Heat dissipation control method of automobile radiator, radiator, storage medium and electronic equipment

Abstract

The invention relates to the technical field of automobile radiators. The heat dissipation control method of the automobile radiator, the radiator, the heat dissipation pipe, the storage medium and the electronic equipment are provided. According to the scheme, the heat dissipation efficiency of the automobile radiator can be remarkably improved. On one hand, different from the mode that a traditional radiator only depends on external gas for heat exchange, a dual heat exchange system of the second cooling liquid, the external gas and the first cooling liquid is constructed by means of the characteristic that the first cooling liquid does not directly participate in circulation and keeps low temperature. The second cooling liquid not only can dissipate heat through conventional gas-liquid heat exchange in circulation, but also can conduct heat through the low-temperature cooling liquid in the first flow channel adjacent to the second cooling liquid in an attached mode, the heat dissipation effect is further enhanced, and therefore the cooling efficiency of the engine cooling liquid is improved in an all-around mode, and reliable guarantee is provided for stable operation of an engine. And on the other hand, the temperature of the engine and the temperature of the first cooling liquid are obtained in real time, and the flow and the flow speed of the second cooling liquid are adjusted according to needs, so that the engine can keep proper working temperature under different working conditions, and performance loss caused by insufficient heat dissipation is effectively avoided.

Description

Technical Field

[0001] The present application relates to the technical field of automobile radiators, and in particular to a heat dissipation control method, a radiator, a storage medium and an electronic device of an automobile radiator. Background Art

[0002] The automotive industry is booming, and the improvement of the overall performance of automobiles has put forward higher requirements for core components. As the core device for power output, the automobile engine is accompanied by violent combustion and mechanical movement when working, and continuously generates heat. If this heat cannot be dissipated in time, it will cause the viscosity of the engine oil to decrease, the lubrication performance to deteriorate, aggravate the wear of parts, and greatly shorten the service life; this heat will also cause the parts to deform due to thermal expansion, resulting in unstable engine operation, reduced power output, and even malfunctions. Therefore, in order to ensure the normal operation of the engine, the automobile cooling system plays a vital role. Among them, the automobile radiator, as a key component of the cooling system, has the function of transferring the heat generated by the engine to the external environment.

[0003] At present, water cooling is the dominant method in the field of automobile radiators. This method relies on the circulation of coolant in the heat pipe between the cylinder cooling jacket and the radiator to achieve heat dissipation. When the engine is running, the coolant in the cylinder cooling jacket absorbs a large amount of heat generated by combustion and mechanical movement, and the temperature rises rapidly. Subsequently, the high-temperature coolant flows into the radiator, and the densely distributed heat sinks in the radiator increase the indirect contact area between the coolant and the outside air. The fan outside the radiator continuously applies forced convection to promote the coolant in the heat pipe to transfer heat to the outside air. After the coolant temperature drops, it flows back to the cylinder cooling jacket, and the cycle repeats, continuously taking away the heat from the engine to ensure its stable operation at an appropriate temperature. The heat dissipation effect of the water-cooled radiator is related to the heat dissipation area of ​​the radiator, the heat sink structure, and the heat exchange efficiency between the heat sink and the gas.

[0004] Although water cooling has improved the heat dissipation efficiency to a certain extent, it also has its own problems. The heat dissipation performance of the water-cooled radiator is significantly affected by the coolant flow rate, flow velocity, and temperature: insufficient flow cannot take away the heat in time; too fast flow rate will cause it to stay in the cylinder cooling jacket for too short a time and cannot fully absorb heat; if the temperature is too high, the coolant will absorb less heat from the engine, reducing the coolant's heat dissipation capacity. When controlling heat dissipation, traditional automotive water-cooled radiators mainly rely on adjusting the flow rate and flow velocity of the coolant to achieve cooling. This single adjustment method has obvious shortcomings and is difficult to effectively respond to the complex changes in engine operating conditions and environmental conditions. When the engine condition is changeable, it is difficult to accurately match the heat dissipation requirements only by adjusting the flow rate and flow velocity, and low heat dissipation efficiency is prone to occur. Summary of the invention

[0005] The present invention provides a heat dissipation control method, a radiator, a storage medium and an electronic device for an automotive radiator, and this method is used to solve the problem that in the prior art, the radiator only adapts to different heat dissipation requirements by adjusting the flow rate and velocity of the coolant, and the adjustment method is relatively single, making it difficult to accurately match different heat dissipation requirements.

[0006] To achieve the above object, a first aspect of the present application provides a heat dissipation control method for an automotive radiator, including:

[0007] S1: Obtain the temperature of the engine and the temperature of the first coolant;

[0008] S2: According to the temperature of the engine and the temperature of the first coolant, adjust the flow rate and / or velocity of the second coolant. The first coolant is stored in the first flow channel and does not directly participate in the current cooling cycle. The second coolant flows through the second flow channel and participates in the current cooling cycle. Along the extension direction, the same heat dissipation pipe is spaced into the first flow channel and the second flow channel. The first flow channel and the second flow channel are independent of each other, and the first flow channel and the second flow channel are adjacent and in contact.

[0009] In the first possible implementation method of the first aspect, obtaining the temperature of the engine includes continuously obtaining the temperature of the engine;

[0010] S2 further includes:

[0011] S21: Compare the later obtained engine temperature with the previously obtained engine temperature;

[0012] If the later obtained engine temperature is greater than the previously obtained engine temperature, adjusting the flow rate of the second coolant includes controlling the opening of the switch at the water outlet of the first flow channel.

[0013] In the second possible implementation method of the first aspect, before S2 after S1, there is also S15;

[0014] S15: Calculate the temperature difference G between the temperature of the engine and the temperature of the first coolant;

[0015] S2 further includes:

[0016] S22: Compare the temperature difference G with the threshold P;

[0017] S23: If the temperature difference G is greater than the threshold P, then increase the rotation speed of the radiator fan according to the temperature difference G.

[0018] In the third possible implementation method of the first aspect, obtaining the temperature of the engine includes continuously obtaining the temperature of the engine;

[0019] S2 further includes:

[0020] S24: Compare the engine temperature obtained later with the engine temperature obtained earlier;

[0021] If the engine temperature obtained later is greater than the engine temperature obtained earlier, adjusting the flow rate of the second coolant includes controlling to open the switch at the water outlet of the first flow channel and simultaneously closing the switch at the water outlet of the second flow channel.

[0022] In the fourth possible implementation method of the first aspect, obtaining the temperature of the engine includes continuously obtaining the temperature of the engine;

[0023] Before S2 and after S1, S11 and S12 are further included;

[0024] S11: Obtain the flow rate of the second coolant;

[0025] S12: Determine the time T according to the flow rate, where the time T is the time for all the first coolant in the first flow channel to be cooled;

[0026] S2 further includes:

[0027] S25: Compare the engine temperature obtained later with the engine temperature obtained earlier;

[0028] S26: If the engine temperature obtained later is greater than the engine temperature obtained earlier, determine the time T / n, where n is greater than 1 and n is determined according to the engine temperature obtained later. Adjusting the flow rate of the second coolant includes opening the switch at the water outlet of the first flow channel, and closing the switch at the water outlet of the first flow channel after the first coolant in the first flow channel has been cooled for a cycle time of T / n.

[0029] The second aspect of the present application provides a radiator, which adopts any one of the possible implementation methods of the heat dissipation control method of the automotive radiator provided in the first aspect, including:

[0030] A heat dissipation component, including heat dissipation tubes, which are spaced along the extending direction to form the first flow channel and the second flow channel. The first flow channel and the second flow channel are independent of each other, and the first flow channel and the second flow channel are adjacent to each other in a fitting manner.

[0031] A data acquisition component, used to acquire the temperature of the engine and the temperature of the first coolant;

[0032] An analysis component, used to output parameters for adjusting the flow rate and flow velocity of the second coolant according to the temperature of the engine and the temperature of the first coolant

[0033] A control component, used to adjust the flow rate and flow velocity of the second coolant according to the parameters.

[0034] In a first possible implementation of the radiator according to the second aspect, the heat dissipation tube is spaced along the extension direction to form the first flow channel and the second flow channel, including that the first flow channel and the second flow channel are evenly spaced along the extension direction of the heat dissipation tube.

[0035] In a first possible implementation of the radiator according to the second aspect, the heat dissipation assembly further includes a plurality of heat dissipation fins, which are arranged at intervals along the axial direction of the heat dissipation tube, and the heat dissipation fins are attached to the heat dissipation tube.

