Cooling system for high-efficiency hybrid

Abstract

The application discloses a kind of high-efficiency hybrid cooling systems, comprising: integrated with electronic fan on radiator;Large circulation water inlet of water inlet pipe is communicated with the water outlet of radiator;The water inlet of cavitation sensing system is communicated with the water outlet of water inlet pipe;The water inlet of mechanical water pump is communicated with the water outlet of cavitation sensing system;The water inlet of oil cooler is communicated with the water outlet of mechanical water pump;The water inlet of cylinder is communicated with the first water outlet of oil cooler;The first water inlet of cylinder cover is communicated with the water outlet of cylinder;The first water inlet of electric control thermostat is communicated with the water outlet of cylinder cover, and the large circulation water outlet of electric control thermostat is communicated with the water inlet of radiator;The water inlet of air compressor is communicated with the second water outlet of oil cooler, and the water outlet of air compressor is communicated with the second water inlet of cylinder cover;Wherein radiator, cavitation sensing system and electric control thermostat are electrically connected with ECU data connection.Besides, under various complex conditions of vehicle, water temperature can be balanced reasonably.

Description

Technical Field

[0001] This invention relates to the field of hybrid electric vehicles, and more particularly to a high-efficiency hybrid cooling system. Background Technology

[0002] Hybrid power: A vehicle's drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided individually or jointly by each drive system depending on the actual driving conditions. Hybrid vehicles generally refer to plug-in hybrid electric vehicles (PHEVs), which use a traditional internal combustion engine (diesel or gasoline engine) and an electric motor as power sources. Some engines are modified to use alternative fuels such as hydrogen, ammonia, methanol, or ethanol. Hybrid systems combine the advantages of a long continuous operating time and high power performance of an engine with the pollution-free and low-noise benefits of an electric motor, thus improving the vehicle's thermal efficiency by more than 10% and reducing exhaust emissions by 30%.

[0003] Based on the hybrid drive connection method, hybrid electric vehicles (HEVs) are generally divided into three categories: ① Series hybrid electric vehicles (SHEVs): These mainly consist of an engine, a generator, and a drive motor connected in series to form the HEV powertrain. ② Parallel hybrid electric vehicles (PHEVs): Both the engine and the drive motor are powertrain components; the power of the two powertrains can be combined or output independently. ③ Partition hybrid electric vehicles (PSHEVs): These are electric vehicles that combine the structures of series and parallel hybrid systems, mainly composed of an engine, an electric motor-generator, and a drive motor.

[0004] Based on the degree of mixing in the hybrid system, hybrid systems can also be divided into the following four categories:

[0005] 1) Hybrid system: Representative models include the hybrid version of the PSA C3. Strictly speaking, this type of micro-hybrid system car is not a true hybrid car because its electric motor does not provide continuous power for the car to move.

[0006] 2) Mild hybrid system: Representative models include GM's hybrid pickup truck. In addition to controlling the engine's start and stop with the generator, the mild hybrid system can also: (1) absorb some of the energy during deceleration and braking; (2) during driving, the engine runs at a constant speed, and the energy generated by the engine can be adjusted between the driving demand of the wheels and the charging demand of the generator. The hybridization degree of the mild hybrid system is generally below 20%.

[0007] 3) Mid-Hybrid System: Representative models include Honda's hybrid Insight, Accord, and Civic, all of which belong to this type of system. Mid-hybrid systems utilize a high-voltage electric motor. Additionally, they offer an extra function: when the car is accelerating or under heavy load, the electric motor assists in driving the wheels, compensating for insufficient engine power output and thus improving overall vehicle performance. This type of system has a high degree of hybridization, reaching around 30%, and is currently a mature and widely used technology.

[0008] 4) Full Hybrid System: Representative models such as the Toyota Prius and the future Estima belong to the full hybrid system category. This powertrain uses a 272-650V high-voltage electric motor, resulting in a higher degree of hybridization. Compared to a mid-hybrid system, the hybridization degree of a full hybrid system can exceed 50%, and technological advancements will gradually make full hybrid systems the main development direction of hybrid technology.

[0009] According to statistics, current internal combustion engines, in over 80% of road conditions, only utilize about 40% of their power potential in ordinary vehicles, dropping to 25% in urban areas. More seriously, they emit exhaust fumes that pollute the environment. Therefore, driven by environmental principles and driven by practical realities, engineers have developed a hybrid electric vehicle (HEV). This combines an electric motor with an auxiliary power unit (APU) as the driving force. The APU is essentially a small fuel cell engine or generator set. By minimizing the size of the traditional engine, a portion of the power is provided by the battery-electric motor system. This hybrid system combines the advantages of a long continuous operating time and high power performance of an engine with the benefits of a pollution-free and low-noise electric motor.

