High pressure fan system for new energy construction machinery

Abstract

The embodiment of the application discloses a high-pressure fan system for new energy engineering machinery, and belongs to the technical field of high-power equipment thermal management. The system comprises: a high-pressure fan; a driving motor, which is in transmission connection with the high-pressure fan; a motor controller, which is electrically connected with the driving motor, is used for driving the driving motor and adjusting the rotating speed of the high-pressure fan; a control module, which is in communication connection with the motor controller, is used for sending a rotating speed control instruction to the motor controller; a high-voltage power supply circuit, which has an input end connected with a whole vehicle high-voltage bus and an output end connected with a power input end of the motor controller, provides high-voltage direct current to the motor controller; and a low-voltage auxiliary power supply circuit, which has an input end connected with a whole vehicle low-voltage power supply and an output end connected with the control module, provides low-voltage direct current to the control module. Based on the system, the low-voltage system load and overload risk can be reduced, a single fan can meet the whole vehicle heat dissipation demand, the configuration quantity and space occupation are reduced, and the heat dissipation efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for high-power equipment, and in particular to a high-pressure fan system for new energy engineering machinery. Background Technology

[0002] As new energy construction machinery continues to upgrade towards larger tonnage and higher power, the demand for heat dissipation of electric drive systems such as batteries, motors, and electronic controls, as well as engines, is surging. However, traditional 24V low-voltage fans have three major pain points in application, which have become a bottleneck for the industry's development.

[0003] First, the low power of a single unit leads to redundant configuration. The rated power of a single low-pressure fan is only 500W, and the rated air volume is 3100m³ / h. To meet the high power cooling requirements of the whole vehicle, more than 4 units are usually required, and even 7 units are required for engine cooling. This not only occupies a lot of installation space, but also increases the number of potential system failure points.

[0004] Second, low-voltage system overload. When multiple low-voltage fans operate simultaneously, the total power demand far exceeds the carrying capacity of existing 4.5kW or 6kW DC-DC converters, leading to power shortages in the low-voltage system, increased risk of DC-DC overload, and seriously affecting the stability of the vehicle's operation.

[0005] Third, the heat dissipation efficiency is poorly adaptable. The aerodynamic efficiency of low-pressure fans is close to that of high-pressure fans under rated operating conditions, at about 36.87%. However, the efficiency drops significantly under low-speed operating conditions, estimated to be below 30%. This makes it impossible to match the dynamic heat dissipation requirements of equipment under multiple operating conditions, resulting in energy waste at low loads and insufficient heat dissipation at high loads.

[0006] Against this backdrop, the industry urgently needs a cooling solution that can improve heat dissipation efficiency, reduce the number of components, and eliminate the need for low-voltage DC-DC power supply. Summary of the Invention

[0007] One object of the present invention is to solve at least the above-mentioned problems and / or defects, and to provide at least the advantages described below.

[0008] One objective of this invention is to solve the problems of overload and redundant system configuration in traditional low-pressure fan systems.

[0009] One object of the present invention is to provide a high-pressure fan system for new energy engineering machinery, comprising: High-pressure fan; The drive motor is connected to the high-pressure fan via a transmission. A motor controller, electrically connected to the drive motor, is used to drive the drive motor and adjust the speed of the high-pressure fan; The control module is communicatively connected to the motor controller and is used to send speed control commands to the motor controller; A high-voltage power supply circuit, the input end of which is connected to the high-voltage bus of the vehicle, and the output end of which is connected to the power input end of the motor controller to provide high-voltage DC power to the motor controller; A low-voltage auxiliary power supply circuit is provided, with its input terminal connected to the vehicle's low-voltage power supply and its output terminal connected to the control module to provide low-voltage DC power to the control module.

[0010] Preferably, in the high-pressure fan system for new energy engineering machinery, the control module is configured as follows: Obtain the real-time power of at least one preset component; Based on the real-time power of the at least one preset component and its corresponding power-heat dissipation requirement relationship, determine the current heat dissipation power required by the at least one preset component; The target speed of the first fan is determined based on the sum of the current heat dissipation power required by the at least one preset component; A first speed control command is sent to the motor controller so that the motor controller drives the drive motor and adjusts the high-voltage fan to run at the first fan target speed.

[0011] Preferably, in the high-pressure fan system for new energy engineering machinery, the control module is further configured as follows: Obtain the radiator inlet temperature; The target speed of the second fan is determined based on the radiator inlet temperature and the relationship between inlet temperature and fan speed. The larger value between the first target fan speed and the second target fan speed is taken as the selected fan speed; A second speed control command is sent to the motor controller so that the motor controller drives the drive motor and adjusts the high-voltage fan to run at the selected fan speed.

[0012] Preferably, in the high-pressure fan system for new energy engineering machinery, the control module is further configured to: send an idle speed control command to the motor controller before acquiring the real-time power of the at least one preset component, so that the motor controller drives the drive motor and adjusts the high-pressure fan to operate at a preset idle speed.

[0013] Preferably, in the high-pressure fan system for new energy engineering machinery, the control module is further configured as follows: Determine if a mandatory execution condition has been triggered; If so, a forced speed control command is sent to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to run at a preset forced speed; If not, the idle speed control command is sent to the motor controller.

[0014] Preferably, in the high-pressure fan system for new energy engineering machinery, the control module is further configured to: use a PID algorithm to generate a target speed control command based on the deviation between the target speed and the actual speed, and send the target speed control command to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to run at the speed indicated by the target speed control command.

[0015] Preferably, in the high-pressure fan system for new energy engineering machinery, the at least one preset component includes: an engine, a range extender motor, a range extender motor controller, a power battery, a drive motor, and a drive motor controller.

[0016] Preferably, in the high-pressure fan system for new energy engineering machinery, the drive motor is a permanent magnet synchronous motor.

[0017] Preferably, in the high-pressure fan system for new energy engineering machinery, the high-pressure fan includes a backward-curved impeller, and the drive motor is connected to the high-pressure fan via a direct-drive structure.

