Heat dissipation fan of hybrid electric vehicle, control method thereof, electronic device and vehicle

Abstract

The present disclosure relates to a heat dissipation fan for a hybrid vehicle, a control method thereof, an electronic device and a vehicle. The heat dissipation fan comprises: a fan blade; a rotating shaft connected at a center position of the fan blade to drive the fan blade to rotate; an electric motor comprising a housing, a rotor and a stator, the stator being fixed inside the housing, the rotor being rotatably arranged in the housing and extending out of the housing at an end portion, the rotor being coaxially connected with the rotating shaft; and a driving wheel for transmission connection at an output end of an engine, the driving wheel being rotatably sleeved outside the housing and selectively engaged with the rotating shaft through a clutch. In use, the fan can be driven to rotate by the driving wheel alone, and when the driving wheel is not working, the fan can be driven to rotate by the electric motor. The fan can be shared in different driving modes of the vehicle, and the vehicle does not need to be separately provided with two fans to adapt to different driving modes, thereby saving arrangement space and avoiding mutual influence of two sets of heat dissipation systems on a heat dissipation flow field.

Description

Technical Field

[0001] This disclosure relates to the field of vehicles, and more specifically, to a cooling fan for a hybrid electric vehicle, a control method thereof, electronic equipment, and the vehicle. Background Technology

[0002] Hybrid electric vehicles (HEVs) are vehicles whose drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's power output is provided individually or jointly by each drive system, depending on the actual driving conditions. When the engine is running, the air conditioning and cooling systems in a hybrid vehicle use silicone oil fans for cooling. When driving in pure electric mode, a separate electric fan is needed for cooling. The simultaneous presence of two cooling systems complicates the overall vehicle layout, occupies space, and the two systems interfere with each other's airflow. Summary of the Invention

[0003] The purpose of this disclosure is to provide a cooling fan for a hybrid electric vehicle and a control method thereof, electronic equipment, and vehicle, so as to at least partially solve the problems existing in the related art.

[0004] To achieve the above objectives, this disclosure provides a cooling fan for a hybrid electric vehicle, comprising: fan blades; a rotating shaft connected to the center of the fan blades to drive the fan blades to rotate; a motor including a housing, a rotor, and a stator, the stator being fixed inside the housing, the rotor being rotatably disposed in the housing with its end extending out of the housing, the rotor being coaxially connected to the rotating shaft; and a drive wheel for transmission connection to the output end of the engine, the drive wheel being rotatably sleeved on the outside of the housing and selectively engaged with the rotating shaft via a clutch.

[0005] Optionally, the rotating shaft includes a shaft portion and a radially outwardly protruding first flange portion, the clutch includes a sleeve portion and a radially outwardly protruding second flange portion, the shaft portion and the rotor respectively extend into the sleeve portion and are fixedly connected by a coaxial connector, the first flange portion and the second flange portion are fixedly connected, wherein the drive wheel selectively engages with the sleeve portion.

[0006] Optionally, the coaxial connector includes a first half fixed to the rotor and a second half fixed to the shaft. The sleeve portion has a baffle wall with a through hole inside. The first half and the second half abut against both sides of the baffle wall and pass through the through hole for fixed connection.

[0007] Optionally, the clutch is an electromagnetic clutch, and a pressure plate is formed on the side of the sleeve portion near the drive wheel. The clutch also includes a coil disc, which is disposed on the side of the drive wheel away from the pressure plate, so that the coil disc can attract the pressure plate and press the drive wheel when energized. Preferably, a groove is formed on the side of the drive wheel away from the pressure plate, and the coil disc is fixedly connected to the housing and accommodated in the groove.

[0008] Optionally, the end face of the housing near the fan blade has a protruding neck, through which the rotor extends, and the drive wheel is sleeved on the outside of the neck.

[0009] According to a second aspect of this disclosure, a control method for the above-mentioned cooling fan is provided, the method comprising: determining whether the cooling fan needs to be operated; determining whether the engine is started; if the engine is started when the cooling fan needs to be operated, controlling the clutch to engage; if the engine is not started when the cooling fan needs to be operated, controlling the rotor to drive the shaft to rotate.

[0010] Optionally, the step of determining whether the cooling fan needs to be operated includes: acquiring the engine water temperature when the engine is started; determining that the cooling fan needs to be operated when the water temperature is greater than or equal to a first temperature threshold; and preferably, controlling the clutch to disengage when the water temperature drops from above the first temperature threshold to less than or equal to a second temperature threshold.

