Vehicle-mounted customer premises equipment and terminal equipment

Abstract

The utility model provides vehicle-mounted customer premises equipment and terminal equipment, and relates to the field of Internet of Things. The vehicle-mounted customer premises equipment comprises a shell, an electronic component, a cooling fin device and a self-start-stop cooling fan. The radiating fin device comprises a hot-end radiator and a cold-end radiator which are in heat-conducting connection; the hot end radiator and the electronic component are both located in the shell, and the hot end radiator is attached to a power device of the electronic component; the cold end radiator and the self-start-stop cooling fan are both located outside the shell, and the cold end radiator and the self-start-stop cooling fan are both used for being installed in an air flowing area of the internal combustion locomotive; wherein the air flowing area refers to an area where continuous air flowing is generated on the internal combustion locomotive when the internal combustion locomotive runs; the self-start-stop cooling fan is used for self-start-stop according to the air speed of the air flowing area. According to the vehicle-mounted customer premises equipment, the electric energy consumption of the self-start-stop cooling fan is reduced, and then the electric energy consumption of an internal combustion locomotive is reduced.

Description

Technical Field

[0001] This application relates to the field of the Internet of Things, and more particularly to an in-vehicle customer site device and terminal device. Background Technology

[0002] With the development of 5G (5th Generation Mobile Communication Technology) networks, its application in the To Business (To B) sector will become increasingly widespread. However, an undeniable reality is that some terminal devices did not integrate 5G communication modules in their initial design phase. This means that, at present and for a considerable period in the future, these terminal devices cannot directly access 5G networks.

[0003] To solve this problem, Customer Premise Equipment (CPE) is needed as a bridge to connect terminal devices to 5G base stations, enabling indirect 5G communication between these devices. In this process, the CPE is essentially a standalone, external 5G communication module that enables terminal devices to access 5G networks.

[0004] In vehicle-mounted applications, when the terminal equipment is a diesel locomotive, the CPE needs to be deployed alongside the locomotive to meet its communication requirements. However, diesel locomotives are often located in outdoor environments, and their power supply capacity is relatively limited due to constraints in power supply facilities. The addition of the CPE will undoubtedly increase the power consumption of the diesel locomotive. Therefore, how to optimize the energy efficiency of the CPE is a problem that this application urgently needs to solve. Utility Model Content

[0005] This application provides an on-board customer accommodation device and terminal device that reduces the power consumption of the self-starting and stopping cooling fan, thereby reducing the power consumption of the internal combustion locomotive.

[0006] The first aspect of this application provides an on-board customer parking device for installation on a diesel locomotive, the on-board customer parking device comprising:

[0007] Housing, electronic components, heat sink assembly, and self-starting / stopping cooling fan;

[0008] The heat sink assembly includes a hot-end heat sink and a cold-end heat sink that are thermally connected.

[0009] Both the hot-end heat sink and the electronic components are located inside the housing, with the hot-end heat sink attached to the power device of the electronic components.

[0010] Both the cold-end radiator and the self-starting and stopping cooling fan are located outside the housing. Both the cold-end radiator and the self-starting and stopping cooling fan are used to install in the airflow area of ​​the diesel locomotive. The airflow area refers to the area on the diesel locomotive where continuous airflow occurs when the locomotive is in motion.

[0011] Automatic start-stop cooling fans are used to automatically start and stop based on the airflow speed in the area.

[0012] In one possible design, the self-starting and stopping cooling fan includes: a start / stop switch and a fan motor;

[0013] The start / stop switch is connected in series in the power supply circuit of the fan motor;

[0014] When the wind speed in the airflow area exceeds the preset wind speed threshold, the start / stop switch is used to disconnect and stop the fan motor.

[0015] When the wind speed in the airflow area is not greater than the preset wind speed threshold, the start / stop switch is used to turn on the fan motor.

[0016] In one possible design, the start / stop switch includes: a baffle, a bracket, and conductive contacts;

[0017] The top of the baffle is rotatably connected to the bracket;

[0018] The movable part of the conductive contact is mounted on the baffle, and the fixed part of the conductive contact is mounted on the bracket;

[0019] When the wind speed in the airflow area exceeds the preset wind speed threshold, the baffle is deflected to separate the moving parts and the fixed parts, and the start / stop switch is turned off.

[0020] When the wind speed in the airflow area is not greater than the preset wind speed threshold, the baffle is used to reset to fit the moving and fixed parts, and the start / stop switch is turned on.

[0021] In one possible design, the heat sink assembly further includes an intermediate heat sink that is thermally connected to both the hot-end heat sink and the cold-end heat sink.

[0022] The housing includes: a cover plate and a base;

[0023] Electronic components are fixedly installed in the base, and the heat sink in the middle passes through the cover plate;

[0024] The connection between the cover plate and the base, as well as between the intermediate radiator and the cover plate, is sealed.

[0025] In one possible design, the on-board customer site equipment also includes: a backup battery;

[0026] The backup battery is located inside the casing and is used to connect in parallel with the generator or battery of the internal combustion locomotive.

[0027] In one possible design, the cold end heat sink includes a hollow cylindrical substrate and multiple rectangular heat sinks of the same shape that are thermally connected to the hollow cylindrical substrate.

[0028] Multiple rectangular heat sinks are arranged in a ring array around a hollow cylindrical substrate, and the axes of the length directions of the multiple rectangular heat sinks are tangentially aligned.

[0029] A second aspect of this application provides a terminal device, the terminal device comprising:

[0030] Internal combustion locomotives, and onboard customer accommodation equipment installed on internal combustion locomotives, such as any of the items in the first aspect.

