Integrated heat dissipation system and engineering vehicle

Abstract

The application provides an integrated heat dissipation system and an engineering vehicle, and relates to the technical field of vehicle heat dissipation. The engineering vehicle comprises an engine, and the integrated heat dissipation system comprises a heat dissipation assembly, a temperature control shunt assembly, a first heat exchange assembly, a second heat exchange assembly and a third heat exchange assembly. The engine is provided with a water inlet and a water outlet, the water outlet is connected with the input end of the temperature control shunt assembly, the input end of the heat dissipation assembly is connected with the first output end of the temperature control shunt assembly, the output end of the heat dissipation assembly is connected with the cooling liquid input end of the first heat exchange assembly, the output end of the heat dissipation assembly is connected with the cooling liquid input end of the second heat exchange assembly, the cooling liquid input end of the third heat exchange assembly is connected with the cooling liquid output end of the first heat exchange assembly, the cooling liquid input end of the third heat exchange assembly is connected with the cooling liquid output end of the second heat exchange assembly, and the cooling liquid output end of the third heat exchange assembly is connected with the water inlet. The whole system improves the system heat dissipation efficiency under the whole working condition and the reliability of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle heat dissipation technology, and more specifically, to an integrated heat dissipation system and an engineering vehicle. Background Technology

[0002] Currently, in related technologies, articulated dump trucks are characterized by heavy loads, long continuous operating times, and frequent alternations between braking and traction conditions, placing extremely high demands on the reliability, efficiency, and compactness of the vehicle's cooling system. Typically, heat-generating components such as the engine, transmission, and drive axle each have their own independent radiators, resulting in redundant system structure, complex piping, large space occupation, and cumulative air resistance from multiple radiators, leading to low overall cooling efficiency. Furthermore, during the engine's cold start preheating phase, before the thermostat opens and the main airflow bypasses the radiators, the transmission components have already begun generating heat. Existing systems cannot achieve active cooling during this preheating phase, leading to prolonged heat accumulation in transmission components, excessive lubricating oil temperature, and accelerated component aging. Simultaneously, existing cooling circuits often employ parallel designs, failing to fully consider the differences in heat load among components under different operating conditions, resulting in unreasonable allocation of cooling resources and difficulty in meeting the cooling needs of all operating conditions. Summary of the Invention

[0003] The present invention aims to solve the technical problem of low efficiency of vehicle cooling systems in the prior art or related technologies.

[0004] Therefore, the first aspect of the present invention proposes an integrated heat dissipation system.

[0005] A second aspect of the present invention proposes an engineering vehicle.

[0006] In view of the above, a first aspect of the present invention provides an integrated heat dissipation system for use in engineering vehicles. The engineering vehicle includes an engine, a transmission, a front axle assembly, a middle axle assembly, and a rear axle assembly. The integrated heat dissipation system includes: a heat dissipation assembly, a temperature control distribution assembly, a first drive assembly, a first heat exchange assembly, a second heat exchange assembly, and a third heat exchange assembly. The engine has an inlet and an outlet, the outlet being connected to the input end of the temperature control distribution assembly. The input end of the heat dissipation assembly is connected to the first output end of the temperature control distribution assembly, the output end of the heat dissipation assembly is connected to the coolant input end of the first heat exchange assembly, and the output end of the heat dissipation assembly is connected to the coolant input end of the second heat exchange assembly. The third heat exchange assembly... The coolant inlet of the first heat exchanger is connected to the coolant outlet of the first heat exchanger assembly, the coolant inlet of the third heat exchanger assembly is connected to the coolant outlet of the second heat exchanger assembly, and the coolant outlet of the third heat exchanger assembly is connected to the water inlet; the lubricating oil inlet of the first heat exchanger assembly is connected to the output of the rear axle assembly, the lubricating oil inlet of the first heat exchanger assembly is connected to the output of the middle axle assembly, the lubricating oil outlet of the first heat exchanger assembly is connected to the inlet of the front axle assembly, and the output of the front axle assembly is connected to the lubricating oil inlet of the second heat exchanger assembly; the lubricating oil inlet of the third heat exchanger assembly is connected to the first lubricating oil outlet of the transmission, and the lubricating oil outlet of the third heat exchanger assembly is connected to the first lubricating oil inlet of the transmission.