[0011] Optionally, the air conditioning system of the hybrid vehicle has a pressure switch for detecting refrigerant pressure, and the step of controlling the rotor to drive the shaft to rotate includes: when the refrigerant pressure is greater than a first pressure threshold, controlling the rotor to operate at a rated speed; when the refrigerant pressure is less than or equal to the first pressure threshold, controlling the rotor to operate at a preset ratio of the rated speed, wherein the preset ratio is less than 1.

[0012] Alternatively, the air conditioning system of the hybrid vehicle has a pressure sensor for detecting refrigerant pressure, and the step of controlling the rotor to drive the shaft to rotate includes: when the refrigerant pressure is greater than or equal to a second pressure threshold and less than or equal to a third pressure threshold, controlling the rotor to operate linearly between a preset speed and a rated speed in response to changes in the refrigerant pressure; and controlling the rotor to stop operating when the refrigerant pressure is less than the second pressure threshold. Preferably, the hybrid vehicle includes an alarm device, and the step of controlling the rotor to drive the shaft to rotate further includes: when the refrigerant pressure is greater than the third pressure threshold and less than or equal to a fourth pressure threshold, controlling the rotor to operate at the rated speed; and controlling the alarm device to issue an alarm signal when the refrigerant pressure is greater than the fourth threshold.

[0013] Optionally, the motor is an integrated generator, and the method further includes: in the step of controlling the clutch to engage, controlling the rotating shaft to drive the rotor to rotate, so as to cooperate with the stator coil to generate electricity.

[0014] According to a third aspect of this disclosure, an electronic device is provided, comprising: a memory storing a computer program; and a processor for executing the computer program in the memory to implement the steps of the control method described above.

[0015] According to a fourth aspect of this disclosure, a vehicle is provided, including the aforementioned electronic equipment.

[0016] With the above technical solution, the fan can be driven to rotate independently by the drive wheel when in use. When the drive wheel is not working, the fan can be driven to rotate by the motor. The fan can be shared in different driving modes of the vehicle. The vehicle does not need to be equipped with two separate fans to adapt to different driving modes, which saves layout space and avoids the mutual influence of the heat dissipation flow field between the two cooling systems.

[0017] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0019] Figure 1 This is an exploded view of a cooling fan provided according to one embodiment of the present disclosure;

[0020] Figure 2 This is an assembly drawing of a cooling fan according to one embodiment of the present disclosure;

[0021] Figure 3 This is a schematic diagram of a cooling fan provided according to one embodiment of the present disclosure;

[0022] Figure 4 This is a block diagram of a cooling fan control method according to one embodiment of the present disclosure;

[0023] Figure 5 This is a block diagram of a method for determining whether a cooling fan is running, according to one embodiment of the present disclosure;

[0024] Figure 6 This is a block diagram of a method for determining whether a cooling fan is running, according to another embodiment of this disclosure;

[0025] Figure 7 This is a block diagram of a method for adjusting the speed of a cooling fan according to one embodiment of the present disclosure;

[0026] Figure 8 This is a block diagram of a method for adjusting the speed of a cooling fan according to another embodiment of the present disclosure;

[0027] Figure 9 This is a block diagram of a power generation method for a cooling fan according to one embodiment of the present disclosure.

[0028] Explanation of reference numerals in the attached figures

[0029] 10 fan blades, 20 shafts

[0030] 21 Shaft section 22 First flange section

[0031] 30 Motor 31 Housing

[0032] 311 Neck 32 Rotor

[0033] 33 Stator 34 End Cap

[0034] 40 Drive wheel 50 Clutch

[0035] 51 Sleeve Section 511 Barrier Wall

[0036] 512 Pressure plate 52 Second flange

[0037] 53 Coil Disc 60 Coaxial Connector

[0038] 61 Part One 62 Part Two

[0039] 71 First bearing 72 Second bearing Detailed Implementation

[0040] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0041] In this disclosure, unless otherwise stated, directional terms such as "inner" and "outer" are used in relation to the outline of the corresponding component itself. For example, the "outer side" of the housing refers to the part outside the receiving space formed by the housing.