[0036] The third aspect of the present application provides a storage medium, including:

[0037] A computer program is stored thereon, and when the program is executed by a processor, it implements any possible implementation of the control method of the automotive radiator provided in the first aspect.

[0038] The fourth aspect of the present application provides an electronic device, including:

[0039] A processor; and

[0040] A memory, on which an executable code is stored, and when the executable code is executed by the processor, the processor is caused to execute any possible implementation of the automotive radiator control method provided in the first aspect.

[0041] The technical solution provided by the present application may include the following beneficial effects:

[0042] In this solution: the temperature of the engine is obtained to determine the degree of heat dissipation requirement under the current working condition, and the temperature of the first coolant can be obtained to determine the heat dissipation capacity of the first coolant. Since the first coolant is stored in the first flow channel and does not directly participate in the current cooling cycle, under the continuous cooling action of the external fan and air, it can maintain a relatively lower temperature than the second coolant, forming a stable low-temperature heat exchange medium. According to the temperature of the engine and the temperature of the first coolant, the flow rate of the second coolant is adjusted. The second coolant flows through the second flow channel and participates in the current cooling cycle. During the cycle, it continuously absorbs the heat generated by the engine and its temperature rises. Since the first flow channel and the second flow channel are located in the same heat dissipation tube and are adjacent and attached, and their side walls are closely attached, the contact area between the coolants is greatly increased, creating sufficient conditions for heat transfer. When the second coolant carrying high heat flows through the second flow channel, it can stably and efficiently transfer the heat to the coolant in the first flow channel through the attachment surface, completing an efficient heat exchange process. Further, by adjusting the flow rate of the second coolant, that is, allowing part of the first coolant to participate in the current cooling cycle, an increased second coolant is formed. By increasing the first coolant as a factor for adjusting the heat dissipation efficiency, the adjustability of heat dissipation is increased to accurately adapt to different heat dissipation requirements.

[0043] This solution is different from the traditional radiator's single mode of relying on external gas heat exchange. By utilizing the characteristic that the first coolant does not directly participate in the cycle and remains at a low temperature, a dual heat exchange system of the second coolant with the external air and the first coolant is constructed. During the cycle, the second coolant can not only dissipate heat through conventional gas-liquid heat exchange but also conduct heat with the low-temperature first coolant in the adjacent first flow channel, further enhancing the heat dissipation effect. Thus, the cooling efficiency of the engine coolant is comprehensively improved, and problems such as engine performance decline and abnormal wear of components caused by heat accumulation are eliminated, providing a reliable guarantee for the stable operation of the engine. At the same time, by obtaining the engine temperature and the first coolant temperature, the flow rate and velocity of the second coolant are adjusted as needed, enabling the engine to maintain an appropriate working temperature under different working conditions and effectively avoiding performance losses caused by insufficient heat dissipation.

[0044] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and do not limit this application. Brief Description of the Drawings

[0045] By describing the exemplary embodiments of this application in more detail in conjunction with the accompanying drawings, the above and other objects, features, and advantages of this application will become more obvious. Among them, in the exemplary embodiments of this application, the same reference numerals generally represent the same components.

[0046] Figure 1 is a schematic flowchart of the heat dissipation control method shown in the embodiments of this application;

[0047] Figure 2 is another schematic flowchart of the heat dissipation control method shown in the embodiments of this application;

[0048] Figure 3 is another schematic flowchart of the heat dissipation control method shown in the embodiments of this application;

[0049] Figure 4 is another schematic flowchart of the heat dissipation control method shown in the embodiments of this application;

[0050] Figure 5 is another schematic flowchart of the heat dissipation control method shown in the embodiments of this application;

[0051] Figure 6 is a schematic structural diagram of the electronic device shown in the embodiments of this application. Detailed Description of the Embodiments

[0052] The preferred embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the preferred embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present application more thorough and complete, and to fully convey the scope of the present application to those skilled in the art.

[0053] The terms used in the present application are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms "a", "the", and "said" used in the present application and the appended claims are also intended to include the plural forms unless the context clearly dictates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0054] In the description of the present application, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0055] In traditional automotive radiator technology, the coolant only relies on heat exchange with the outside air to achieve cooling. However, due to the low heat conduction efficiency of air, and the limitations in both the contact area and contact time between the coolant and air, the engine heat exchange efficiency is low, making it difficult to meet the heat dissipation requirements of the engine under different operating conditions.

[0056] Embodiment 1

[0057] It is difficult to accurately match the heat dissipation requirements only through flow rate and flow velocity adjustment, and problems such as low heat dissipation efficiency are likely to occur. Through the following solutions, the heat dissipation efficiency of the radiator can be significantly improved in this embodiment.

[0058] The technical solutions of the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0059] Figure 1 is a schematic flow chart of the heat dissipation control method shown in the embodiments of the present application;

[0060] S1: Obtain the temperature of the engine and the temperature of the first coolant;

[0061] In this step, the engine temperature generally refers to the temperature value obtained by temperature sensors installed at key parts of the engine block (such as the cylinder head, cylinder liner, etc.). The temperature sensors used can be resistance temperature sensors or infrared temperature sensors. The temperatures of these parts can intuitively reflect the internal heat load condition of the engine. Because during the power generation process of the engine, a large amount of heat generated by fuel combustion will be transferred to key parts such as the cylinder head and cylinder liner. The temperature changes of these key parts are closely related to the overall working state of the engine. The temperature data of the engine collected by the temperature sensors in real time is an important basis for judging the engine's heat dissipation requirements.

[0062] The temperature of the first coolant refers to the temperature of the coolant stored in the first flow channel. The first coolant does not directly participate in the current cycle. During the heat exchange process, the temperature distribution of its internal parts is uneven due to different degrees of heat conduction with the coolant in the second flow channel, its position, and heat exchange with the outside world. However, by reasonably arranging the temperature sensors, the local and overall average temperatures can be measured. The measurement of the average temperature of the first coolant can be achieved by using the technology of a miniaturized distributed temperature sensor array. Specifically, temperature sensors can be selected and arranged at both ends (the head end and the tail end) and in the middle of the first flow channel, or at multiple positions along the flow direction of the coolant and perpendicular to the cross-section of the flow channel in the first flow channel. The temperature sensors can be infrared temperature sensors or semiconductor temperature sensors, etc. These sensors collect the temperature data of the coolant at their respective positions in real time, and then the average value of the temperature data collected by each sensor is calculated to obtain the temperature of the first coolant.

[0063] S2: Adjust the flow rate and / or flow velocity of the second coolant according to the temperature of the engine and the temperature of the first coolant. The first coolant is stored in the first flow channel and does not directly participate in the current cooling cycle. The second coolant flows through the second flow channel and participates in the current cooling cycle. The same heat dissipation pipe is spaced into the first flow channel and the second flow channel along the extension direction. The first flow channel and the second flow channel are independent of each other, and the first flow channel and the second flow channel are adjacent to each other in a fitting manner.

[0064] The radiator can adopt a special heat dissipation pipe. The same heat dissipation pipe is spaced into an independent and adjacent first flow channel and second flow channel along the extension direction through an internal partition. The first flow channel is used to store the first coolant that does not directly participate in the current cooling cycle, and the second flow channel is for the second coolant participating in the cooling cycle to flow through.

[0065] In this step, the first coolant and the second coolant are of the same type of coolant, which can be ethylene glycol or propylene glycol. The first flow channel is an independent space separated along the extension direction inside the heat dissipation tube, used to store the first coolant, and does not directly participate in the current cooling cycle in the initial state. It is generally made of metal materials with high temperature resistance and good thermal conductivity (such as aluminum alloy, copper alloy), and its internal structure is designed as a closed cavity, without liquid flow to the outside and the second flow channel. The main function of the first flow channel is to serve as a storage space for low-temperature coolant. By utilizing the characteristic that the coolant can maintain a low temperature for a long time without participating in the cycle, a temperature difference is formed with the high-temperature second coolant flowing through the second flow channel, and the heat of the second coolant is absorbed through heat conduction, thereby enhancing the heat dissipation effect. When the engine's heat dissipation requirement increases, under the control of the control device, the first coolant in the first flow channel can be incorporated into the second coolant to participate in the cycle, or exchange identities with the second coolant to further dissipate heat by leveraging its low-temperature advantage. The second flow channel is also an independent space separated along the extension direction inside the same heat dissipation tube, independent of and adjacent to the first flow channel, and is used for the second coolant to flow through and participate in the current cooling cycle. The pipe wall of the second flow channel also uses materials with high temperature resistance and good thermal conductivity. One end of it is connected to the liquid outlet of the engine, and the other end is connected to the liquid inlet of the engine, forming a complete circulation loop with the water pump. During the circulation process of the second coolant, on the one hand, it conducts gas-liquid heat exchange with the outside air through the heat dissipation fins on the surface of the radiator, dissipating the heat into the atmosphere; on the other hand, it conducts heat conduction with the low-temperature first coolant in the adjacent first flow channel to achieve double heat dissipation.