[0007] This invention achieves significant technical benefits through a system architecture that connects coolant in series and distributes oil circuitry on demand. On one hand, it enables integrated cooling of multiple heat-generating components from a single heat dissipation component, drastically reducing the number of heat dissipation components, pipes, and supports, simplifying the system structure, and lowering space requirements and maintenance costs. On the other hand, it cleverly utilizes the mutually exclusive characteristic that the high loads on the axles (front, middle, and rear axle assemblies) and the high load on the transmission of an articulated dump truck do not occur simultaneously, enabling dynamic, on-demand allocation of cooling capacity. Under high axle load conditions, the low-temperature coolant preferentially cools the middle, rear, and front axles. After heat exchange, its temperature rises, but it still fully meets the cooling needs of the transmission, which is under low load at this time. Under high transmission load conditions, the axle generates very little heat, and the coolant hardly heats up as it flows through the heat exchange components, allowing it to enter the transmission's heat exchange components at near-ambient temperatures, providing near-maximum cooling capacity to the transmission. The entire system requires no additional sensors, control modules, or actuators. Through ingenious flow path design, it achieves optimal allocation of cooling resources, significantly improving system heat dissipation efficiency and vehicle reliability under all operating conditions.

[0008] In some technical solutions, the integrated cooling system may optionally further include: a second drive component, the input end of which is connected to the second output end of the temperature control shunt component, and the output end of which is connected to the water inlet; a control module, which is electrically connected to the temperature control shunt component; the control module is configured to acquire the engine coolant temperature, and when the engine coolant temperature is lower than a first threshold, control the input end of the temperature control shunt component to conduct with the second output end; and when the engine coolant temperature is greater than or equal to the first threshold, control the input end of the temperature control shunt component to conduct with the first output end.

[0009] In the above technical solution, by adding the aforementioned temperature control switching loop, during the engine cold start preheating phase, the coolant circulates in a small loop, bypassing the cooling components, allowing the engine to warm up quickly and reducing friction losses and fuel consumption under low-temperature conditions. Once the engine reaches normal operating temperature, it automatically switches to a large loop mode, guiding the coolant to the cooling components for forced cooling, ensuring the engine does not overheat under heavy load conditions. This temperature control switching process is entirely automated, requiring no manual intervention. It guarantees both the engine's rapid warm-up during the preheating phase and reliable heat dissipation during normal operation, making the thermal management strategy of the entire integrated cooling system more complete and intelligent.

[0010] In some technical solutions, the integrated cooling system may optionally include: a first housing containing lubricating oil, the first housing having an oil outlet and an oil inlet, the oil inlet being connected to the lubricating oil output end of the second heat exchange component; a third drive component connected to the crankshaft of the engine, the input end of the third drive component being connected to the oil outlet, the output end of the third drive component being connected to the input end of the rear axle component, and the output end of the third drive component being connected to the input end of the middle axle component; wherein the crankshaft is used to drive the third drive component.

[0011] In the aforementioned technical solution, the addition of an independent first housing as a centralized oil storage device ensures ample oil reserves for the entire axle lubrication oil circulation loop, enabling it to cope with lubrication oil consumption and thermal expansion changes during heavy-duty, long-distance continuous operation. Simultaneously, the third drive assembly, directly driven by the engine crankshaft, provides a power source synchronized with the engine's operating conditions for lubrication oil circulation. The higher the engine speed and the greater the output power, the greater the oil supply from the third drive assembly. Coincidentally, the axle assembly generates more heat at this time, thus achieving automatic matching between oil supply capacity and heat dissipation requirements. This ensures that the rear axle and middle axle assemblies always receive sufficient lubrication and cooling under extreme heavy-duty conditions, effectively preventing abnormal gear wear and premature lubrication deterioration caused by insufficient lubrication or heat accumulation.

[0012] In some technical solutions, optionally, the integrated heat dissipation system further includes: a first temperature measuring component, which is located at the output end of the heat dissipation component and is electrically connected to the control module; wherein the control module is electrically connected to the first drive component, and the control module is configured to adjust the output power of the first drive component in stages according to the first temperature detected by the first temperature measuring component, wherein the first temperature is positively correlated with the output power.

