Vehicle cooling system and cooling system control method, vehicle cooling device and vehicle

Abstract

The present invention discloses a vehicle heat dissipation system and a control method for the heat dissipation system, a vehicle heat dissipation device, and a vehicle, and relates to the field of vehicle technology. The vehicle heat dissipation system includes: a housing, the housing defining a heat dissipation cavity, an air inlet, and multiple air outlets, the heat dissipation cavity being used to mount a heat dissipation module, the heat dissipation module being suitable for heat exchange with air in the heat dissipation cavity, the air inlet and multiple air outlets being both connected to the heat dissipation cavity; and a flow guide device, the flow guide device being respectively connected to the multiple air outlets, and the flow guide device being used to provide a driving force for causing air to flow from the air inlet to the multiple air outlets. The heat dissipation system of a vehicle according to an embodiment of the present invention provides the heat dissipation system with a driving force for causing air to flow from the air inlet to the air outlet, thereby increasing the flow rate of air in the heat dissipation cavity when flowing from the air inlet to the multiple air outlets, and thereby improving the heat dissipation efficiency of the heat dissipation module.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a heat dissipation system of a vehicle, a control method of the heat dissipation system, a heat dissipation device of a vehicle, and a vehicle. Background Art

[0002] The radiator of the vehicle in the related art relies on the air in the environment to dissipate heat, but the heat dissipation effect is not good. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a vehicle cooling system that provides a driving force for driving air from an air inlet to an air outlet, thereby increasing the flow rate of air within a cooling chamber from the air inlet to the multiple air outlets, thereby improving the heat dissipation efficiency of the cooling module. Furthermore, the system ensures that air can smoothly flow out of the multiple air outlets after heat exchange with the cooling module, reducing the possibility of air remaining in the cooling chamber for an extended period of time, thereby ensuring effective cooling of the cooling module.

[0004] The present invention also provides a vehicle having the vehicle cooling system.

[0005] According to an embodiment of the first aspect of the present invention, a cooling system for a vehicle includes: a shell, the shell defining a cooling cavity, an air inlet and an air outlet, the cooling cavity being used to install a cooling module, the cooling module being suitable for heat exchange with air in the cooling cavity, the air inlet and the multiple air outlets being communicated with the cooling cavity; and a guide device, the guide device being respectively communicated with the multiple air outlets, the guide device being used to provide a driving force for causing air to flow from the air inlet to the multiple air outlets.

[0006] Among them, the guide device can provide power for the flow of air, thereby increasing the flow rate of air in the heat dissipation cavity when it flows from the air inlet to the air outlet, so as to increase the amount of air flowing through the heat dissipation module per unit time. In this way, more air can be used to take away the heat from the heat dissipation module per unit time, thereby improving the heat dissipation efficiency of the heat dissipation module.

[0007] Specifically, by arranging multiple air outlets on the shell, the guide device is respectively connected to the multiple air outlets. According to the distribution positions of the multiple air outlets, driving forces in multiple directions can be formed in the heat dissipation cavity, thereby driving the air in the heat dissipation cavity to flow toward the multiple air outlets, so that the air entering the heat dissipation cavity from the air inlet can flow evenly to the multiple air outlets and flow out from the multiple air outlets, so as to evenly take away the heat on the heat dissipation module and achieve sufficient heat dissipation of the heat dissipation module.

[0008] According to the cooling system of the vehicle in an embodiment of the present invention, the cooling system has a driving force to drive the air to flow from the air inlet to the air outlet, which is convenient for increasing the flow rate of the air in the cooling chamber when it flows from the air inlet to the multiple air outlets, thereby facilitating the improvement of the cooling efficiency of the cooling module. At the same time, it can also ensure that the air can smoothly flow out from the multiple air outlets after heat exchange with the cooling module, reducing the possibility of the air staying in the cooling chamber for a long time, thereby ensuring the cooling effect of the cooling module.

[0009] In addition, the cooling system of the vehicle according to the above embodiment of the present invention may also have the following additional technical features:

[0010] According to some embodiments of the present invention, the multiple air outlets include multiple first air outlets, and the multiple first air outlets are arranged on both sides of the shell in the first direction. The air inlet is spaced apart from the first air outlet in the second direction, and the second direction intersects with the first direction.

[0011] According to some embodiments of the present invention, the air guide device includes: a cover portion and a tire, the cover portion defines a first chamber, at least a portion of the tire is located in the first chamber, the first chamber is connected to the first air outlet, wherein when the tire rotates, a negative pressure is formed in the first chamber, and the negative pressure becomes the driving force of the air guide device.

[0012] According to some optional embodiments of the present invention, there are multiple tires and cover parts, and multiple first chambers are defined, and the multiple first chambers are connected to the multiple first air outlets in a one-to-one correspondence.

[0013] According to some optional embodiments of the present invention, a first control valve is provided between the first chamber and the first air outlet, and the first control valve is used to control the opening and closing of the first chamber and the first air outlet and / or adjust the communication area between the first chamber and the first air outlet.

[0014] According to some optional embodiments of the present invention, the first chamber is connected to the first air outlet via a first connecting pipe, and the first connecting pipe has a first connecting end, and the first connecting end cooperates with the first air outlet.

[0015] According to some specific embodiments of the present invention, the first air outlet is rectangular in shape, the cross-section of the first connecting end is rectangular, and the cross-section of the first connecting end gradually decreases in a direction away from the first air outlet.

[0016] According to some embodiments of the present invention, the flow-guiding device includes: an engine, an intake pipe assembly of the engine is connected to the first air outlet, wherein, when the engine is working, a negative pressure is formed in the intake pipe assembly, and the negative pressure becomes the driving force of the flow-guiding device.

[0017] According to some embodiments of the present invention, the multiple air outlets include a second air outlet, the second air outlet is arranged on one side of the shell in a third direction, the air inlet and the second air outlet are spaced apart in a second direction, and the second direction intersects with the third direction. The air guide device includes: an engine, an air intake pipe assembly of the engine is connected to the second air outlet, wherein, when the engine is working, a negative pressure is formed in the air intake pipe assembly, and the negative pressure is formed as a driving force for the air guide device.

[0018] According to some optional embodiments of the present invention, a second control valve is provided between the air intake pipe assembly and the second air outlet, and the second control valve is used to control the on-off of the air intake pipe assembly and the second air outlet and / or adjust the connection area between the air intake pipe assembly and the second air outlet.

[0019] According to some optional embodiments of the present invention, the air inlet pipe assembly is connected to the second air outlet via a second connecting pipe, and the second connecting pipe has a second connecting end, and the second connecting end cooperates with the second air outlet.

[0020] According to some specific embodiments of the present invention, the second air outlet is rectangular in shape, the cross-section of the second connecting end is rectangular, and the cross-section of the second connecting end gradually decreases in a direction away from the second air outlet.

[0021] According to some specific embodiments of the present invention, the intake pipe assembly includes a tee pipe, the tee pipe includes a main pipe and a branch pipe, the branch pipe is connected between the inlet and outlet of the main pipe, and the second connecting pipe is connected to the branch pipe.

[0022] In some embodiments, the branch pipe is a curved pipe, and an angle between an airflow direction of the branch pipe at a connection with the main pipe and an airflow direction in the main pipe is less than 90°.

[0023] According to some embodiments of the present invention, the shell includes: a shell portion, which defines the heat dissipation cavity, and the air outlet portion is arranged on the shell portion; and an air inlet grille, which is arranged on the shell portion and defines the air inlet portion.

[0024] According to some embodiments of the present invention, the shell includes: a first part, which extends along a second direction; a second part, which extends along a third direction, which is perpendicular to the second direction, and the second part is arranged on one side of the first part in the second direction, and the second part exceeds the first part at one end in the third direction, wherein the air inlet portion includes a first air inlet and a second air inlet, the second part defines the first air inlet and the second air inlet, the first air inlet is facing away from the first part along the second direction, and the second air inlet is facing away from the first part along the third direction; and / or the shell wall of the first part and the shell wall of the second part are at least partially connected by a transition of an arc structure.

[0025] According to a second aspect of the present invention, an embodiment provides a method for controlling a cooling system of a vehicle, wherein the vehicle includes a pure electric mode and a hybrid mode; the cooling system includes: a shell, wherein the shell defines a cooling cavity, an air inlet, a first air outlet, and a second air outlet, wherein the cooling cavity is used to install a cooling module, wherein the cooling module is suitable for heat exchange with air in the cooling cavity, wherein the air inlet, the first air outlet, and the second air outlet are all connected to the cooling cavity; a cover portion and a tire, wherein the cover portion defines a first cavity, wherein at least a portion of the tire is located in the first cavity, wherein the first cavity is connected to the first air outlet, and wherein the first cavity is connected to the first air outlet. A first control valve is provided between the two, and the first control valve is used to control the on-off of the first chamber and the first air outlet and / or adjust the communication area between the first chamber and the first air outlet; the engine, the intake pipe assembly of the engine is connected to the second air outlet, and a second control valve is provided between the intake pipe assembly and the second air outlet, and the second control valve is used to control the on-off of the intake pipe assembly and the second air outlet and / or adjust the communication area between the intake pipe assembly and the second air outlet. The control method includes: in the pure electric mode, opening the first control valve and closing the second control valve; in the hybrid mode, opening the second control valve.

