Warm air temperature control system for carriage of passenger car

Abstract

The utility model discloses a warm air temperature control system for a passenger car compartment. The warm air temperature control system comprises a constant temperature system control module, a sensor module, an instrument module, a display module, a flow valve and a warm air component, the warm air component comprises three warm air branches which are connected in parallel; the sensor module is connected with the constant-temperature system control module, and the constant-temperature system control module, the display module, the flow valve and the warm air component are all connected with the instrument module. The constant-temperature system control module controls starting of the heater and the water pump and the air speed of the radiator in the vehicle in real time based on signal input of the flow sensors and the temperature sensors and the difference value between the set temperature and the actual temperature, finally the comfortable temperature in the vehicle is achieved, it can be guaranteed that the temperature in a compartment is uniform, and the service life of the vehicle is prolonged. While the comfort of passengers is improved, frequent operation of a driver on a warm air system switch in the driving process is reduced, and the safety of a vehicle is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive heating technology, and in particular to a passenger car cabin heating temperature control system. Background Technology

[0002] Currently, bus heating systems generally use a series piping design, where antifreeze is heated by the heater and then flows sequentially through each radiator and defrost unit for heat exchange. However, this solution has the following hardware architectural flaws:

[0003] (1) Series connection of pipelines leads to high system resistance and low heating efficiency: In series pipelines, antifreeze needs to flow through multiple radiators, which significantly increases the circulation resistance, resulting in increased water pump load, reduced antifreeze flow rate, and ultimately poor heating effect.

[0004] (2) Single path heat dissipation: The antifreeze is at a high temperature when it flows through the front radiator, but the temperature drops significantly when it flows to the rear radiator, resulting in a high temperature at the front of the carriage and a low temperature at the rear, resulting in uneven temperature between the front and rear of the carriage and poor passenger comfort.

[0005] (3) Manual hardware control: It relies on the driver to manually operate the heater switch, radiator fan speed knob and other buttons. Frequent operation is required during driving, which distracts the driver and poses a safety hazard. Utility Model Content

[0006] To address the shortcomings of existing technologies, this utility model provides a bus cabin heating temperature control system that optimizes the pipeline structure, enables zoned temperature monitoring and regulation, and supports automatic control. The purpose is to solve the technical problems mentioned in the background section.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A passenger car cabin heating temperature control system includes: a constant temperature system control module, a sensor module, an instrument module, a display module, a flow valve, and heating components;

[0009] The heating element includes three parallel heating air branches, namely:

[0010] First branch: connected sequentially to the first flow valve, defroster and driver's radiator;

[0011] Second branch: connected in sequence to the second flow valve and any one or more front compartment radiators;

[0012] Third branch: connected in sequence to the third flow valve and any one or more rear compartment radiators;

[0013] The sensor module is connected to the constant temperature system control module, and the constant temperature system control module, display module, flow valve, and heating air component are all connected to the instrument module.

[0014] Furthermore, the constant temperature system control module includes a constant temperature system controller; the sensor module includes a front compartment temperature sensor and a rear compartment temperature sensor.

[0015] The constant temperature system controller is connected to the front compartment temperature sensor via interface T1 and to the rear compartment temperature sensor via interface T2.

[0016] Furthermore, the sensor module also includes a first flow sensor, a second flow sensor, and a third flow sensor;

[0017] The first flow sensor, the second flow sensor, and the third flow sensor are respectively installed on the first branch, the second branch, and the third branch, and are connected to the constant temperature system controller via a CAN bus.

[0018] Furthermore, both the front and rear radiators are connected to the instrument module via low-speed control signal lines and high-speed control signal lines.

[0019] Furthermore, the heating element also includes a water pump, which is connected to the instrument module via a water pump control signal line.

[0020] Furthermore, the heating element also includes a heater, which is connected to the instrument module via a heater control signal line.

[0021] Furthermore, the outlet of the heater is connected to the inlet of the three parallel warm air branches via pipelines;

[0022] The outlet of the water pump is connected to the inlet of the heater via a pipeline, and the inlet of the water pump is connected to the outlet of the three parallel heating air branches and the water tank via a pipeline.