[0010] Power Advantages: ① Compared to traditional cars, internal combustion engines always operate at their optimal condition, resulting in very low fuel consumption; ② Internal combustion engines primarily operate near their optimal operating point, ensuring complete combustion and cleaner emissions; there is no idling during start-up (idling engine stops); ③ No external charging system is required, solving issues such as driving range on a single charge and infrastructure limitations; ④ Miniaturized battery packs reduce cost and weight compared to electric vehicles; ⑤ Engine and electric motor power can complement each other; the electric motor can drive the vehicle at low speeds. Power Disadvantages: The coexistence of two power systems and two power management and control systems results in a complex structure, high technical difficulty, and higher cost.

[0011] The power system of a typical hybrid electric vehicle mainly consists of a control system, a drive system, an auxiliary power system, and a battery pack.

[0012] The working principle of a series hybrid electric vehicle (HEV) is as follows: At the start of driving, the battery is fully charged, providing sufficient energy for the vehicle's needs, and the auxiliary power system is not required. When the battery charge drops below 60%, the auxiliary power system activates. When the vehicle's energy demand is high, the auxiliary power system and the battery pack simultaneously provide energy to the drive system; when the vehicle's energy demand is low, the auxiliary power system provides energy to the drive system while also charging the battery pack. The presence of the battery pack allows the engine to operate under relatively stable conditions, improving emissions. Hybrid vehicles use a smaller engine sufficient for cruising, relying on an electric motor or other auxiliary devices to provide the additional power needed for acceleration and hill climbing. The result is improved overall efficiency without sacrificing performance. Hybrid vehicles are designed to recover braking energy. In traditional cars, energy used for acceleration is wasted when the driver brakes. Hybrid vehicles, however, can recover most of this energy and temporarily store it for use during acceleration. When the driver wants maximum acceleration, the engine and electric motor work simultaneously, providing starting performance comparable to a more powerful engine. In situations where acceleration requirements are not high, hybrid vehicles can run on electric motors alone, engine alone, or a combination of both to achieve maximum efficiency.

[0013] The series powertrain consists of three parts: an engine, a generator, and an electric motor. These are connected in series to form the SHEV power unit system. The engine drives the generator to produce electricity, which is then transmitted to the battery or electric motor via a controller. The electric motor then drives the vehicle through a transmission mechanism. Under light loads, the battery drives the electric motor to drive the wheels; under heavy loads, the engine drives the generator to produce electricity to drive the electric motor. When the vehicle is starting, accelerating, or climbing, the engine, generator, and battery pack work together to provide power to the electric motor. When the electric vehicle is at low speeds, coasting, or idling, the battery pack drives the electric motor. When the battery is low on power, the engine-generator combination charges the battery. The series structure is suitable for frequent starts and low-speed operation in urban environments. It allows the engine to operate stably near its optimal operating point, and the vehicle speed can be adjusted by regulating the output of the battery and electric motor. This avoids idling and low-speed operation of the engine, thereby improving engine efficiency and reducing emissions. However, a disadvantage is that energy is converted multiple times, resulting in lower mechanical efficiency.

[0014] The working principle of a parallel hybrid electric vehicle is as follows: The engine and electric motor in a parallel configuration jointly drive the vehicle. The engine and electric motor belong to two separate systems, each capable of independently providing torque to the vehicle's transmission. They can drive the vehicle together or independently on different road surfaces. When the vehicle accelerates uphill, the electric motor and engine simultaneously provide power to the transmission. Once the vehicle reaches its cruising speed, it maintains that speed solely on the engine. The electric motor can function as both a motor and a generator, hence the name "electric-generator set." Because there is no separate generator, the engine can directly drive the wheels through the transmission. This configuration is closer to a traditional vehicle drive system, with mechanical efficiency losses similar to those of a conventional car, and is therefore widely used.

[0015] The working principle of a series-parallel hybrid electric vehicle is as follows: The hybrid system combines the characteristics of both series and parallel configurations. The power system includes an engine, a generator, and an electric motor. Depending on the auxiliary power source, it is divided into two types: engine-driven and motor-driven. In the engine-driven configuration, the engine serves as the primary power source, and the electric motor as the auxiliary power source; in the motor-driven configuration, the engine serves as the auxiliary power source, and the electric motor as the primary power source. The advantage of this structure is its ease of control, but its disadvantage is its relatively complex structure.

[0016] Existing hybrid power cooling systems are generally as follows: Figure 1 As shown: The development status of the diesel engine cooling system is as follows: The mechanical water pump is driven by the crankshaft pulley to complete the rotation of the coaxial impeller, and the coolant flows into the engine to cool the engine oil. It is divided into two paths: the main coolant flows into the cylinder block water passage for cooling, 95% flows into the cylinder head water passage for further cooling, and 5% flows into the turbocharger water chamber for cooling.

[0017] The coolant flows into the air compressor's water chamber for cooling, and then into the rear end of the cylinder head. After cooling, it finally flows into the thermostat module for convergence. During the large circulation mode, the thermostat opens and the coolant flows into the radiator for heat dissipation, then flows back into the inlet pipe. During the small circulation mode, the thermostat is not open, and the coolant flows directly back into the inlet pipe, quickly increasing the water temperature and ensuring good lubrication of the engine's internal components. The cylinder head and radiator are degassed separately, and the coolant flows into the expansion tank to ensure the engine's internal cooling capacity. The expansion tank simultaneously replenishes the inlet pipe.