[0066] In an automotive cooling system, based on established thermodynamics and fluid mechanics theories, an adjustment strategy for the flow rate and / or velocity of the secondary coolant is determined by the engine temperature and the temperature of the primary coolant. According to the heat exchange principle, the heat exchange quantity Q is closely related to the heat exchange coefficient k, the heat exchange area A, and the temperature difference ΔT (Q = kAΔT). When the engine temperature rises, the temperature difference with the primary coolant increases. To effectively remove more heat, it is necessary to improve the heat dissipation efficiency of the radiator. Increasing the flow rate and / or velocity of the secondary coolant can enhance the heat exchange between the coolant and the radiator, thereby reducing the engine temperature. From the perspective of the law of conservation of energy, the heat generated by the engine follows the law of conservation of energy in the cooling system, that is, the heat generated by the engine is equal to the sum of the heat absorbed by the coolant and the heat dissipated by the system to the environment. When the engine temperature rises, it means that the heat generation increases. To maintain energy balance, the coolant must absorb more heat. By adjusting the flow rate and / or velocity of the secondary coolant, the heat carried away by it can be precisely controlled to ensure that the engine does not overheat due to heat accumulation and to ensure the stable operation of the engine. In addition, the characteristics of the coolant itself, such as specific heat capacity and thermal conductivity, also affect the adjustment of the flow rate and velocity. The specific heat capacity characterizes the ability of the coolant to absorb heat. A coolant with a large specific heat capacity can absorb more heat at the same flow rate, and the adjustment range of the flow rate can be relatively small; the thermal conductivity determines the heat conduction speed in the coolant. A coolant with a high thermal conductivity can transfer heat to the radiator surface more efficiently by increasing the flow velocity, thereby enhancing the heat dissipation effect.

[0067] In the automotive cooling system, the adjustment of the flow rate and / or velocity of the secondary coolant based on the engine temperature and the temperature of the primary coolant needs to be based on a large number of experiments. Due to differences in design parameters, manufacturing processes, and performance indicators among engines of different models, their heat dissipation requirements and thermal characteristics are different. Therefore, the corresponding adjustment methods must also be different. To determine the specific adjustment method, an engine bench test needs to be carried out in a professional laboratory. Install the target engine on the bench and simulate various working conditions, such as idling, low-speed driving, high-speed driving, rapid acceleration, climbing, etc., while monitoring the engine temperature and the temperature of the primary coolant in real time. Under each working condition, by changing the flow rate and velocity of the secondary coolant, observe the change trend of the engine temperature, and record key data such as the time for the engine to reach thermal equilibrium and the stable operating temperature under different adjustment parameters. For example, for a certain small-displacement engine, experiments have found that when the engine temperature reaches 85°C and the temperature of the primary coolant is 70°C, increasing the flow rate of the secondary coolant by 20% and the velocity by 15% can enable the engine to return to the normal operating temperature range in a relatively short time; while for a high-horsepower high-performance engine, under the same temperature conditions, it may be necessary to increase the flow rate of the secondary coolant by 35% and the velocity by 25% to achieve effective heat dissipation. In addition, environmental adaptability experiments also need to be carried out, repeating the above tests under different environmental conditions such as high temperature, low temperature, and high humidity to obtain more comprehensive experimental data. Through in-depth analysis and comparison of these large amounts of experimental data, a corresponding relationship model between the engine temperature, the temperature of the primary coolant, and the flow rate and velocity of the secondary coolant is established. Store these models in the automotive electronic control unit (such as ECU). During actual operation, the automotive electronic control unit (such as ECU) calls the corresponding model according to the engine temperature and the temperature of the primary coolant data obtained in real time, and accurately adjusts the flow rate and / or velocity of the secondary coolant, so as to provide the most suitable heat dissipation control strategy for different engines and ensure that the engine can operate stably under various working conditions.

[0068] The first flow channel and the second flow channel are initially used to store the first coolant that does not directly participate in the current cooling cycle and the second coolant that participates in the cooling cycle respectively, and the liquid components of the two are exactly the same. The switches at the outlets of the first flow channel and the second flow channel usually adopt solenoid valves, which are devices that control the opening and closing of valves based on electromagnetic force and have the advantages of fast response speed and precise control. When the solenoid valve is energized, the electromagnetic force will drive the valve core to move, opening the outlet and allowing the coolant to flow out of the coolant circulation system; when the solenoid valve is de-energized, the valve core returns to its initial position under the action of a reset device such as a spring, closing the outlet and preventing the coolant from continuing to flow out. Of course, an electric control valve can also be used to control the opening or closing of the valve. The electric control valve is usually installed in the coolant circulation pipeline of the automotive radiator. It mainly consists of an electric actuator and a valve body. The electric actuator receives a control signal from the control unit, generally an electric pulse signal or an analog voltage signal. According to the magnitude of the signal, the electric actuator drives the valve stem to move through a motor, a gear transmission mechanism or other transmission methods, thereby changing the position of the valve core inside the valve body and further adjusting the opening degree of the valve.

[0069] The electric control valve or the solenoid valve can precisely adjust the flow rate of the second coolant according to the control signal, and the water pump adjusts the flow rate of the second coolant through frequency conversion control. For example, a variable frequency speed control water pump is used, and its speed can be flexibly adjusted within a certain range according to the control signal. When the engine temperature rises and the heat dissipation demand increases, the switching device will be triggered. At this time, a part of the low-temperature first coolant originally stored in the first flow channel and not participating in the current cooling cycle will be introduced into the circulation path. The electric control valve or the solenoid valve can also take measures to convert a part of the first flow channel into the second flow channel through the valve, changing the spatial separation ratio between the first flow channel and the second flow channel in the same heat dissipation pipe. After a part of the first flow channel is converted into the second flow channel, the cross-sectional area of the second flow channel increases, enabling it to accommodate more second coolant, thus directly increasing the flow rate of the second coolant. At the same time, due to the change in the flow rate of the coolant, the flow rate of the coolant in the second flow channel will also change accordingly under the action of the water pump. Such an adjustment method can flexibly adjust the flow rate and flow velocity of the second coolant according to the actual heat dissipation demand of the engine, improving the adaptability and heat dissipation efficiency of the heat dissipation system.

[0070] The water pump for adjusting the flow rate of the second coolant can adopt an electric water pump. This water pump operates independently of the engine and is directly driven by a motor. It can precisely adjust the flow rate and flow velocity of the coolant by controlling the speed of the motor according to different working conditions of the engine. For example, when the engine temperature rises and the temperature of the first coolant also rises accordingly, the electronic control unit will send a signal to the electric water pump to increase its speed, thereby increasing the flow rate of the second coolant and enhancing the heat dissipation effect; conversely, when the temperature is low, the water pump speed decreases, reducing the coolant flow rate to avoid excessive cooling.

[0071] A water pump for adjusting the flow rate of the second coolant can adopt a centrifugal electric water pump. It is driven by an electric motor, and the rotation of the impeller generates centrifugal force to extract and send out the coolant. Its rotational speed can be precisely controlled by an electronic control unit according to the engine temperature and the temperature of the first coolant. When it is necessary to increase the flow rate of the second coolant, the control unit increases the motor speed, the impeller rotates faster, generating greater centrifugal force, increasing the flow rate and volume of the coolant; conversely, it reduces the speed to reduce the delivery of the coolant. This water pump has a simple structure, low cost, and can quickly respond to temperature changes to achieve precise flow rate adjustment.

[0072] An automotive electronic control unit (ECU) can be used as the controller. It can receive the signals collected by the temperature sensors and issue control commands to the electric control valve and the water pump according to the preset program to achieve the adjustment of the flow rate and flow volume of the second coolant.

