A cooling system and its active control method and fault line identification method

Abstract

The application discloses a cooling system and an active control method and a fault pipeline identification method thereof, relates to the technical field of vehicle cooling systems, and is characterized in that the cooling mechanism is provided with two branches, the two branches are connected in communication through a first electromagnetic water valve and a second electromagnetic water valve to form a closed loop, at least one group of cooling element controllers and cooling units are arranged on each branch, the first electromagnetic water valve is connected in communication with the electronic water pump, the second electromagnetic water valve is connected in communication with a radiator core, the radiator core is connected in communication with the electronic water pump, and a fan for heat dissipation is installed on the radiator core. The cooling flow path is reasonably arranged, and multiple flow circulation modes are connected in series and in parallel to adapt to different working conditions in actual application, so that the vehicle cooling is more stable, the application is more extensive, the detection of the flow path is fast and accurate in cooperation with the leak point identification in the application, and the leak point can be maintained in time.

Description

Technical Field

[0001] This invention relates to the field of automotive cooling system technology, specifically to a cooling system and its active control method and fault pipeline identification method. Background Technology

[0002] Automotive cooling systems exist in gasoline-powered vehicles, electric vehicles, and hybrid vehicles. Their purpose is to transfer the heat from components that require cooling through the radiator core and then blow it into the atmosphere by a fan, so as to keep the operating temperature of the components within a suitable range.

[0003] In existing technologies, cooling systems often use distributors to passively control the series or parallel connection of each branch. Once the existing structure is determined, the only solution is to redesign the entire vehicle's piping layout; otherwise, the series or parallel connection mode cannot be changed. Furthermore, automotive cooling systems primarily employ passive control strategies, adjusting the speed of the electronic water pump and fan based on water temperature signals. This makes it impossible to achieve series or parallel control within the cooling circuit, nor can it achieve optimal flow control within the circuit. Moreover, vehicle-level technology cannot identify fault points in the cooling piping, especially in areas with numerous pipes and dense hydraulic lines and cables, making fault identification extremely difficult. Summary of the Invention

[0004] The purpose of this invention is to provide a cooling system and its active control method and fault pipeline identification method to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a cooling system and its active control method and fault pipeline identification method, including a cooling mechanism and an electronic control mechanism for heat dissipation; The cooling mechanism has two branches, which are connected to form a closed loop via a first electromagnetic water valve and a second electromagnetic water valve. Each branch is equipped with at least one set of cooling element controller and cooling unit. The first electromagnetic water valve is connected to an electronic water pump. The second electromagnetic water valve is connected to the radiator core. The radiator core is connected to the electronic water pump. A fan for heat dissipation is installed on the radiator core. The electronic control mechanism includes a vehicle VCU, which is electrically connected to and used to control the first electromagnetic water valve, the second electromagnetic water valve, the electronic water pump, and the fan. The vehicle VCU is also electrically connected to and receives signals from the first electromagnetic water valve, the second electromagnetic water valve, the cooling element controller, the cooling unit, the electronic water pump, the radiator core, and the fan.

[0006] Preferably, the electronic control mechanism further includes a flow meter installed between the cooling element controller and the cooling unit, and the flow meter is electrically connected to the vehicle VCU to provide feedback signals.

[0007] Preferably, both the first electromagnetic water valve and the second electromagnetic water valve are at least three-position four-way valves.

[0008] Preferably, the P1 port of the first electromagnetic water valve is connected to the output terminal of the electronic water pump, the P2 port of the first electromagnetic water valve is connected to the T2 port of the second electromagnetic water valve, the cooling element controller on any branch is connected to the T1 port of the first electromagnetic water valve, and the cooling element controller on another branch is connected to the T2 port of the first electromagnetic water valve.

[0009] Preferably, the P1 port of the second electromagnetic water valve is connected to the cooling unit, and the branch where the cooling unit is located is connected to the T1 port of the first electromagnetic water valve; the cooling unit of the other branch is connected to the P2 port of the second electromagnetic water valve, and the T1 port of the second electromagnetic water valve is connected to the radiator core.