[0018] The shortcomings of existing hybrid power cooling systems are as follows:

[0019] Defect 1: As a component of a hybrid powertrain, this diesel engine is designed for real-world bus operating conditions involving frequent start-stop cycles and rapid gear shifts (rapid acceleration and braking), leading to drastically complex engine operating conditions. The cylinder head and cylinder block are continuous heat sources; frequent start-stop cycles cause excessive heat dissipation in both, resulting in high-temperature coolant flowing into the turbocharger, reduced cooling efficiency, and hindering rapid heat dissipation, ultimately causing turbocharger failure due to high temperature. Furthermore, the single-location degassing in the cylinder head, coupled with the lack of consideration for overheating and cavitation risks after turbocharger cooling, leads to internal cavitation that circulates throughout the system. Cavitation impellers reduce water pump efficiency, ultimately causing engine overheating, cylinder head cracking, and high-temperature water backflow.

[0020] Defect 2: In actual operating conditions, the bus frequently starts and stops, and rapidly shifts gears (rapid acceleration and braking): For the water pump, the engine accelerates rapidly, the water temperature rises sharply, and the engine's degassing capacity has a limit. Some gas flows into the water pump inlet, and the water pump inlet pressure continues to decrease (when it is below the saturated vapor pressure at this temperature, the coolant vaporizes). This causes the coolant at the engine inlet to vaporize, leading to water pump impeller cavitation and a sharp decrease in the cooling capacity of the cooling system. For the turbocharger, the engine frequently starts and stops. During the period when the diesel engine is not running, the mechanical water pump does not operate, and the turbocharger cannot be cooled quickly by lubricating oil alone. This causes the lubricating oil on the intermediate shaft of the turbocharger to coke at high temperature, which prevents the formation of an effective lubricating oil film, resulting in dry friction of the bearings, and ultimately shaft breakage and turbocharger failure.

[0021] Defect 3: Due to the frequent start-stop operation of buses, the water temperature changes rapidly. The engine is equipped with an electronically controlled silicone oil fan, which causes the fan to start and stop frequently, resulting in high power consumption and reduced fan reliability.

[0022] Defect 4: Due to the frequent start-stop cycles and instantaneous temperature rises in buses during actual operation, the coolant consumption inside the engine is much faster than under normal operating conditions. This can easily lead to insufficient coolant, poor water replenishment, and a simultaneous decrease in engine cooling capacity, ultimately causing engine failure due to high temperature.

[0023] This highlights the numerous shortcomings of existing hybrid power cooling systems, necessitating the design of a hybrid power cooling system capable of overcoming these deficiencies.

[0024] The information disclosed in this background section is intended only to enhance the understanding of the overall background of the invention and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0025] The purpose of this invention is to provide a high-efficiency hybrid cooling system that can reasonably balance the water temperature under various complex operating conditions of the vehicle, keeping the coolant within a reasonable range and ensuring the normal operation of the vehicle.

[0026] To achieve the above objectives, the present invention provides a high-efficiency hybrid cooling system, comprising a radiator, a water inlet pipe, a cavitation sensing system, a mechanical water pump, an oil cooler, a cylinder block, a cylinder head, an electronic thermostat, and an air compressor; the radiator integrates an electric fan; the large circulation inlet of the water inlet pipe is connected to the outlet of the radiator; the inlet of the cavitation sensing system is connected to the outlet of the water inlet pipe; the inlet of the mechanical water pump is connected to the outlet of the cavitation sensing system; the inlet of the oil cooler is connected to the outlet of the mechanical water pump. The pump's outlet is connected; the cylinder block's inlet is connected to the first outlet of the oil cooler; the cylinder head's first inlet is connected to the cylinder block's outlet; the electronic thermostat's first inlet is connected to the cylinder head's outlet, and the electronic thermostat's large circulation outlet is connected to the radiator's inlet; the air compressor's inlet is connected to the oil cooler's second outlet, and the air compressor's outlet is connected to the cylinder head's second inlet; the radiator, cavitation sensing system, and electronic thermostat are all electrically connected to the ECU.

[0027] In a preferred embodiment, the high-efficiency hybrid cooling system further includes a one-way valve, an electric water pump, and a turbocharger; the inlet of the one-way valve is connected to the third outlet of the oil cooler; the inlet of the electric water pump is connected to the outlet of the one-way valve; the inlet of the turbocharger is connected to the outlet of the electric water pump, and the outlet of the turbocharger is connected to the second inlet of the electronically controlled thermostat; wherein the one-way valve controls the water flow to flow only from the oil cooler to the electric water pump, and the electric water pump is electrically connected to the ECU.