[0042] In addition, the terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not have sequential or importance. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0043] Reference Figure 1 This disclosure provides a cooling fan for a hybrid electric vehicle, comprising: fan blades 10, a motor 30 for driving the fan blades 10 to rotate, and a drive wheel 40. The fan blades 10 are connected at their center to a rotating shaft 20 for driving the fan blades 10 to rotate. The motor 30 includes a housing 31, a rotor 32, and a stator 33. The stator 33 is fixed inside the housing 31, and the rotor 32 is rotatably disposed within the housing 31 with its end extending out of the housing 31. The rotor 32 is coaxially connected to the rotating shaft 20. The drive wheel 40 is connected to the output end of the engine and is rotatably fitted onto the outside of the housing 31, and selectively engages with the rotating shaft 20 via a clutch 50. In some embodiments, the fan blades 10 and the rotating shaft 20 can be fixedly connected by welding; in other embodiments, the fan blades 10 and the rotating shaft 20 can be integrally injection molded; of course, the fan blades 10 and the rotating shaft 20 can also be fixedly connected by bolts and nuts, which is not limited in this respect.

[0044] To facilitate the assembly of the internal structure of the motor 30, its housing 31 can be designed as a sleeve-like structure, with one end open to form an opening facing away from the fan blade 10 for inserting components into the housing 31. An end cap 34 is connected to this opening to close the housing. The other end of the sleeve also has an open structure to allow the rotor 32 to extend out of the housing 31. The end cap 34 and the housing 31 are fixedly connected by bolts. Of course, according to some other embodiments, the end cap 34 and the housing 31 can be pressed together. The end cap 34 and the housing 31 are respectively formed with mounting holes for placing bearings. The rotor 32 is rotatably connected to the housing 31 through two first bearings 71, and the stator 33 is press-fixed to the inner wall of the housing 31.

[0045] Secondly, in the embodiments of this disclosure, the drive wheel 40 can be a pulley, which is connected to another pulley on the output shaft of the vehicle engine via a belt to provide driving force for the cooling fan. In other embodiments, the drive wheel 40 can also be a gear or other similar structure.

[0046] In use, the fan can be driven to rotate independently by the drive wheel 40, specifically by engaging the clutch 50, which in turn drives the clutch 50 and the shaft 20 to rotate sequentially. When the drive wheel 40 is not working (the engine is not outputting power) or is idling (the clutch 50 is disengaged), the fan can be driven to rotate by the motor 30. This fan can be used in different driving modes of the vehicle, eliminating the need for two separate fans to accommodate different driving modes, saving space and avoiding mutual interference between the two cooling systems.

[0047] Furthermore, in order to securely install the drive wheel 40, refer to... Figure 2 and Figure 3 The end face of the housing 31 near the fan blade 10 may have a protruding neck 311, the diameter of which is smaller than the outer diameter of the main body of the housing 31. The rotor 32 extends through the neck 311, and the drive wheel 40 is fitted onto the neck 311 via a second bearing 72 fitted on the outside of the neck 311.

[0048] Reference Figure 2 In some embodiments, to enable the motor 30 and drive wheel 40 to drive the fan blade 10, the shaft 20 includes a shaft portion 21 and a radially outwardly protruding first flange portion 22, and the clutch 50 includes a sleeve portion 51 and a radially outwardly protruding second flange portion 52. The shaft portion 21 and the rotor 32 extend into the sleeve portion 51 and are fixedly connected by a coaxial connector 60. The first flange portion 22 and the second flange portion 52 are fixedly connected. The drive wheel 40 selectively engages with the sleeve portion 51, and because the sleeve portion 51 is fixed to the shaft portion 21 through the connection of the first flange portion 22 and the second flange portion 52, the drive wheel 40 can selectively drive the shaft 20.

[0049] Here, the first flange 22 and the second flange 52 can be bolted together to fix the fan blade 10 and the sleeve portion 51 of the clutch 50 to transmit torque. In other embodiments, the first flange 22 and the second flange 52 can be welded together.

[0050] Furthermore, to facilitate the installation of the rotor 32 and the shaft 21, and to ensure that the rotor 32 and the shaft 21 are coaxially and fixedly connected, refer to... Figure 2In some embodiments, the coaxial connector 60 may include a first half 61 fixed to the rotor 32 and a second half 62 fixed to the shaft 21. When the rotor 32 and the shaft 21 are axially aligned, they are connected through the first half 61 and the second half 62 to transmit torque. Further, the sleeve portion 51 may have a baffle wall 511 with through holes inside. The first half 61 and the second half 62 abut against both sides of the baffle wall 511 and are fixedly connected through the through holes; that is, the baffle wall 511 can be used to limit the movement of the rotor 32 and the shaft 21.