[0026] According to some embodiments of the present invention, in the hybrid mode, the engine includes a first operating state and a second operating state, and the intake air amount required by the engine in the first operating state is greater than the intake air amount required by the engine in the second operating state. The control method includes: in the first operating state, opening the second control valve and closing the first control valve; in the second operating state, opening the second control valve and opening the first control valve.

[0027] According to an embodiment of a third aspect of the present invention, a heat dissipation device for a vehicle is proposed, and the heat dissipation device for the vehicle includes: a heat dissipation module; according to the heat dissipation system of the vehicle described in the embodiment of the first aspect of the present invention, the heat dissipation module is arranged in the heat dissipation cavity, and the heat dissipation module is suitable for heat exchange with the air in the heat dissipation cavity.

[0028] According to the heat dissipation device of the embodiment of the present invention, by utilizing the heat dissipation system of the vehicle according to the embodiment of the first aspect of the present invention, the heat dissipation system has a driving force to drive the air from the air inlet to the air outlet, which is convenient for increasing the flow rate of the air in the heat dissipation cavity when it flows from the air inlet to multiple air outlets, thereby facilitating the improvement of the heat dissipation efficiency of the heat dissipation module. At the same time, it can also ensure that the air can smoothly flow out from the multiple air outlets after heat exchange with the heat dissipation module, reducing the possibility of air staying in the heat dissipation cavity for a long time, so as to ensure the heat dissipation effect of the heat dissipation module.

[0029] According to some embodiments of the present invention, the air inlet and the air outlet are spaced apart along a second direction, and the refrigerant inlet and the refrigerant outlet of the heat dissipation module are arranged along the second direction.

[0030] According to some optional embodiments of the present invention, in the second direction, the refrigerant inlet is close to the air outlet, and the refrigerant outlet is close to the air inlet.

[0031] According to some embodiments of the present invention, the heat dissipation module includes a first radiator, and the refrigerant in the first radiator is used to cool or heat the vehicle cabin.

[0032] According to some optional embodiments of the present invention, the heat dissipation module further includes a second radiator, and the refrigerant in the second radiator is used to cool the battery and / or motor of the vehicle.

[0033] According to some specific embodiments of the present invention, the heat dissipation module further includes a third radiator, and the refrigerant in the third radiator is used to cool the engine of the vehicle.

[0034] In some embodiments, the first radiator, the second radiator and the third radiator are arranged in sequence along the third direction, the second radiator is located between the first radiator and the third radiator, and the first radiator is located on a side of the second radiator close to the air inlet.

[0035] In some examples, the cooling system of the vehicle further includes a fan, which is disposed on a side of the third radiator facing away from the second radiator, and is configured to drive air to flow from the first radiator to the third radiator along the third direction.

[0036] According to a fourth aspect of the present invention, a vehicle is provided, comprising the cooling system of the vehicle according to the first aspect of the present invention; or, executing the control method of the cooling system according to the second aspect of the invention; or, comprising the cooling device according to the third aspect of the invention.

[0037] According to the vehicle of the embodiment of the present invention, the heat dissipation system has a driving force to drive the air to flow from the air inlet to the air outlet, which is convenient for increasing the flow rate of the air in the heat dissipation cavity when it flows from the air inlet to the multiple air outlets, thereby facilitating the improvement of the heat dissipation efficiency of the heat dissipation module. At the same time, it can also ensure that the air can smoothly flow out from the multiple air outlets after heat exchange with the heat dissipation module, reducing the possibility of air staying in the heat dissipation cavity for a long time, thereby ensuring the heat dissipation effect of the heat dissipation module.

[0038] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0040] Figure 1 is a schematic structural diagram of a heat dissipation system according to an embodiment of the present invention;

[0041] Figure 2 is a top view of a heat dissipation system according to an embodiment of the present invention;

[0042] Figure 3 is a partial structural diagram of a vehicle cooling system according to an embodiment of the present invention;

[0043] Figure 4 is a side view of a partial structure of a heat dissipation system according to an embodiment of the present invention;

[0044] Figure 5 is a top view of a partial structure of a heat dissipation system according to an embodiment of the present invention;

[0045] Figure 6 is a structural schematic diagram of a first connecting end of a first connecting pipe according to an embodiment of the present invention;

[0046] Figure 7 is a structural schematic diagram of a second connecting end of a second connecting pipe according to an embodiment of the present invention;

[0047] Figure 8 2 is a schematic structural diagram of a tee pipe of an intake pipe assembly according to an embodiment of the present invention;

[0048] Figure 9This is the control logic of the cooling system of a vehicle according to an embodiment of the present invention.

[0049] Reference numerals: 1, heat dissipation system; 10, housing; 101, first part; 102, second part; 11, heat dissipation cavity; 12, air inlet; 121, first air inlet; 122, second air inlet; 131, first air outlet; 14, housing; 15, air inlet grille;

[0050] 20. heat dissipation module; 21. first heat sink; 22. second heat sink; 23. third heat sink;

[0051] 31. Tire; 32. Housing; 33. First chamber; 34. First control valve; 35. First connecting pipe; 351. First connecting end;

[0052] 42. Intake pipe assembly; 421. Tee pipe; 4211. Main pipe; 4212. Branch pipe; 422. First air duct; 423. Air filter; 424. Second air duct; 44. Second control valve; 45. Second connecting pipe; 451. Second connecting end. DETAILED DESCRIPTION

[0053] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0054] A heat dissipation system 1 for a vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0055] like Figures 1-4 As shown, a heat dissipation system 1 for a vehicle according to an embodiment of the present invention includes a housing 10 and a flow guide device.

[0056] The shell 10 defines a heat dissipation cavity 11, an air inlet 12 and an air outlet. The heat dissipation cavity 11 is used to install a heat dissipation module 20. The heat dissipation module 20 is suitable for heat exchange with the air in the heat dissipation cavity 11. The air inlet 12 and multiple air outlets are all connected to the heat dissipation cavity 11.

[0057] Among them, air is suitable for entering the heat dissipation cavity 11 through the air inlet portion 12, exchanging heat with the heat dissipation module 20 in the heat dissipation cavity 11, taking away the heat from the heat dissipation module 20 and then flowing out from multiple air outlets to achieve heat dissipation of the heat dissipation module 20.

[0058] The guide device is respectively connected to multiple air outlets, and the guide device is used to provide a driving force for the air to flow from the air inlet 12 to the multiple air outlets, which can provide power for the flow of air, and thus increase the flow rate of the air in the heat dissipation cavity 11 when it flows from the air inlet 12 to the air outlet, so as to increase the amount of air flowing through the heat dissipation module 20 per unit time, so that it is convenient to use more air to take away the heat on the heat dissipation module 20 per unit time, thereby improving the heat dissipation efficiency of the heat dissipation module 20.

[0059] Specifically, by arranging multiple air outlets on the shell, the guide device is respectively connected to the multiple air outlets. According to the distribution positions of the multiple air outlets, driving forces in multiple directions can be formed in the heat dissipation cavity 11, thereby driving the air in the heat dissipation cavity 11 to flow toward the multiple air outlets, so that the air entering the heat dissipation cavity 11 from the air inlet 12 can flow evenly to the multiple air outlets and flow out from the multiple air outlets, so as to evenly take away the heat on the heat dissipation module 20 and achieve sufficient heat dissipation of the heat dissipation module 20.

[0060] In addition, the guide device provides a driving force for the air to flow from the air inlet 12 to the air outlet, and can also ensure that the air can flow out of the air outlet smoothly after heat exchange with the heat dissipation module 20, avoiding the air from staying in the heat dissipation cavity 11 for a long time. In this way, the air can quickly discharge the heat dissipation cavity 11 after taking away the heat from the heat dissipation module 20, so as to ensure the heat dissipation effect of the heat dissipation module 20, and then facilitate improving the performance of the vehicle.

[0061] According to the heat dissipation system 1 of the vehicle in an embodiment of the present invention, the heat dissipation system 1 has a driving force to drive air to flow from the air inlet 12 to the air outlet, which is convenient for increasing the flow rate of air in the heat dissipation cavity 11 when flowing from the air inlet 12 to multiple air outlets, thereby facilitating the improvement of the heat dissipation efficiency of the heat dissipation module 20. At the same time, it can also ensure that the air can smoothly flow out from the multiple air outlets after heat exchange with the heat dissipation module 20, reducing the possibility of air staying in the heat dissipation cavity 11 for a long time, thereby ensuring the heat dissipation effect of the heat dissipation module 20.

[0062] A cooling system 1 for a vehicle according to a specific embodiment of the present invention will be described below with reference to the accompanying drawings.

[0063] In some specific embodiments of the present invention, Figures 1-4 As shown, the heat dissipation system 1 of a vehicle includes a housing 10 and a flow guiding device.