[0031] In one possible design, when the diesel locomotive is in motion, an external airflow area is generated on the outer surface of the diesel locomotive, and an internal airflow area is generated in the intake pipe of the diesel locomotive.

[0032] The cold-end radiator and self-starting / stopping cooling fan of the vehicle-mounted customer site equipment are installed in the external airflow area or the internal airflow area.

[0033] In one possible design, an air filter and a throttle valve are installed on the intake manifold;

[0034] When both the cold-end radiator and the self-starting and stopping cooling fan are installed in the internal airflow area, the cold-end radiator is stuck in the intake pipe between the air filter and the throttle valve.

[0035] The intermediate radiator of the vehicle-mounted customer site equipment is installed on the air intake pipe, and the intermediate radiator is sealed to the air intake pipe.

[0036] In one possible design, the cold-end heatsink is located downstream of the airflow from the self-starting and stopping cooling fan;

[0037] On the intake manifold, between the cold-end radiator and the throttle body, there is also a pressure relief valve.

[0038] This application provides an on-board customer access device and a terminal device. The on-board customer access device includes: a housing, electronic components, a heat sink assembly, and a self-starting and stopping cooling fan. The heat sink assembly includes a hot-end heat sink and a cold-end heat sink connected thermally. The hot-end heat sink and the electronic components are both located inside the housing, with the hot-end heat sink attached to the power device of the electronic components. The cold-end heat sink and the self-starting and stopping cooling fan are both located outside the housing and are used to be installed in the airflow area of ​​the diesel locomotive. The airflow area refers to the area on the diesel locomotive where continuous airflow occurs when the locomotive is in motion. The self-starting and stopping cooling fan is used to automatically start and stop according to the wind speed in the airflow area. The following technical effects were achieved: by reducing the frequency of use of the self-starting and stopping cooling fan, the power consumption of the self-starting and stopping cooling fan was reduced, thereby reducing the power consumption of the internal combustion locomotive; the start and stop of the self-starting and stopping cooling fan was determined by the wind speed in the airflow area, thus reducing the frequency of use of the self-starting and stopping cooling fan; by placing the cold end heat sink of the heat sink device on the outside of the housing, the airflow in the airflow area was used to dissipate heat from the cold end heat sink, thereby dissipating heat from the power devices of the electronic components. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 A schematic diagram of a customer site equipment scenario provided by existing technology;

[0041] Figure 2 This is a schematic diagram of a scenario for vehicle-mounted customer service equipment and terminal equipment provided in an embodiment of this application;

[0042] Figure 3 Schematic diagram of the structure of the vehicle-mounted customer parking equipment provided in the embodiments of this application Figure 1 ;

[0043] Figure 4 Schematic diagram of the structure of the vehicle-mounted customer parking equipment provided in the embodiments of this application Figure 2 ;

[0044] Figure 5 This is a schematic diagram of the start / stop switch provided in an embodiment of this application.

[0045] Figure label:

[0046] 110 - Terminal equipment; 120 - Customer site equipment; 130 - 5G base station;

[0047] 210 - Internal combustion locomotive; 220 - Onboard customer site equipment; 230 - Road;

[0048] 310 - Housing; 320 - Electronic components; 330 - Heat sink assembly; 331 - Hot end heat sink; 332 - Cold end heat sink; 3321 - Hollow cylindrical substrate; 3322 - Rectangular heat sink; 333 - Intermediate heat sink; 340 - Self-starting and stopping cooling fan; 341 - Baffle; 342 - Bracket; 343 - Conductive contact; 344 - Wiring port; 350 - Backup battery. Detailed Implementation

[0049] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0050] In this application, the terms "first" and "second" are used to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, nor do they necessarily imply difference. It should be noted that in this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design scheme described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner. In this application, "at least one" means one or more, and "more than one" means two or more.

[0051] It should be noted that the phrase "at the moment" in this application can refer to the instant a certain situation occurs, or to a period of time after the occurrence of a certain situation; this application does not impose a specific limitation on this. Furthermore, the vehicle-mounted customer service terminal equipment and terminal equipment provided in this application are merely examples, and may include more or less content. The user information (including but not limited to user equipment information and user personal information) and data (including but not limited to data used for analysis, stored data, and displayed data) involved in one or more embodiments of this application are all information and data authorized by the user or fully authorized by all parties. The collection, use, and processing of related data must comply with relevant laws, regulations, and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0052] To facilitate a clear description of the technical solution of this application, some of the terms and technologies involved in this application are briefly introduced below:

[0053] 5G (Fifth Generation Mobile Communication Technology) refers to a new generation of broadband mobile communication technology networks characterized by high speed, low latency, and massive connectivity. 5G networks are fundamental to the B2B (business-to-business) sector.

[0054] Customer Premise Equipment (CPE) refers to a wireless terminal access device that can receive wireless signals from 5G base stations.

[0055] To clearly understand the technical solution of this application, the solutions of the prior art will be described in detail first.

[0056] With the development of 5G (5th Generation Mobile Communication Technology) networks, its applications in the consumer (To C) and business (To B) sectors will become increasingly widespread. However, compared to the short design and iteration process of terminal devices in the To C sector, which allows most terminal devices to directly access 5G networks, a significant reality is that some terminal devices in the To B sector did not integrate 5G communication modules in their initial design phase. This means that, at present and for a considerable period in the future, these terminal devices cannot directly access 5G networks.

[0057] To solve this problem, Customer Premise Equipment (CPE) is needed as a bridge to connect terminal devices to 5G base stations, enabling indirect 5G communication between these devices. In this process, CPE is essentially an independent and external 5G communication module that enables terminal devices to access 5G networks.