[0051] Here, the specific structure of the coaxial connector disclosed herein is not limited, and it can be a conventional structure in the art. For example, the first half 61 is fixed to the rotor 32 and has an elongated hole with a square cross-section, and the second half 62 is fixed to the shaft 21 and has a hexahedral strip that can fit into the elongated hole of the first half 61. In use, the hexahedral strip fits into the elongated hole, and the two mutually limit each other to make the rotor 32 and the shaft 21 rotate synchronously. In some other embodiments, multiple elongated holes and strips may be provided, such as two or three, and this disclosure does not limit this.

[0052] To allow the drive wheel 40 to selectively engage with the shaft 20, refer to Figures 1-2 In some embodiments, the clutch 50 can be an electromagnetic clutch. A pressure plate 512 is formed on the side of the sleeve portion 51 near the drive wheel 40. The clutch 50 also includes a coil disc 53, which is disposed on the side of the drive wheel 40 opposite to the pressure plate 512, so that the coil disc 53 can attract the pressure plate 512 and press the drive wheel 40 together when energized. Here, in the embodiments of this disclosure, the clutch 50 is an electromagnetic clutch. In addition, in other embodiments, the clutch 50 can also be a magnetic powder clutch, a friction clutch, or a hydraulic clutch. In use, the coil disc 53 controls the pressure plate 512 and the drive wheel 40 to press and adhere together to enable the engine to drive the cooling fan. After cooling is completed, the coil disc 53 controls the pressure plate 512 to spring away from the drive wheel 40, stopping the drive.

[0053] Reference Figure 2 In some embodiments, to save space in fixing the coil disk 53, a groove may be provided on the side of the drive wheel 40 away from the pressure plate 512. The coil disk 53 is fixedly connected to the housing 31 and accommodated in the groove, for example, see reference. Figure 2When the housing 31 has a neck 311, the coil disk 53 is fixed to the end face of the housing 31. It should be explained that the coil disk 53 is spaced apart from the groove and does not contact it; the groove merely provides space for the coil disk 53. Secondly, in embodiments of this disclosure, the coil disk 53 can be fixedly connected to the housing 31 by bolts. In other embodiments, the outer side of the housing 31 may have a mounting groove for fixing the coil disk 53.

[0054] Accordingly, this disclosure provides a control method for the above-mentioned cooling fan, referring to... Figure 4 The method includes: in step S401, determining whether the cooling fan needs to be operated; in step S402, determining whether the engine is started; in step S403, if the engine is started when the cooling fan needs to be operated, controlling the clutch 50 to engage; if the engine is not started when the cooling fan needs to be operated, controlling the rotor 32 to drive the rotating shaft 20 to rotate. The embodiments of this disclosure do not limit the execution order of steps S401 and S402; they can be performed simultaneously or sequentially. It should be understood that engine starting here means the vehicle is in engine-driven or hybrid driving mode, while engine not starting means the vehicle is in pure electric driving mode.

[0055] Through this method, combined Figure 1-3 In the illustrated embodiment, when the vehicle is in engine-driven or hybrid mode, if there is a need for cooling, the cooling fan is driven by the engine. The drive wheel 40 is connected to the engine and begins to rotate. The clutch 50 controls the coil disc 53 to press and engage the pressure plate 512 onto the drive wheel 40. The sleeve portion 51 rotates with the drive wheel 40. The second flange 52 of the sleeve portion 51 is connected to the first flange 22 to drive the fan blade 10 to rotate via the shaft portion 21, thereby cooling the system. When the vehicle is in pure electric drive mode, if there is a need for cooling, the rotor 32 of the motor 30 drives the rotating shaft 20 to rotate, thereby driving the fan blade 10 to rotate, thus cooling the system.

[0056] According to the above method, as long as the engine is started, the engine provides power to the cooling fan to make full use of energy. Of course, this disclosure is not limited to this. In some other embodiments, even if the engine is started, the cooling fan can still be driven by the motor 30. For example, in engine-driven or hybrid-driven conditions, the engine is running, but the clutch 50 can remain disengaged, and only the motor 30 outputs driving force.