[0064] In some embodiments of the present invention, Figure 1 、 Figure 4 As shown, the multiple air outlets include multiple first air outlets 131, which are arranged on both sides of the shell 10 in the first direction. The air inlet 12 is spaced apart from the first air outlets 131 in the second direction, and the second direction intersects with the first direction.

[0065] Specifically, driven by the guide device, the air entering the heat dissipation cavity 11 from the air inlet 12 is suitable for flowing in the direction of ultra-close to the first air outlet 131 along the second direction, and dispersedly flows out from multiple first air outlets 131 along the first direction to form multi-directional air outlet in the heat dissipation cavity 11, thereby facilitating full contact between the air and the heat dissipation module 20, so as to evenly take away the heat from the heat dissipation module 20 and achieve sufficient heat dissipation of the heat dissipation module 20.

[0066] In some embodiments of the present invention, Figure 1 、 Figure 4 As shown, the deflector device includes a cover portion 32 and a tire 31. The cover portion 32 defines a first chamber 33. At least a portion of the tire 31 is located in the first chamber 33. The first chamber 33 is connected to the first air outlet 131. When the tire 31 rotates, a negative pressure is formed in the first chamber 33, and the negative pressure serves as the driving force of the deflector device.

[0067] Specifically, when negative pressure is formed in the first chamber 33, since the first air outlet 131 is connected to the first chamber 33, a pressure difference is formed between the air inlet 12 and the first air outlet 131. Under the action of the pressure difference, the air in the heat dissipation cavity 11 can be driven to flow from the air inlet 12 to the first air outlet 131.

[0068] Among them, the negative pressure formed in the first chamber 33 during the driving of the vehicle is used to drive the air in the heat dissipation cavity 11 to flow from the air inlet 12 to the first air outlet 131, without the need for an additional driving structure, which facilitates the simplification of the vehicle structure and makes full use of the resources on the vehicle.

[0069] In addition, although the air absorbs the heat from the heat dissipation module 20 in the heat dissipation cavity 11, the temperature of the air flowing out from the first air outlet 131 is still lower than the temperature of the tire 31 during driving. Therefore, when the air in the heat dissipation cavity 11 flows from the first air outlet 131 to the first chamber 33 and contacts the tire 31, it can cool the tire 31, thereby increasing the service life of the tire 31.

[0070] In some optional embodiments of the present invention, there are multiple tires 31 and multiple cover parts 32, and the multiple tires 31 and multiple cover parts 32 correspondingly define multiple first chambers 33. The multiple first chambers 33 are connected to the multiple first air outlets 131 one by one, so as to utilize the negative pressure in the multiple first chambers 33 to drive the air in the heat dissipation chamber 11 to flow from the air inlet part 12 to the first air outlet 131, so as to facilitate improving the driving force of the guide device and improving the power of the air in the heat dissipation chamber 11.

[0071] Specifically, the vehicle includes four tires 31 and four cover parts 32. The four tires 31 and the four cover parts 32 correspondingly define four first chambers 33. Some or all of the four first chambers 33 are connected to the heat dissipation chamber 11 through the corresponding first air outlets 131. No excessive restrictions are made here.

[0072] For example, the first chamber 33 disposed near the housing 10 in the vehicle can be connected to the heat dissipation chamber 11 through the corresponding first air outlets 131. For example, the housing 10 is disposed in the front cabin of the vehicle, and the two first chambers 33 defined by the two tires 31 and the two cover portions 32 on the front side of the vehicle are connected to the two first air outlets 131 on the housing 10, so that the first chambers 33 and the first air outlets 131 are disposed closer together, thereby facilitating the connection between the first chambers 33 and the first air outlets 131.

[0073] In some embodiments, the first direction extends in the left-right direction, and two first air outlets 131 are provided on the shell 10 . The two first air outlets 131 are respectively arranged on the left and right walls of the shell 10 to facilitate communication with the corresponding first chamber 33 .

[0074] In some optional embodiments of the present invention, Figure 1 、 Figure 3 and Figure 4 As shown, a first control valve 34 is provided between the first chamber 33 and the first air outlet 131. The first control valve 34 is used to control the on-off of the first chamber 33 and the first air outlet 131 and / or adjust the communication area between the first chamber 33 and the first air outlet 131, so as to control the driving force of the guide device on the air in the heat dissipation cavity 11 according to demand.

[0075] Specifically, by adjusting the first control valve 34, the negative pressure formed in the first chamber 33 can be flexibly adjusted, thereby adjusting the pressure difference between the air inlet 12 and the first air outlet 131, and adjusting the driving force of the guide device on the air in the heat dissipation cavity 11.

[0076] In some optional embodiments of the present invention, Figure 1 、 Figure 3 、 Figure 4 and Figure 6 As shown, the first chamber 33 is connected to the first air outlet 131 through a first connecting pipe 35. The first connecting pipe 35 has a first connecting end 351. The first connecting end 351 cooperates with the first air outlet 131 to connect the first chamber 33 and the first air outlet 131 by utilizing the first connecting pipe 35. When a negative pressure is formed in the first chamber 33, the pressure difference is used to drive the air in the heat dissipation chamber 11 to flow toward the first air outlet 131.

[0077] In some specific embodiments of the present invention, Figure 3 、 Figure 6 As shown, the first air outlet 131 is rectangular in shape, the cross-section of the first connection end 351 is rectangular, and the cross-sectional size of the first connection end 351 gradually decreases in the direction away from the first air outlet 131. In this way, when the air in the heat dissipation cavity 11 flows out from the first air outlet 131, the air can gradually gather along the wall of the first connection end 351 and flow toward the first chamber 33.

[0078] Specifically, the first air outlet 131 is arranged on the first side wall of the shell 10, so that the cross-sectional size of the first connection end 351 gradually shrinks in the direction away from the first air outlet 131, that is, the inlet of the first connection end 351 is rectangular, and the outlet of the first connection end 351 is close to a circle or is a circle. This makes it easy to increase the area of ​​the inlet of the first air outlet 131, thereby increasing the air outlet of the heat dissipation cavity 11, so that the air distribution in the area of ​​the heat dissipation cavity 11 close to the first air outlet 131 is more evenly distributed. On the other hand, this makes the outlet area of ​​the first connection end 351 smaller than the inlet area, which makes it easy to increase the air flow rate.

[0079] In addition, the first air outlet 131 is rectangular, which can adapt to the shape of the first side wall of the shell 10, thereby facilitating the increase of the matching area between the first air outlet 131 and the first connection end 351, so as to facilitate fixing the first connection end 351 on the first side wall of the shell 10 and realize the docking and matching of the first connection end 351 and the first air outlet 131.

[0080] In some embodiments, in order to control the space occupied by the shell 10, the thickness of the shell 10 is smaller than the length or width of the shell 10, that is, the first side wall of the shell 10 is smaller in the third direction, and the third direction is perpendicular to the first direction. If the first air outlet 131 is set to be circular, due to the limitation of the size of the first side wall in the third direction, it is easy to cause the area of ​​the first air outlet 131 to be smaller, and it is not easy to reserve space on the first side wall for fixing the first connection end 351.

[0081] To this end, by setting the first air outlet 131 in a rectangle, the space on the first side wall can be fully utilized, so that the area of ​​the first air outlet 131 is larger, and space can be reserved on the first side wall for fixing the first connection end 351.

[0082] In some examples, the first side wall is the left wall or the right wall of the shell 10, and the length direction of the first air outlet 131 extends in the up and down direction, and the width direction extends in the front and back direction, wherein the length of the first air outlet 131 in the up and down direction is smaller than the length of the first side wall in the up and down direction, and the length of the first air outlet 131 in the up and down direction is smaller than the length of the first side wall in the up and down direction, so as to avoid the first air outlet 131 being too large and affecting the structural strength of the shell 10.

[0083] In some embodiments, the first connecting end 351 and the first side wall are fixedly connected by a clamp or a buckle.

[0084] In some embodiments, a sealing ring is provided between the first connection end 351 and the first side wall, and the sealing ring is used to seal the gap between the first connection end 351 and the first side wall to prevent air in the heat dissipation cavity 11 from flowing out from the gap between the first connection end 351 and the first side wall.

[0085] In some embodiments, the first connecting pipe 35 and the housing portion 32 are fixedly connected by a clamp or a buckle.

[0086] In some embodiments, a sealing ring is provided between the first connecting tube 35 and the cover portion 32 to seal the gap between the first connecting tube 35 and the cover portion 32 to prevent the air in the first connecting tube 35 from flowing out from the gap between the first connecting tube 35 and the cover portion 32 when entering the first chamber 33.

[0087] In some embodiments of the present invention, the air guide device includes an engine, and the air intake pipe assembly 42 of the engine is connected to the first air outlet 131. When the engine is working, a negative pressure is formed in the air intake pipe assembly 42, and the negative pressure is formed as a driving force for the air guide device to drive the air in the heat dissipation cavity 11 to flow from the air inlet part 12 to the first air outlet 131.

[0088] Specifically, when negative pressure is formed in the air intake pipe assembly 42, since the first air outlet 131 is connected to the air intake pipe assembly 42, a pressure difference will be formed between the air inlet portion 12 and the first air outlet 131. Under the action of the pressure difference, the air in the heat dissipation cavity 11 can be driven to flow from the air inlet portion 12 to the first air outlet 131.