[0073] A programmable logic controller (PLC) can also be used. A programmable logic controller is a digital computing operation electronic system designed specifically for application in industrial environments. It uses programmable memory to store instructions for performing operations such as logical operations, sequential control, timing, counting, and arithmetic operations inside it, and controls various types of machinery or production processes through digital or analog inputs and outputs. In the automotive cooling system, the PLC can receive the signals collected by the temperature sensors, and after internal program operation and processing, issue control commands to the electric control valve and the water pump.

[0074] The devices such as the control valve and the water pump mentioned in the above embodiments are only specific examples for implementing this heat dissipation control method. It should be understood that in actual applications, any other devices that can achieve the same or similar technical effects belong to the protection scope of the present invention. These equivalent devices may adopt different structural forms, working principles, or control methods, but as long as they can accurately adjust the flow rate and flow volume of the second coolant according to the engine temperature and the temperature of the first coolant, and realize the switching of the circulation states of the first coolant and the second coolant, so as to achieve the purpose of improving the engine heat dissipation efficiency and maintaining the appropriate working temperature of the engine, they should all be regarded as having the same function as the devices listed in this embodiment and are equally applicable to the heat dissipation control method of the present invention.

[0075] Example

[0076] After the vehicle is started, the temperature sensors installed at key parts of the engine block and the temperature sensors in the first flow channel start to work, collect the engine temperature and the temperature data of the first coolant in real time, and transmit these data to the automotive electronic control unit (ECU) in the form of electrical signals. The ECU processes and converts the received electrical signals, converting them into actual temperature values for subsequent analysis and processing.

[0077] The ECU is pre-set with a temperature - flow rate correspondence table, which is obtained through a large number of experiments and data analyses based on the heat dissipation requirements of the engine under different operating conditions. When the ECU receives the engine temperature and the first coolant temperature data, it will compare these data with the pre-set temperature range.

[0078] If the engine temperature is at the lower value of the normal operating temperature range and the first coolant temperature is also low, it indicates that the current heat dissipation requirement is small. At this time, the ECU sends a control signal to the electric control valve to close the radiator, so as to reduce the energy consumption of the heat dissipation system.

[0079] When the engine temperature rises, the ECU will also control the electric control valve to increase the opening degree, and merge the first coolant into the second coolant; at the same time, it will increase the speed of the water pump to accelerate the flow rate of the second coolant, so that the second coolant can dissipate heat more quickly through gas - liquid heat exchange and heat conduction with the first coolant during the circulation process, and reduce the engine temperature.

[0080] During the circulation process of the second coolant, on the one hand, it dissipates heat through the heat dissipation fins of the radiator for conventional gas - liquid heat exchange with the outside air; on the other hand, because the first flow channel and the second flow channel are adjacent and in contact, the second coolant will conduct heat with the low - temperature first coolant in the first flow channel, further strengthening the heat dissipation effect, so as to comprehensively improve the cooling efficiency of the engine coolant, effectively avoiding problems such as engine performance decline and abnormal wear of parts caused by heat accumulation, and ensuring that the engine can maintain an appropriate working temperature and operate stably under different operating conditions.

[0081] The beneficial effects of this embodiment: The first coolant is stored in the first flow channel and does not directly participate in the current cooling cycle. Under the continuous cooling action of the external fan and air, it can maintain a relatively lower temperature than the second coolant, forming a stable low - temperature heat exchange medium. The second coolant flowing through the second flow channel and participating in the cycle continuously absorbs the heat generated by the engine, and its temperature rises accordingly. Due to the adjacent and contacting structural design of the first and second flow channels, their side walls are closely attached, greatly increasing the contact area between the coolants and creating sufficient conditions for heat transfer. When the second coolant carrying high heat flows through the second flow channel, it can stably and efficiently transfer the heat to the coolant in the first flow channel through the contact surface, completing the efficient heat exchange process. The obtained engine temperature directly reflects the degree of heat dissipation requirement under the current working condition, and the obtained first coolant temperature reflects its own heat dissipation capacity state. Based on this, the system can make accurate decisions, merge an appropriate amount of the first coolant into the second coolant participating in the cycle, and then adjust the flow rate through the water pump to achieve the best heat dissipation effect.

[0082] Embodiment 2

[0083] During the operation of the vehicle, the engine needs to be maintained within an appropriate temperature range to ensure efficient and stable operation. However, when the vehicle is in complex working conditions, such as long-time high-speed driving, frequent rapid acceleration, climbing slopes, or operating in high-temperature environments, the heat generated by the engine will increase sharply. If the cooling system of the vehicle radiator cannot respond quickly and accurately to the dynamic changes in the engine temperature, a series of problems such as performance degradation and component damage will occur due to high temperature. In this embodiment, the engine temperature is quickly reduced through the following steps.

[0084] The technical solutions of the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0085] Figure 2 is another flowchart of the heat dissipation control method shown in the embodiments of the present application;

[0086] Figure 4 is another flowchart of the heat dissipation control method shown in the embodiments of the present application;

[0087] To solve the above technical problems, in the heat dissipation control method of the vehicle radiator in Embodiment 1 of this embodiment,

[0088] Obtaining the temperature of the engine includes continuously obtaining the temperature of the engine;

[0089] During the operation of the vehicle engine, in order to accurately grasp the temperature change of the engine, it is necessary to continuously obtain the temperature of the engine. The specific operation is to install temperature sensors at key parts of the engine (such as the cylinder block and cylinder head, which are sensitive to temperature and can reflect the overall thermal state of the engine). These sensors can sense the temperature of the engine in real time and convert the temperature signal into an electrical signal. For example, a commonly used thermocouple temperature sensor uses the thermoelectric potential difference generated by two different metal conductors when the temperature changes to measure the temperature.

[0090] S21: Compare the obtained engine temperature with the previously obtained engine temperature;

[0091] After receiving the continuous engine temperature data, compare the obtained engine temperature with the previously obtained engine temperature. For example, the ECU can record the engine temperature T1 at the current moment t1 and the engine temperature T0 at the previous moment t0. Through the built-in comparison algorithm, determine whether T1 is greater than T0.

[0092] If it is found after comparison that the obtained engine temperature is greater than the previously obtained engine temperature (i.e., T1>T0), this indicates that the temperature of the engine is rising and the heat dissipation demand is increasing.

[0093] A control instruction can be issued by a control device to control the opening of the switch at the outlet of the first flow channel. The first flow channel stores coolant, which does not directly participate in the cooling cycle at the current moment. When the switch is opened, under the pressure of the coolant circulation system (the water pump in the coolant circulation system provides the circulating power), the coolant in the first flow channel will converge with the second coolant that is participating in the cooling cycle. In this way, the total amount of coolant participating in the cooling cycle increases, that is, the flow rate of the second coolant is adjusted, thereby enhancing the heat dissipation capacity of the engine.

[0094] For example, in an actual automotive cooling system, the switching device can be an electromagnetic control valve. When the electronic control unit (such as an ECU) issues a control signal, the electromagnetic control valve will open or close according to the instruction of the signal. By precisely controlling the switching state of the electromagnetic control valve, precise control of the outflow of the coolant in the first flow channel can be achieved, and thus the purpose of adjusting the flow rate of the second coolant can be achieved.

[0095] It is also possible to control the opening of the switch at the outlet of the first flow channel and simultaneously close the switch at the outlet of the second flow channel. For the switch device at the outlet of the first flow channel (which can be an electric valve), the control device sends an opening signal. After the switch control device receives the signal, it drives the switch to open, enabling the coolant that was originally stored in the first flow channel and did not directly participate in the current cooling cycle to start participating in the cooling cycle under the pressure provided by the water pump. At the same time, the control device also sends a closing signal to the switch control device at the outlet of the second flow channel. After this switch control device receives the signal, it drives the switch to close, preventing the coolant in the second flow channel from continuing to flow out along the original path. In this way, the coolant will accumulate in the second flow channel. From the essential principles of heat transfer and heat dissipation, when the temperature of the first coolant is lower than that of the second coolant, its effect of participating in the cooling cycle is better. According to the law of heat transfer, heat always spontaneously transfers from a high-temperature object to a low-temperature object, and the greater the temperature difference between the two, the stronger the driving force of heat transfer. (Coincides with the description in Embodiment 1)

[0096] When the engine is working, it continuously releases a large amount of heat, causing the temperature of the second coolant in contact with it to rise, while the first coolant that did not directly participate in the current cycle remains at a low temperature. For example, assume the engine temperature is 90°C, the temperature of the second coolant is 80°C, and the temperature of the first coolant is 70°C. At this time, the temperature difference between the second coolant and the engine is 10°C, while the temperature difference between the first coolant and the engine reaches 20°C. The larger temperature difference enables the first coolant to absorb more heat from the engine per unit time, significantly improving the heat dissipation efficiency.