[0010] Preferably, the fan is driven by an electric or hydraulic motor.

[0011] An active control method for a cooling system, based on the aforementioned cooling system; specifically as follows: The vehicle VCU receives temperature signals from the cooling units and their corresponding cooling element controllers on the two branches. The vehicle VCU then confirms the received signals and determines whether they are below a preset threshold. When the feedback temperature signal is lower than the preset threshold, the vehicle's VCU sends a control signal to control the electronic water pump to run at low speed and adjust the flow mode, which includes parallel mode and series mode. The parallel mode achieves dual-channel cooling of the cooling system by changing the valve core positions of the first and second solenoid water valves. The series mode achieves single-channel flow cooling of the cooling system by changing the valve core positions of the first and second solenoid water valves. When the temperature signal from one of the branches exceeds a preset threshold, the vehicle's VCU sends a control signal to control the electronic water pump to run at high speed and / or the vehicle's VCU sends a control signal to control the fan to run at high speed and / or change the flow path.

[0012] Preferably, the parallel mode includes the following switching methods, specifically: By changing the first solenoid water valve to position the valve core in the third position, and the second solenoid water valve to position the valve core in the third position, both branches allow coolant to flow to the radiator core.

[0013] Preferably, the serial mode includes the following four switching methods, specifically: S1 changes the first and second solenoid water valves so that both valve cores are in position, and one branch flows coolant to the radiator core. S2 changes the first solenoid water valve to make the valve core in position two, and the second solenoid water valve to make the valve core in position one. Another branch flows the coolant to the radiator core. S3 changes the first solenoid water valve so that the valve core is in position one, and the second solenoid water valve so that the valve core is in position two. One branch flows with coolant, and the coolant returns to the first solenoid water valve through the second solenoid water valve. At this time, the first solenoid water valve switches the valve core to position two, and the second solenoid water valve switches the valve core to position one. The return water from the second solenoid water valve flows to another branch and then enters the radiator core through the second solenoid water valve. S4 changes the first solenoid water valve so that the valve core is in position two, and the second solenoid water valve so that the valve core is in position two. One branch flows with coolant, and the coolant returns to the first solenoid water valve through the second solenoid water valve. At this time, the first solenoid water valve switches the valve core to position one, and the second solenoid water valve switches the valve core to position one. The return water from the second solenoid water valve flows to another branch and then enters the radiator core through the second solenoid water valve.

[0014] A method for identifying faulty piping in a cooling system, based on the aforementioned cooling system, the specific identification method is as follows: A1 Electronic Water Pump Pipeline Identification: The system receives signals from the electronic water pump via the vehicle's VCU. When an idling signal is detected, it indicates a leak in the pipeline connected to the electronic water pump. A2 identifies leaks via flow meter: If the flow meter reading is abnormal when received by the vehicle's VCU, a leak is detected in the piping before the flow meter; if the temperature signal from the vehicle's VCU is normal when the cooling element controller reports it, a leak is detected in the piping between the cooling element controller and the flow meter. A3 Cooling Unit Piping Identification: If the flow rate value received by the flow meter through the vehicle VCU is normal, but the temperature signal fed back by the cooling unit to the vehicle VCU is abnormal, it is determined that there is a leak in the piping between the flow meter and the cooling unit. A4 Series and Parallel Identification: When connected in parallel, the vehicle VCU receives signals from each unit normally, while when connected in series, any branch is abnormal, indicating a leak in the pipeline between the first and second solenoid water valves.

[0015] Compared with the prior art, the beneficial effects of the present invention are: This invention rationally sets up the cooling flow path and adapts to different working conditions in practical applications by using multiple flow methods in series and parallel, making vehicle cooling more stable and its application more widespread. At the same time, in conjunction with the leak detection in this invention, the flow path can be quickly and accurately detected, facilitating timely and rapid maintenance of leaks. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of a cooling system structure according to the present invention; Figure 2 This is a schematic diagram showing the connection and symbol of the first electromagnetic water valve in a cooling system according to the present invention; Figure 3 This is a schematic diagram showing the connection and symbol of the second electromagnetic water valve in a cooling system according to the present invention.