[0089] Among them, the negative pressure formed in the intake pipe assembly 42 during the operation of the engine is used to drive the air in the heat dissipation cavity 11 to flow from the air inlet 12 to the first air outlet 131, without the need for an additional driving structure, which facilitates the simplification of the vehicle structure and makes full use of the resources on the vehicle.

[0090] In some embodiments of the present invention, the multiple air outlets also include a second air outlet, which is arranged on one side of the shell in the third direction, the air inlet 12 and the second air outlet are spaced apart in the second direction, and the second direction intersects with the third direction. The air guide device includes an engine, and the air intake pipe assembly 42 of the engine is connected to the second air outlet, wherein, when the engine is working, a negative pressure is formed in the air intake pipe assembly 42, and the negative pressure is formed as a driving force for the air guide device to drive the air in the heat dissipation cavity 11 to flow from the air inlet 12 to the second air outlet.

[0091] Specifically, when negative pressure is formed in the air intake pipe assembly 42, since the second air outlet is connected to the air intake pipe assembly 42, a pressure difference will be formed between the air inlet portion 12 and the second air outlet. Under the action of the pressure difference, the air in the heat dissipation cavity 11 can be driven to flow from the air inlet portion 12 to the second air outlet.

[0092] Among them, the negative pressure formed in the intake pipe assembly 42 during the operation of the engine is used to drive the air in the heat dissipation cavity 11 to flow from the air inlet 12 to the second air outlet. There is no need to set up an additional driving structure, which is convenient for simplifying the structure of the vehicle and making full use of the resources on the vehicle.

[0093] In some optional embodiments of the present invention, a second control valve 44 is provided between the air intake pipe assembly 42 and the second air outlet. The second control valve 44 is used to control the on-off of the air intake pipe assembly 42 and the second air outlet and / or adjust the connection area between the air intake pipe assembly 42 and the second air outlet, so as to control the magnitude of the air driving force exerted by the guide device on the heat dissipation cavity 11 according to demand.

[0094] Specifically, by adjusting the second control valve 44, the negative pressure formed in the air intake pipe assembly 42 can be flexibly adjusted, thereby adjusting the pressure difference between the air inlet 12 and the second air outlet, and adjusting the size of the air driving force of the guide device on the heat dissipation cavity 11.

[0095] In some embodiments, the intake pipe assembly 42 is used to introduce air into the combustion chamber of the engine, so that the second air outlet is connected to the intake pipe assembly 42, so that the air discharged from the second air outlet of the heat dissipation cavity 11 is used to introduce air into the combustion chamber of the engine.

[0096] In some optional embodiments of the present invention, Figure 5 、 Figure 7 As shown, the air intake pipe assembly 42 is connected to the second air outlet through a second connecting pipe 45. The second connecting pipe 45 has a second connecting end 451. The second connecting end 451 cooperates with the second air outlet to utilize the air intake pipe assembly 42 to connect the heat dissipation cavity 11 and the combustion chamber of the engine, and then utilize the pressure difference to drive the air in the heat dissipation cavity 11 to flow to the second air outlet.

[0097] In some specific embodiments of the present invention, the second air outlet is rectangular in shape, the cross-section of the second connecting end 451 is rectangular, and the cross-sectional size of the second connecting end 451 gradually decreases in the direction away from the second air outlet. In this way, when the air in the heat dissipation cavity 11 flows out from the second air outlet, the air can gradually gather along the wall of the second connecting end 451 and flow toward the air intake pipe assembly 42.

[0098] Specifically, the second air outlet is arranged on the second side wall of the shell 10, so that the cross-sectional size of the second connection end 451 gradually shrinks in the direction away from the second air outlet, that is, the inlet of the second connection end 451 is rectangular, and the outlet is close to a circle or is a circle. This makes it easy to increase the area of ​​the second air outlet, increase the air outlet volume of the heat dissipation cavity 11, and make the air distribution in the heat dissipation cavity 11 near the second air outlet area more uniform. On the other hand, this makes the outlet area of ​​the second connection end 451 smaller than the inlet area, which makes it easy to increase the air flow rate.

[0099] In addition, the second air outlet is made rectangular to adapt to the shape of the second side wall of the shell 10, thereby facilitating the increase of the matching area between the second air outlet and the second connection end 451, so as to facilitate fixing the second connection end 451 on the second side wall of the shell 10 and realize the docking fit between the second connection end 451 and the second air outlet.

[0100] In some embodiments, the second air outlet is arranged on the rear side wall of the shell 10, and the length of the second air outlet extends in the left-right direction, and the width extends in the up-down direction, wherein the length of the second air outlet in the left-right direction is smaller than the length of the rear side wall in the left-right direction, and the length of the second air outlet in the up-down direction is smaller than the length of the rear side wall in the up-down direction, so as to avoid the second air outlet being too large and affecting the structural strength of the shell 10.

[0101] In some embodiments, the second connection end 451 is fixedly connected to the second side wall via a clamp or a buckle.

[0102] In some embodiments, a sealing ring is provided between the second connection end 451 and the second side wall, and the sealing ring is used to seal the gap between the second connection end 451 and the second side wall to prevent air in the heat dissipation cavity 11 from flowing out from the gap between the second connection end 451 and the second side wall.

[0103] In some specific embodiments of the present invention, the intake pipe assembly 42 includes a tee pipe 421, the tee pipe 421 includes a main pipe 4211 and a branch pipe 4212, the branch pipe 4212 is connected between the inlet and outlet of the main pipe 4211, and the second connecting pipe 45 is connected to the branch pipe 4212. This makes it convenient to set the shape of the branch pipe 4212 according to needs without affecting the setting of the main pipe 4211.

[0104] In some embodiments, the branch pipe 4212 is a curved pipe, and the angle between the airflow direction at the connection between the branch pipe 4212 and the main pipe 4211 and the airflow direction inside the main pipe 4211 is less than 90°, so as to guide the flow direction of the air flowing out of the second connecting pipe 45 and reduce the impact force between the air flowing from the second connecting pipe 45 to the main pipe 4211 and the air inside the main pipe 4211.

[0105] Specifically, the branch pipe 4212 is bent along a direction away from the airflow direction in the main pipe 4211, and the angle between the airflow direction at the connection between the branch pipe 4212 and the main pipe 4211 and the airflow direction in the main pipe 4211 is less than 90°. In this way, when the air flowing out of the second connecting pipe 45 flows along the branch pipe 4212 into the main pipe 4211, the flow direction of the air when flowing in the branch pipe 4212 is changed, so that when the air flows along the branch pipe 4212 to the main pipe 4211, the flow direction of the air is gradually consistent with the flow direction of the air in the main pipe 4211, so that when the air enters the main pipe 4211 through the branch pipe 4212, the impact force between the two airflows can be reduced, thereby ensuring the flow rate of the airflow in the main pipe 4211.

[0106] In some embodiments, the second connecting pipe 45 and the branch pipe 4212 are fixedly connected by a clamp or a buckle.

[0107] In some embodiments, as Figure 5 and Figure 8 As shown, the air intake pipe assembly 42 also includes a first air duct 422, a second air duct 424 and an air filter 423. The three-way pipe 421 includes a main pipe 4211 and a branch pipe 4212. One end of the main pipe 4211 is connected to the first air duct 422, and the other end of the main pipe 4211 is connected to the air inlet of the air filter 423. The air outlet of the air filter 423 is connected to one end of the second air duct 424, and the other end of the second air duct 424 is connected to the combustion chamber of the engine to introduce air into the combustion chamber of the engine.

[0108] Specifically, external air is adapted to flow along the first air duct 422 and the main air duct 4211 to the air filter 423 , and the air filtered by the air filter 423 flows into the combustion chamber of the engine through the second air duct 424 .

[0109] The air filter 423 can filter out impurities such as dust, sand, and pollen in the air to prevent particulate matter from entering the combustion chamber and causing wear on the engine piston and cylinder wall.

[0110] In some specific embodiments of the present invention, the multiple air outlet portions are multiple air outlets, and a second chamber is provided under the chassis of the vehicle. The second chamber defines a flow guide device, and the air outlet is connected to the second chamber. During the driving of the vehicle, a negative pressure is formed in the second chamber. Under the action of the pressure difference, the air in the heat dissipation chamber 11 can be driven to flow from the air inlet portion 12 to the air outlet.

[0111] It needs to be explained here that all the air outlets on the shell 10 may be connected to the first chamber 33, the second chamber or the combustion chamber of the engine; or multiple air outlets on the shell 10 may be connected to the first chamber 33 and the second chamber respectively, or multiple air outlets on the shell 10 may be connected to the first chamber 33 and the combustion chamber of the engine respectively, or multiple air outlets on the shell 10 may be connected to the second chamber and the combustion chamber of the engine respectively; or multiple air outlets on the shell 10 may be connected to the first chamber 33, the second chamber and the combustion chamber of the engine respectively, and there are no excessive restrictions here.