[0018] Preferably, the high-voltage fan system for new energy engineering machinery further includes a communication module, the control module is connected to the communication module, and the output terminal of the low-voltage auxiliary power supply circuit is connected to the communication module to provide low-voltage DC power to the communication module.

[0019] The present invention has at least the following beneficial effects: This invention provides high-voltage DC power to the motor controller by directly drawing power from the vehicle's high-voltage bus via a high-voltage power supply circuit. Simultaneously, a low-voltage auxiliary power supply circuit draws power from the vehicle's low-voltage power supply, providing low-voltage DC power only to the control module. This separates the high-power supply to the fan system from the low-voltage system, reducing the power load on the low-voltage system and mitigating the risk of overload on the low-voltage DC-DC converter. A single high-voltage fan can meet the vehicle's cooling requirements, reducing the number of fans needed, saving installation space, and decreasing the number of system failure points caused by multiple devices operating in parallel.

[0020] This invention obtains the real-time power of preset components through a control module, determines the current required heat dissipation power of each component based on the relationship between power and heat dissipation demand, and then determines the target fan speed based on the sum of the heat dissipation power of each component and sends a speed control command. This allows the fan's operating state to be directly determined by the actual heat dissipation demand of the preset components, rather than relying on an indirect single temperature parameter or fixed speed. This improves the matching degree between fan speed adjustment and component heat dissipation demand, and reduces insufficient or excessive heat dissipation caused by untimely response to heat dissipation demand.

[0021] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the architecture of the high-pressure fan system for new energy engineering machinery as described in this invention.

[0023] Figure 2 This is a hardware structure diagram of the high-pressure fan system for new energy engineering machinery described in this invention.

[0024] Figure 3 This is a circuit diagram of the high-pressure fan system for new energy engineering machinery described in this invention. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0026] like Figures 1 to 3 As shown, the present invention provides a high-pressure fan system for new energy engineering machinery, comprising: a high-pressure fan 3; a drive motor 19, which is connected to the high-pressure fan in a transmission manner; a motor controller 15, which is electrically connected to the drive motor and is used to drive the drive motor and adjust the speed of the high-pressure fan; a control module, which is communicatively connected to the motor controller and is used to send speed control commands to the motor controller; a high-voltage power supply circuit, the input end of which is connected to the high-voltage bus of the vehicle, and the output end of which is connected to the power input end of the motor controller to provide high-voltage DC power to the motor controller; and a low-voltage auxiliary power supply circuit, the input end of which is connected to the low-voltage power supply of the vehicle, and the output end of which is connected to the control module to provide low-voltage DC power to the control module.

[0027] In a specific embodiment of the present invention, the high-voltage fan system is used in new energy engineering machinery and mainly includes a high-voltage fan, a drive motor, a motor controller, a control module, a high-voltage power supply circuit, and a low-voltage auxiliary power supply circuit.

[0028] The drive motor is connected to the high-pressure fan. When the drive motor is running, it drives the high-pressure fan to rotate, generating cooling airflow to dissipate heat from the vehicle's heat-generating components. The rated power and rated airflow of a single high-pressure fan can meet the entire vehicle's cooling requirements, replacing the cooling capacity that traditional solutions require multiple low-pressure fans to achieve. This reduces the number of fans installed and the installation space occupied, and lowers the number of system failure points caused by multiple devices connected in parallel.

[0029] The motor controller is electrically connected to the drive motor and is used to drive the drive motor and regulate the speed of the high-pressure fan. The motor controller receives speed control commands from the control module and adjusts the voltage or current output to the drive motor according to the commands, thereby changing the speed of the drive motor and regulating the speed of the high-pressure fan.

[0030] The control module communicates with the motor controller to send speed control commands. Based on the vehicle's operating conditions and cooling requirements, the control module determines the target speed of the high-pressure fan and generates corresponding speed control commands, which are then sent to the motor controller via the communication link.

[0031] The input of the high-voltage power supply circuit is connected to the vehicle's high-voltage bus, and the output is connected to the power input of the motor controller, providing high-voltage direct current (DC) to the motor controller. The DC power supplied by the vehicle's high-voltage bus is directly transmitted to the motor controller via the high-voltage power supply circuit, providing power for the drive motor. The high-power supply of the high-voltage fan system is entirely derived from the vehicle's high-voltage bus, without passing through a low-voltage DC-DC converter. Therefore, the operation of the fan system does not consume the power capacity of the low-voltage DC-DC converter, thus solving the problems of low-voltage DC-DC overload and low-voltage power supply shortages caused by multiple low-voltage fans operating simultaneously in traditional low-voltage fan systems.

[0032] The input of the low-voltage auxiliary power supply circuit is connected to the vehicle's low-voltage power supply, and the output is connected to the control module, providing low-voltage DC power to the control module. The low-voltage DC power provided by the vehicle's low-voltage power supply is delivered to the control module via the low-voltage auxiliary power supply circuit, providing power for the operation of the control module. The power consumption of the low-voltage auxiliary power supply circuit is extremely low, and its impact on the vehicle's low-voltage system is negligible.

[0033] The high-voltage fan system in this invention draws power directly from the vehicle's high-voltage bus via a high-voltage power supply circuit, transferring the high-power supply of the cooling system to the high-voltage side. Only a low-voltage auxiliary power supply circuit provides extremely low power consumption support for the control module, thus achieving separation between the cooling system and the low-voltage power supply system. A single high-voltage fan can replace the cooling capacity of multiple low-voltage fans, reducing the number of system components and installation space required. This solves the problems of configuration redundancy and low-voltage system overload caused by the power supply architecture limitations of existing low-voltage fan systems.

[0034] In a preferred embodiment, in the high-pressure fan system for new energy engineering machinery, the control module is configured to: acquire the real-time power of at least one preset component; determine the current heat dissipation power required by the at least one preset component based on the real-time power of the at least one preset component and its corresponding power-heat dissipation demand relationship; determine a first fan target speed based on the sum of the current heat dissipation power required by the at least one preset component; and send a first speed control command to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to operate at the first fan target speed.