[0057] Step S401 above, determining whether the cooling fan needs to run, can be achieved in several ways. For example, refer to... Figure 5This step may include: obtaining the AC request status and determining that the cooling fan needs to run when the AC is activated. Specifically, in some embodiments, the system can obtain the AC request status based on the status of a button on the vehicle's central control panel. When the AC needs to be activated, the user presses the AC button on the central control panel, and the system, upon detecting that the button has been triggered, can determine that the cooling fan is in a state where it needs to run. This determination step is applicable to any vehicle operating condition; that is, as long as the AC is activated, the cooling fan can be activated regardless of the vehicle's power mode.

[0058] On the other hand, refer to Figure 6 Under engine-driven conditions, the steps for determining whether the cooling fan needs to operate can also be: when the engine starts, acquire the engine coolant temperature; when the coolant temperature is greater than or equal to a first temperature threshold, determine that the cooling fan needs to operate. It should be noted that, according to this step, regardless of whether the air conditioning (AC) is on, as long as the engine starts, the system can acquire the engine coolant temperature, and if the coolant temperature is greater than or equal to the first temperature threshold, it can be determined that the cooling fan needs to operate. Here, the first temperature threshold is preset based on the actual vehicle conditions, for example, it could be 110℃, and this disclosure does not limit it.

[0059] It should be noted that, for engine-driven operating conditions, the two methods mentioned above for determining whether the cooling fan needs to run are in parallel. As long as one of them meets the conditions, the cooling fan is determined to be in a state where it needs to run.

[0060] Furthermore, referring to Figure 6 In some embodiments, the control method may further include: disengaging the clutch 50 when the water temperature drops from above a first temperature threshold to below or equal to a second temperature threshold. That is, when the temperature drops low enough that further heat dissipation is no longer necessary, the fan can be turned off. Here, similar to the setting method of the first temperature threshold described above, the second temperature threshold is also preset according to the actual situation of the vehicle, for example, it may be 85°C, 80°C or lower.

[0061] On the other hand, it is worth noting that in the vehicle's air conditioning system, the higher the refrigerant pressure, the higher the vehicle's heat dissipation demand. Based on this characteristic, in the pure electric drive mode, the following two steps are provided to control the rotor 32 to drive the shaft 20 to rotate, so as to reduce the speed of the cooling fan and thus reduce energy consumption when the heat dissipation demand is low.

[0062] Specifically, in pure electric drive mode, hybrid vehicles, in order to adjust the cooling fan speed in real time according to the actual operating conditions of the vehicle and avoid energy waste, refer to... Figure 7In some embodiments, the air conditioning system of the hybrid vehicle has a pressure switch for detecting refrigerant pressure. The step of controlling the rotor 32 to drive the shaft 20 to rotate includes: when the refrigerant pressure is greater than a first pressure threshold, controlling the rotor 32 to operate at a rated speed; when the refrigerant pressure is less than or equal to the first pressure threshold, controlling the rotor 32 to operate at a preset ratio of the rated speed, wherein the preset ratio is less than 1. Through the setting of the pressure switch, the fan blades 10 can also rotate at different speeds to achieve different heat dissipation effects. Only when the refrigerant pressure is too high will the fan blades 10 rotate at full speed, while when the refrigerant pressure is low and a high heat dissipation effect is not required, the fan blades 10 rotate at a lower speed, thereby reducing energy consumption. Here, in the embodiments of this disclosure, the pressure switch is set with one threshold. In other embodiments, in order to more accurately control the speed of the cooling fan, the pressure switch is set with two or three thresholds. Furthermore, it should be noted that the first pressure threshold and the preset ratio are set according to the actual situation of the vehicle; for example, the preset ratio can be 0.5, and this disclosure does not limit this.