[0112] In some embodiments of the present invention, Figure 3 and Figure 4 As shown, the shell 10 includes a shell portion 14 and an air inlet grille 15. The shell portion 14 defines a heat dissipation cavity 11. The air outlet portion is provided on the shell portion 14. The air inlet grille 15 is provided on the shell portion 14. The air inlet grille 15 defines an air inlet portion 12. When air flows through the air inlet portion 12 and enters the heat dissipation cavity 11, the air inlet grille 15 can filter the air.

[0113] In some embodiments, the air inlet grille 15 is provided on one side of the shell 14 in the second direction, and the second direction extends in the up-down direction. The air inlet grille 15 is provided below the shell 14 to define the air inlet portion 12 located below the shell 14, so that the air inlet portion 12 can be located below the air outlet portion, even if the air in the heat dissipation cavity 11 is drawn in from the bottom and discharged from the top.

[0114] Among them, after the air absorbs the heat from the heat dissipation module 20, the air will naturally flow upward. The air outlet is set above the air inlet 12, so that the arrangement of the air outlet and the air inlet 12 can be consistent with the natural flow direction, and this characteristic can be used to make the air flow smoothly toward the air outlet, thereby reducing the wind resistance encountered by the air during the flow process.

[0115] Furthermore, the air inlet grille 15 and the shell 14 are in close contact, and a sealing strip is provided between the air inlet grille 15 and the shell 14 to seal the gap between the air inlet grille 15 and the shell 14 to prevent the air in the heat dissipation cavity 11 from escaping from the gap between the air inlet grille 15 and the shell 14.

[0116] In some embodiments of the present invention, Figure 4 As shown, the shell 10 includes a first part 101 and a second part 102, the first part 101 extends along the second direction, the second part 102 extends along the third direction, the third direction is perpendicular to the second direction, the second part 102 is arranged on one side of the first part 101 in the second direction, and one end of the second part 102 in the third direction exceeds the first part 101.

[0117] Among them, the air inlet part 12 is arranged in the second part 102, so that one end of the air inlet part 12 in the third direction exceeds the first part 101, so that the second part 102 has a larger surface area, and then it is convenient to form a larger air inlet area on the second part 102, so as to increase the air intake volume of the heat dissipation cavity 11.

[0118] In some embodiments, as Figure 4 As shown, the air inlet 12 includes a first air inlet 121 and a second air inlet 122, and the second part 102 defines the first air inlet 121 and the second air inlet 122. The first air inlet 121 is facing away from the first part 101 along the second direction, and the second air inlet 122 is facing away from the first part 101 along the third direction. In this way, two first air inlets 121 and second air inlets 122 with different directions are set, which facilitates the realization of air intake in different directions in the heat dissipation cavity 11, so that the air in the heat dissipation cavity 11 can fully contact the heat dissipation module 20, thereby achieving sufficient heat dissipation of the heat dissipation module 20.

[0119] In some examples, the second direction extends in the up-down direction (it should be understood here that the above-mentioned direction limitation is only for the convenience of describing the accompanying drawings and will not limit the actual setting position and direction of the vehicle's cooling system 1), and the third direction extends in the front-to-back direction. The first air inlet 121 is provided at the bottom of the second part 102, and the air can enter the heat dissipation cavity 11 upward along the up-down direction. The second air inlet 122 is provided on the front side wall of the second part 102 and is arranged lower, and the air can enter the heat dissipation cavity 11 backward along the front-to-back direction.

[0120] Among them, the heat dissipation module 20 includes multiple radiators arranged along the third direction, and the refrigerant inlet and refrigerant outlet of the radiator are arranged along the up and down directions. The air entering the heat dissipation cavity 11 from the first air inlet 121 is convenient to fully contact with the radiator when flowing upward, thereby achieving sufficient heat dissipation of the radiator.

[0121] The air entering the heat dissipation cavity 11 from the second air inlet 122 can respectively contact the multiple radiators when flowing backward, thereby facilitating sufficient heat dissipation of the multiple radiators.

[0122] In some embodiments, as Figure 4 As shown, the shell wall of the first part 101 and the shell wall of the second part 102 are at least partially connected by an arc structure transition, so that when the air in the second part 102 flows into the first part 101, the resistance of the air flow is reduced.

[0123] Specifically, if there is a sharp angle in the heat dissipation cavity 11, it is easy to cause air separation, which will generate eddies and turbulence in the heat dissipation cavity 11, increasing pressure loss. The shell wall of the first part 101 and the shell wall of the second part 102 are at least partially connected through a transition arc structure, which can reduce the sharp angle in the heat dissipation cavity 11, facilitate reducing the resistance during air flow, and improve the air flow efficiency.

[0124] In some embodiments, the front side wall of the first portion 101 is connected to the front side wall of the second portion 102 by an arc transition, so as to reduce the resistance of air flow and improve the air flow efficiency when the air flows upward into the first portion 101.

[0125] The following describes a method for controlling a heat dissipation system of a vehicle according to an embodiment of the present invention.

[0126] The vehicle includes pure electric mode and hybrid mode.

[0127] The heat dissipation system 1 includes a shell 10, which defines a heat dissipation cavity 11, an air inlet 12, a first air outlet 131 and a second air outlet. The heat dissipation cavity 11 is used to install a heat dissipation module 20, and the heat dissipation module 20 is suitable for heat exchange with the air in the heat dissipation cavity 11. The air inlet 12, the first air outlet 131 and the second air outlet are all connected to the heat dissipation cavity 11.

[0128] The cooling system 1 also includes a cover portion 32 and a tire 31. The cover portion 32 defines a first chamber 33. At least part of the tire 31 is located in the first chamber 33. The first chamber 33 is connected to the first air outlet 131. A first control valve 34 is provided between the first chamber 33 and the first air outlet 131. The first control valve 34 is used to control the connection and disconnection of the first chamber 33 and the first air outlet 131 and / or adjust the connection area between the first chamber 33 and the first air outlet 131.

[0129] The cooling system 1 also includes an engine, the engine's air intake pipe assembly 42 is connected to the second air outlet, and a second control valve 44 is provided between the air intake pipe assembly 42 and the second air outlet. The second control valve 44 is used to control the on-off of the air intake pipe assembly 42 and the second air outlet and / or adjust the connection area between the air intake pipe assembly 42 and the second air outlet.

[0130] Specifically, when the tire 31 rotates, negative pressure forms in the first chamber 33, creating a pressure differential between the air inlet 12 and the first air outlet 131. This pressure differential drives the air in the heat dissipation chamber 11 from the air inlet 12 to the first air outlet 131. When the engine is started, the engine creates negative pressure in the intake duct assembly 42, creating a pressure differential between the air inlet 12 and the second air outlet. This pressure differential drives the air in the heat dissipation chamber 11 from the air inlet 12 to the second air outlet.

[0131] like Figure 9 As shown, the control method includes:

[0132] In pure electric mode, the first control valve 34 is opened and the second control valve 44 is closed;

[0133] In hybrid mode, the second control valve 44 is opened.

[0134] It should be understood that when the vehicle is in pure electric mode, the engine is not running. Therefore, the first control valve 34 is opened and the second control valve 44 is closed, allowing the first chamber 33 to communicate with the heat dissipation chamber 11 through the first air outlet 131. The negative pressure generated in the first chamber 33 by the rotation of the tire 31 drives the air in the heat dissipation chamber 11 to flow toward the first air outlet 131. In addition, when the air in the first chamber 33 flows into the first chamber 33, it can also cool the tire 31, thereby increasing the service life of the tire 31.

[0135] When the vehicle is in hybrid mode, the vehicle's engine is started. At this time, the second control valve 44 is opened, so that the intake pipe assembly 42 is connected to the heat dissipation cavity 11 through the second air outlet, and the negative pressure in the intake pipe assembly 42 is used to drive the air in the heat dissipation cavity 11 to flow to the second air outlet.

[0136] In some embodiments of the present invention, Figure 9 As shown, in the hybrid mode, the engine includes a first working state and a second working state, and the intake air amount required by the engine in the first working state is greater than the intake air amount required by the engine in the second working state.

[0137] Control methods include:

[0138] In the first working state, the second control valve 44 is opened and the first control valve 34 is closed;

[0139] In the second working state, the second control valve 44 is opened and the first control valve 34 is opened.

[0140] Specifically, in the hybrid mode, the vehicle's engine is started. When the engine's air intake volume is large, the engine is in a first working state. When the engine's air intake volume is relatively small, the engine is in a second working state.

[0141] It can be understood that when the second control valve 44 is opened, the negative pressure formed in the intake pipe assembly 42 when the engine is in the first working state is greater than the negative pressure formed in the intake pipe assembly 42 when the engine is in the second working state.

[0142] Therefore, in the first working state, the negative pressure formed in the air intake pipe assembly 42 is large. At this time, the pressure difference formed at the second air outlet is sufficient to drive the air in the heat dissipation cavity 11 to flow out from the second air outlet. Specifically, the second air outlet is arranged above the shell. At this time, the negative pressure formed in the air intake pipe assembly 42 is sufficient to drive the air in the heat dissipation cavity 11 to flow out from the second air outlet upward.