[0035] The control module first acquires the real-time power of at least one preset component. These preset components are heat-generating parts in the vehicle that require active cooling; their real-time power reflects the component's current workload and heat generation. The control module reads the real-time power data of these preset components through the vehicle's communication network, which can be a CAN bus or other vehicle communication bus.

[0036] After acquiring the real-time power of the preset components, the control module determines the current required cooling power for each preset component based on the relationship between its power and cooling demand. This power-to-cooling-demand relationship is pre-calibrated and stored in the control module, specifying the cooling requirements of the preset components at different power outputs. The control module queries this relationship to convert the real-time power of the preset components into the currently required cooling power. This conversion ensures that the fan speed is determined directly based on the actual operating state of the preset components, rather than relying on indirect temperature parameters or fixed speed settings.

[0037] Subsequently, the control module adds up the current heat dissipation power required by each preset component to obtain the total heat dissipation power required by all preset components. This total heat dissipation power represents the overall demand of the vehicle's main heat-generating components on the cooling system under the current operating conditions.

[0038] The control module determines the target speed of the first fan based on the total heat dissipation power. There is a preset correlation between the total heat dissipation power and the target fan speed; the higher the total heat dissipation power, the higher the corresponding target fan speed. The control module uses this correlation to determine the first fan target speed that matches the current total heat dissipation power.

[0039] After determining the target speed of the first fan, the control module sends a first speed control command to the motor controller. This command instructs the motor controller to drive the drive motor and adjust the high-pressure fan to operate at the target speed. Upon receiving the command, the motor controller drives the drive motor to rotate the high-pressure fan, generating a cooling airflow that matches the total cooling demand of the currently preset components.

[0040] Through the above process, the high-pressure fan speed is directly determined by the actual heat dissipation requirements of the preset components. When the workload and power of the preset components increase, the heat dissipation power calculated by the control module increases accordingly, the target fan speed increases, and the cooling airflow increases. When the workload and power of the preset components decrease, the target fan speed decreases, and the cooling airflow decreases. The fan operating state and the actual heat dissipation requirements of the preset components are dynamically matched.

[0041] In a preferred embodiment, in the high-pressure fan system for new energy engineering machinery, the control module is further configured to: acquire the radiator inlet temperature; determine a second target fan speed based on the radiator inlet temperature and the inlet temperature-fan speed relationship; take the larger value between the first target fan speed and the second target fan speed as the selected fan speed; and send a second speed control command to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to operate at the selected fan speed.

[0042] In this specific embodiment, the control module determines the target speed of the first fan by using the preset component power, and also determines the target speed of the second fan by using the radiator inlet temperature, and selects the final speed used to control the fan operation through an arbitration mechanism.

[0043] After determining the target speed of the first fan, the control module also acquires the radiator inlet temperature. The radiator inlet temperature refers to the temperature of the coolant before or after it enters the radiator for heat exchange; this temperature reflects the overall thermal state of the coolant after absorbing heat from the various heat-generating components. The control module reads this temperature value through a temperature sensor connected to the radiator inlet.

[0044] After obtaining the radiator inlet temperature, the control module determines the target speed of the second fan based on a preset relationship between inlet temperature and fan speed. This relationship is pre-calibrated and stored in the control module, specifying the fan speed corresponding to the required cooling airflow of the cooling system at different inlet temperatures. When the inlet temperature rises, it indicates that the coolant is absorbing more heat, requiring a higher fan speed to enhance heat dissipation. The control module queries this relationship to convert the current inlet temperature into the target speed of the second fan. The target speed of the second fan represents the required cooling capacity from the perspective of the actual thermal state of the cooling medium.

[0045] After obtaining the target speeds of the first and second fans, the control module arbitrates the two target speeds. The arbitration method involves selecting the larger of the two target speeds as the selected fan speed. The first target fan speed is calculated based on the real-time power of preset components and represents a feedforward predictive requirement. The second target fan speed is derived based on the radiator inlet temperature and represents a compensatory requirement based on feedback from the actual thermal state. Selecting the larger of the two speeds ensures that the fan operating speed is neither lower than the cooling requirement predicted based on component power nor lower than the cooling requirement based on inlet temperature feedback.

[0046] After determining the selected fan speed, the control module sends a second speed control command to the motor controller, causing the motor controller to drive the drive motor and adjust the high-pressure fan to operate at the selected fan speed. Upon receiving the command, the motor controller drives the drive motor to rotate the high-pressure fan, generating cooling airflow corresponding to the selected fan speed.

[0047] This invention adds a second target fan speed based on the radiator inlet temperature, in addition to the first target fan speed predicted by component power. The final fan speed is selected through a maximum value arbitration method. This dual-path calculation and arbitration mechanism ensures that the fan speed determination has both the timeliness of feedforward prediction, avoiding the response lag of relying solely on inlet temperature feedback, and the accuracy of temperature feedback, avoiding potential model biases that may exist when relying solely on power prediction. This improves the rationality of fan speed decision-making and the reliability of the cooling system.

[0048] In a preferred embodiment, in the high-pressure fan system for new energy engineering machinery, the control module is further configured to: send an idle speed control command to the motor controller before acquiring the real-time power of the at least one preset component, so that the motor controller drives the drive motor and adjusts the high-pressure fan to operate at a preset idle speed.

[0049] In this specific embodiment, after the system starts up and before acquiring the real-time power data of each preset component, the control module first sends an idle speed control command to the motor controller, so that the high-pressure fan starts running at the preset idle speed.

[0050] After the system is powered on, the control module and various sensors enter the working state. During the initial startup phase, before acquiring the real-time power of preset components, the control module first sends an idle speed control command to the motor controller. The idle speed is a preset, low fan speed value that provides basic cooling capacity during the initial system startup while maintaining a low power consumption level. Upon receiving the idle speed control command, the motor controller drives the drive motor and adjusts the high-pressure fan to operate at the preset idle speed.