[0058] Figure 1 A schematic diagram illustrating a scenario for customer site equipment provided with existing technology. For example... Figure 1 As shown, the customer premises equipment 120 is connected to the terminal equipment 110 via wired or wireless communication. During the uplink data processing of the customer premises equipment 120, it is responsible for encapsulating, parsing, or converting the service data sent by the terminal equipment 110, and transmitting the processed service data to the 5G base station 130 wirelessly connected to the customer premises equipment 120, so that it can be recognized by the 5G base station 130. The downlink data processing of the customer premises equipment 120 is similar, and will not be described in detail in this scenario.

[0059] In vehicle-mounted applications, when the terminal equipment is a diesel locomotive, the customer's on-site equipment needs to be deployed alongside the locomotive to meet its communication requirements. However, diesel locomotives are often located in outdoor environments, and their power supply capacity is relatively limited due to constraints in power supply facilities. The addition of customer on-site equipment will undoubtedly increase the power consumption of the diesel locomotive. Therefore, how to optimize the energy efficiency of customer on-site equipment is a problem that this application urgently needs to solve.

[0060] Therefore, to address the aforementioned technical issues, the research revealed that when the diesel locomotive is in motion, areas with continuous airflow are generated on the locomotive, which can be used to cool the equipment at the customer's premises. When the diesel locomotive is stationary, areas without continuous airflow are eliminated, allowing the self-starting and stopping cooling fans to cool the equipment at the customer's premises. By reducing the frequency of use of the self-starting and stopping cooling fans, the power consumption of the cooling fans is reduced, thereby reducing the power consumption of the diesel locomotive.

[0061] Based on the above-mentioned inventive discovery, the technical solution of this application is proposed.

[0062] The following section introduces the application scenarios of the vehicle-mounted customer site equipment and terminal equipment provided in this application.

[0063] Figure 2 This is a schematic diagram illustrating a scenario of the vehicle-mounted customer service equipment and terminal equipment provided in an embodiment of this application. It should be noted that... Figure 2The examples shown are merely examples of scenarios in which this application can be applied, to help those skilled in the art understand the technical content of this application, but do not mean that this application cannot be used in other devices, systems, environments or scenarios.

[0064] like Figure 2 As shown, the terminal device is a diesel locomotive 210. This application scenario includes the diesel locomotive 210, the onboard customer access equipment 220 installed on the diesel locomotive 210, and the 5G base station 130 wirelessly connected to the onboard customer access equipment 220. The diesel locomotive 210 and the onboard customer access equipment 220 can communicate via wired means such as a network cable or serial port, or wirelessly via means such as a wireless network (Wi-Fi) or Bluetooth.

[0065] During the uplink data processing of the vehicle-mounted customer access equipment 220, it is responsible for encapsulating, parsing, or converting the service data sent from the diesel locomotive 210, and transmitting the processed service data to the 5G base station 130 so that it can be recognized by the 5G base station 130. The downlink data processing of the vehicle-mounted customer access equipment 220 is similar and will not be described in detail in this scenario.

[0066] A diesel locomotive 210 refers to a vehicle that uses an internal combustion engine as its power unit. The internal combustion engine burns fuel in the cylinders to produce high-temperature, high-pressure gas, which drives the piston in reciprocating motion. The connecting rod then drives the crankshaft to rotate, thus converting thermal energy into mechanical energy. The fuel for a diesel locomotive 210 can be gasoline, diesel, or hydrogen, and its uses can include freight transport, passenger transport, industrial and mining operations, or high-speed train sets. Figure 2 In the middle, the internal combustion locomotive 210 travels on the road 230. The internal combustion locomotive 210 is a freight vehicle that burns gasoline, such as a pure gasoline truck, a range-extended truck, or a hybrid truck.

[0067] The on-board customer premises equipment 220 is installed on the diesel locomotive 210. Specifically, it is installed in the area where the diesel locomotive 210 generates continuous airflow when it is in motion. For example, if it is installed on the outer surface of the diesel locomotive 210, then the diesel locomotive 210 is an external CPE; or if it is installed in the intake pipe of the diesel locomotive 210, then the diesel locomotive 210 is an internal CPE. Figure 2 In the middle, the on-board customer parking equipment 220 is installed on the roof of the diesel locomotive 210.

[0068] The 5G base station 130 is used to receive processed service data transmitted by the vehicle-mounted customer premises equipment 220, or to transmit downlink data to the vehicle-mounted customer premises equipment 220. The 5G base station 130 can be a macro base station, or a micro base station, pico base station, or femto base station, etc.

[0069] The technical solutions of this application will be described in detail below with reference to specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0070] Figure 3 Schematic diagram of the structure of the vehicle-mounted customer parking equipment provided in the embodiments of this application Figure 1 , Figure 4 Schematic diagram of the structure of the vehicle-mounted customer parking equipment provided in the embodiments of this application Figure 2 Compared to Figure 3 In other words, Figure 4 Not displayed Figure 3 The self-starting / stopping cooling fan 340 and the cover plate of the housing 310. For example... Figure 3 and Figure 4 As shown in the embodiments of this application, the on-board customer parking equipment is used to be installed on a diesel locomotive. Therefore, the on-board customer parking equipment provided in these embodiments includes:

[0071] Housing 310, electronic components 320, heat sink assembly 330, and self-starting and stopping cooling fan 340;

[0072] The heat sink assembly 330 includes a hot-end heat sink 331 and a cold-end heat sink 332 that are thermally connected.

[0073] Specifically, the heat sink device 330 can be a split type, that is, the hot end heat sink 331 and the cold end heat sink 332 are physically separated and connected by industrial means such as pressing or welding through thermal conductive mediums such as thermal grease, metal connectors or graphene composite thermal conductive sheets; the heat sink device 330 can also be an integrated type, that is, the hot end heat sink 331 and the cold end heat sink 332 are not clearly separated.