[0143] In the second operating state, the negative pressure generated in the intake duct assembly 42 is relatively low. At this time, the first control valve 34 can be opened to simultaneously utilize the negative pressure generated in the first chamber 33 and the intake duct assembly 42 to drive the air in the heat dissipation cavity 11 to flow out through the first air outlet 131 and the second air outlet. Specifically, the first air outlet 131 and the second air outlet are both located above the housing 10 and are spaced apart along the width of the housing 10. At this time, the negative pressure generated in the first chamber 33 and the intake duct assembly 42 drives the air in the heat dissipation cavity 11 upward to flow out through the first air outlet 131 and the second air outlet.

[0144] In some embodiments, when the engine switches from the first operating state to the second operating state, the first control valve 34 can be gradually opened to gradually increase the communication area between the first chamber 33 and the first air outlet 131. Simultaneously, the second control valve 44 can be adjusted to gradually reduce the communication area between the intake pipe assembly 42 and the second air outlet.

[0145] The heat dissipation device for a vehicle according to an embodiment of the present invention is described below. The heat dissipation device for a vehicle according to an embodiment of the present invention comprises a heat dissipation module 20 and the heat dissipation system 1 for a vehicle according to the above embodiment of the present invention.

[0146] The heat dissipation module 20 is arranged in the heat dissipation cavity 11. The heat dissipation module 20 is suitable for heat exchange with the air in the heat dissipation cavity 11. The air is suitable for entering the heat dissipation cavity 11 through the air inlet 12, exchanging heat with the heat dissipation module 20 in the heat dissipation cavity 11, taking away the heat on the heat dissipation module 20 and then flowing out from the air outlet to achieve heat dissipation of the heat dissipation module 20.

[0147] According to the heat dissipation device of the embodiment of the present invention, by utilizing the heat dissipation system 1 of the vehicle according to the above-mentioned embodiment of the present invention, the heat dissipation system 1 has a driving force to drive the air from the air inlet 12 to the air outlet, which is convenient for increasing the flow rate of the air in the heat dissipation cavity 11 when flowing from the air inlet 12 to multiple air outlets, thereby facilitating the improvement of the heat dissipation efficiency of the heat dissipation module 20. At the same time, it can also ensure that the air can smoothly flow out from the multiple air outlets after heat exchange with the heat dissipation module 20, reducing the possibility of air staying in the heat dissipation cavity 11 for a long time, so as to ensure the heat dissipation effect of the heat dissipation module 20.

[0148] In some embodiments of the present invention, Figure 4As shown, the air inlet 12 and the air outlet are spaced along the second direction, and the refrigerant inlet and the refrigerant outlet of the heat dissipation module 20 are arranged along the second direction. This makes it easier to ensure that the refrigerant in the heat dissipation module 20 can fully exchange heat with the air in the heat dissipation cavity 11, thereby ensuring the heat dissipation effect of the heat dissipation module 20.

[0149] Specifically, the arrangement direction of the refrigerant inlet and the refrigerant outlet of the heat dissipation module 20 is the same as the arrangement direction of the air inlet 12 and the air outlet of the heat dissipation cavity 11. In this way, when the refrigerant flows from the refrigerant inlet to the refrigerant outlet in the heat dissipation module 20, and the air flows from the air inlet 12 to the air outlet in the heat dissipation cavity 11, it can ensure that the air and the refrigerant in the heat dissipation module 20 are fully heat exchanged, thereby facilitating the improvement of the heat dissipation effect of the heat dissipation module 20.

[0150] In some optional embodiments of the present invention, in the second direction, the refrigerant inlet is close to the air outlet, and the refrigerant outlet is close to the air inlet 12 .

[0151] In some embodiments, as Figure 4 As shown, the second direction extends in the up-down direction, and the air outlet is located above the air inlet 12, that is, the air in the heat dissipation cavity 11 is inletted from the bottom and discharged from the top. After the air absorbs the heat from the heat dissipation module 20, it will naturally flow upward. The air outlet is arranged above the air inlet 12, so that the arrangement of the air outlet and the air inlet 12 can be consistent with the natural flow direction, thereby making it easy to utilize this feature to make the air flow smoothly toward the air outlet, thereby reducing the wind resistance encountered by the air during the flow process.

[0152] The refrigerant inlet is located above the refrigerant outlet. Among them, the high-temperature and high-pressure gaseous refrigerant is suitable for becoming a liquid refrigerant after releasing heat. Under the action of gravity, the liquid refrigerant has a tendency to flow downward. Setting the refrigerant outlet below the refrigerant inlet can make the arrangement of the refrigerant inlet and the refrigerant outlet consistent with the flow direction of the liquid refrigerant, so as to facilitate the use of this characteristic to make the liquid refrigerant flow smoothly toward the refrigerant outlet, thereby facilitating the improvement of the flow efficiency of the refrigerant.

[0153] Specifically, the refrigerant enters the heat dissipation module 20 from the refrigerant inlet at the top and flows out of the heat dissipation module 20 downward from the refrigerant outlet at the bottom, that is, the temperature of the upper part of the heat dissipation module 20 is higher, and the temperature of the lower part of the heat dissipation module 20 is lower. The air enters the heat dissipation cavity 11 from the lower air inlet 12 and flows out of the heat dissipation cavity 11 upward from the upper air outlet.

[0154] In this way, when the air flows from bottom to top, the air first exchanges heat with the lower part of the heat dissipation module 20 with a lower temperature, and then exchanges heat with the upper part of the heat dissipation module 20 with a higher temperature. This can create a larger temperature difference between the air and the heat dissipation module 20, and then enable the air to absorb the heat of the refrigerant in the heat dissipation module 20, thereby ensuring the heat exchange effect between the air and the heat dissipation module 20.

[0155] Specifically, after the air exchanges heat with the lower part of the heat dissipation module 20, the temperature of the air will become higher, but it will still be lower than the upper part of the heat dissipation module 20. In this way, when the air flows upward to the upper part of the heat dissipation module 20, it can still take away some of the heat on the heat dissipation module 20, thereby achieving heat dissipation of the upper part of the heat dissipation module 20, thereby improving the heat dissipation effect of the heat dissipation module 20.

[0156] In some embodiments of the present invention, Figure 4 As shown, the heat dissipation module 20 includes a first radiator 21. The refrigerant in the first radiator 21 is used to cool or heat the vehicle cabin to adjust the temperature of the cabin and provide a comfortable environment for the drivers and passengers in the vehicle.

[0157] In some embodiments, the vehicle includes an air-conditioning module, and the first radiator 21 is a condenser in the air-conditioning module. When the refrigerant flows through the first radiator 21, it is suitable for heat exchange with the air in the heat dissipation cavity 11, thereby being able to take away the heat of the refrigerant in the first radiator 21.

[0158] In some examples, the air-conditioning module includes a compressor, a condenser, a throttle and an evaporator, and the refrigerant is suitable for circulating in the compressor, the condenser, the throttle and the evaporator. When the air-conditioning module cools the vehicle cabin, the compressor compresses the refrigerant to form a high-temperature and high-pressure gaseous refrigerant. The high-temperature and high-pressure gaseous refrigerant flows to the condenser, and exchanges heat with the air in the heat dissipation cavity 11 at the condenser to release heat and become a medium-temperature and high-pressure liquid refrigerant. The medium-temperature and high-pressure liquid refrigerant flows through the throttle and becomes a low-temperature and low-pressure liquid refrigerant. The low-temperature and low-pressure liquid refrigerant absorbs heat at the evaporator and becomes a low-temperature and low-pressure gaseous refrigerant. The low-temperature and low-pressure gaseous refrigerant is suitable for flowing to the compressor.

[0159] Among them, when the low-temperature and low-pressure liquid absorbs heat at the evaporator, the refrigerant in the evaporator is suitable for absorbing the heat in the cabin, thereby achieving cooling of the cabin.

[0160] In some optional embodiments of the present invention, Figure 4 As shown, the heat dissipation module 20 also includes a second radiator 22. The refrigerant in the second radiator 22 is used to cool the battery and / or motor of the vehicle to reduce the temperature of the battery and / or motor, improve the working efficiency of the battery and / or motor, and facilitate improving the performance of the vehicle.

[0161] Specifically, when the refrigerant flows through the battery and / or motor of the vehicle, it can take away the heat from the battery and / or motor, thereby cooling the battery and / or motor. The refrigerant that absorbs heat exchanges heat with the air in the heat dissipation cavity 11 when flowing through the second radiator 22 to release the heat in the refrigerant.

[0162] In some specific embodiments of the present invention, Figure 4 As shown, the heat dissipation module 20 further includes a third radiator 23. The refrigerant in the third radiator 23 is used to cool the engine of the vehicle to reduce the temperature of the engine, thereby improving the performance of the vehicle.

[0163] Specifically, when the refrigerant flows through the vehicle's engine, it can take away the heat from the engine to cool the engine. When the refrigerant that absorbs heat flows through the third radiator 23, it exchanges heat with the air in the heat dissipation cavity 11 to release the heat in the refrigerant.

