficient heat dissipation, and improve vehicle performance. The structure is simple and the cost is low, which can be widely used in the field of new energy vehicle power systems, including but not limited to range-extended new energy vehicles, pure electric vehicles, plug-in hybrid vehicles, and any application of dual inverter controllers.

[0054] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A waterway control system for a dual inverter, characterized in that, include: First inverter, second inverter, first liquid inlet pipe, second liquid inlet pipe, third liquid inlet pipe, fourth liquid inlet pipe, first valve, second valve, and control unit. The first and third inlet pipes are used for coolant to flow into the first inverter. The second and fourth inlet pipes are used for coolant to flow into the second inverter. A first valve is installed on the third liquid inlet pipe. The first valve is electrically connected to the control unit, and the control unit can control the opening and closing of the first valve. A second valve is installed on the fourth liquid inlet pipe. The second valve is electrically connected to the control unit, which can control the opening and closing of the second valve. The first valve and the second valve are not both open at the same time, and the first valve and the second valve are not both closed at the same time.

2. A waterway control system for a dual inverter according to claim 1, characterized in that, The sum of the coolant flow rates Q from the first inlet pipe and the third inlet pipe into the first inverter A It can meet the maximum cooling requirements of the first inverter under various operating conditions; the sum of the coolant flow rates Q from the second and fourth inlet pipes into the second inverter is sufficient to meet the maximum cooling requirements of the first inverter under various operating conditions. B It can meet the maximum cooling requirements of the second inverter under various operating conditions.

3. A waterway control system for a dual inverter according to claim 1, characterized in that, The coolant flow rate ΔQ of the third inlet pipe A The coolant flow rate of the first inlet pipe is Q, which is the maximum value among the differences in cooling requirements under various operating conditions of the first inverter. A1 Q A =△Q A +Q A1 .

4. A waterway control system for a dual inverter according to claim 1, characterized in that, The coolant flow rate ΔQ of the fourth inlet pipe B The coolant flow rate of the second inlet pipe is Q, which is the maximum value among the differences in cooling requirements under various operating conditions of the second inverter. B1 Q B =△Q B +Q B1 .

5. A waterway control system for a dual inverter according to claim 1, characterized in that, The allowable coolant flow rate in the third inlet pipe is equal to the allowable coolant flow rate in the fourth inlet pipe, denoted as ΔQ.

6. A waterway control system for a dual inverter according to claim 5, characterized in that, When the allowable coolant flow rate through the third inlet pipe is equal to the allowable coolant flow rate through the fourth inlet pipe, let ΔQ = max{ΔQ} A , △Q B }, where ΔQ can satisfy the maximum value of the difference between the cooling requirements of the second inverter under various operating conditions and the difference between the cooling requirements of the first inverter under various operating conditions.

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