[0074] Both the hot-end heat sink 331 and the electronic component 320 are located inside the housing 310, with the hot-end heat sink 331 attached to the power device of the electronic component 320.

[0075] Specifically, in automotive CPEs, power devices refer to devices that consume high levels of electrical energy during operation. They typically have large current or voltage loads and therefore generate significant heat. Power devices can include 5G baseband chips, radio frequency power amplifiers (PAs), power management chips (PMICs), network processors, storage controllers, and interface chips, among others.

[0076] The hot-end heat sink 331 is attached to these power devices, utilizing highly thermally conductive materials such as copper or aluminum-based composites to rapidly absorb the heat generated by the power devices. The shape of the hot-end heat sink 331 is pre-designed based on the distribution of the power devices in the electronic component 320, and the bonding quality between the two directly affects the heat transfer efficiency. The bonding method can be direct contact bonding such as filling with thermally conductive silicone grease, filling with thermally conductive gel, or bonding with thermally conductive pads, or indirect contact bonding such as bonding with heat spreaders, heat pipes, or phase change materials. After bonding, it can also be mechanically fixed by means of spring clips, screws, or adhesives.

[0077] Both the cold end radiator 332 and the self-starting and stopping cooling fan 340 are located outside the housing 310. Both the cold end radiator 332 and the self-starting and stopping cooling fan 340 are used to install in the airflow area of ​​the diesel locomotive. The airflow area refers to the area on the diesel locomotive where continuous airflow occurs when the diesel locomotive is in motion.

[0078] Specifically, when the diesel locomotive is running, there are areas on the locomotive with continuous airflow, which can then dissipate heat from the cold-end radiator 332. When the locomotive is stationary, there are no areas on the locomotive with continuous airflow, so the self-starting and stopping cooling fan 340 can dissipate heat from the cold-end radiator 332. The heat conduction path is as follows: power device, hot-end radiator 331, cold-end radiator 332, and atmospheric environment.

[0079] Optionally, the structure of the cold end heat sink 332 can be a flat plate, which adopts a flat rectangular or circular design with a smooth surface or a small number of perforations; it can also be a cylindrical or cylindrical type; or it can be a finned type, which has multiple fins arranged vertically on a rectangular or circular substrate to increase the heat dissipation surface area. The shape of the fins can be straight fins, wavy fins, needle-shaped fins, or slotted fins, etc.

[0080] Optionally, both the cold-end heat sink 332 and the self-starting / stopping cooling fan 340 are installed in the airflow area. The cold-end heat sink 332 can be located downstream of the airflow of the self-starting / stopping cooling fan 340 (the downstream side of the airflow refers to the rear end of the airflow direction, i.e., the area after the airflow passes; the definition of the upstream side of the airflow is similar, and will not be repeated in this embodiment). In this case, the airflow direction of the self-starting / stopping cooling fan 340 is the same as the airflow direction, and the self-starting / stopping cooling fan 340 can simultaneously dissipate heat from the cold-end heat sink 332 along with the airflow. This requires reinforcement on one side of the cold-end heat sink 332, for example, by placing a substrate on one side of the cold-end heat sink 332.

[0081] The cold-end heatsink 332 can also be located upstream of the airflow of the self-starting / stopping cooling fan 340. In this case, the airflow direction of the self-starting / stopping cooling fan 340 is opposite to that of the flowing air. When the self-starting / stopping cooling fan 340 and the flowing air simultaneously cool the cold-end heatsink 332, the airflow speed will be reduced, thereby reducing the cooling efficiency of the cold-end heatsink 332. However, with this arrangement, when the flowing air is cooling the cold-end heatsink 332 alone, it will not obstruct the flowing air, thus maximizing the utilization of airflow speed. This requires a symmetrical design for the cold-end heatsink 332, for example, placing the base plate in the middle of the cold-end heatsink 332.

[0082] The self-starting and stopping cooling fan 340 is used to automatically start and stop based on the airflow speed in the airflow area.

[0083] Specifically, the self-starting-stop cooling fan 340 is an intelligently controlled fan. Its operating state, i.e., whether it is on or off, is determined by the wind speed in the airflow area. The functions of the self-starting-stop cooling fan 340 include wind speed monitoring and start / stop control. For example, in a stationary scenario, if the wind speed in the airflow area is detected to be zero, the self-starting-stop cooling fan 340 is activated to dissipate heat; in a low-speed scenario, if the wind speed in the airflow area is detected to be low, the self-starting-stop cooling fan 340 is activated to dissipate heat, or the cooling process is achieved through a mixture of the self-starting-stop cooling fan 340 and the flowing air; in a high-speed scenario, if the wind speed in the airflow area is detected to be high, the self-starting-stop cooling fan 340 is deactivated, and the cooling process is achieved through the flowing air.

[0084] Wind speed monitoring can be achieved directly through sensors, such as using a Hall sensor to detect the rotational speed of the fan blades to calculate the wind speed, using a wind pressure sensor to directly measure the airflow pressure to calculate the wind speed, or using an ultrasonic sensor to calculate the ultrasonic wave propagation time difference to calculate the wind speed. It can also be indirectly calculated through the vehicle's speed, for example, if the speed of the internal combustion engine vehicle is greater than a preset speed threshold, and the wind speed in the airflow area is determined to be greater than the preset wind speed threshold, then the self-starting and stopping cooling fan 340 will be turned off. It can also be indirectly calculated through mechanical structures, for example, if the conductive contact is blown open by the flowing air, and the wind speed in the airflow area is determined to be greater than the preset wind speed threshold, then the self-starting and stopping cooling fan 340 will be turned off.