[0164] In some embodiments, the first radiator 21, the second radiator 22 and the third radiator 23 are arranged in sequence along the third direction, the second radiator 22 is located between the first radiator 21 and the third radiator 23, and the first radiator 21 is located on the side of the second radiator 22 close to the air inlet 12, so that when the air flows through the first radiator 21, the second radiator 22 and the third radiator 23 in sequence along the third direction, there is always a temperature difference between the air and the first radiator 21, the second radiator 22 and the third radiator 23, and thus the heat on the first radiator 21, the second radiator 22 and the third radiator 23 can be taken away, thereby realizing the heat dissipation of the refrigerant in the first radiator 21, the second radiator 22 and the third radiator 23.

[0165] Specifically, when the refrigerant in the first radiator 21 cools or heats the vehicle cabin, the refrigerant in the second radiator 22 cools the vehicle's battery and / or motor, and the refrigerant in the third radiator 23 cools the vehicle's engine, the heat dissipation of the refrigerant in the first radiator 21, the heat dissipation of the refrigerant in the second radiator 22, and the heat dissipation of the refrigerant in the third radiator 23 increase successively, so that the first radiator 21 is arranged close to the air inlet 12, so that the air in the heat dissipation cavity 11 exchanges heat with the refrigerant in the first radiator 21, the refrigerant in the second radiator 22, and the refrigerant in the third radiator 23 in turn, thereby ensuring that the air always has a temperature difference with the refrigerant in the first radiator 21, the refrigerant in the second radiator 22, and the refrigerant in the third radiator 23, and thus can absorb the heat of the refrigerant in the first radiator 21, the heat of the refrigerant in the second radiator 22, and the heat of the refrigerant in the third radiator 23 in turn.

[0166] In addition, the first radiator 21, the second radiator 22 and the third radiator 23 are arranged in sequence along the third direction, which facilitates the integration of the first radiator 21, the second radiator 22 and the third radiator 23 in the heat dissipation cavity 11, facilitates the reduction of the size of the shell 10 in the third direction, and further facilitates the reduction of the overall size of the heat dissipation system 1. In this way, when the shell 10 is set in the front cabin of the vehicle, it is convenient to reduce the space occupied by the shell 10 in the front cabin, making the layout of components in the front cabin of the vehicle more flexible.

[0167] In some embodiments, the dimensions of the first radiator 21 and the second radiator 22 in the third direction are basically the same, and the dimension of the third radiator 23 in the third direction is slightly larger than the first radiator 21 and the second radiator 22. In the up and down directions, the heights of the first radiator 21, the second radiator 22 and the third radiator 23 gradually increase. The reason for adopting this layering method and size difference is mainly to consider the different temperatures and heat dissipation amounts of the refrigerants in the first radiator 21, the second radiator 22 and the third radiator 23 to meet the heat dissipation requirements of different radiators.

[0168] In some examples, the heat dissipation system 1 also includes a fan (not shown in the figure), which is arranged on the side of the third radiator 23 facing away from the second radiator 22. The fan is used to drive air to flow along the third direction from the first radiator 21 to the third radiator 23 to ensure that the air in the heat dissipation cavity 11 can fully contact the first radiator 21, the second radiator 22 and the third radiator 23, thereby ensuring that the air in the heat dissipation cavity 11 can exchange heat with the first radiator 21, the second radiator 22 and the third radiator 23 respectively, so as to take away the heat of the refrigerant in the first radiator 21, the heat of the refrigerant in the second radiator 22 and the heat of the refrigerant in the third radiator 23.

[0169] In some specific embodiments of the present invention, the multiple air outlets include a first air outlet 131. The air guide device includes a tire 31 and a housing portion 32. The housing portion 32 is disposed over the tire 31. A first chamber 33 is defined between the housing portion 32 and the tire 31. The first chamber 33 is connected to the first air outlet 131. When the tire 31 rotates, a negative pressure is formed in the first chamber 33. The negative pressure acts as a driving force for the air guide device, driving the air within the heat dissipation cavity 11 from the air inlet portion 12 toward the first air outlet 131. A first control valve 34 is disposed between the first chamber 33 and the first air outlet 131. The first control valve 34 is used to control the connection between the first chamber 33 and the first air outlet 131 and / or adjust the area of ​​communication between the first chamber 33 and the first air outlet 131.

[0170] The multiple air outlets also include a second air outlet, and the air guide device also includes an engine. The engine's air intake duct assembly 42 is connected to the second air outlet. When the engine is operating, negative pressure is generated within the air intake duct assembly 42. This negative pressure acts as a driving force for the air guide device, driving air within the heat dissipation cavity 11 from the air intake duct 12 to the second air outlet. A second control valve 44 is provided between the air intake duct assembly 42 and the second air outlet. The second control valve 44 is used to control the connection between the air intake duct assembly 42 and the second air outlet and / or adjust the area of ​​communication between the air intake duct assembly 42 and the second air outlet.

[0171] By adjusting the first control valve 34, the connection between the first chamber 33 and the first air outlet 131 and / or the area of ​​communication between the first chamber 33 and the first air outlet 131 can be adjusted, thereby adjusting the magnitude of the driving force exerted by the negative pressure generated in the first chamber 33 on the air in the heat dissipation chamber 11. By adjusting the second control valve 44, the magnitude of the driving force exerted by the negative pressure generated in the intake duct assembly 42 on the air in the heat dissipation chamber 11 can be adjusted.

[0172] In some embodiments, the vehicle is a hybrid vehicle. When the vehicle is in pure electric mode, the engine is not working, the third radiator 23 does not need to dissipate heat from the engine, and the air in the heat dissipation cavity 11 does not need to dissipate heat from the third radiator 23. At this time, the heat dissipation demand is not high, and the driving force of the guide device does not need to be too high.

[0173] The first control valve 34 is opened and the second control valve 44 is closed. The negative pressure formed in the first chamber 33 is used to drive the air in the heat dissipation cavity 11 to flow from the air inlet 12 to the multiple air outlets, and take away the heat of the refrigerant in the first radiator 21 and the second radiator 22 to flow to the first chamber 33. In this way, while dissipating heat to the first radiator 21 and the second radiator 22, the corresponding tire 31 of the vehicle can also be cooled.

[0174] When the vehicle is in hybrid mode, the engine is running, the third radiator 23 needs to dissipate heat from the engine, and the air in the heat dissipation cavity 11 also needs to dissipate heat from the third radiator 23. At this time, the heat dissipation demand increases, and the driving force of the guide device also increases.

[0175] When the engine's air intake is high, the negative pressure within the intake pipe assembly 42 is high. In this case, the first control valve 34 is closed and the second control valve 44 is opened. When the engine's air intake is low, the negative pressure within the intake pipe assembly 42 is low. In this case, the second control valve 44 can be adjusted to reduce the area of ​​communication between the intake pipe assembly 42 and the second air outlet, while the first control valve 34 can be adjusted to increase the area of ​​communication between the first chamber 33 and the first air outlet 131.

[0176] Specifically, the use of the first control valve 34 and the second control valve 44 can meet the requirement that the hybrid vehicle can guide the air in the heat dissipation cavity 11 to rise in the heat dissipation cavity 11 through the pressure difference under different driving conditions, making it easier to meet the heat dissipation requirements of the heat dissipation module 20.

[0177] The following describes a vehicle according to an embodiment of the present invention. The vehicle according to the embodiment of the present invention includes the vehicle cooling system 1 according to the above-described embodiment of the present invention; or the vehicle executes the control method of the vehicle cooling system 1 according to the above-described embodiment of the present invention; or includes the vehicle cooling device according to the above-described embodiment of the present invention.

[0178] According to the vehicle of the embodiment of the present invention, by utilizing the heat dissipation system 1 of the vehicle according to the above-mentioned embodiment of the present invention, the heat dissipation system 1 has a driving force to drive the air from the air inlet 12 to the air outlet, which is convenient for increasing the flow rate of the air in the heat dissipation cavity 11 when flowing from the air inlet 12 to multiple air outlets, thereby facilitating the improvement of the heat dissipation efficiency of the heat dissipation module 20. At the same time, it can also ensure that the air can smoothly flow out from the multiple air outlets after heat exchange with the heat dissipation module 20, reducing the possibility of air staying in the heat dissipation cavity 11 for a long time, so as to ensure the heat dissipation effect of the heat dissipation module 20.

[0179] Other components and operations of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail here.

[0180] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more. In the description of the present invention, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or the first and second features not being in direct contact but being in contact through another feature between them.