[0097] Advantages of this embodiment: By continuously obtaining the temperature of the engine, the change situation of the engine temperature can be grasped, providing a data basis for subsequent heat dissipation control. Then, the operation of comparing the engine temperature obtained later with the engine temperature obtained earlier can accurately judge the change trend of the engine temperature, that is, whether the temperature is rising or falling. When the engine temperature obtained later is greater than the engine temperature obtained earlier, that is, when the engine temperature is on the rise, the opening and closing states of the switches at the water outlets of the first flow channel and the second flow channel are controlled. This way of controlling the first flow channel switch according to the change trend of the engine temperature can dissipate heat in a timely and effective manner when the engine temperature rises, ensure that the engine operates within an appropriate temperature range, improve the working efficiency and stability of the engine, reduce the risk of failures caused by engine overheating, and thus enhance the overall performance and reliability of the vehicle.

[0098] Embodiment 3

[0099] During the operation of the vehicle, when the engine is in a high-load working condition, such as continuous high-speed driving, frequent rapid acceleration, climbing operation, or long-term operation in a high-temperature environment, the internal fuel combustion intensifies and mechanical friction generates more heat, resulting in a sharp increase in the heat generation of the engine. At this time, the heat dissipation system simply relies on the circulation of the coolant in the heat dissipation pipes and dissipates heat through heat exchange between the pipe walls and the outside world, which has the limitation of insufficient heat dissipation efficiency.

[0100] The technical solutions of the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0101] Figure 3 It is another schematic flowchart of the heat dissipation control method shown in the embodiments of the present application;

[0102] To solve this technical problem, in this embodiment, in the heat dissipation control methods of the vehicle radiators in Embodiment 1 and Embodiment 2,

[0103] When executing the heat dissipation control process, obtain the temperature of the engine and the temperature of the first coolant, and transmit the data to the analysis component. Then, based on the two sets of temperature data received, the analysis component uses an internally pre-compiled calculation program to calculate the temperature difference G between the engine temperature and the first coolant temperature, that is, G = engine temperature - first coolant temperature.

[0104] After completing the calculation of the temperature difference, the analysis component compares the calculated temperature difference G with the threshold P preset and stored in the internal memory. This threshold P is determined comprehensively through a large number of bench tests and actual road tests, combined with the performance parameters of the engine, the characteristics of the heat dissipation system, and the heat load conditions under different working conditions.

[0105] Subsequently, if the temperature difference G is greater than the threshold P, it indicates that the engine generates more heat currently, and relying solely on the coolant circulation for heat dissipation cannot meet the demand, so the heat dissipation capacity needs to be enhanced. At this time, the analysis component calculates the specific value of the radiator fan speed that needs to be increased according to the size of the temperature difference G through a pre-calibrated control MAP diagram (this MAP diagram is a chart of the corresponding relationship between the fan speed and the temperature difference determined through a large number of tests under different engine operating conditions and different ambient temperatures). The analysis component sends a PWM (pulse width modulation) signal to the fan controller in the control component to change the supply voltage or current of the fan motor, thereby realizing the adjustment of the radiator fan speed. For example, when the temperature difference G is 25 °C, according to the control MAP diagram, the ECU outputs the corresponding PWM signal, causing the fan controller to increase the radiator fan speed from the initial 1500 revolutions per minute to 2000 revolutions per minute, accelerating the air flow speed, enhancing the heat dissipation effect of the radiator, and controlling the engine temperature within a reasonable range; if the temperature difference G is less than or equal to the threshold P, the current radiator fan speed remains unchanged, and the temperature data is continuously monitored in real time, and the heat dissipation control process is cyclically executed.

[0106] Through the above implementation process based on actual technology, this heat dissipation control method can accurately and efficiently adjust the radiator fan speed according to the difference between the engine temperature and the first coolant temperature, improve the heat dissipation performance of the vehicle's heat dissipation system, ensure that the engine is always in an ideal working temperature range, and ensure the stable operation of the vehicle.

[0107] Beneficial effects: By adding step S15 of calculating the temperature difference G between the engine temperature and the first coolant temperature after obtaining the engine temperature (S1) and before adjusting the coolant flow rate (S2), it further provides a data basis for heat dissipation control. Comparing the temperature difference G with the threshold P, and when G is greater than P, increasing the radiator fan speed according to the value of G, this control logic can meet the heat dissipation requirements of the engine. When the temperature difference exceeds the threshold, it indicates that the engine has a large heat dissipation pressure. At this time, increasing the fan speed in a timely manner and according to the amplitude of the temperature difference can enhance the heat dissipation efficiency of the radiator, effectively reduce the engine temperature, avoid engine overheating caused by insufficient heat dissipation, and ensure the stable operation of the engine.

[0108] Embodiment 4

[0109] In the heat dissipation control of an automotive radiator, with a fixed-flow circulation, the coolant flow rate adjustment method is relatively rough and cannot adjust the heat dissipation intensity according to the real-time operating conditions of the engine, making it easy to have insufficient heat dissipation when the engine overheats. This embodiment realizes the dynamic adjustment of the heat dissipation system through the following methods, effectively balancing the heat dissipation effect and energy consumption, improving the stability and reliability of the engine heat dissipation system, and ensuring that the engine is always in a suitable working temperature range.

[0110] The technical solutions of the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0111] Figure 5 It is another schematic flow chart of the heat dissipation control method shown in the embodiments of the present application;

[0112] To solve this technical problem, in the heat dissipation control methods of the automotive radiators in Embodiment 1, Embodiment 2, and Embodiment 3, steps S11 and S12 are added.

[0113] Obtaining the temperature of the engine includes continuously obtaining the temperature of the engine.

[0114] In the data acquisition link, by installing temperature sensors at key parts such as the engine block and cylinder head, the temperature sensors can continuously collect the engine temperature data and transmit the data to the control device, thereby realizing the continuous acquisition of the engine temperature.

[0115] S11: Obtain the flow rate of the second coolant;

[0116] In the second coolant circulation pipeline, a turbine flow sensor can be installed. Its working principle is that the coolant flow drives the turbine to rotate, and the turbine speed is proportional to the flow rate. The sensor converts the rotational speed signal into an electrical pulse signal and feeds it back to the control device.

[0117] S12: Determine the time T according to the flow rate. The time T is the time for the first coolant part in the first flow channel to be cooled;

[0118] During the radiator design phase, relying on a professional fluid mechanics test bench, the volume of the first flow channel is accurately measured, and the actual flow rate data of the water pump at different speeds is recorded synchronously. By simulating the circulation process of the coolant at different flow rates multiple times, a correspondence table between the second coolant flow rate and the time T required for the first coolant to complete the entire cooling cycle is established, and this table is pre-stored in the control device. Specifically, during the test process, the first flow channel of the radiator is filled with coolant, and at the same time, the water pump is started and adjusted to different flow rate gears. For example, when the second coolant flow rate is set to 5 L / min, through precise measuring devices such as a flow meter and a timer, the time for the coolant in the first flow channel to completely flow out and complete a cooling cycle is recorded. After taking the average value through multiple measurements, it is determined that T is 60 seconds at this time; when the flow rate is increased to 8 L / min, through repeated tests, the corresponding T value is obtained as 40 seconds. In actual application, the coolant flow rate data is obtained in real time through a turbine flow sensor installed in the second coolant pipeline. When it is detected that the engine temperature shows an upward trend, that is, the later obtained engine temperature is higher than the previously obtained temperature, the analysis immediately queries the time T quickly in the pre-stored correspondence table based on the obtained flow rate, and calculates T / n according to the proportionality coefficient n (n > 1) determined according to the later obtained engine temperature. Subsequently, the control device sends a signal to the switch control device to control the opening of the switch at the outlet of the first flow channel, so that the first coolant participates in the cooling cycle. When the circulation time reaches T / n, the control device sends a closing instruction to accurately control the circulation duration of the first coolant, thereby realizing the dynamic adjustment of the second coolant flow rate.