[0085] This application provides an embodiment of a vehicle-mounted customer access device and a terminal device. The vehicle-mounted customer access device includes: a housing, electronic components, a heat sink assembly, and a self-starting and stopping cooling fan. The heat sink assembly includes a hot-end heat sink and a cold-end heat sink connected thermally. The hot-end heat sink and the electronic components are both located inside the housing, with the hot-end heat sink attached to the power device of the electronic components. The cold-end heat sink and the self-starting and stopping cooling fan are both located outside the housing and are installed in the airflow area of ​​the diesel locomotive. The airflow area refers to the area on the diesel locomotive where continuous airflow occurs when the locomotive is in motion. The self-starting and stopping cooling fan is used to automatically start and stop according to the wind speed in the airflow area. The following technical effects were achieved: by reducing the frequency of use of the self-starting and stopping cooling fan, the power consumption of the self-starting and stopping cooling fan was reduced, thereby reducing the power consumption of the internal combustion locomotive; the start and stop of the self-starting and stopping cooling fan was determined by the wind speed in the airflow area, thus reducing the frequency of use of the self-starting and stopping cooling fan; by placing the cold end heat sink of the heat sink device on the outside of the housing, the airflow in the airflow area was used to dissipate heat from the cold end heat sink, thereby dissipating heat from the power devices of the electronic components.

[0086] In one possible design, the self-starting and stopping cooling fan 340 includes: a start / stop switch and a fan motor;

[0087] The start / stop switch is connected in series in the power supply circuit of the fan motor;

[0088] When the wind speed in the airflow area exceeds the preset wind speed threshold, the start / stop switch is used to disconnect and stop the fan motor.

[0089] When the wind speed in the airflow area is not greater than the preset wind speed threshold, the start / stop switch is used to turn on the fan motor.

[0090] Specifically, the self-starting and stopping cooling fan 340 includes a start / stop switch and a fan motor. In addition, the self-starting and stopping cooling fan 340 may also include a motor reducer and fan blades. The start / stop switch controls the power supply circuit of the fan motor and disconnects or connects it according to wind speed conditions. When wind speed monitoring is achieved through a sensor or vehicle speed, the start / stop switch can be a mechanical relay, a solid-state relay (SSR), or a metal-oxide-semiconductor field-effect transistor (MOSFET), etc.; when wind speed monitoring is achieved through a mechanical structure, the start / stop switch can be a terminal switch or a brush switch, etc. The fan motor drives the fan blades to rotate, generating forced airflow to enhance the cooling effect. The fan motor can be a DC brushless motor or a DC brushed motor, etc.

[0091] The fan motor, motor reducer, and fan blades can be installed together on the downstream side of the airflow of the cold end radiator 332, or they can be installed together on the upstream side of the airflow of the cold end radiator 332; the start / stop switch can be installed at any unobstructed location in the airflow area. Figure 3 and Figure 4 (The start / stop switch is not shown in the diagram). The working process of the self-starting and stopping cooling fan 340 is as follows: the start / stop switch is opened and closed according to the wind speed in the airflow area, thereby controlling the stop and start of the fan motor; when the fan motor starts, the fan motor drives the motor reducer and then drives the fan blades to rotate, so as to dissipate heat for the cold end heat sink 332.

[0092] Optionally, the power supply circuit for the fan motor also includes a power source, which can be a backup battery 350, or a generator or battery from a diesel locomotive.

[0093] The technical effect of this application embodiment is that the start and stop of the fan motor are controlled by the start / stop switch, thereby realizing the self-starting and stopping of the self-starting and stopping cooling fan.

[0094] Figure 5 This is a schematic diagram of the start / stop switch provided in an embodiment of this application. In one possible design, such as... Figure 5 As shown, the start / stop switch includes: a baffle 341, a bracket 342, and a conductive contact 343;

[0095] The top of the baffle 341 is rotatably connected to the bracket 342;

[0096] The movable part of the conductive contact 343 is mounted on the baffle 341, and the fixed part of the conductive contact 343 is mounted on the bracket 342.

[0097] When the wind speed in the airflow area is greater than the preset wind speed threshold, the baffle 341 is deflected to separate the moving part and the fixed part, and the start / stop switch is turned off.

[0098] When the wind speed in the airflow area is not greater than the preset wind speed threshold, the baffle 341 is used to reset to fit the moving part and the fixed part, and then the start / stop switch is turned on.

[0099] Specifically, the baffle 341, as an airflow-driven mechanical component, is used to deflect or reset according to the wind speed, thereby controlling the connection state of the conductive contact 343. The baffle 341 is made of lightweight and sturdy materials, such as aluminum alloy or engineering plastics; the top of the baffle 341 is rotatably connected to the bracket 342, and the connection method can be a hinge or a bearing connection.

[0100] The bracket 342 is used to support the fixing of the baffle 341 and the conductive contact 343. Considering that the diesel locomotive usually travels forward, the positive direction of the airflow in the airflow area can be determined from the front to the rear of the locomotive. When the diesel locomotive is traveling forward, the direction of the airflow is the same as the positive direction, so the baffle 341 deflects in the positive direction; when the diesel locomotive is traveling backward, the direction of the airflow is opposite to the positive direction, so the baffle 341 deflects in the opposite direction; therefore, regardless of which direction the diesel locomotive is traveling, the baffle 341 can deflect, thus disconnecting the start-stop switch.