[0051] During idle operation, the control module simultaneously collects real-time power data of preset components and calculates heat dissipation requirements. Once the control module completes data collection and calculation, determines the target speeds of the first and second fans based on actual heat dissipation requirements, and completes arbitration, it sends a new speed control command to the motor controller to replace the idle speed with the selected fan speed, thus entering the normal heat dissipation control cycle.

[0052] This invention controls the fan to run at a preset idle speed after the system starts up and before acquiring the real-time power of preset components. This provides basic heat dissipation capacity while maintaining low power consumption during data acquisition and calculation, thus solving the problem of delayed heat dissipation response caused by the fan stopping and waiting for instructions.

[0053] In a preferred embodiment, in the high-pressure fan system for new energy engineering machinery, the control module is further configured to: determine whether a forced operation condition is triggered; if so, send a forced speed control command to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to run at a preset forced speed; if not, send the idle speed control command to the motor controller.

[0054] In this specific embodiment, the control module determines whether a forced operation condition is triggered during system operation, and sends different speed control commands to the motor controller based on the determination result, so that the high-pressure fan runs at the corresponding speed.

[0055] The control module continuously monitors the operating status of all vehicle components during system operation. When certain specific operating conditions occur, such as the temperature of critical heat-generating components exceeding a safety threshold, a sharp rise in coolant temperature, or the system receiving a forced cooling request signal from the vehicle controller, a forced operating condition is triggered. The forced operating condition is set to ensure that the cooling system can operate at maximum cooling capacity under abnormal or extreme conditions, protecting critical components from high-temperature damage.

[0056] When the control module determines that a forced operation condition has been triggered, it sends a forced speed control command to the motor controller. The forced speed is a pre-set, relatively high fan speed value, typically corresponding to or near the fan's maximum cooling capacity. Upon receiving the forced speed control command, the motor controller drives the drive motor and adjusts the high-pressure fan to operate at the preset forced speed to maximize cooling airflow, quickly dissipate heat, and reduce component temperature.

[0057] When the control module determines that the forced operation condition has not been triggered, it sends an idle speed control command to the motor controller. The idle speed is a preset low fan speed value that can provide basic heat dissipation under normal system operation or low load conditions, while maintaining a low power consumption level. After receiving the idle speed control command, the motor controller drives the drive motor and adjusts the high-pressure fan to operate at the preset idle speed.

[0058] Under normal operating conditions without triggering forced operation conditions, the control module sends an idle speed control command to make the fan idle. It then continues to acquire real-time power data of preset components and radiator inlet temperature, calculates the target fan speed according to normal control logic, and sends a new speed control command to replace the idle speed after completing the calculation. However, when forced operation conditions are triggered, the forced speed control command has the highest priority, and the fan will operate at the forced speed until the forced operation conditions are lifted.

[0059] Through the above process, the high-pressure fan system has a two-level control mechanism that operates according to conventional control logic under normal conditions and forcibly enhances heat dissipation capacity under abnormal or extreme conditions. This ensures both energy-saving performance during daily operation and thermal safety protection of critical components under extreme conditions.

[0060] In a preferred embodiment, in the high-pressure fan system for new energy engineering machinery, the control module is further configured to: use a PID algorithm to generate a target speed control command based on the deviation between the target speed and the actual speed, and send the target speed control command to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to operate at the speed indicated by the target speed control command.

[0061] In this specific embodiment, the control module uses a PID algorithm to perform closed-loop regulation of the fan speed. It generates a target speed control command based on the deviation between the target speed and the actual speed, and sends the command to the motor controller so that the high-pressure fan runs at the speed indicated by the command.

[0062] During fan operation, after determining the target speed, the control module does not directly send this target speed as a fixed command to the motor controller all at once. Instead, the control module continuously acquires the actual speed of the high-voltage fan. The actual speed can be obtained through a speed sensor installed on the drive motor or the high-voltage fan, or through a speed signal fed back from the motor controller.

[0063] The control module compares the target speed with the actual speed and calculates the deviation between the two. The target speed is the desired fan speed calculated by the control module based on cooling requirements, while the actual speed is the current operating speed of the high-pressure fan. When the actual speed is lower than the target speed, the deviation value is positive, indicating that the fan speed needs to be increased. When the actual speed is higher than the target speed, the deviation value is negative, indicating that the fan speed needs to be decreased.

[0064] The control module uses a PID algorithm to process the deviation value. The PID algorithm performs proportional, integral, and derivative calculations on the deviation value. The proportional calculation generates an adjustment amount based on the magnitude of the current deviation; the larger the deviation, the larger the adjustment amount, causing the fan speed to quickly approach the target speed. The integral calculation generates an adjustment amount based on the duration of the deviation, eliminating steady-state error and ensuring the actual fan speed stably reaches the target speed. The derivative calculation generates an adjustment amount based on the trend of deviation changes, suppressing overshoot and oscillations during speed regulation, making the speed change process smoother.

[0065] The control module converts the adjustment value generated after processing the deviation by the PID algorithm into a target speed control command. This command indicates the drive voltage or current that the motor controller needs to output to adjust the speed of the drive motor. The control module sends this target speed control command to the motor controller, which then drives the drive motor and adjusts the high-voltage fan to operate at the speed indicated by the command.

[0066] Through the closed-loop regulation process described above, the actual speed of the high-pressure fan can stably follow the target speed under the regulation of the PID algorithm. When changes in heat dissipation demand cause a change in the target speed, the control module adjusts the PID algorithm to ensure that the actual fan speed quickly and smoothly transitions to the new target speed. When external factors cause the actual fan speed to deviate from the target speed, the PID algorithm can automatically correct the deviation, restoring the actual speed to the target value.