[0181] In the description of the present invention, “on”, “above” and “above” a first feature of a second feature include the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0182] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0183] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0184] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A cooling system for a vehicle, characterized in that: The vehicle includes a pure electric mode and a hybrid mode, and the heat dissipation system includes: A housing (10), the housing (10) defining a heat dissipation cavity (11), an air inlet (12), and a plurality of air outlets, the plurality of air outlets comprising a first air outlet (131) and a second air outlet, the heat dissipation cavity (11) being used for mounting a heat dissipation module (20), the heat dissipation module (20) being adapted for heat exchange with air in the heat dissipation cavity (11), the air inlet (12), the first air outlet (131), and the second air outlet all being in communication with the heat dissipation cavity (11); A flow guide device, the flow guide device being respectively connected to the plurality of air outlets, and the flow guide device being used to provide a driving force for causing air to flow from the air inlet (12) to the plurality of air outlets; The guide device comprises: a housing portion (32) and a tire (31); the housing portion (32) defines a first chamber (33); at least a portion of the tire (31) is located in the first chamber (33); the first chamber (33) is connected to the first air outlet (131); when the tire (31) rotates, a negative pressure is formed in the first chamber (33); the negative pressure serves as a driving force for the guide device; a first control valve (34) is provided between the first chamber (33) and the first air outlet (131); the first control valve (34) is used to control the connection and disconnection of the first chamber (33) and the first air outlet (131) and / or adjust the communication area between the first chamber (33) and the first air outlet (131); The flow guide device further comprises: an engine, an air intake pipe assembly (42) of the engine being connected to the first air outlet (131); when the engine is operating, a negative pressure is formed in the air intake pipe assembly (42); the negative pressure serves as a driving force for the flow guide device; a second control valve (44) is provided between the air intake pipe assembly (42) and the second air outlet; the second control valve (44) is used to control the on-off connection between the air intake pipe assembly (42) and the second air outlet and / or to adjust the connection area between the air intake pipe assembly (42) and the second air outlet; In the pure electric mode, the first control valve (34) is open and the second control valve is closed; in the hybrid mode, the second control valve (44) is open.

2. The vehicle cooling system according to claim 1, characterized in that: The multiple air outlets include multiple first air outlets (131), and the multiple first air outlets (131) are arranged on both sides of the shell (10) in a first direction. The air inlet (12) and the first air outlet (131) are spaced apart in a second direction, and the second direction intersects with the first direction.

3. The vehicle cooling system according to claim 2, characterized in that: There are multiple tires (31) and multiple cover parts (32), which define multiple first chambers (33). The multiple first chambers (33) are connected to the multiple first air outlets (131) in a one-to-one correspondence.

4. The vehicle cooling system according to claim 1, characterized in that: The first chamber (33) is connected to the first air outlet (131) via a first connecting pipe (35); the first connecting pipe (35) has a first connecting end (351); and the first connecting end (351) cooperates with the first air outlet (131).

5. The vehicle cooling system according to claim 4, characterized in that: The first air outlet (131) is rectangular in shape, the first connecting end (351) has a rectangular cross-section, and the cross-sectional dimensions of the first connecting end (351) gradually decrease in a direction away from the first air outlet (131).

6. The cooling system for a vehicle according to any one of claims 1 to 5, characterized in that: The second air outlet is provided on one side of the housing (10) in the third direction, the air inlet (12) is spaced apart from the second air outlet in the second direction, and the second direction intersects with the third direction.

7. The vehicle cooling system according to claim 6, characterized in that: The air inlet pipe assembly (42) is connected to the second air outlet via a second connecting pipe (45); the second connecting pipe (45) has a second connecting end (451); and the second connecting end (451) is matched with the second air outlet.

8. The cooling system for a vehicle according to claim 7, characterized in that: The second air outlet is in the shape of a rectangle, the cross section of the second connecting end (451) is in the shape of a rectangle, and the cross section of the second connecting end (451) gradually decreases in a direction away from the second air outlet.

9. The vehicle cooling system according to claim 8, characterized in that: The air intake pipe assembly (42) comprises a three-way pipe (421), the three-way pipe (421) comprising a main pipe (4211) and a branch pipe (4212), the branch pipe (4212) being connected between the inlet and the outlet of the main pipe (4211), and the second connecting pipe (45) being connected to the branch pipe (4212).

10. The vehicle cooling system according to claim 9, characterized in that: The branch pipe (4212) is a curved pipe, and the angle between the airflow direction of the branch pipe (4212) at the connection with the main pipe (4211) and the airflow direction in the main pipe (4211) is less than 90°.

11. The cooling system for a vehicle according to any one of claims 1 to 5, characterized in that: The housing (10) comprises: a shell portion (14), the shell portion (14) defining the heat dissipation cavity (11), and the air outlet portion being provided on the shell portion (14); An air inlet grille (15), the air inlet grille (15) being provided on the shell portion (14), and the air inlet grille (15) defining the air inlet portion (12).

12. The cooling system for a vehicle according to any one of claims 1 to 5, characterized in that: The housing (10) comprises: a first portion (101), the first portion (101) extending along a second direction; a second portion (102), the second portion (102) extending along a third direction, the third direction being perpendicular to the second direction, the second portion (102) being arranged on one side of the first portion (101) in the second direction, and one end of the second portion (102) in the third direction extending beyond the first portion (101), wherein the air inlet portion (12) comprises a first air inlet (121) and a second air inlet (122), the second portion (102) defines the first air inlet (121) and the second air inlet (122), the first air inlet (121) faces away from the first portion (101) along the second direction, and the second air inlet (122) faces away from the first portion (101) along the third direction; and / or The shell wall of the first part (101) and the shell wall of the second part (102) are at least partially connected through a circular arc structure transition.

13. A method for controlling a vehicle cooling system, characterized in that: The vehicle includes a pure electric mode and a hybrid mode; The heat dissipation system comprises: A housing (10), the housing (10) defining a heat dissipation cavity (11), an air inlet (12), a first air outlet (131), and a second air outlet; the heat dissipation cavity (11) is used for installing a heat dissipation module (20); the heat dissipation module (20) is suitable for heat exchange with air in the heat dissipation cavity (11); the air inlet (12), the first air outlet (131), and the second air outlet are all in communication with the heat dissipation cavity (11); A housing portion (32) and a tire (31), wherein the housing portion defines a first chamber (33), wherein at least a portion of the tire (31) is located in the first chamber (33), wherein the first chamber (33) is connected to the first air outlet (131), and a first control valve (34) is provided between the first chamber (33) and the first air outlet (131), wherein the first control valve (34) is used to control the connection and disconnection of the first chamber (33) and the first air outlet (131) and / or to adjust the communication area between the first chamber (33) and the first air outlet (131); An engine, wherein an air intake pipe assembly (42) of the engine is connected to the second air outlet, a second control valve (44) is provided between the air intake pipe assembly (42) and the second air outlet, and the second control valve (44) is used to control the on-off connection between the air intake pipe assembly (42) and the second air outlet and / or adjust the communication area between the air intake pipe assembly (42) and the second air outlet, The control method includes: In the pure electric mode, the first control valve (34) is opened and the second control valve (44) is closed; In the hybrid mode, the second control valve (44) is opened.

14. The method for controlling a cooling system of a vehicle according to claim 13, wherein: In the hybrid mode, the engine includes a first operating state and a second operating state, and the intake air amount required by the engine in the first operating state is greater than the intake air amount required by the engine in the second operating state. The control method includes: In the first working state, the second control valve (44) is opened and the first control valve (34) is closed; In the second working state, the second control valve (44) is opened, and the first control valve (34) is opened.

15. A heat dissipation device for a vehicle, characterized in that: include: heat dissipation module (20); In the heat dissipation system according to any one of claims 1 to 12, the heat dissipation module (20) is provided in the heat dissipation cavity (11), and the heat dissipation module (20) is suitable for heat exchange with air in the heat dissipation cavity (11).

16. The heat dissipation device for a vehicle according to claim 15, characterized in that: The air inlet (12) and the air outlet are spaced apart along a second direction, and the refrigerant inlet and the refrigerant outlet of the heat dissipation module (20) are arranged along the second direction.

17. The heat dissipation device for a vehicle according to claim 16, characterized in that: In the second direction, the refrigerant inlet is close to the air outlet, and the refrigerant outlet is close to the air inlet (12).

18. The heat dissipation device for a vehicle according to claim 15, characterized in that: The heat dissipation module (20) comprises a first radiator (21), and the refrigerant in the first radiator (21) is used for cooling or heating the vehicle cabin.

19. The heat dissipation device for a vehicle according to claim 18, characterized in that: The heat dissipation module (20) further includes a second radiator (22), wherein the refrigerant in the second radiator (22) is used to cool the battery and / or motor of the vehicle.

20. The heat dissipation device for a vehicle according to claim 19, characterized in that: The heat dissipation module (20) further includes a third radiator (23), and the refrigerant in the third radiator (23) is used to cool the engine of the vehicle.

21. The heat dissipation device for a vehicle according to claim 20, characterized in that: The first radiator (21), the second radiator (22), and the third radiator (23) are arranged in sequence along a third direction; the second radiator (22) is located between the first radiator (21) and the third radiator (23); and the first radiator (21) is located on a side of the second radiator (22) close to the air inlet portion (12).

22. The heat dissipation device for a vehicle according to claim 21, characterized in that: It also includes a fan, which is arranged on a side of the third radiator (23) facing away from the second radiator (22), and is used to drive air to flow from the first radiator (21) to the third radiator (23) along the third direction.

23. A vehicle, characterized in that: A heat dissipation system comprising any one of claims 1 to 12; Alternatively, the method for controlling the heat dissipation system according to claim 13 or 14 is executed; Alternatively, the heat dissipation device comprises the heat dissipation device according to any one of claims 15-22.

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