[0017] In the diagram: 1. First solenoid water valve; 2. Second solenoid water valve; 3. Cooling element controller; 4. Cooling unit; 5. Electronic water pump; 6. Radiator core; 7. Fan; 8. Vehicle VCU; 9. Flow meter. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example

[0020] Please see Figure 1 A cooling system comprising a cooling mechanism for heat dissipation and an electronic control mechanism; The cooling mechanism has two branches, which are connected to form a closed loop via a first electromagnetic water valve 1 and a second electromagnetic water valve 2. Both the first electromagnetic water valve 1 and the second electromagnetic water valve 2 are at least three-position four-way valves. The valves used can be selected by those skilled in the art based on the number of branches, and are not limited to the above-mentioned three-position four-way valves. Each branch is equipped with at least one set of cooling element controller 3 and cooling unit 4. The first electromagnetic water valve 1 is connected to an electronic water pump 5. The second electromagnetic water valve 2 is connected to a radiator core 6. The radiator core 6 is connected to the electronic water pump 5. A fan 7 driven by an electric or hydraulic motor for heat dissipation is installed on the radiator core 6. Please see Figure 2 In this configuration, the P1 port of the first electromagnetic water valve 1 is connected to the output terminal of the electronic water pump 5, the P2 port of the first electromagnetic water valve 1 is connected to the T2 port of the second electromagnetic water valve 2, the cooling element controller 3 on any branch is connected to the T1 port of the first electromagnetic water valve 1, and the cooling element controller 3 on another branch is connected to the T2 port of the first electromagnetic water valve 1.

[0021] Please see Figure 3The P1 port of the second electromagnetic water valve 2 is connected to the cooling unit 4, and the branch where the cooling unit 4 is located is connected to the T1 port of the first electromagnetic water valve 1; the cooling unit 4 of another branch is connected to the P2 port of the second electromagnetic water valve 2, and the T1 port of the second electromagnetic water valve 2 is connected to the radiator core 6.

[0022] The electronic control mechanism is electrically connected to the vehicle's VCU8 and is used to control the first solenoid water valve 1, the second solenoid water valve 2, the electronic water pump 5, and the fan 7. The vehicle's VCU8 is also electrically connected to and receives signals from the first solenoid water valve 1, the second solenoid water valve 2, the cooling element controller 3, the cooling unit 4, the electronic water pump 5, the radiator core 6, and the fan 7. The electronic control mechanism also includes a flow meter 9 installed between the cooling element controller 3 and the cooling unit 4. The flow meter 9 is electrically connected to the vehicle's VCU8 to provide feedback signals.

[0023] All the above-mentioned units are connected by pipelines. In specific implementation, those skilled in the art can select the connection method and pipeline according to actual needs, which will not be described in detail here.

[0024] An active control method for a cooling system, based on the aforementioned cooling system, is as follows: The vehicle VCU8 receives temperature signals from the cooling units 4 and their corresponding cooling element controllers 3 on the two branches. The vehicle VCU8 then confirms the received signals and determines whether they are below the preset threshold. Specifically, when the feedback temperature signal is lower than a preset threshold, the vehicle's VCU8 sends a control signal to control the electronic water pump 5 to operate at low speed and adjust the flow mode, which includes parallel and series modes; please refer to... Figure 2 and Figure 3 As shown; The parallel mode achieves dual-channel cooling of the cooling system by changing the valve core positions of the first electromagnetic water valve 1 and the second electromagnetic water valve 2. Parallel mode includes the following switching methods, specifically: By changing the first solenoid water valve 1 to make the valve core in the third position, and the second solenoid water valve 2 to make the valve core in the third position, both branches flow coolant to the radiator core 6.