[0063] Similarly, a second control method is also provided. To more precisely regulate the speed of the cooling fan in real time to save energy, in some embodiments, the air conditioning system of the hybrid vehicle may have a pressure sensor for detecting refrigerant pressure, see reference... Figure 8 The steps of controlling the rotor 32 to drive the shaft 20 to rotate include: when the refrigerant pressure is greater than or equal to a second pressure threshold and less than or equal to a third pressure threshold, controlling the rotor 32 to linearly adjust its speed in response to changes in refrigerant pressure between a preset speed and a rated speed; and controlling the rotor 32 to stop operating when the refrigerant pressure is less than the second pressure threshold. It should be noted that the second pressure threshold, the third pressure threshold, the preset speed, and the rated speed are all set according to the actual conditions of the vehicle. For example, in some embodiments, the specific control process is as follows: when the refrigerant pressure is greater than or equal to 1.4 MPa and less than or equal to 2.7 MPa, the speed of the cooling fan is linearly adjusted between 30% and 100% of the rated speed; when the pressure is less than 1.4 MPa, the cooling fan stops rotating. More specifically, according to this example, the result of linear speed adjustment is that when the refrigerant pressure is 1.5 MPa, the speed of the fan blade 10 is 35% of the rated speed; and when the refrigerant pressure is 2 MPa, the speed of the fan blade 10 is 62% of the rated speed.

[0064] Furthermore, in some embodiments, to prevent excessive refrigerant pressure from causing safety hazards to the vehicle, the hybrid vehicle includes an alarm device. The step of controlling the rotor 32 to drive the shaft 20 to rotate includes: controlling the rotor 32 to operate at a rated speed when the refrigerant pressure is greater than a third pressure threshold and less than or equal to a fourth pressure threshold; and controlling the alarm device to issue an alarm signal when the refrigerant pressure is greater than the fourth threshold. As mentioned above, the fourth pressure threshold is set according to the actual situation of the vehicle. For example, in the specific example mentioned above, the fourth pressure threshold can be 3.1 MPa. When the pressure is greater than 2.7 MPa and less than or equal to 3.1 MPa, the cooling fan operates at a rated speed, and when the pressure is greater than 3.1 MPa, the alarm device issues an alarm signal. This alarm signal can be any appropriate form, such as a buzzer or a flashing central control screen.

[0065] Furthermore, it should be noted that the pressure switch and pressure sensor described above are not limited to being used alone. In some other embodiments, the two can be combined. This disclosure does not limit this, but only requires adaptive setting of each threshold parameter.

[0066] Reference Figure 9 To meet the charging needs of vehicle batteries or the power consumption issues under high-power loads on the vehicle, in some embodiments, the motor 30 is an integrated generator. The control method for the cooling fan further includes: in the step of controlling the clutch 50 to engage, controlling the rotating shaft 20 to drive the rotor 32 to rotate, so as to cooperate with the coil of the stator 33 to generate electricity. In engine-driven mode, the sleeve portion 51 of the clutch 50 rotates with the drive wheel 40. At this time, the shaft portion 21 and the first flange portion 22 rotate accordingly. Since the shaft portion 21 is fixedly connected to the rotor 32, the rotor 32 can rotate accordingly in engine-driven mode to cooperate with the coil on the stator 33 to generate electricity. At this time, the power generation can be adjusted according to the demand by controlling the excitation current of the stator 33. Since the above-mentioned power generation principle is well known to those skilled in the art, it will not be described in detail.

[0067] According to a third aspect of this disclosure, an electronic device is also provided, comprising: a memory storing a computer program; and a processor for executing the computer program in the memory to implement the steps of the control method described above.

[0068] Here, the memory is used to store various types of data to support the electronic device. In this disclosure, the computer program stored in the memory includes program instructions for the control method of the cooling fan described above. The memory can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), etc. This disclosure does not limit it.

[0069] The processor is used to control the overall operation of the electronic device. The program instructions described above can be executed by the processor to complete all or part of the steps in the above-described cooling fan control method. The electronic device has all the beneficial effects of the above-described control method, which will not be elaborated here.

[0070] According to a fourth aspect of this disclosure, a vehicle is also provided, including the aforementioned electronic equipment, which has all the beneficial effects of the aforementioned electronic equipment, which will not be repeated here.

[0071] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0072] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0073] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A cooling fan for a hybrid electric vehicle, characterized in that, include: Fan blades (10); A rotating shaft (20) is connected to the center of the fan blade (10) to drive the fan blade (10) to rotate; An electric motor (30) includes a housing (31), a rotor (32), and a stator (33). The stator (33) is fixed inside the housing (31). The rotor (32) is rotatably disposed within the housing (31) and extends out of the housing (31) at one end. The rotor (32) is coaxially connected to the shaft (20). A drive wheel (40) is used for transmission connection to the output end of the engine. The drive wheel (40) is rotatably sleeved on the outside of the housing (31) and selectively engaged with the rotating shaft (20) via a clutch (50). The rotating shaft (20) includes a shaft portion (21) and a radially outwardly protruding first flange portion (22). The clutch (50) includes a sleeve portion (51) and a radially outwardly protruding second flange portion (52). The shaft portion (21) and the rotor (32) extend into the sleeve portion (51) respectively and are fixedly connected by a coaxial connector (60). The first flange portion (22) and the second flange portion (52) are fixedly connected. The drive wheel (40) selectively engages with the sleeve portion (51).