[0023] Furthermore, the constant temperature system control module also includes an automatic mode switch and a temperature adjustment knob;

[0024] The automatic mode switch is connected to the constant temperature system controller via an independent signal line;

[0025] The temperature adjustment knob is connected to the constant temperature system controller via an independent signal line.

[0026] Furthermore, the system also includes a combination switch, which is connected to the instrument module;

[0027] The combination switch includes a front compartment low-speed switch, a front compartment high-speed switch, a rear compartment low-speed switch, a rear compartment high-speed switch, a water pump switch, and a heater switch.

[0028] Furthermore, the constant temperature system controller is connected to a 24V DC power supply via a B24V power line and a ground line.

[0029] One or more technical solutions of this utility model have the following beneficial effects:

[0030] (1) The bus compartment heating temperature control system provided by this utility model reduces circulation resistance and improves heating efficiency through the hardware architecture design of three parallel pipelines and independent flow valves.

[0031] (2) This utility model achieves temperature regulation in different areas by using hardware design of independent temperature sensors and independent radiator branches for the front and rear compartments, combined with mechanical opening adjustment of the flow valve.

[0032] (3) This utility model enables the driver to automatically adjust the flow valve opening, radiator wind speed, water pump speed and heater power based on the underlying logic of the hardware circuit by setting the temperature with the physical knob and turning the automatic mode switch. This eliminates the need for frequent operation of the switch during driving, avoids driver distraction and ensures driving safety. Attached Figure Description

[0033] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0034] Figure 1 This is a schematic diagram of the bus compartment heating temperature control system module frame of this utility model;

[0035] Figure 2 This is a schematic diagram of the piping connection of the bus compartment heating temperature control system of this utility model.

[0036] Figure 3 This is a schematic diagram of the circuit structure of the bus compartment heating temperature control system of this utility model. Detailed Implementation

[0037] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0038] Example 1

[0039] like Figure 1 This utility model provides a bus compartment heating temperature control system, including: a constant temperature system control module, a sensor module, an instrument module, a display module, a flow valve, and heating components;

[0040] like Figure 2 The heating system includes three parallel heating circuits, namely:

[0041] First branch: connected sequentially to the first flow valve, defroster and driver's radiator;

[0042] Second branch: connected in sequence to the second flow valve and any one or more front compartment radiators;

[0043] Third branch: connected in sequence to the third flow valve and any one or more rear compartment radiators;

[0044] The radiators in the vehicle compartment come in various forms, including box-type and wall-mounted types, and transfer heat to the interior through heat exchange. Heaters include fuel-fired heaters, natural gas heaters, and PTC heaters. Flow valves are installed on each branch line and can be opened at different angles to control the water flow in each branch.

[0045] The defroster in the first branch is used to defrost and defog the windshields of vehicles.

[0046] The heating system also includes a water pump, which is connected to the instrument module via a water pump control signal line.

[0047] The heating system also includes a heater, which is connected to the instrument module via a heater control signal line.

[0048] The heater's outlet is connected via pipes to the inlet of three parallel heating air circuits; the water pump's outlet is connected via pipes to the heater's inlet, and the water pump's inlet is connected via pipes to the outlet of the three parallel heating air circuits and the water tank. The water tank stores antifreeze.

[0049] The sensor module is connected to the constant temperature system control module, and the constant temperature system control module, display module, flow valve, and heating air components are all connected to the instrument module.

[0050] Specifically, the instrument module uses a DRA718 or TIJ1042 main control chip.

[0051] like Figure 3 The constant temperature system control module includes a constant temperature system controller; specifically, the constant temperature system controller uses a main control chip of model S32K144 or S32K148.

[0052] The sensor module includes a front compartment temperature sensor and a rear compartment temperature sensor; the constant temperature system controller is connected to the front compartment temperature sensor via the T1 interface and to the rear compartment temperature sensor via the T2 interface.

[0053] Based on their placement, the temperature sensors in the passenger compartment are divided into front passenger compartment temperature sensors and rear passenger compartment temperature sensors. The resistance of the temperature sensors varies at different temperatures.