[0101] By deflecting and resetting the baffle 341, the moving and fixed parts can be separated and engaged, thereby enabling the start / stop switch to open and close. The moving and fixed parts are made of highly conductive and wear-resistant materials, such as copper or silver alloys. Both the moving and fixed parts can be... Figure 5 The terminals shown ( Figure 5 If only the moving part of the conductive contact 343 is shown, and the fixing part of the conductive contact 343 is not shown, then the two are in point contact, and the start / stop switch is equivalent to a terminal switch; or, the moving part can be a brush, and the fixing part can be a slide rail, and the two are in surface contact or line contact, and the start / stop switch is equivalent to a brush switch.

[0102] Optionally, mechanical damping such as friction plates, springs, or torsional dampers, fluid damping such as air dampers or liquid dampers, or magnetic damping such as eddy current dampers or magnetic dampers can be used between the baffle 341 and the bracket 342 to achieve a damping effect, making the baffle 341 more stable during deflection and reset, and avoiding rapid shaking or oscillation caused by sudden changes in wind speed or mechanical vibration; at the same time, the preset wind speed threshold can be adjusted according to the damping magnitude.

[0103] Optionally, the bracket 342 is provided with two wiring ports 344. One wiring port 344 is electrically connected to the moving part of the conductive contact 343, and the other wiring port 344 is electrically connected to the fixed part of the conductive contact 343. The start / stop switch is connected in series in the power supply circuit of the fan motor through these two wiring ports 344.

[0104] Optionally, a spring structure can be used between the baffle 341 and the bracket 342 to apply contact pressure to the conductive contact 343, ensuring good contact between the moving part and the fixed part when they are in contact.

[0105] The technical effect of this application embodiment is that by deflecting and resetting the baffle, the separation and contact between the moving part and the fixed part of the conductive contact are realized, thereby realizing the disconnection and conduction of the start / stop switch.

[0106] In one possible design, such as Figure 3 and Figure 4As shown, the heat sink device 330 also includes an intermediate heat sink 333 that is thermally connected to the hot end heat sink 331 and the cold end heat sink 332 respectively.

[0107] The housing 310 includes: a cover plate 311 and a base 312;

[0108] Electronic component 320 is fixedly installed in base 312, and intermediate heat sink 333 is installed on cover plate 311;

[0109] The cover plate 311 and the base 312, as well as the intermediate heat sink 333 and the cover plate 311, are all sealed together.

[0110] Specifically, the intermediate heat sink 333 can be a conventional geometric shape such as a rectangle or a column, used to conduct heat from the hot-end heat sink 331 to the cold-end heat sink 332. The heat conduction path is as follows: power device, hot-end heat sink 331, intermediate heat sink 333, cold-end heat sink 332, and atmospheric environment. The connection method between the hot-end heat sink 331, cold-end heat sink 332, and intermediate heat sink 333 is similar to the connection method between the hot-end heat sink 331 and the cold-end heat sink 332, and will not be described again in this embodiment.

[0111] (311) has holes that match the intermediate heat sink 333 for the intermediate heat sink 333 to pass through; at the same time, the cover plate 311 and the base 312, as well as the intermediate heat sink 333 and the cover plate 311 are sealed together, and the sealing method can be a sealing gasket or sealant, etc.

[0112] The technical effects of this application embodiment are: by inserting the intermediate heat sink onto the cover plate, the structural stability of the heat sink device is improved; by sealing the connection, external contaminants are prevented from entering the housing through the gap between the intermediate heat sink and the cover plate, or the gap between the cover plate and the base, thereby improving the reliability of electronic components.

[0113] In one possible design, such as Figure 4 As shown, the vehicle-mounted customer site equipment also includes: a 350 backup battery;

[0114] The backup battery 350 is located inside the housing 310 and is used to connect in parallel with the generator or battery of the internal combustion locomotive.

[0115] Specifically, the backup battery 350 is used for backup power supply, that is, to provide backup power when the generator or battery of the internal combustion locomotive is insufficient or malfunctions, so as to ensure the continuous operation of the on-board customer site equipment.

[0116] For example, in the event of a generator failure in a diesel locomotive, the backup battery 350 supplies power to the onboard customer site equipment to ensure that the driver or the domain controller of the diesel locomotive can send equipment failure information to the outside world.

[0117] For example, when the internal combustion locomotive is turned off, the backup battery 350 supplies power to the on-board customer site equipment to ensure remote viewing or operation of the main control server, such as accessing the domain controller to remotely view vehicle status such as location information, monitoring information or work logs, or accessing the domain controller to remotely operate vehicle equipment such as air conditioning, door locks or lights.

[0118] Optionally, a protection circuit, such as a diode or relay, can be added to the on-board customer site equipment to prevent the backup battery 350 from charging in the direction of the main battery.

[0119] The technical effect of this application embodiment is that, through the backup battery, the on-board customer site equipment can continue to operate when the generator or battery power supply is insufficient or fails.

[0120] In one possible design, such as Figure 4 and Figure 5 As shown, the cold end heat sink 332 includes a hollow cylindrical substrate 3321 and a plurality of rectangular heat sinks 3322 of the same shape that are thermally connected to the hollow cylindrical substrate 3321.

[0121] Multiple rectangular heat sinks 3322 are arranged in a ring array around the hollow cylindrical substrate 3321, and the axes of the length directions of the multiple rectangular heat sinks 3322 are tangentially aligned.

[0122] Specifically, the hollow cylindrical substrate 3321 and the multiple rectangular heat sinks 3322 arranged in a ring array around the hollow cylindrical substrate 3321 increase the heat dissipation surface area of ​​the cold end heat sink 332, thereby increasing the efficiency of heat conduction to the atmospheric environment.

[0123] This application also provides a terminal device. For example... Figure 2 As shown, the terminal device includes:

[0124] Internal combustion locomotive 210, and onboard customer accommodation equipment 220, as described in the above-mentioned application embodiments, installed on internal combustion locomotive 210.