[0028] In a preferred embodiment, when the engine is idling, at low speed, or just started, the water temperature sensor located at the front end of the electronic thermostat transmits water temperature information to the ECU, indicating that the water temperature is lower than the set water temperature. The electronic thermostat receives CAN communication information from the ECU in real time and controls the ball valve of the electronic thermostat to be in the normally closed state. At this time, the water flows through the small circulation outlet of the electronic thermostat and enters the small circulation inlet of the inlet pipe, and the engine is in the small circulation working mode.

[0029] In a preferred embodiment, when the engine is running at a constant speed or the speed change is small, the water temperature sensor located at the front end of the electronic thermostat transmits water temperature information to the ECU, indicating that the water temperature is higher than or equal to the set water temperature. The electronic thermostat receives CAN communication information from the ECU in real time and controls the ball valve of the electronic thermostat to be in the normally open state. At this time, the mechanical water pump continuously draws in coolant and enters the oil cooler from the water inlet of the oil cooler. The coolant in the oil cooler is output in three ways.

[0030] In a preferred embodiment, one stream flows through the first outlet of the oil cooler, the inlet and outlet of the cylinder block, and the first inlet and outlet of the cylinder head into the first inlet of the electronic thermostat; a second stream flows through the second outlet of the oil cooler, the air compressor, and the second inlet of the cylinder head, and enters the first inlet of the electronic thermostat from the outlet of the cylinder head; a third stream flows through the third outlet of the oil cooler, the one-way valve, and the turbocharger, and enters the second inlet of the electronic thermostat; the coolant collected in the electronic thermostat enters the inlet of the radiator through the large circulation outlet of the electronic thermostat, and finally enters the large circulation inlet of the inlet pipe from the outlet of the radiator. At this time, the engine is in the large circulation working mode, and the electric fan on the radiator can be in one or multiple simultaneous operating states according to the change of water temperature via the ECU.

[0031] In a preferred embodiment, when the engine stops or the engine speed is 0 r / min, the ECU sends a stop signal or speed signal via CAN communication to the electronic water pump. The electronic water pump receives the CAN communication information in real time and starts to operate, providing a stable flow output to the cooling system at a constant speed. When the engine restarts or the speed is >0 r / min, the electronic water pump receives the CAN communication information in real time and stops operating.

[0032] In a preferred embodiment, if a mechanical connection failure occurs midway due to a wiring issue, preventing the electronic water pump from connecting, the protection mode is directly triggered. The electronic water pump operates at a constant speed for a corresponding time and then stops. At this time, the ECU displays an electronic water pump connection failure. If the electronic water pump itself fails to properly feed back CAN communication information to the ECU, the ECU is triggered to determine that the electronic water pump is in communication failure mode.

[0033] In a preferred embodiment, the cooling system of the high-efficiency hybrid power system further includes an expansion tank, a cavitation pipe 1, and a cavitation pipe 2. The expansion tank includes a pressure monitoring system and a liquid level sensing system, both of which are electrically connected to the ECU. The inlet end of the cavitation pipe 1 is connected to the cavitation port of the cylinder head and the cavitation port of the electronically controlled thermostat, and the outlet end of the cavitation pipe 1 is connected to the expansion tank. The inlet end of the cavitation pipe 2 is connected to the cavitation port of the radiator, and the outlet end of the cavitation pipe 2 is connected to the expansion tank. When the engine experiences frequent rapid acceleration, the coolant temperature can rise sharply. In this case, the cavitation sensing system monitors the pressure and temperature information at the inlet of the mechanical water pump in real time and feeds this information back to the ECU. When the pressure at the inlet of the mechanical water pump is positive, the ECU indicates that the mechanical water pump is working normally. Conversely, when the pressure at the inlet of the mechanical water pump is positive or the temperature exceeds the set value, the ECU indicates that the mechanical water pump is malfunctioning and issues a recommended deceleration signal and an alarm signal.

[0034] In a preferred embodiment, when the engine frequently starts and stops, the engine coolant is consumed severely, which can easily lead to insufficient coolant. At this time, the level sensing system monitors the coolant level in the expansion tank in real time and transmits the level signal to the ECU to monitor the coolant changes. When the coolant level in the expansion tank is lower than the lower mark, the ECU issues an alarm on the display screen to remind the user to add coolant in time to avoid insufficient engine cooling.

[0035] In a preferred embodiment, when the pressure cap of the expansion tank fails, causing a sudden drop in the inlet pressure of the mechanical water pump, the negative pressure will cause severe vaporization of the impeller accessories of the mechanical water pump, resulting in a sharp decrease in the pumping capacity of the mechanical water pump and a significant deterioration in the engine cooling capacity. At this time, the pressure monitoring system monitors the pressure of the expansion tank in real time to ensure that it is within the normal operating range. When the pressure monitoring system detects that the pressure in the expansion tank is too low or too high, the pressure monitoring system will prompt the ECU that the engine is within the normal operating boundary range and trigger the ECU alarm output, which will be promptly alarmed through the display screen.