[0067] The target speed refers to the desired fan speed value determined by the control module based on different control logics. This target speed serves as the benchmark for PID algorithm adjustment. When the control module determines the first fan target speed based on the heat dissipation requirements of preset components, the target speed is the first fan target speed. When the control module selects the larger value between the first fan target speed and the second fan target speed as the selected fan speed, the target speed is the selected fan speed. When the control module sends an idle speed control command, the target speed is the preset idle speed. When the control module sends a forced speed control command, the target speed is the preset forced speed. The PID algorithm uses the currently determined target speed as the adjustment benchmark and generates a target speed control command based on the deviation between the target speed and the actual speed to achieve closed-loop regulation of the fan speed.

[0068] In a preferred embodiment, the high-pressure fan system for new energy engineering machinery includes at least one preset component: an engine, a range extender motor, a range extender motor controller, a power battery, a drive motor, and a drive motor controller.

[0069] The engine is one of the power sources for range-extended new energy construction machinery. It generates a significant amount of heat in both power generation and direct drive modes, and there is a direct correlation between its power output and heat dissipation requirements. The range extender motor and its controller are core components of the range-extended system. They operate continuously during power generation, with power fluctuating according to the power load; heat generation is directly related to power output. The power battery is the vehicle's energy storage unit, generating heat internally during high-current charging and discharging, with higher power resulting in more significant heat generation. The drive motor and its controller are core components of the vehicle's mobility system, continuously outputting power during driving and operation; their heat dissipation requirements vary with the workload.

[0070] The control module simultaneously acquires real-time power data from the aforementioned six types of preset components via the vehicle's communication network. The communication network can be a CAN bus or other vehicle communication bus. Each preset component transmits its real-time power data to the communication network via its configured sensors or control units, and the control module reads this data from the communication network.

[0071] After acquiring the real-time power of six preset components, the control module determines the current required cooling power for the engine, range extender motor, range extender motor controller, power battery, drive motor, and drive motor controller based on the power-heat dissipation demand relationship for each preset component. The power-heat dissipation demand relationship for each preset component is pre-calibrated through experiments and stored in the control module. Different components have different power-heat dissipation demand curves due to their different operating characteristics and heat capacities.

[0072] The control module adds up the current cooling power required by each of the six preset components to obtain the total cooling power required by all preset components. This total cooling power comprehensively reflects the overall demand of the cooling system on the six main heat-generating components of the vehicle under the current operating conditions, enabling the determination of the fan speed to more accurately reflect the actual cooling of the entire vehicle.

[0073] In a preferred embodiment, the drive motor in the high-pressure fan system for new energy engineering machinery is a permanent magnet synchronous motor.

[0074] The rotor of a permanent magnet synchronous motor is made of permanent magnet material, and a rotor magnetic field can be established without external excitation current. When alternating current is applied to the stator winding, a rotating magnetic field is generated. The rotating magnetic field interacts with the magnetic field of the rotor permanent magnet, driving the rotor to rotate, thereby driving the high-voltage fan to rotate.

[0075] During operation, permanent magnet synchronous motors (PMSMs) utilize permanent magnets to establish the rotor magnetic field, eliminating copper losses caused by energizing the rotor windings. Therefore, the overall energy conversion efficiency of PMSMs is high. They maintain high operating efficiency across the entire speed range. At low speeds, the efficiency drop is minimal, maintaining good performance compared to other types of drive motors. This characteristic results in lower energy losses in the drive motor when the high-voltage fan system operates under low vehicle load and at low fan speeds, reducing energy draw from the vehicle's high-voltage bus and lowering overall system energy consumption.

[0076] When the high-pressure fan operates at low speeds, the high efficiency of the permanent magnet synchronous motor in the low-speed range allows the fan system to meet low-load cooling requirements while maintaining low power consumption. When the high-pressure fan operates at high speeds, the efficiency of the permanent magnet synchronous motor remains high in the high-speed range, enabling the fan system to output the required cooling airflow with low power loss under high-power cooling demands. The efficiency advantage of the permanent magnet synchronous motor across the entire speed range allows the high-pressure fan system to adapt to the variable operating conditions of new energy construction machinery, maintaining low energy consumption levels at different fan speeds.

[0077] In a preferred embodiment, in the high-pressure fan system for new energy engineering machinery, the high-pressure fan includes a backward-curved impeller, and the drive motor is connected to the high-pressure fan via a direct-drive structure.

[0078] In a backward-curved impeller, the blades bend in the opposite direction to the impeller's rotation, and the blade exit angle is less than 90 degrees. When the impeller rotates, gas enters axially from the impeller inlet and, under centrifugal force, exits radially from the impeller outlet through the impeller flow channel. The geometry of the backward-curved blades results in a smoother flow path within the impeller flow channel, reducing flow separation on the blade surface and minimizing turbulence losses as the airflow passes through the impeller. Compared to impellers using forward or radial blades, backward-curved impellers maintain higher aerodynamic efficiency over a wider speed range, especially at high speeds where turbulence loss control is more pronounced. The characteristic curve of a backward-curved impeller is relatively flat; when system resistance changes, the airflow variation is relatively small. This allows the high-pressure fan to provide a more stable cooling airflow when facing fluctuations in the vehicle's cooling system resistance.

[0079] The drive motor and the high-pressure fan employ a direct-drive structure. A direct-drive structure means that the output shaft of the drive motor is directly connected to the impeller shaft of the high-pressure fan, without intermediate transmission components such as gearboxes, pulleys, or couplings. When the output shaft of the drive motor rotates, the impeller of the high-pressure fan rotates synchronously at the same speed. Because there are no intermediate transmission links, the mechanical energy output by the drive motor is directly transmitted to the high-pressure fan impeller, eliminating gear meshing friction losses, belt slippage losses, or coupling transmission losses, resulting in near-100% transmission efficiency. The direct-drive structure reduces the number of transmission components, making the structure more compact and saving installation space in the fan system. Furthermore, the reduction in transmission components also reduces the number of mechanical failure points in the system, improving its reliability and service life.

[0080] The comparison shows that the high-pressure fan in this design uses a backward-curved impeller, which reduces turbulence losses as the airflow passes through the impeller and maintains high aerodynamic efficiency over a wide speed range. The drive motor and high-pressure fan employ a direct-drive structure, eliminating mechanical losses in intermediate transmission links, improving transmission efficiency, and reducing system failure points.