[0025] The series mode achieves single-channel flow cooling of the cooling system by changing the valve core positions of the first solenoid water valve 1 and the second solenoid water valve 2. The serial mode includes the following four switching methods, specifically: S1 changes the first solenoid water valve 1 and the second solenoid water valve 2 so that both valve cores are in one position, and one branch flows coolant to the radiator core 6. S2 changes the first solenoid water valve 1 to make the valve core in position two, and the second solenoid water valve 2 to make the valve core in position one. Another branch flows the coolant to the radiator core 6. S3 changes the first solenoid water valve 1 so that the valve core is in position one, and the second solenoid water valve 2 so that the valve core is in position two. One branch flows with coolant, and the coolant returns to the first solenoid water valve 1 through the second solenoid water valve 2. At this time, the first solenoid water valve 1 switches the valve core to position two, and the second solenoid water valve 2 switches the valve core to position one. The return water from the second solenoid water valve 2 flows to another branch and then enters the radiator core 6 through the second solenoid water valve 2. S4 changes the first solenoid water valve 1 so that the valve core is in position two, and the second solenoid water valve 2 so that the valve core is in position two. One branch flows with coolant, and the coolant returns to the first solenoid water valve 1 through the second solenoid water valve 2. At this time, the first solenoid water valve 1 switches the valve core to position one, and the second solenoid water valve 2 switches the valve core to position one. The return water from the second solenoid water valve 2 flows to the other branch and then enters the radiator core 6 through the second solenoid water valve 2.

[0026] When the temperature signal from one of the branches exceeds the preset threshold, the vehicle's VCU8 sends a control signal to control the electronic water pump 5 to run at high speed and / or the vehicle's VCU8 sends a control signal to control the fan 7 to run at high speed and / or change the flow path.

[0027] A method for identifying faulty piping in a cooling system, based on the aforementioned cooling system, is as follows: A1 Electronic Water Pump 5 Pipeline Identification: The signal fed back by the electronic water pump 5 is received through the vehicle's VCU8. When an idling signal is detected, it is determined that there is a leak in the pipeline connected to the electronic water pump 5. A2 identifies leaks via flow meter 9: If the flow rate value received by the vehicle VCU8 from flow meter 9 is abnormal, it is determined that there is a leak in the pipeline before flow meter 9; If the temperature signal from the vehicle VCU8 fed back by the cooling element controller 3 is normal, it is determined that there is a leak in the pipeline between the cooling element controller 3 and flow meter 9. A3 Cooling Unit 4 Pipeline Identification: The flow rate value received by the flow meter 9 through the vehicle VCU8 is normal, but the temperature signal fed back by the cooling unit 4 from the vehicle VCU8 is abnormal, indicating that there is a leak in the pipeline between the flow meter 9 and the cooling unit 4. A4 Series and Parallel Identification: When connected in parallel, the vehicle's VCU8 receives signals from each unit normally. However, when connected in series, any branch is abnormal, indicating a leak in the pipeline between the first solenoid water valve 1 and the second solenoid water valve 2.