[0036] Compared with the prior art, the high-efficiency hybrid power cooling system of the present invention has the following beneficial effects:

[0037] 1. High versatility: Through the design and development of general-purpose platform electronic water pumps, cavitation sensing systems, pressure sensing systems, liquid level sensing systems, etc., the National VI hybrid power platform can be widely used.

[0038] 2. Integrated degassing, simple and reliable structure, ensures that the coolant is degassed before entering the electronically controlled flow device, avoids air trapped in the coolant, which can cause irreversible corrosion to internal engine parts, reduce water pump efficiency, and improve engine reliability.

[0039] 3. Cavitation sensing system to ensure positive pressure at the water pump inlet and ensure the normal operation of the engine cooling system at all times;

[0040] 4. Electronically controlled thermostat, highly modular: The engine operates at a continuous high water temperature, and the water temperature and opening / closing action are linked in layers, allowing for rapid opening and closing at both high and low water temperatures.

[0041] 5. Electronic thermostat: The overall engine water temperature rises due to thermal balance, the frictional resistance of internal moving parts of the engine decreases, and power consumption decreases.

[0042] 6. Electronically controlled thermostat with fast command response and a total response time of <3s, sufficient to handle complex operating conditions and ensure engine operation safety;

[0043] 7. Radiator (integrated electric fan): The stepped water temperature control strategy enables different numbers of fans to operate under different conditions, reducing the power consumption of the entire machine accessories while ensuring rapid cooling of the engine.

[0044] 8. For turbocharger cooling, a one-way valve and electronic thermostat (CAN communication self-control) are added to ensure that the turbocharger has enough coolant for cooling when the engine is not running; an electronic water pump (self-control) avoids compatibility issues caused by ECU update strategies for different engine platforms.

[0045] 9. Liquid level sensing system to ensure sufficient engine coolant for normal operation;

[0046] 10. Pressure sensing system to ensure the engine is within the normal operating pressure range and avoid high-temperature failure. Attached Figure Description

[0047] Figure 1 This is a schematic diagram of the component configuration principle of a hybrid cooling system according to an embodiment of the prior art.

[0048] Figure 2 This is a schematic diagram illustrating the component configuration principle of a hybrid power cooling system according to an embodiment of the present invention.

[0049] Figure 3 This is a schematic diagram of the structure of a Y-shaped degassing pipe according to an embodiment of the present invention. Detailed Implementation

[0050] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings, but it should be understood that the scope of protection of the present invention is not limited to the specific embodiments.

[0051] Unless otherwise expressly stated, throughout the specification and claims, the term "comprising" or its variations such as "including" or "comprises" shall be understood to include the stated elements or components without excluding other elements or other components.

[0052] like Figure 2As shown, a high-efficiency hybrid cooling system according to a preferred embodiment of the present invention includes a radiator, a water inlet pipe, a cavitation sensing system, a mechanical water pump, an oil cooler, a cylinder block, a cylinder head, an electronic thermostat, and an air compressor; an electric fan is integrated on the radiator; the large circulation inlet of the water inlet pipe is connected to the outlet of the radiator; the inlet of the cavitation sensing system is connected to the outlet of the water inlet pipe; the inlet of the mechanical water pump is connected to the outlet of the cavitation sensing system; the inlet of the oil cooler is connected to the outlet of the mechanical water pump. The pump's outlet is connected; the cylinder block's inlet is connected to the first outlet of the oil cooler; the cylinder head's first inlet is connected to the cylinder block's outlet; the electronic thermostat's first inlet is connected to the cylinder head's outlet, and the electronic thermostat's large circulation outlet is connected to the radiator's inlet; the air compressor's inlet is connected to the oil cooler's second outlet, and the air compressor's outlet is connected to the cylinder head's second inlet; the radiator, cavitation sensing system, and electronic thermostat are all electrically connected to the ECU.

[0053] In some implementations, the cooling system of the high-efficiency hybrid power system also includes a one-way valve, an electric water pump, and a turbocharger; the inlet of the one-way valve is connected to the third outlet of the oil cooler; the inlet of the electric water pump is connected to the outlet of the one-way valve; the inlet of the turbocharger is connected to the outlet of the electric water pump, and the outlet of the turbocharger is connected to the second inlet of the electronically controlled thermostat; wherein the one-way valve controls the water flow to flow only from the oil cooler to the electric water pump, and the electric water pump is electrically connected to the ECU.

[0054] In some implementations, the cooling system of a high-efficiency hybrid power system works roughly as follows: The vehicle (e.g., a bus) switches on the main power switch, starting the vehicle's power supply, and the electric water pump is powered on; the bus inserts the key and starts the engine, the ECU is powered on, and the port connection diagnosis of the electronic control components is completed (for mechanical faults such as poor connection or damaged wiring harness, which cause the positive and negative voltage terminals to not be properly connected, the ECU cannot realize the "0000" communication code transmission and alarms), thereby starting the engine to start normally.