[0081] In a preferred embodiment, the high-voltage fan system for new energy engineering machinery further includes a communication module. The control module is connected to the communication module, and the output terminal of the low-voltage auxiliary power supply circuit is connected to the communication module to provide low-voltage DC power to the communication module.

[0082] The communication module is the hardware component that enables communication between the control module and the motor controller. One end of the communication module connects to the control module, and the other end connects to the motor controller via a CAN bus or PWM signal line. Speed ​​control commands generated by the control module are converted into signals conforming to the communication protocol by the communication module and transmitted to the motor controller via the communication line. Operating status information fed back from the motor controller is also received by the communication module and transmitted back to the control module.

[0083] The output of the low-voltage auxiliary power supply circuit connects to both the control module and the communication module. Low-voltage DC power supplied by the vehicle's low-voltage power supply is simultaneously delivered to both the control module and the communication module via the low-voltage auxiliary power supply circuit, providing power for the operation of these two components. The communication module has low power consumption, and the combined power consumption with the control module is within the capacity range of the low-voltage auxiliary power supply circuit, thus its impact on the vehicle's low-voltage system is negligible.

[0084] The control module and communication module are connected; physically, they can be two separate components, electrically connected via wiring harnesses and connectors. Alternatively, the communication module can be integrated onto the control module's circuit board, connected via printed circuitry on the board. The output of the low-voltage auxiliary power supply circuit is connected to the power supply pins of the communication module, providing it with operating voltage.

[0085] During system operation, the control module calculates the target speed based on heat dissipation requirements and generates a speed control command, which is then sent to the communication module. The communication module encapsulates and converts the command according to the protocol before sending it to the motor controller via CAN communication or PWM signal. Upon receiving the command, the motor controller drives the drive motor and adjusts the high-voltage fan. Simultaneously, the operating status data fed back from the motor controller is received by the communication module and transmitted to the control module. The control module then performs closed-loop adjustment and status monitoring based on the feedback data.

[0086] This invention connects the communication module to the output of the low-voltage auxiliary power supply circuit, which then provides low-voltage DC power to both the control and communication modules. The power consumption of the low-voltage auxiliary power supply circuit is extremely low, and its impact on the vehicle's low-voltage system is negligible.

[0087] The following is a specific embodiment for illustrating the high-pressure fan system for new energy engineering machinery provided by the present invention.

[0088] This invention addresses three major pain points of low-voltage fans through an integrated solution of "high-voltage independent power supply, efficient hardware design, and precise control strategy." The specific technical solution is as follows.

[0089] (I) High-voltage independent power supply architecture design The core of this architecture design is to address the problem of high load in low-voltage systems.

[0090] like Figure 1 As shown, the power battery 1 is connected to the main drive multi-function controller 2 via a high-voltage DC electrical connection line, providing it with DC 600V to 900V high-voltage DC power. The main drive multi-function controller 2 has a built-in DC-AC module that inverts the high-voltage DC power into AC power, which is then connected to the vehicle drive motor 4 and the generator controller 7 via AC electrical connection line 12. The built-in DC-AC module of the main drive multi-function controller 2 also separately allocates power to the high-voltage fan 3, which is connected to the high-voltage fan drive motor via AC electrical connection line 12. The high-voltage fan drive motor and the high-voltage fan 3 are mechanically connected. The auxiliary drive controller 8 is connected to the power battery 1 via a high-voltage DC electrical connection line 11. After inversion inside the auxiliary drive controller 8, it is connected to another vehicle drive motor 5 via AC electrical connection line 12. The generator controller 7 is connected to the generator 6 via AC electrical connection line 12. At the same time, the generator controller 7 is also connected to the power battery 1 via a high-voltage DC electrical connection line 11, rectifying the AC power generated by the generator 6 into high-voltage DC power to charge the power battery 1. The power battery 1 is connected to the water-cooled unit 10 via a high-voltage DC electrical connection line 11, providing high-voltage power to the water-cooled unit 10.

[0091] The power battery 1 is connected to the 24V battery 9 via a DC-DC converter to charge the battery. The 24V battery 9 is connected to the control module and communication module in the main drive multi-function controller 2, the control circuit of the generator controller 7, and the control circuit of the auxiliary drive controller 8 via a low-voltage DC electrical connection line 13 to provide DC 24V low-voltage DC power to the aforementioned low-voltage components.

[0092] Power is transmitted between engine 18 and generator 6 via a mechanical connection, with the engine driving generator 6 to rotate and generate electricity. The drive motor of the high-pressure fan is mechanically connected to the high-pressure fan 3 via a direct-drive structure, with the drive motor of the high-pressure fan driving the high-pressure fan 3 to rotate and generate cooling airflow to cool engine 18.

[0093] The water-cooled unit 10 provides coolant circulation and heat dissipation to the generator controller 7, power battery 1, auxiliary drive controller 8 and main drive multi-function controller 2 through water circuit 14.

[0094] Figure 1 In this circuit, the high-voltage power supply circuit corresponds to the entire high-voltage power transmission path from the power battery 1, through the high-voltage DC electrical connection line 11 to the main drive multi-function controller 2, then from the DC-AC module built into the main drive multi-function controller 2 to the drive motor of the high-voltage fan via the AC electrical connection line 12, and from the power battery 1 directly to the water-cooled unit 10 via the high-voltage DC electrical connection line 11. In short, all the high-voltage DC electrical connection lines 11 and the DC-AC module inside the main drive multi-function controller 2, which is responsible for power distribution, together constitute the physical carrier of the high-voltage power supply circuit.

[0095] Figure 1 In this circuit, the low-voltage auxiliary power supply circuit corresponds to the low-voltage power supply path that is drawn from the 24V battery 9, connected via the low-voltage DC electrical connection line 13 to the control module and communication module in the main drive multi-function controller 2, and connected to the control circuit of the generator controller 7 and the control circuit of the auxiliary drive controller 8. In short, all the low-voltage DC electrical connection lines 13 together constitute the physical carrier of the low-voltage auxiliary power supply circuit.