[0054] The sensor module also includes a first flow sensor, a second flow sensor, and a third flow sensor; the first flow sensor, the second flow sensor, and the third flow sensor are respectively installed on the first branch, the second branch, and the third branch, and are connected to the constant temperature system controller via a CAN bus.

[0055] Both the front and rear radiators are connected to the instrument module via low-speed and high-speed control signal lines, respectively.

[0056] The climate control module also includes an automatic mode switch and a temperature adjustment knob. The automatic mode switch is connected to the climate control controller via an independent signal line; the temperature adjustment knob is also connected to the climate control controller via an independent signal line. The automatic mode switch is active low. When the switch is active, the system enters automatic mode, controlling the interior temperature to remain near the set temperature.

[0057] In automatic mode, the system controls the start-up signals of the water pump and heater, as well as the different fan speeds of the radiator, based on the difference between the set temperature and the actual temperature, and the signal output of the flow sensor.

[0058] The system also includes a combination switch, which is connected to the instrument module; the combination switch includes a front compartment low-speed switch, a front compartment high-speed switch, a rear compartment low-speed switch, a rear compartment high-speed switch, a water pump switch, and a heater switch.

[0059] When the automatic mode switch is not turned on or is malfunctioning, the driver can operate the combination switch to control the operation of the heating system, that is, to control the start and stop of the water pump and heater as well as the fan speed of the radiator. At this time, all flow valves are fully open.

[0060] The temperature control system controller is connected to a 24V DC power supply via a B24V power line and a ground line. The power supply terminals of the first, second, and third flow valves are connected to the 24V power supply via the flow valve power line (B24V) and the flow valve ground line (GND).

[0061] The working principle of this utility model:

[0062] like Figure 2 As shown, the heating system adopts a three-way parallel heating branch design. The specific circulation path is as follows: the high-temperature antifreeze output from the heater is distributed to three independent branches through pipelines:

[0063] First branch: After being regulated by the first flow valve, it flows sequentially through the defroster and the driver's radiator, and is used for defrosting the windshield and heating the driver's seat;

[0064] Second branch: After being regulated by the second flow valve, it flows through (one or more) front compartment radiators for heating the front compartment;

[0065] The third branch: After being regulated by the third flow valve, it flows through (one or more) rear compartment radiators for heating the rear compartment.

[0066] After the antifreeze in each branch completes heat exchange, it flows to the water pump inlet and is driven by the water pump to flow back to the heater, forming a closed loop.

[0067] like Figure 3 As shown, this system adopts a dual-controller architecture consisting of a thermostat system controller (S32K144 / S32K148 chip) and an instrument module (DRA718 / TIJ1042 chip). The two controllers work together based on the underlying circuit control logic. The thermostat system controller is responsible for logic decisions, receiving resistance signals from the front / rear compartment temperature sensors, analog input signals from the temperature adjustment knob, and CAN bus feedback signals from the flow sensors in each branch. The instrument module, according to the instructions from the thermostat system controller, directly drives the flow valve, radiator fan speed setting, and the start / stop of the water pump and heater via hardware control signal lines.

[0068] The underlying circuit control logic specifically includes the following hardware implementation mechanisms:

[0069] (1) Temperature difference response

[0070] The constant temperature system controller calculates the difference between the actual temperature detected by the temperature sensor and the temperature set by the knob using a hardware comparison circuit. The preset rules for the temperature difference response configuration file are as follows:

[0071] When T1≤T SET At -5 o'clock, the instrument module controls the front / rear compartment radiator fan speed to switch to level two via the high-speed control signal line;

[0072] When T SET -2<T1≤T SET At +2, the instrument module controls the front / rear compartment radiator fan speed to switch to level 1 via the low-speed control signal line;

[0073] When T SET When +2 < T1, the instrument module controls the front / rear compartment radiators to shut off.

[0074] Where T SET To set the target temperature, T1 represents the actual temperature of the front / rear compartments.