[0055] In some implementations, when the engine is idling, at low speed, or just started, the water temperature sensor located at the front end of the electronic thermostat transmits water temperature information to the ECU, indicating that the water temperature is lower than the set water temperature. The electronic thermostat receives CAN communication information from the ECU in real time and controls the ball valve of the electronic thermostat to be in the normally closed state. At this time, the water flows through the small circulation outlet of the electronic thermostat and enters the small circulation inlet of the inlet pipe, and the engine is in the small circulation working mode.

[0056] In some implementations, when the engine is running at a constant speed or the speed does not change much, the water temperature sensor located at the front end of the electronic thermostat transmits water temperature information to the ECU, indicating that the water temperature is higher than or equal to the set water temperature. The electronic thermostat receives CAN communication information from the ECU in real time and controls the ball valve of the electronic thermostat to be in the normally open state. At this time, the mechanical water pump continuously draws in coolant and enters the oil cooler from the water inlet of the oil cooler. The coolant in the oil cooler is output in three ways.

[0057] In some implementations, one stream flows through the first outlet of the oil cooler, the inlet and outlet of the cylinder block, and the first inlet and outlet of the cylinder head into the first inlet of the electronic thermostat; a second stream flows through the second outlet of the oil cooler, the air compressor, and the second inlet of the cylinder head, entering the first inlet of the electronic thermostat from the outlet of the cylinder head; a third stream flows through the third outlet of the oil cooler, the one-way valve, and the turbocharger, entering the second inlet of the electronic thermostat; the coolant collected in the electronic thermostat enters the inlet of the radiator through the large circulation outlet of the electronic thermostat, and finally enters the large circulation inlet of the inlet pipe from the outlet of the radiator. At this time, the engine is in the large circulation working mode, and the electric fan on the radiator can be in one or more simultaneous operating states according to the changes in water temperature via the ECU.

[0058] In some implementations, when the engine stops or the engine speed is 0 r / min, the ECU sends a stop signal or speed signal via CAN communication to the electronic water pump. The electronic water pump receives the CAN communication information in real time and starts to operate, providing a stable flow output to the cooling system at a constant speed. When the engine restarts or the speed is >0 r / min, the electronic water pump receives the CAN communication information in real time and stops operating.

[0059] In some implementations, if a mechanical connection failure occurs midway due to a wiring issue, preventing the electronic water pump from connecting, the protection mode is directly triggered. The electronic water pump will run at a constant speed for a corresponding time and then stop. At this time, the ECU displays an electronic water pump connection failure. If the electronic water pump itself fails to properly feed back CAN communication information to the ECU, the ECU is triggered to determine that the electronic water pump is in communication failure mode.

[0060] In some embodiments, the cooling system of the high-efficiency hybrid power system further includes an expansion tank, a degassing pipe 1, and a degassing pipe 2. The expansion tank includes a pressure monitoring system and a liquid level sensing system, both of which are electrically connected to the ECU. The inlet end of the degassing pipe 1 is connected to the degassing port of the cylinder head and the degassing port of the electronically controlled thermostat, and the outlet end of the degassing pipe 1 is connected to the expansion tank. The inlet end of the degassing pipe 2 is connected to the degassing port of the radiator, and the outlet end of the degassing pipe 2 is connected to the expansion tank. When the engine experiences frequent rapid acceleration, the coolant temperature can rise sharply. In this case, the cavitation sensing system monitors the pressure and temperature information at the inlet of the mechanical water pump in real time and feeds this information back to the ECU. When the pressure at the inlet of the mechanical water pump is positive, the ECU indicates that the mechanical water pump is working normally. Conversely, when the pressure at the inlet of the mechanical water pump is positive or the temperature exceeds the set value, the ECU indicates that the mechanical water pump is malfunctioning and issues a recommended deceleration signal and an alarm signal.

[0061] In some implementations, when the engine frequently starts and stops, the engine coolant is consumed severely, which can easily lead to insufficient coolant. At this time, the level sensing system monitors the coolant level in the expansion tank in real time and transmits the level signal to the ECU to monitor the coolant changes. When the coolant level in the expansion tank is lower than the lower mark, the ECU issues an alarm on the display screen to remind you to add coolant in time to avoid insufficient engine cooling.

[0062] In some implementations, when the expansion tank pressure cap fails, causing a sudden drop in the inlet pressure of the mechanical water pump, the negative pressure will cause severe vaporization of the impeller accessories of the mechanical water pump, resulting in a sharp decrease in the pumping capacity of the mechanical water pump and a significant deterioration in the engine cooling capacity. At this time, the pressure monitoring system monitors the pressure of the expansion tank in real time to ensure that it is within the normal operating range (0.9-1.3 bar). When the pressure monitoring system detects that the pressure in the expansion tank is too low or too high, the pressure monitoring system will prompt the ECU that the engine is within the normal operating boundary range and trigger the ECU alarm output, which will be promptly displayed on the screen.