[0125] It should be noted that the terminal device provided in this application embodiment is similar in implementation principle and technical effect to the vehicle-mounted customer service equipment 220 in the above embodiment. Therefore, the parts and beneficial effects that are the same as those in the product embodiment will not be described in detail here.

[0126] In one possible design, such as Figures 2 to 5As shown, when the diesel locomotive 210 is in motion, an external airflow area is generated on the outer surface of the diesel locomotive 210, and an internal airflow area is generated in the intake pipe of the diesel locomotive 210.

[0127] The cold end radiator 332 and the self-starting and stopping cooling fan 340 of the vehicle-mounted customer site equipment 220 are both installed in the external airflow area or the internal airflow area.

[0128] Specifically, when the diesel locomotive 210 is in motion, its outer surface, especially the roof, front, and sides, will generate external airflow areas due to vehicle movement. The wind direction in these external airflow areas is opposite to the locomotive's direction of travel, and the wind speed is positively correlated with the locomotive's speed. These external airflow areas are characterized by high wind speeds, thus the cooling efficiency of the cold-end radiator 332 installed here is high. However, the external environment in this area is complex, requiring high dust and water resistance from the onboard customer access equipment 220. Furthermore, considering the aerodynamic characteristics of the vehicle's shape, the installation location in this area is limited. A diesel locomotive 210 equipped with a cold-end radiator 332 and a self-starting / stopping cooling fan 340 in its external airflow areas can be a rail transport vehicle operating in an industrial park or a freight vehicle operating on public roads.

[0129] Meanwhile, the intake duct of the diesel locomotive 210 generates an internal airflow area due to engine air intake; the airflow direction in this internal airflow area is consistent with the intake duct design, and the wind speed is positively correlated with the intake volume of the diesel locomotive. A key feature of this internal airflow area is its controllable airflow direction, thus ensuring stable cooling efficiency for the cold-end radiator 332 installed here; however, the airflow velocity in this area may be low, potentially requiring auxiliary cooling from the self-starting cooling fan 340. The diesel locomotive 210, equipped with the cold-end radiator 332 and the self-starting cooling fan 340 in its internal airflow area, can be an excavator or loader operating on a construction site.

[0130] The technical effect of this application embodiment is that installing the cold end heat sink and the self-starting and stopping cooling fan in the external airflow area improves the heat dissipation efficiency of the cold end heat sink; or, installing the cold end heat sink and the self-starting and stopping cooling fan in the internal airflow area improves the heat dissipation stability of the cold end heat sink.

[0131] Furthermore, when both the cold-end radiator 332 and the self-starting and stopping cooling fan 340 are installed in the external airflow area, the cold-end radiator 332 can be a flat plate and installed at a certain angle on the outer surface of the diesel locomotive, such as the roof, front, or side, to reduce the air resistance of the diesel locomotive.

[0132] In one possible design, such as Figures 2 to 5 As shown, an air filter and a throttle valve are installed on the intake pipe;

[0133] When both the cold end radiator 332 and the self-starting and stopping cooling fan 340 are installed in the internal airflow area, the cold end radiator 332 is stuck in the intake pipe between the air filter and the throttle valve.

[0134] The intermediate radiator 333 of the vehicle-mounted customer site equipment is installed on the air intake pipe, and the intermediate radiator 333 is sealed to the air intake pipe.

[0135] Specifically, the air filter is used to filter impurities such as dust and particulate matter to filter the air entering the engine. The air filter is typically located at the front of the intake manifold, near the external air inlet. The throttle valve is used to regulate the airflow into the engine, thereby controlling the engine speed and power output. The throttle valve is typically located at the rear of the intake manifold, near the engine intake port.

[0136] When both the cold-end radiator 332 and the self-starting / stopping cooling fan 340 are installed in the internal airflow area, the cold-end radiator 332 is positioned in the intake duct between the air filter and the throttle valve, utilizing the clean and stable airflow for heat dissipation. The self-starting / stopping cooling fan 340 can be installed before the air filter, in the intake duct between the air filter and the cold-end radiator 332, or in the intake duct between the cold-end radiator 332 and the throttle valve.

[0137] The intermediate radiator 333 is thermally connected to the cold end radiator 332, and it passes through the air intake pipe and is sealed. The sealing method can be a gasket or sealant.

[0138] The technical effect of this application embodiment is that by integrating the cold end radiator 332 and the self-starting and stopping cooling fan 340 into the air intake pipe of the internal combustion locomotive 210, and optimizing the installation position and sealing connection, the air quality of the flowing air and the heat dissipation stability of the cold end radiator are improved.

[0139] Furthermore, the cold-end heat sink 332 includes the hollow cylindrical substrate 3321 and multiple rectangular heat sinks 3322 as described in the above embodiments. Since the external dimensions of the cold-end heat sink 332 are similar to those of a cylinder, it can be stably mounted on the air intake duct, improving its structural stability. Simultaneously, the multiple rectangular heat sinks 3322 of the cold-end heat sink 332 are arranged symmetrically around the axis of the hollow cylindrical substrate 3321, optimizing the airflow path in the air intake duct.

[0140] In one possible design, such as Figures 2 to 5As shown, when the internal combustion engine is turned off, the throttle is closed and the start-stop cooling fan 340 is activated. In this state, when the cold-end radiator 332 is upstream of the airflow of the start-stop cooling fan 340, the air in the intake pipe will gradually decrease, resulting in a gradual decrease in the air pressure in the intake pipe; or, when the cold-end radiator 332 is downstream of the airflow of the start-stop cooling fan 340, the air in the intake pipe will gradually increase, resulting in a gradual increase in the air pressure in the intake pipe. Both of these situations may affect the heat dissipation effect of the cold-end radiator 332, and may even lead to damage to the start-stop cooling fan 340, the intake pipe, the air filter, and the throttle.