[0075] (2) Dynamic flow regulation

[0076] The constant temperature system controller compares the real-time flow values ​​monitored by the flow sensors of each branch with the preset mechanical gear reference flow values. The instrument module adjusts the opening of the flow valve based on the comparison results. The preset rules for the dynamic flow adjustment configuration file are as follows:

[0077] When the flow rate of a certain branch is lower than the reference flow rate for 1 minute, the instrument module controls the flow valve opening to increase by 10%.

[0078] When the flow rate of a certain branch is higher than the reference flow rate for 1 minute, the instrument module controls the flow valve opening to decrease by 10%.

[0079] (3) Mode switching

[0080] Automatic mode: When the automatic mode switch is triggered, the constant temperature system controller calls the preset rules in the configuration file and sends control signals for the flow valve and radiator through the CAN bus. The instrument module controls the radiator fan speed and the opening of the flow valve through the low-speed / high-speed signal line to achieve fully automatic adjustment.

[0081] Manual mode: When automatic mode is off or disabled, the driver can directly control the instrument module through the combination switch to change the working status of the water pump, heater and radiator. At this time, the flow valve is fully open.

[0082] The configuration logic of the configuration file is set based on actual needs and can be easily implemented by those skilled in the art. The preset rules provided in this specific embodiment are stored in the hardware storage unit of the constant temperature system controller; this invention does not improve the software algorithm.

[0083] The above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A passenger car cabin heater temperature control system characterized by, The system comprises a thermostat system control module, a sensor module, an instrument module, a display module, flow valves and a heating component. The heating component comprises three parallel heating branches, which are: a first branch connected with a first flow valve, a defroster and a driver radiator in sequence; a second branch connected with a second flow valve and any one or more front compartment radiators in sequence; a third branch connected with a third flow valve and any one or more rear compartment radiators in sequence. The sensor module and the thermostat system control module are connected, and the thermostat system control module, the display module, the flow valves and the heating component are connected with the instrument module. The thermostat system control module comprises a thermostat system controller, and the sensor module comprises a front compartment temperature sensor and a rear compartment temperature sensor.

2. The passenger compartment heater temperature control system as set forth in claim 1, wherein The thermostat system controller is connected with the front compartment temperature sensor through a T1 interface and connected with the rear compartment temperature sensor through a T2 interface. The sensor module further comprises a first flow sensor, a second flow sensor and a third flow sensor.

3. The passenger compartment heating temperature control system as set forth in claim 2, wherein The first flow sensor, the second flow sensor and the third flow sensor are respectively installed on the first branch, the second branch and the third branch and connected with the thermostat system controller through a CAN bus. The front compartment radiators and the rear compartment radiators are connected with the instrument module through low-speed control signal lines and high-speed control signal lines.

4. The passenger compartment heating temperature control system as set forth in claim 1, wherein The heating component further comprises a water pump connected with the instrument module through a water pump control signal line.

5. The passenger compartment heating temperature control system as set forth in claim 1, wherein The heating component further comprises a heater connected with the instrument module through a heater control signal line.

6. The passenger compartment heating temperature control system as set forth in claim 5, wherein The outlet of the heater is connected with the inlet ends of the three parallel heating branches through pipelines.

7. The passenger compartment heating temperature control system as set forth in claim 6, wherein The outlet of the water pump is connected with the inlet of the heater through a pipeline, and the inlet of the water pump is connected with the outlet ends of the three parallel heating branches and a water tank through pipelines. The thermostat system control module further comprises an automatic mode switch and a temperature adjustment knob.

8. The passenger compartment heating temperature control system as set forth in claim 2, wherein The automatic mode switch is connected with the thermostat system controller through an independent signal line. The temperature adjustment knob is connected with the thermostat system controller through an independent signal line. The system further comprises a combination switch connected with the instrument module.

9. The passenger compartment heating temperature control system as set forth in claim 1, wherein The combination switch comprises a front compartment low-speed switch, a front compartment high-speed switch, a rear compartment low-speed switch, a rear compartment high-speed switch, a water pump switch and a heater switch. The thermostat system controller is connected with a 24V direct current power supply through a B24V power supply line and a ground line.

10. The passenger compartment heating temperature control system as set forth in claim 1, wherein ​

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