[0063] like Figure 3 As shown, in some embodiments, the degassing pipe of the high-efficiency hybrid cooling system has a "Y" or "T" shaped degassing structure. The "Y" structure can ensure the optimal degassing performance of the engine, and the overall vehicle layout extends upward to avoid "U" shaped bends, which is also the key to the layout of this cooling system.

[0064] The high-efficiency hybrid power cooling system of the present invention has the following advantages:

[0065] 1. High versatility: Through the design and development of general-purpose platform electronic water pumps, cavitation sensing systems, pressure sensing systems, liquid level sensing systems, etc., the National VI hybrid power platform can be widely used.

[0066] 2. Integrated degassing, simple and reliable structure, ensures that the coolant is degassed before entering the electronically controlled flow device, avoids air trapped in the coolant, which can cause irreversible corrosion to internal engine parts, reduce water pump efficiency, and improve engine reliability.

[0067] 3. Cavitation sensing system to ensure positive pressure at the water pump inlet and ensure the normal operation of the engine cooling system at all times;

[0068] 4. Electronically controlled thermostat, highly modular: The engine operates at a continuous high water temperature, and the water temperature and opening / closing action are linked in layers, allowing for rapid opening and closing at both high and low water temperatures.

[0069] 5. Electronic thermostat: The overall engine water temperature rises due to thermal balance, the frictional resistance of internal moving parts of the engine decreases, and power consumption decreases.

[0070] 6. Electronically controlled thermostat with fast command response and a total response time of <3s, sufficient to handle complex operating conditions and ensure engine operation safety;

[0071] 7. Radiator (integrated electric fan): The stepped water temperature control strategy enables different numbers of fans to operate under different conditions, reducing the power consumption of the entire machine accessories while ensuring rapid cooling of the engine.

[0072] 8. For turbocharger cooling, a one-way valve and electronic thermostat (CAN communication self-control) are added to ensure that the turbocharger has enough coolant for cooling when the engine is not running; an electronic water pump (self-control) avoids compatibility issues caused by ECU update strategies for different engine platforms.

[0073] 9. Liquid level sensing system to ensure sufficient engine coolant for normal operation;

[0074] 10. Pressure sensing system to ensure the engine is within the normal operating pressure range and avoid high-temperature failure.

[0075] The foregoing description of specific exemplary embodiments of the invention is for illustrative and explanatory purposes. These descriptions are not intended to limit the invention to the precise forms disclosed, and it will be apparent that many changes and variations can be made in accordance with the foregoing teachings. The exemplary embodiments were chosen and described in order to explain the specific principles of the invention and its practical application, thereby enabling those skilled in the art to implement and utilize various different exemplary embodiments of the invention, as well as various different choices and variations. The scope of the invention is intended to be defined by the claims and their equivalents.

Claims

1. A high-efficiency hybrid power cooling system, characterized in that, include: A heat sink with an integrated electric fan; The water inlet pipe has its large circulation inlet connected to the outlet of the radiator. A cavitation sensing system, wherein the water inlet is connected to the water outlet of the water inlet pipe; When the engine is frequently and rapidly accelerating, the coolant temperature can rise sharply. In this case, the cavitation sensing system monitors the pressure and temperature information at the inlet of the mechanical water pump in real time and feeds this information back to the ECU. When the pressure at the inlet of the mechanical water pump is positive, the ECU indicates that the mechanical water pump is working normally; conversely, when the pressure at the inlet of the mechanical water pump is positive or the temperature exceeds the set value, the ECU indicates that the mechanical water pump is malfunctioning and issues a recommended deceleration signal and an alarm signal. A mechanical water pump, the inlet of which is connected to the outlet of the cavitation sensing system; An oil cooler, the inlet of which is connected to the outlet of the mechanical water pump; The cylinder block has its water inlet end connected to the first water outlet of the oil cooler; The cylinder head has a first water inlet that is connected to the water outlet of the cylinder body; An electronically controlled thermostat, wherein its first water inlet is connected to the water outlet of the cylinder head, and the large circulation water outlet of the electronically controlled thermostat is connected to the water inlet of the radiator; An air compressor, the water inlet of which is connected to the second water outlet of the oil cooler, and the water outlet of the air compressor is connected to the second water inlet of the cylinder head; The radiator, the cavitation sensing system, and the electronically controlled temperature controller are all electrically and data-connected to the ECU. A one-way valve, the inlet of which is connected to the third outlet of the oil cooler; An electronic water pump, the inlet of which is connected to the outlet of the one-way valve; and The booster has its inlet end connected to the outlet end of the electronic water pump, and the outlet end of the booster is connected to the second inlet of the electronically controlled temperature controller. The one-way valve controls the water flow to be directed only from the oil cooler to the electronic water pump, which is electrically connected to the ECU.

2. The high-efficiency hybrid power cooling system as described in claim 1, characterized in that, When the engine is idling, at low speed, or just started, the water temperature sensor located at the front end of the electronic thermostat transmits water temperature information to the ECU, indicating that the current water temperature is lower than the set water temperature. The electronic thermostat receives the CAN communication information from the ECU in real time and controls the ball valve of the electronic thermostat to be in the normally closed state. At this time, the water flows through the small circulation outlet of the electronic thermostat and enters the small circulation inlet of the inlet pipe, and the engine is in the small circulation working mode.