[0141] Based on this, the following technical solution is proposed:

[0142] The cold end heat sink 332 is located downstream of the airflow of the self-starting and stopping cooling fan 340;

[0143] On the intake manifold, a pressure relief valve is also installed between the cold-end radiator 332 and the throttle valve.

[0144] Specifically, pressure relief valves are used to balance the air pressure in the intake pipe, and they can be spring-loaded, gravity-operated, or solenoid-operated.

[0145] The cold-end radiator 332 is positioned downstream of the airflow of the self-starting and stopping cooling fan 340. When the diesel locomotive is turned off, the throttle is closed and the self-starting and stopping cooling fan 340 starts, causing the air in the intake pipe to gradually increase. When the air pressure in the intake pipe increases to a certain level, the pressure relief valve automatically opens, allowing excess air to be discharged from the intake pipe to balance the air pressure in the intake pipe.

[0146] The technical effect of this application embodiment is that: by venting excess air in the intake pipe through the pressure relief valve, the air pressure in the intake pipe is balanced, ensuring that the on-board customer parking equipment can be used normally when the internal combustion engine is turned off; in addition, by venting air through the pressure relief valve instead of allowing outside air to enter the intake pipe, the air in the intake pipe is prevented from being contaminated.

[0147] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle-mounted customer accommodation device, characterized in that, The on-board customer parking equipment is used for installation on a diesel locomotive, and the on-board customer parking equipment includes: Housing, electronic components, heat sink assembly, and self-starting / stopping cooling fan; The heat sink device includes a hot-end heat sink and a cold-end heat sink that are thermally connected. Both the hot-end heat sink and the electronic components are located inside the housing, and the hot-end heat sink is attached to the power device of the electronic components. Both the cold-end radiator and the self-starting and stopping cooling fan are located outside the housing, and both are used to be installed in the airflow area of ​​the diesel locomotive; wherein, the airflow area refers to the area on the diesel locomotive where continuous airflow occurs when the diesel locomotive is in motion; The self-starting and stopping cooling fan is used to automatically start and stop according to the wind speed in the airflow area.

2. The vehicle-mounted customer accommodation equipment according to claim 1, characterized in that, The self-starting and stopping cooling fan includes: a start / stop switch and a fan motor; The start / stop switch is connected in series in the power supply circuit of the fan motor; When the wind speed in the airflow area is greater than a preset wind speed threshold, the start / stop switch is used to disconnect and stop the fan motor. When the wind speed in the airflow area is not greater than the preset wind speed threshold, the start / stop switch is used to turn on to start the fan motor.

3. The vehicle-mounted customer accommodation equipment according to claim 2, characterized in that, The start / stop switch includes: a baffle, a bracket, and conductive contacts; The top of the baffle is rotatably connected to the bracket; The movable part of the conductive contact is mounted on the baffle, and the fixed part of the conductive contact is mounted on the bracket; When the wind speed in the airflow area is greater than the preset wind speed threshold, the baffle is deflected to separate the moving part and the fixed part, and the start / stop switch is turned off. When the wind speed in the airflow area is not greater than the preset wind speed threshold, the baffle is reset to fit the moving part and the fixed part, and then the start / stop switch is turned on.

4. The vehicle-mounted customer accommodation equipment according to claim 1, characterized in that, The heat sink device further includes: an intermediate heat sink that is thermally connected to the hot end heat sink and the cold end heat sink respectively; The housing includes: a cover plate and a base; The electronic components are fixedly installed in the base, and the intermediate heat sink passes through the cover plate; The cover plate and the base, as well as the intermediate heat sink and the cover plate, are all sealed together.

5. The vehicle-mounted customer accommodation equipment according to claim 1, characterized in that, The vehicle-mounted customer site equipment also includes: a backup battery; The backup battery is located inside the housing and is used to connect in parallel with the generator or battery of the internal combustion locomotive.

6. The vehicle-mounted customer accommodation equipment according to any one of claims 1 to 5, characterized in that, The cold end heat sink includes a hollow cylindrical substrate and a plurality of rectangular heat sinks of the same shape that are thermally connected to the hollow cylindrical substrate. The plurality of rectangular heat sinks are arranged in a ring array around the hollow cylindrical substrate, and the axes of the length directions of the plurality of rectangular heat sinks are tangentially aligned.

7. A terminal device, characterized in that, The terminal device includes: Internal combustion locomotive, and onboard customer parking equipment as described in any one of claims 1 to 6 installed on said internal combustion locomotive.

8. The terminal device according to claim 7, characterized in that, When the diesel locomotive is in motion, an external airflow area is generated on the outer surface of the diesel locomotive, and an internal airflow area is generated in the intake pipe of the diesel locomotive. The cold-end radiator and the self-starting and stopping cooling fan of the vehicle-mounted customer site equipment are both installed in the external airflow area or the internal airflow area.

9. The terminal device according to claim 8, characterized in that, An air filter and a throttle valve are installed on the intake pipe; When both the cold-end radiator and the self-starting and stopping cooling fan are installed in the internal airflow area, the cold-end radiator is inserted into the intake pipe between the air filter and the throttle valve. The intermediate radiator of the vehicle-mounted customer parking equipment is installed on the air intake pipe, and the intermediate radiator is sealed to the air intake pipe.

10. The terminal device according to claim 9, characterized in that, The cold end heat sink is located downstream of the airflow of the self-starting and stopping cooling fan; A pressure relief valve is also installed on the intake pipe between the cold end radiator and the throttle valve.

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