[0119] In the heat dissipation control system of an automotive radiator, analysis components (such as automotive electronic control unit ECU, microcontroller MCU, etc.) internally pre-store a set of parameter systems related to the engine temperature. Among them, the parameter n is a key adjustment coefficient, and its value is directly related to the response strategy of the heat dissipation system. During the experimental phase, through a large number of bench tests and real vehicle road tests, different load conditions such as cold start, idle speed, low-speed driving, high-speed driving, and climbing of the engine are simulated, the temperature change data of the engine under each condition are recorded, as well as the optimal heat dissipation adjustment parameters matching them, and a correspondence table between the engine temperature and the parameter n is established and solidified and stored in the memory of the analysis component.

[0120] When the vehicle is running, the data acquisition component continuously collects engine temperature data and transmits the data to the analysis component. The analysis component obtains the flow rate of the second coolant and calculates the time T required for all of the first coolant in the first flow channel to complete a cooling cycle based on this flow rate. Next, the engine temperature obtained later is compared with the previously obtained engine temperature through step S25. If it is determined that the engine temperature obtained later is greater than the previously obtained engine temperature, it means that the engine's heat load has increased and the heat dissipation requirement has risen. At this time, the analysis component quickly retrieves and matches in the pre-stored correspondence table based on the value of the engine temperature obtained later, so as to determine the specific value of parameter n.

[0121] Example

[0122] When the data acquisition component detects an increase in the engine temperature and obtains the flow rate of the second coolant, the analysis component starts to intervene and work. Assume that the calculated time T for all of the first coolant in the first flow channel to complete a cooling cycle is 30 seconds. At this time, the analysis component will determine the value of parameter n from the preset correspondence table according to the engine temperature obtained later. This correspondence table is preset through a large number of tests: when the engine temperature is between 80 - 85 °C, the value of n is 1.2; when it is between 85 - 90 °C, n is 1.5; when it is higher than 90 °C, n is set to 2. If the engine temperature data received by the analysis component is 88 °C, it will automatically retrieve n = 1.5 from the preset parameter table, and then calculate the value of T / n as 10 seconds, that is, the specific duration for the first coolant in the first flow channel to participate in the cooling cycle. Subsequently, the analysis component (such as the ECU) sends an instruction to the control component (such as an electric solenoid valve) to control the switch at the outlet of the first flow channel. Under the action of the instruction, the first flow channel opens the channel switch, and the low-temperature coolant in the first flow channel flows into the circulation pipeline to participate in heat dissipation under the drive of the water pump pressure. At the same time, the analysis component (ECU) starts an internal timer to start timing. When the timing reaches 10 seconds, the analysis component immediately sends a power-off signal to the control component to close the solenoid valve and stop the replenishment of the first coolant, thus completing a precise flow regulation. In this way, the heat dissipation system can dynamically adjust its heat dissipation capacity to ensure that when the engine temperature rises, it can enhance heat dissipation in a timely and effective manner and maintain the stability of the engine operating temperature.

[0123] Throughout the implementation process, the temperature sensor, analysis component, and control component all adopt the mature devices described in the previous embodiments. Among them, the control component can be selected from solenoid valves, electric control valves, etc.; the temperature sensor includes platinum resistance temperature sensors, thermistor temperature sensors, etc.; the analysis component is commonly an automotive electronic control unit (ECU), microcontroller (MCU), etc., which will not be repeated in detail here. In terms of detecting the coolant flow rate, a turbine flow sensor that has been maturely applied in the automotive industry is adopted. This sensor converts the flow rate signal into an electrical signal output through the rotational speed change of the internal turbine under the impact of the coolant flow, and has the characteristics of high measurement accuracy and fast response speed. Of course, an ultrasonic flowmeter can also be used to measure the coolant flow rate, and its principle is to utilize the fact that the propagation speed of ultrasonic waves in a fluid is affected by the fluid flow rate to measure the flow rate. By combining the coolant flow rate data detected by the sensor with the parameter correspondence table obtained through a large number of experiments in advance in the control component, the analysis component can accurately calculate and control the time for the first coolant to participate in the cycle based on the change trend of the engine temperature. When the engine temperature rises, the analysis component determines the adjustment parameters based on the real-time temperature data and the correspondence table, and the control component accurately opens and closes the first flow channel outlet switch accordingly, so that the first coolant participates in the cycle for heat dissipation within an appropriate duration, thereby effectively ensuring the heat dissipation effect of the engine and ensuring that it always remains in the ideal working temperature range.

[0124] Embodiment 5

[0125] In the field of automotive engine heat dissipation, traditional radiators have many deficiencies. On the one hand, due to the inability to real-time and comprehensively sense the engine temperature and coolant status, when the engine operating conditions change significantly (such as frequent start-stop, high-speed driving, climbing) resulting in significant heat generation differences, insufficient heat dissipation is likely to cause the engine to overheat, which in turn leads to increased component wear, power decline, increased fuel consumption, and even failures. On the other hand, the heat dissipation structure design is limited, and a single coolant flow channel cannot fully exploit the heat dissipation potential of the coolant. When the heat dissipation demand increases, it is unable to quickly and effectively enhance the heat dissipation capacity. In addition, the traditional heat dissipation system lacks an intelligent control mechanism, mostly relying on simple temperature control switches or fixed programs, with slow response and rough control, making it difficult to adapt to complex operating condition changes, resulting in poor stability and reliability of the heat dissipation system, and affecting the overall performance of the vehicle and the service life of the engine. The radiator of this embodiment is designed to solve the technical problems existing in traditional radiators in terms of precise regulation, heat dissipation efficiency, intelligent control, and system stability.

[0126] The heat dissipation component includes heat dissipation tubes, and the heat dissipation tubes are spaced into a first flow channel and a second flow channel along the extending direction. The first flow channel and the second flow channel are independent of each other, and the first flow channel and the second flow channel are adjacent and in contact.

[0127] The heat dissipation component uses a common aluminum flat heat dissipation pipe. Through an internal partitioning process, the heat dissipation pipe is spaced into an independent first flow channel and second flow channel along its extending direction. In actual manufacturing, the partitioning can be achieved by embedding a thin-walled metal partition inside the heat dissipation pipe. The partition is closely attached and welded to the inner wall of the heat dissipation pipe to ensure that the two flow channels are independent and adjacent. Thus, without affecting the overall structural strength of the heat dissipation pipe, the design requirements of the first flow channel and the second flow channel being independent and adjacent to each other are met. In the structure of an automotive radiator, the first flow channel and the second flow channel do not refer to a specific one or two pipes, but a general term for multiple independent flow channels with specific functions. Inside the heat dissipation pipe of the radiator, through a precise processing technology, multiple independent flow channel spaces are partitioned along its extending direction. These spaces are divided into the first flow channel and the second flow channel according to functional requirements. The first flow channel is actually composed of multiple independent flow channel spaces inside the heat dissipation pipe for storing the first coolant. Similarly, the second flow channel is composed of a combination of multiple independent flow channel spaces inside the heat dissipation pipe for circulating the second coolant.

[0128] Preferably, during production and manufacturing, a mold is used to set a partition inside the heat dissipation pipe to evenly partition the internal space of the pipe. The independent flow channels belonging to the first flow channel inside the heat dissipation pipe together constitute a complete first flow channel set; similarly, the second flow channel set is also composed of the corresponding independent flow channels inside the heat dissipation pipe. Moreover, these independent flow channels constituting the first flow channel and the second flow channel are randomly and evenly distributed in the heat dissipation pipe. The design of the first flow channel and the second flow channel being evenly distributed in the heat dissipation pipe can improve the response speed and adjustment effect of the heat dissipation system. For example, when the second coolant circulates and dissipates heat in the second flow channel, the first coolant in the first flow channel randomly and evenly distributed in the heat dissipation pipe can provide uniform auxiliary heat dissipation support for the second coolant with a stable and consistent heat conduction efficiency, ensuring the high efficiency and stability of the entire heat dissipation process. At the same time, due to the uniform spatial distribution characteristics of the coolant in the first flow channel, when the heat dissipation system detects that the engine needs to enhance its heat dissipation capacity, the first coolant in each part can quickly and evenly integrate into the second coolant circulation system. This rapid and uniform mixing mechanism effectively avoids the problem of excessive local temperature difference of the coolant and significantly improves the stability of the overall temperature of the coolant. And the stable coolant temperature can ensure the efficient and continuous progress of the heat dissipation process, thereby effectively improving the heat dissipation efficiency of the engine and enabling the engine to always operate stably within the ideal working temperature range, providing a solid guarantee for the reliable performance and long-term operation of the vehicle.