3. The high-efficiency hybrid power cooling system as described in claim 1, characterized in that, When the engine is running at a constant speed or the speed does not change much, the water temperature sensor located at the front end of the electronic thermostat transmits water temperature information to the ECU, confirming that the water temperature is higher than or equal to the set water temperature. The electronic thermostat receives the CAN communication information from the ECU in real time and controls the ball valve of the electronic thermostat to be in the normally open state. At this time, the mechanical water pump continuously draws in coolant and enters the oil cooler from the water inlet. The coolant in the oil cooler is output in three ways.

4. The high-efficiency hybrid power cooling system as described in claim 3, characterized in that, One path flows through the first outlet of the oil cooler, the inlet and outlet of the cylinder block, and the first inlet and outlet of the cylinder head, entering the first inlet of the electronically controlled thermostat; a second path flows through the second outlet of the oil cooler, the air compressor, and the second inlet of the cylinder head, entering the first inlet of the electronically controlled thermostat from the outlet of the cylinder head; a third path flows through the third outlet of the oil cooler, the one-way valve, and the turbocharger, entering the second inlet of the electronically controlled thermostat. The coolant collected in the electronically controlled thermostat enters the inlet of the radiator through the large circulation outlet of the electronically controlled thermostat, and finally enters the large circulation inlet of the inlet pipe from the outlet of the radiator. At this time, the engine is in the large circulation working mode, and the electric fan on the radiator can be in one or multiple operating states according to the change of water temperature through the ECU.

5. The high-efficiency hybrid power cooling system as described in claim 1, characterized in that, When the engine stops or the engine speed is 0 r / min, the ECU sends a stop signal or speed signal via CAN communication to the electronic water pump. The electronic water pump starts operating by receiving the CAN communication information in real time and provides a stable flow output to the cooling system at a constant speed. When the engine restarts or the speed is >0 r / min, the electronic water pump stops operating by receiving the CAN communication information in real time.

6. The high-efficiency hybrid power cooling system as described in claim 5, characterized in that, If a mechanical connection failure occurs midway due to a wiring issue, preventing the electronic water pump from connecting, the protection mode is directly triggered. The electronic water pump will run at a constant speed for a corresponding time and then stop. At this time, the ECU will display a connection failure for the electronic water pump. If the electronic water pump itself malfunctions and cannot properly send CAN communication information to the ECU, the ECU will determine that the electronic water pump is experiencing a communication failure.

7. The high-efficiency hybrid power cooling system as described in claim 1, characterized in that, Also includes: An expansion tank includes a pressure monitoring system and a liquid level sensing system, both of which are electrically connected to the ECU. Degassing pipe 1, its inlet end connected to the degassing port of the cylinder head and the degassing port of the electronically controlled thermostat, and its outlet end connected to the expansion tank; and Degassing pipe 2, the air inlet of which is connected to the degassing port of the radiator, and the air outlet of the degassing pipe 2 is connected to the expansion tank; When the engine experiences frequent rapid acceleration, the coolant temperature can rise sharply. In this situation, the cavitation sensing system monitors the pressure and temperature information at the inlet of the mechanical water pump in real time and feeds this information back to the ECU. When the pressure at the inlet of the mechanical water pump is positive, the ECU indicates that the mechanical water pump is working normally. Conversely, when the pressure at the inlet of the mechanical water pump is positive or the temperature exceeds the set value, the ECU indicates that the mechanical water pump is malfunctioning and issues a recommended deceleration signal and an alarm signal.

8. The high-efficiency hybrid power cooling system as described in claim 7, characterized in that, When the engine frequently starts and stops, the engine coolant is consumed rapidly, which can easily lead to insufficient coolant. At this time, the liquid level sensing system monitors the coolant level in the expansion tank in real time and transmits the liquid level signal to the ECU to monitor the coolant changes in real time. When the coolant level in the expansion tank is lower than the lower mark of the coolant level, the ECU issues an alarm on the display screen to remind you to add coolant in time to avoid insufficient engine cooling.

9. The high-efficiency hybrid power cooling system as described in claim 7, characterized in that, When the pressure cap of the expansion tank fails, causing a sudden drop in the inlet pressure of the mechanical water pump, the negative pressure will cause severe vaporization of the impeller accessories of the mechanical water pump, resulting in a sharp decrease in the pumping capacity of the mechanical water pump and a significant deterioration in the engine cooling capacity. At this time, the pressure monitoring system monitors the pressure of the expansion tank in real time to ensure that it is within the normal operating range. When the pressure monitoring system detects that the pressure in the expansion tank is too low or too high, the pressure monitoring system will prompt the ECU that the engine is within the normal operating boundary range and trigger the ECU alarm output, which will be promptly displayed on the screen.

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