[0028] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. An active control method for a cooling system, characterized in that, This includes cooling mechanisms and electronic control mechanisms for heat dissipation; The cooling mechanism has two branches, which are connected to form a closed loop via a first electromagnetic water valve (1) and a second electromagnetic water valve (2). Each branch is equipped with at least one set of cooling element controller (3) and cooling unit (4). The first electromagnetic water valve (1) is connected to an electronic water pump (5). The second electromagnetic water valve (2) is connected to a radiator core (6). The radiator core (6) is connected to the electronic water pump (5). The first electromagnetic water valve (1) is connected to the second electromagnetic water valve (2). A fan (7) for heat dissipation is installed on the radiator core (6). The electronic control mechanism includes a vehicle VCU (8), which is electrically connected to and used to control the first electromagnetic water valve (1), the second electromagnetic water valve (2), the electronic water pump (5), and the fan (7). The vehicle VCU (8) is electrically connected to and receives signals from the first electromagnetic water valve (1), the second electromagnetic water valve (2), the cooling element controller (3), the cooling unit (4), the electronic water pump (5), the radiator core (6), and the fan (7). The vehicle VCU (8) receives temperature signals from the cooling units (4) on the two branches and their corresponding cooling element controllers (3). The vehicle VCU (8) confirms the received signals and determines whether they are below the preset threshold. When the feedback temperature signal is lower than the preset threshold, the vehicle VCU (8) sends a control signal to control the electronic water pump (5) to run at low speed and adjust the flow mode, which includes parallel mode and series mode. The parallel mode achieves dual-channel cooling of the cooling system by changing the valve core positions of the first electromagnetic water valve (1) and the second electromagnetic water valve (2). The series mode allows the cooling system to perform single-channel flow cooling by changing the valve core positions of the first electromagnetic water valve (1) and the second electromagnetic water valve (2), or allows the coolant to flow from one branch back to another branch for cooling. When the temperature signal from one of the branches is higher than the preset threshold, the vehicle VCU (8) sends a control signal to control the electronic water pump (5) to run at high speed and / or the vehicle VCU (8) sends a control signal to control the fan (7) to run at high speed and / or change the flow path. The serial mode includes the following four switching methods, specifically: S1 changes the first electromagnetic water valve (1) and the second electromagnetic water valve (2) so that both valve cores are in position, and one branch flows coolant to the radiator core (6). S2 changes the first solenoid water valve (1) to make the valve core in position two, and the second solenoid water valve (2) to make the valve core in position one, and the other branch flows the coolant to the radiator core (6). S3 changes the first solenoid water valve (1) so that the valve core is in position one, and the second solenoid water valve (2) so that the valve core is in position two. One branch flows through the coolant, and the coolant returns to the first solenoid water valve (1) through the second solenoid water valve (2). At this time, the first solenoid water valve (1) switches the valve core to position two, and the second solenoid water valve (2) switches the valve core to position one. The return water from the second solenoid water valve (2) flows to another branch and then enters the radiator core (6) through the second solenoid water valve (2). S4 changes the first electromagnetic water valve (1) so that the valve core is in position two, and the second electromagnetic water valve (2) so that the valve core is in position two. One branch flows with coolant, and the coolant returns to the first electromagnetic water valve (1) through the second electromagnetic water valve (2). At this time, the first electromagnetic water valve (1) switches the valve core to position one, and the second electromagnetic water valve (2) switches the valve core to position one. The return water from the second electromagnetic water valve (2) flows to another branch and then enters the radiator core (6) through the second electromagnetic water valve (2).

2. The active control method for the cooling system according to claim 1, characterized in that: The electronic control mechanism also includes a flow meter (9) installed between the cooling element controller (3) and the cooling unit (4), and the flow meter (9) is electrically connected to the vehicle VCU (8) to provide feedback signals.

3. The active control method for the cooling system according to claim 2, characterized in that: Both the first electromagnetic water valve (1) and the second electromagnetic water valve (2) are at least three-position four-way valves.

4. The active control method for the cooling system according to claim 3, characterized in that: The P1 port of the first electromagnetic water valve (1) is connected to the output terminal of the electronic water pump (5), the P2 port of the first electromagnetic water valve (1) is connected to the T2 port of the second electromagnetic water valve (2), the cooling element controller (3) on any branch is connected to the T1 port of the first electromagnetic water valve (1), and the cooling element controller (3) on another branch is connected to the T2 port of the first electromagnetic water valve (1).

5. The active control method for the cooling system according to claim 4, characterized in that: The P1 port of the second electromagnetic water valve (2) is connected to the cooling unit (4), and the branch where the cooling unit (4) is located is connected to the T1 port of the first electromagnetic water valve (1); the cooling unit (4) of another branch is connected to the P2 port of the second electromagnetic water valve (2), and the T1 port of the second electromagnetic water valve (2) is connected to the radiator core (6).

6. The active control method for a cooling system according to any one of claims 1-5, characterized in that: The fan (7) is driven by an electric or hydraulic motor.

7. The active control method for a cooling system according to claim 1, characterized in that: Parallel mode includes the following switching methods, specifically: By changing the first solenoid water valve (1) to make the valve core in the third position, and the second solenoid water valve (2) to make the valve core in the third position, both branches flow coolant to the radiator core (6).

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