[0096] The power supply mode is no longer dependent on low-voltage DC-DC converters and adopts 400V to 950V high-voltage DC power supply, which is directly drawn from the high-voltage bus of the vehicle. It does not need to rely on low-voltage DC-DC converters for power supply and completely cuts off the load of the fan operation on the low-voltage system.

[0097] It supports two high-voltage control methods, flexibly adapting to different vehicle topologies. Relying on the built-in DC-AC module of the all-in-one controller, power is allocated separately to the high-voltage fan, realizing closed-loop power management within the high-voltage system.

[0098] The low-voltage auxiliary circuit is independently isolated, supplying power to the control and communication modules only through a 9V to 32V DC low-voltage power supply. The maximum power does not exceed 10W. It is physically isolated from the high-voltage main circuit, and the low-voltage power consumption accounts for a very small proportion, so its impact on the low-voltage system load can be ignored.

[0099] (II) High-efficiency hardware structure design The core of this hardware design addresses the issues of low efficiency and redundant configuration.

[0100] like Figure 2 The high-pressure fan hardware structure shown and Figure 3 The circuit diagram shown illustrates the working principle of the high-voltage fan as follows: The power battery 1 provides high-voltage DC power to the motor controller 15. The motor controller 15 can be implemented by the vehicle's multi-function main drive controller, which integrates a DC-AC module. This module inverts the high-voltage DC power into AC power to drive the drive motor 19. The vehicle controller VCU 16 contains a control module responsible for thermal management control, calculating heat dissipation requirements and generating speed control commands. The VCU 16 sends speed control commands to the motor controller 15 via control signals, which are transmitted using CAN communication or PWM signals. Upon receiving the command, the motor controller 15 drives the drive motor 19 to rotate at the target speed, causing the high-voltage fan 3 to generate cooling airflow to dissipate heat from the vehicle's heat-generating components 17.

[0101] Figure 2 and Figure 3 In the diagram, the high-voltage power supply circuit corresponds to the power input path that provides high-voltage DC power to the motor controller 15 after the power battery 1 provides high-voltage power. This path is led out from the high-voltage bus interface of the power battery 1 and connected to the power input terminal of the motor controller 15. Figure 1 The specific manifestation of medium and high voltage DC electrical connection line 11 in the fan system.

[0102] By streamlining the configuration with high power density, a single high-pressure fan has a rated power of 4200W to 4500W and a rated air volume of 12000m³ / h to 13000m³ / h. Its heat dissipation capacity is 3.8 to 4.2 times that of a low-pressure fan. One high-pressure fan can replace the heat dissipation requirements of four low-pressure fans, significantly reducing the number of configurations and space occupation.

[0103] In terms of optimizing the high-efficiency power unit, a permanent magnet synchronous motor is adopted as the drive core, and the motor efficiency is increased to over 92%. Combined with the backward blade impeller and direct drive structure, mechanical losses and airflow turbulence losses are reduced. The aerodynamic efficiency fluctuation does not exceed 5% within the entire speed range of 500rpm to 3500rpm, solving the problem of the sudden drop in efficiency of low-pressure fans at low speeds.

[0104] The integrated drive module incorporates a highly integrated IPM intelligent power module, which integrates inverter, overcurrent protection, and undervoltage lockout functions, simplifying circuit layout while improving energy conversion efficiency and further reducing system energy consumption redundancy.

[0105] (III) Precision Control Strategy The core of this control strategy is to optimize efficiency and load matching.

[0106] The implementation process of this method is as follows: 1. System power-on self-test 2. Preset curve The preset curves are: engine power-heat dissipation demand curve Pe-Preq1, range extender motor power-heat dissipation demand curve Pg-Preq2, range extender motor controller power-heat dissipation demand curve Pgcu-Preq3, power battery power-heat dissipation demand curve Pb-Preq4, drive motor power-heat dissipation demand curve Pm-Preq5, drive motor controller power-heat dissipation demand curve Pmcu-Preq6, as well as water inlet temperature-fan speed curve Tout-Nt1 and total heat dissipation power-fan speed curve Preq-Nt2.

[0107] 3. Read the preset curve Read the curves showing the relationship between temperature and power of each component, the relationship between water inlet temperature and fan speed, and the relationship between total heat dissipation power and fan speed.

[0108] 4. Determine whether to force the fan to run. If forced to run, control the fan to operate at the given forced speed and proceed to step 9. If not forced to run, proceed to step 5.

[0109] 5. Start the fan and run it at idle speed N1, waiting for subsequent calculations and updates. 6. Parallel calculation of two target rotational speeds 6.1 Path based on component power: Read the real-time power of the engine, range extender motor, range extender motor controller, power battery, drive motor, and drive motor controller. Look up their respective power-heat dissipation demand curves to obtain Preq1, Preq2, Preq3, Preq, Preq5, and Preq6. Sum them up to get the total heat dissipation power Preq = Preq1 + Preq2 + Preq3 + Preq4 + Preq5 + Preq6. Then, based on Preq, look up the total heat dissipation power-fan speed curve Preq - Nt2 to get the target fan speed Nt2.

[0110] 6.2 Path based on radiator inlet temperature: Read the radiator inlet temperature Tout, and look up the target fan speed Nt1 from the table according to the "inlet temperature-fan speed" curve Tout−Nt1.

[0111] 7. Speed ​​Request Arbitration Take the larger value between Nt1 and Nt2 as the final target fan speed Nfinal=max(Nt1,Nt2).

[0112] 8. Send fan speed control command (Nfinal) 9. Fan control PID algorithm adjustment 10. The fan control module outputs a signal to drive the fan. 11. Determine if the machine needs to be stopped. If the system shuts down, the fan will stop running, the system will be powered off, and the process will end. If the system continues running, steps 6.1 and 6.2 will be returned to repeat the cycle.