[0129] Optimized, several heat dissipation fins are added to meet the high - efficiency heat dissipation requirements of the engine. The heat dissipation fins can also be made of aluminum alloy and fabricated using stamping technology. These heat dissipation fins are arranged at intervals along the axial direction of the heat dissipation tube, and the spacing between adjacent fins is set according to the heat dissipation requirements and the principles of fluid mechanics, generally between 2 - 5 millimeters. To ensure the tight fit between the heat dissipation fins and the heat dissipation tube, an expansion tube process is adopted to form a good heat conduction path and improve the heat dissipation efficiency.

[0130] In the actual production and manufacturing of automotive radiators, to evenly space the heat dissipation tubes along the extension direction into multiple first flow channels and multiple second flow channels, mature extrusion molding technology and precision machining techniques can be used. First, in the manufacturing process of the heat dissipation tube, a lightweight and good - heat - conducting material such as aluminum alloy is selected and processed through an extruder with a special mold. The special mold is internally designed with multiple groups of equally spaced and high - precision partitioning structures, which are evenly distributed along the axial direction of the mold. When the aluminum alloy material passes through the mold under high temperature and high pressure, the partitioning structures will extrude multiple groups of parallel and equally spaced longitudinal partitions inside the heat dissipation tube, thereby evenly dividing the heat dissipation tube along the extension direction into multiple independent flow channels. The number of first flow channels and second flow channels in the heat dissipation tubes of automotive radiators is not fixed, but needs to be flexibly adjusted considering various actual situations. Among them, the type and power of the engine are the key factors affecting the number of flow channels.

[0131] The data acquisition component is used to collect temperature. The data acquisition component includes various sensors, and the types of sensors can be thermocouple temperature sensors, platinum resistance temperature sensors, thermistor temperature sensors, etc. Among them, since thermistor temperature sensors are commonly used in temperature measurement technology, they are often used to obtain the temperature of the first coolant. Its working principle is based on the characteristic that the resistance value of semiconductor materials changes with temperature, and it has the advantages of high sensitivity, fast response speed, and low cost.

[0132] When the temperature of the first coolant changes, the resistance value of the thermistor changes accordingly. By measuring the resistance value and performing conversion, the temperature of the coolant can be obtained. In addition, the platinum resistance temperature sensor is also suitable for measuring the temperature of the first coolant. It utilizes the linear relationship between the resistance of pure platinum metal and temperature, and has the characteristics of high measurement accuracy, good stability, and wide temperature measurement range. It can work stably in a relatively complex automotive cooling system environment and provide reliable data for temperature measurement. In terms of sensor arrangement, if high measurement accuracy is required, multiple temperature sensors can be evenly arranged along the first flow channel. For example, multiple miniature platinum resistance temperature sensors are installed on the pipe wall of the first flow channel at a certain distance interval. These sensors can monitor the temperature changes of the coolant at different positions in real time, obtain detailed information on the temperature distribution of the coolant in the flow channel, and through comprehensive analysis of the data of multiple sensors, can more accurately reflect the true temperature state of the first coolant. When the accuracy requirement is low, sensors can be placed at the inlet, outlet, and middle positions of the first flow channel for measurement. Installing a sensor at the inlet can obtain the initial temperature of the coolant just entering the first flow channel; the sensor at the outlet can measure the temperature of the coolant about to flow out of the flow channel to participate in the cycle; and the sensor at the middle position can reflect the intermediate temperature state of the coolant in the flow channel. By performing weighted averaging on the data measured by the three-position sensors, or analyzing and judging according to actual needs, the temperature of the first coolant can be roughly determined. This arrangement method can not only meet the basic temperature measurement requirements but also reduce costs and installation complexity.

[0133] The analysis component can be an automotive electronic control unit (ECU) or a microcontroller (MCU). For example, the ECU has powerful data processing and logical operation capabilities. In this radiator system, the ECU can receive the engine temperature and the first coolant temperature data transmitted by the data acquisition component. It compares these real-time data with the data obtained in advance in experiments and stored in its internal memory. When the acquired data is consistent with the preset data, the ECU will retrieve the corresponding adjustment parameters according to the corresponding relationship. These parameters are used to adjust the flow rate and flow velocity of the second coolant and send them to the control component. For example, when the engine is in a specific working condition, when it is detected that the engine temperature is a certain set value and the first coolant temperature also meets the corresponding conditions, the ECU will quickly match the corresponding adjustment parameters and send the corresponding parameters to the control component.

[0134] The control component can be composed of a solenoid valve and a variable-frequency water pump. The switches at the water outlets of the first flow channel and the second flow channel usually adopt solenoid valves, which are devices that control the opening and closing of valves based on electromagnetic force and have the advantages of fast response speed and precise control. When the solenoid valve is energized, the electromagnetic force drives the valve core to move, opening the water outlet and allowing the coolant to flow out in the coolant circulation system; when the solenoid valve is de-energized, the valve core returns to its initial position under the action of a reset device such as a spring, closing the water outlet and preventing the coolant from flowing out continuously. Of course, an electric control valve can also be used to control the opening or closing of the valve. The electric control valve is usually installed in the coolant circulation pipeline of the automotive radiator. It mainly consists of an electric actuator and a valve body. The electric actuator receives a control signal from the control unit, generally an electric pulse signal or an analog voltage signal. According to the magnitude of the signal, the electric actuator drives the valve stem to move through a motor, a gear transmission mechanism or other transmission methods, thereby changing the position of the valve core inside the valve body and further adjusting the opening of the valve. The variable-frequency water pump adopts variable-frequency speed regulation technology to adjust the water pump speed by changing the power supply frequency of the motor, and then controls the flow rate of the second coolant. For example, when the flow rate adjustment signal output by the ECU increases, the opening of the electric control valve increases accordingly; at the same time, the variable-frequency water pump receives a speed regulation signal to increase the water pump speed, so that the flow rate and flow velocity of the second coolant reach the target parameters set by the analysis component, realizing efficient heat dissipation of the engine.

[0135] Although the radiator in this embodiment presents an innovative solution, the implementation technologies of its components are not limited to this, and a large number of real-world technologies can be applied. In terms of the heat dissipation components, in addition to the aluminum flat heat dissipation tubes and thin-walled metal partition technologies, copper-aluminum composite heat dissipation tubes can also be used. Copper has excellent thermal conductivity, while aluminum has the advantages of light weight and cost. The combination of the two can effectively improve the heat dissipation efficiency. In terms of manufacturing processes, in addition to embedding partitions, 3D printing technology can be used to integrally form the heat dissipation tubes, enabling a more complex flow channel structure design to meet the heat dissipation requirements under different working conditions. Microchannel heat dissipation technology is also a feasible solution. By machining micron-scale fine channels inside the heat dissipation tubes, the heat dissipation area can be significantly increased, improving the heat dissipation effect. For example, some high-performance electric vehicles have applied microchannel radiators to effectively solve the heat dissipation problems of batteries and motors. Among the data acquisition components, various mature technologies can be selected for temperature acquisition. In addition to the common thermocouples, platinum resistance, and thermistor sensors, fiber optic temperature sensors, with their strong anti-electromagnetic interference ability and distributed measurement capabilities, are suitable for temperature monitoring in the complex electromagnetic environment of automobiles. For example, in the temperature monitoring of the battery pack of new energy vehicles, fiber optic temperature sensors can achieve multi-point accurate measurement to ensure battery safety. Infrared temperature sensors do not require contact and can perform non-contact temperature measurement on parts where it is difficult to install contact sensors, and are commonly used for temperature detection in high-temperature areas such as the engine exhaust pipe. In terms of data transmission, wireless sensor network technology can simplify wiring and improve the flexibility of the system, and has been practically applied in some intelligent connected vehicles. The implementation technologies of the analysis components are rich and diverse. Field Programmable Gate Array (FPGA) can achieve high-speed parallel data processing through hardware programming, meeting the heat dissipation control scenarios with high real-time requirements. For example, in the heat dissipation system of a racing car engine, FPGA can quickly process a large amount of temperature data and timely adjust the heat dissipation strategy. Application Specific Integrated Circuit (ASIC) can be customized for specific algorithms, improving the processing efficiency and reducing power consumption, and is suitable for the heat dissipation control systems of mass-produced automobiles. Edge computing devices can perform data processing near the data source, reducing transmission latency and enhancing the system response speed, and have been applied to the heat dissipation management of some autonomous vehicles. There are also various options for the control components. In addition to solenoid valves, electric control valves, and variable frequency water pumps, shape memory alloy-driven valves utilize the material's thermal deformation characteristics to achieve automatic adjustment without a complex external control system and are commonly used in some simple heat dissipation systems. Electro-hydraulic proportional valves control the hydraulic system through electrical signals and can achieve continuous and precise adjustment of the coolant flow rate, and are widely used in the heat dissipation systems of large vehicles such as heavy trucks. Intelligent fluid control chips integrate microchannels and microvalves and can precisely control the coolant flow rate and velocity at a micro scale, providing technical support for the miniaturization and integration development of radiators, and showing unique advantages in the heat dissipation design of some compact cars.