2. The cooling fan according to claim 1, characterized in that, The coaxial connector (60) includes a first half (61) fixed on the rotor (32) and a second half (62) fixed on the shaft (21). The sleeve (51) is provided with a baffle wall (511) with a through hole inside. The first half (61) and the second half (62) abut against both sides of the baffle wall (511) and pass through the through hole for fixed connection.

3. The cooling fan according to claim 1, characterized in that, The clutch (50) is an electromagnetic clutch. A pressure plate (512) is formed on the side of the sleeve portion (51) near the drive wheel (40). The clutch (50) also includes a coil disc (53). The coil disc (53) is disposed on the side of the drive wheel (40) away from the pressure plate (512), so that the coil disc (53) can attract the pressure plate (512) and press the drive wheel (40) when energized.

4. The cooling fan according to claim 3, characterized in that, The drive wheel (40) has a groove on the side opposite to the pressure plate (512), and the coil disc (53) is fixedly connected to the housing (31) and accommodated in the groove.

5. The cooling fan according to any one of claims 1-4, characterized in that, The end face of the housing (31) near the fan blade (10) has a protruding neck (311), the rotor (32) extends through the neck (311), and the drive wheel (40) is sleeved on the outside of the neck (311).

6. A control method for a cooling fan according to any one of claims 1-5, characterized in that, The method includes: Determine whether the cooling fan needs to be run; Determine whether the engine is started; When the cooling fan needs to be running, if the engine is started, the clutch (50) is controlled to engage; When the cooling fan needs to run, if the engine is not started, control the rotor (32) to drive the shaft (20) to rotate.

7. The control method according to claim 6, characterized in that, The step of determining whether the cooling fan needs to be run includes: When the engine is started, the engine water temperature is obtained; When the water temperature is greater than or equal to a first temperature threshold, it is determined that the cooling fan needs to be operated.

8. The control method according to claim 7, characterized in that, When the water temperature drops from above the first temperature threshold to less than or equal to the second temperature threshold, the clutch (50) is controlled to disengage.

9. The control method according to claim 6, characterized in that, The air conditioning system of the hybrid vehicle has a pressure switch for detecting refrigerant pressure, and the step of controlling the rotor (32) to drive the rotating shaft (20) to rotate includes: When the refrigerant pressure is greater than the first pressure threshold, the rotor (32) is controlled to operate at the rated speed; When the refrigerant pressure is less than or equal to the first pressure threshold, the rotor (32) is controlled to operate at a preset ratio of the rated speed, wherein the preset ratio is less than 1. or, The air conditioning system of the hybrid vehicle has a pressure sensor for detecting refrigerant pressure, and the step of controlling the rotor (32) to drive the rotating shaft (20) to rotate includes: When the refrigerant pressure is greater than or equal to the second pressure threshold and less than or equal to the third pressure threshold, the rotor (32) is controlled to operate in a linear speed regulation mode between the preset speed and the rated speed in response to the change in the refrigerant pressure. When the refrigerant pressure is less than the second pressure threshold, the rotor (32) is controlled to stop operating.

10. The control method according to claim 9, characterized in that, The hybrid vehicle includes an alarm device, and the step of controlling the rotor (32) to drive the shaft (20) to rotate further includes: When the refrigerant pressure is greater than the third pressure threshold and less than or equal to the fourth pressure threshold, the rotor (32) is controlled to operate at the rated speed; When the refrigerant pressure exceeds the fourth pressure threshold, the alarm device is controlled to issue an alarm signal.

11. The control method according to claim 6, characterized in that, The motor (30) is an integrated generator starter, and the method further includes: In the step of controlling the clutch (50) to engage, the shaft (20) is controlled to drive the rotor (32) to rotate, so as to cooperate with the coil of the stator (33) to generate electricity.

12. An electronic device, characterized in that, include: Memory, which stores computer programs; and A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 6-11.

13. A vehicle, characterized in that, Includes the electronic device as described in claim 12.

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