[0113] The all-condition efficiency adaptive adjustment uses vector control technology to achieve precise stepless speed regulation from 500rpm to 3500rpm, with speed fluctuation not exceeding ±10rpm. Under low-load conditions, the aerodynamic efficiency is maintained at no less than 35% from 500rpm to 1500rpm, far exceeding the low-speed efficiency of low-pressure fans below 30%, thus avoiding inefficient energy consumption and waste.

[0114] Multi-parameter dynamic load matching collects data from temperature, pressure, and vehicle load sensors to calculate the comprehensive heat dissipation demand coefficient and dynamically adjust the fan speed. Under low-load conditions such as no-load or low-speed driving, the fan operates at low speed, consuming only 33.3% to 50% of the energy of a low-pressure fan. Under high-load conditions such as heavy load or climbing, the fan operates at high speed and full power output, dissipating 1.5kW to 1.625kW of heat, meeting high-power heat dissipation requirements.

[0115] The zero-interference design of the low-voltage system enables the control signal to be transmitted via CAN communication or PWM signal, which is completely isolated from the low-voltage power supply, with no additional power consumption, and completely eliminates the load occupation of the low-voltage system by the fan operation.

[0116] This invention specifically addresses the core pain points of low-pressure fans: "low efficiency, redundant configuration, and high low-pressure load," achieving the following results: 1. The load on the low-voltage system is significantly reduced. The high-voltage fan is disconnected from the low-voltage DC-DC power supply, reducing the load on the low-voltage system by 100%. The power consumption of the control module, which is less than 10W, is negligible, completely solving the DC-DC overload problem and improving the stability of the low-voltage system.

[0117] 2. Improved heat dissipation efficiency and adaptability: aerodynamic efficiency of no less than 35% across the entire speed range; efficiency under low load conditions is more than 16.7% higher than that of low-pressure fans; one fan replaces four low-pressure fans, reducing the number of configurations by 75% and space occupation by 60%.

[0118] 3. Significant energy consumption optimization: Under the same heat dissipation requirements, the total energy consumption of the high-pressure fan is reduced by 18.2% to 23.6% compared to the four low-pressure fans. The energy consumption under low load conditions is only 1 / 3 to 1 / 2 of that of the low-pressure fans, which is in line with the multi-condition operation characteristics of the equipment.

[0119] 4. Enhanced system reliability, streamlined configuration reduces potential failure points, mean time between failures (MTBF) is increased by 60%, and high-voltage safety redundancy design is physically isolated from the low-voltage system, further reducing the risk of vehicle operation.

[0120] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Other modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and examples shown and described herein.

Claims

1. A high-pressure fan system for new energy engineering machinery, characterized in that, include: High-pressure fan; The drive motor is connected to the high-pressure fan via a transmission. A motor controller, electrically connected to the drive motor, is used to drive the drive motor and adjust the speed of the high-pressure fan; The control module is communicatively connected to the motor controller and is used to send speed control commands to the motor controller; A high-voltage power supply circuit, the input end of which is connected to the high-voltage bus of the vehicle, and the output end of which is connected to the power input end of the motor controller to provide high-voltage DC power to the motor controller; A low-voltage auxiliary power supply circuit is provided, with its input terminal connected to the vehicle's low-voltage power supply and its output terminal connected to the control module to provide low-voltage DC power to the control module.

2. The high-pressure fan system for new energy engineering machinery according to claim 1, characterized in that, The control module is configured as follows: Obtain the real-time power of at least one preset component; Based on the real-time power of the at least one preset component and its corresponding power-heat dissipation requirement relationship, determine the current heat dissipation power required by the at least one preset component; The target speed of the first fan is determined based on the sum of the current heat dissipation power required by the at least one preset component; A first speed control command is sent to the motor controller so that the motor controller drives the drive motor and adjusts the high-voltage fan to run at the first fan target speed.

3. The high-pressure fan system for new energy engineering machinery according to claim 2, characterized in that, The control module is also configured to: Obtain the radiator inlet temperature; The target speed of the second fan is determined based on the radiator inlet temperature and the relationship between inlet temperature and fan speed. The larger value between the first target fan speed and the second target fan speed is taken as the selected fan speed; A second speed control command is sent to the motor controller so that the motor controller drives the drive motor and adjusts the high-voltage fan to run at the selected fan speed.

4. The high-pressure fan system for new energy engineering machinery according to claim 3, characterized in that, The control module is further configured to send an idle speed control command to the motor controller before acquiring the real-time power of the at least one preset component, so that the motor controller drives the drive motor and adjusts the high-pressure fan to operate at a preset idle speed.

5. The high-pressure fan system for new energy engineering machinery according to claim 4, characterized in that, The control module is also configured to: Determine if a mandatory execution condition has been triggered; If so, a forced speed control command is sent to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to run at a preset forced speed; If not, the idle speed control command is sent to the motor controller.

6. The high-pressure fan system for new energy engineering machinery according to any one of claims 2 to 5, characterized in that, The control module is further configured to: use a PID algorithm to generate a target speed control command based on the deviation between the target speed and the actual speed, and send the target speed control command to the motor controller so that the motor controller drives the drive motor and adjusts the high-pressure fan to run at the speed indicated by the target speed control command.

7. The high-pressure fan system for new energy engineering machinery according to claim 2, characterized in that, The at least one preset component includes: an engine, a range extender motor, a range extender motor controller, a power battery, a drive motor, and a drive motor controller.

8. The high-pressure fan system for new energy engineering machinery according to claim 1, characterized in that, The drive motor is a permanent magnet synchronous motor.

9. The high-pressure fan system for new energy engineering machinery according to claim 1, characterized in that, The high-pressure fan includes a backward-curved impeller, and the drive motor is connected to the high-pressure fan via a direct-drive structure.

10. The high-pressure fan system for new energy engineering machinery according to claim 1, characterized in that, It also includes a communication module, the control module is connected to the communication module, and the output terminal of the low-voltage auxiliary power supply circuit is connected to the communication module to provide low-voltage DC power to the communication module.

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