[0136] Embodiment 6

[0137] Figure 6It is a schematic structural diagram of an electronic device shown in an embodiment of the present application.

[0138] An electronic device according to this embodiment includes a processor, a communication interface, a memory, and a communication bus. Among them, the processor, the communication interface, and the memory complete mutual communication through the communication bus;

[0139] The memory is used to store a computer program;

[0140] When the processor is used to execute the program stored on the memory, it realizes the method steps described in the above embodiment.

[0141] A computer-readable storage medium according to this embodiment stores a computer program therein, and when the computer program is executed by a processor, it realizes the method steps described in the above embodiment.

[0142] The memory in the embodiment of the present application may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache.

[0143] By way of example but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchlink dynamic random access memory (SLDRAM), and direct rambus random access memory (DRRAM).

[0144] It should be noted that the memory of the method described in the present invention is intended to include but not limited to these and any other suitable types of memory. In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware, or any combination thereof.

[0145] When implemented using software, it can be implemented in the form of a computer program product in whole or in part. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired means such as coaxial cable, optical fiber, digital subscriber line (DSL), or wireless means such as infrared, wireless, microwave, etc.

[0146] The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or a data center that includes one or more integrated available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., high-density digital video disc (DVD)), or a semiconductor medium (e.g., solid state disc (SSD)), etc.

[0147] In the implementation process, the steps of the above method can be completed by the integrated logic circuit in the hardware of the processor or the instructions in the form of software. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as being executed by the hardware processor, or executed by a combination of the hardware and software modules in the processor. The software module can be located in a mature storage medium in the art such as random access memory, flash memory, read-only memory, programmable read-only memory, or electrically erasable programmable memory, register, etc.

[0148] This storage medium is located in the memory, and the processor reads the information in the memory and combines its hardware to complete the steps of the above method. To avoid repetition, it will not be described in detail here.

[0149] It should be noted that the processor in the embodiments of the present application can be an integrated circuit chip with signal processing capabilities. In the implementation process, the steps of the above method embodiments can be completed by the integrated logic circuit in the hardware of the processor or instructions in the form of software. The above-mentioned processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as being executed by the hardware decoding processor, or executed by a combination of the hardware and software modules in the decoding processor. The software module can be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. This storage medium is located in the memory, and the processor reads the information in the memory and combines its hardware to complete the steps of the above method.

[0150] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here in detail.

[0151] The solution of the present application has been described in detail above with reference to the accompanying drawings. In the above embodiments, the descriptions of the respective embodiments have their own emphases. For the parts not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments. Those skilled in the art should also be aware that the actions and modules involved in the specification are not necessarily essential to the present application. In addition, it can be understood that the steps in the method embodiments of the present application can be adjusted, combined, and deleted according to actual needs, and the modules in the device embodiments of the present application can be combined, divided, and deleted according to actual needs.

[0152] The various embodiments of the present application have been described above. The above description is exemplary and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations are obvious to those of ordinary skill in the art in the technical field without departing from the scope and spirit of the described embodiments. The selection of the terms used herein is intended to best explain the principles of the embodiments, the practical applications, or the improvements to the technologies in the market, or to enable other ordinary skilled persons in the technical field to understand the embodiments disclosed herein.

Claims

1. A heat dissipation control method for an automobile radiator, characterized in that: S1: Acquire the temperature of the engine and the temperature of the first coolant; S2: According to the temperature of the engine and the temperature of the first coolant, the flow rate and / or flow velocity of the second coolant is adjusted, the first coolant is stored in the first flow channel and does not directly participate in the current cooling cycle, the second coolant flows through the second flow channel and participates in the current cooling cycle, the same heat dissipation pipe is spaced into the first flow channel and the second flow channel along the extension direction, the first flow channel and the second flow channel are independent of each other, and the first flow channel and the second flow channel are adjacent to each other.

2. The heat dissipation control method of a car radiator according to claim 1, characterized in that: The obtaining of the temperature of the engine comprises continuously obtaining the temperature of the engine; S2 also includes: S21: comparing the engine temperature obtained later with the engine temperature obtained earlier; If the engine temperature obtained later is greater than the engine temperature obtained earlier, regulating the flow rate of the second coolant includes controlling to open a switch at the water outlet of the first flow channel.

3. The heat dissipation control method of a car radiator according to claim 1, characterized in that: After S1 and before S2, it also includes: S15: calculating a temperature difference G between the temperature of the engine and the temperature of the first coolant; S2 also includes: S22: Compare the temperature difference G with the threshold value P; S23: If the temperature difference G is greater than the threshold value P, the rotation speed of the radiator fan is increased according to the temperature difference G.

4. The heat dissipation control method of a vehicle radiator according to claim 1, characterized in that: The obtaining of the temperature of the engine comprises continuously obtaining the temperature of the engine; S2 also includes: S24: comparing the engine temperature obtained later with the engine temperature obtained earlier; If the engine temperature obtained later is greater than the engine temperature obtained earlier, regulating the flow of the second coolant includes controlling to open a switch at the water outlet of the first flow channel and simultaneously closing a switch at the water outlet of the second flow channel.

5. The heat dissipation control method of an automobile radiator according to claim 1, characterized in that: The obtaining of the temperature of the engine comprises continuously obtaining the temperature of the engine; After S1 and before S2, it also includes S11 and S12; S11: obtaining the flow rate of the second coolant; S12: Determine a time T according to the flow rate, where the time T is the time for the first coolant in the first flow channel to be completely cooled; S2 also includes: S25: comparing the engine temperature obtained later with the engine temperature obtained earlier; S26: If the engine temperature obtained later is greater than the engine temperature obtained earlier, determine the time T / n, where n is greater than 1 and is determined based on the engine temperature obtained later. The flow rate of the second coolant includes opening a switch at the water outlet of the first flow channel, and closing the switch at the water outlet of the first flow channel after the first coolant in the first flow channel has undergone a cooling cycle time of T / n.

6. A radiator, characterized in that A heat dissipation control method for an automobile radiator according to any one of claims 1 to 5, comprising: The heat dissipation component comprises a heat dissipation pipe, wherein the heat dissipation pipe is spaced into the first flow channel and the second flow channel along the extension direction, the first flow channel and the second flow channel are independent of each other, and the first flow channel and the second flow channel are adjacent to each other. A data acquisition component, used to acquire the temperature of the engine and the temperature of the first coolant; An analysis component, configured to output parameters for adjusting the flow rate and flow velocity of the second coolant according to the temperature of the engine and the temperature of the first coolant The control component is used to adjust the flow rate and flow rate of the second coolant according to the parameters.

7. A heat sink according to claim 6, characterized in that: The heat dissipation pipe is spaced into the first flow channel and the second flow channel along the extension direction, which includes the heat dissipation pipe being spaced into the first flow channel and the second flow channel evenly along the extension direction.

8. A heat sink according to claim 6, characterized in that: The heat dissipation assembly further comprises a plurality of heat dissipation fins, which are arranged at intervals along the axial direction of the heat dissipation tube, and the heat dissipation fins are fitted with the heat dissipation tube.

9. A storage medium, characterized in that A computer program is stored thereon, and when the program is executed by a processor, the control method of the automobile radiator according to any one of claims 1 to 5 is implemented.

10. An electronic device, characterized in that: include: processor; as well as A memory having executable codes stored thereon, which, when executed by the processor, causes the processor to execute the automobile radiator control method according to any one of claims 1 to 5.

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