[0013] In the above technical solution, by setting a first temperature sensing component at the output end of the heat dissipation component, the control module can sense the actual temperature of the coolant after heat dissipation in real time, and adjust the speed of the first drive component in stages accordingly. This establishes a dynamic matching relationship between the coolant circulation rate of the auxiliary cooling circuit and the actual heat dissipation demand. When the system heat load is high and the coolant temperature at the outlet of the heat dissipation component is too high, the first drive component automatically increases its speed to accelerate coolant circulation, enhance the heat dissipation capacity of each transmission component, and prevent oil temperature from exceeding the standard. When the system heat load is low and the coolant temperature at the outlet of the heat dissipation component is too low, the first drive component automatically decreases its speed to reduce unnecessary coolant circulation, thereby reducing energy consumption, reducing wear on the first drive component, and extending its service life. Compared with simple on / off control, this staged adjustment mechanism significantly improves the system's energy efficiency while ensuring heat dissipation effect.

[0014] In some technical solutions, the integrated cooling system may optionally include a fan assembly connected to a crankshaft drive; wherein the crankshaft drives the fan assembly.

[0015] In the above technical solution, this invention directly drives the fan assembly via the crankshaft, thereby synchronizing the fan assembly's rotational speed with the engine's rotational speed. When the vehicle is under heavy load and climbing conditions, with the engine operating at high speed and high power output, and the system's heat load increasing sharply, the fan assembly's rotational speed also increases, resulting in a synchronous increase in cooling airflow, which precisely meets the higher demand for forced cooling from the heat dissipation components at this time. When the engine is idling or operating at low speed, and the system's heat load is relatively low, the fan assembly's rotational speed also decreases, reducing unnecessary power consumption and fan noise. This driving method enables automatic, mechanical matching of the fan assembly's heat dissipation output with the engine's real-time operating conditions, eliminating the need for a separate electric fan motor and complex electronic speed control. The structure is simple and reliable, exhibiting higher robustness and environmental adaptability in heavy-load operating scenarios.

[0016] In some technical solutions, the integrated heat dissipation system may optionally include: a second enclosure connected to the output end of the heat dissipation component, the second enclosure connected to the water inlet, an exhaust port on the second enclosure, and coolant stored inside the second enclosure; wherein the exhaust port is used to expel air from inside the second enclosure.

[0017] In the above technical solution, by setting up a second enclosure, gas in the coolant circulation loop can be continuously discharged, avoiding the formation of gas locks in the pipes and heat exchange components, which would lead to localized heat transfer deterioration and increased circulation resistance, thus ensuring smooth coolant circulation and stable heat exchange efficiency. At the same time, the second enclosure's buffering effect on loop pressure fluctuations and its coolant replenishment function significantly reduce reliability issues such as loose pipe joints and premature aging of seals caused by temperature cycling, extending the maintenance cycle and service life of the entire integrated cooling system.

[0018] In some technical solutions, optionally, the integrated cooling system further includes: a second temperature sensing component, electrically connected to the control module, used to detect the lubricating oil temperature of the middle axle assembly and also used to detect the lubricating oil temperature of the rear axle assembly; a third temperature sensing component, electrically connected to the control module, used to detect the lubricating oil temperature of the transmission; the control module is configured to: control the first drive assembly to operate at full load when the engine coolant temperature is lower than a first threshold, and the temperature detected by the second temperature sensing component is not lower than the second threshold or the temperature detected by the third temperature sensing component is not lower than the third threshold; and control the first drive assembly to stop operating when the engine coolant temperature is lower than the first threshold, the temperature detected by the second temperature sensing component is lower than the second threshold, and the temperature detected by the third temperature sensing component is lower than the third threshold.

[0019] In the aforementioned technical solution, by setting independent temperature measurement nodes at the rear axle assembly, middle axle assembly, and transmission, the control module can sense the actual thermal load status of each transmission component in real time. Even when the engine is still in the preheating stage and the main circulation cooling capacity has not yet been established, if any transmission component shows a tendency to accumulate heat, the auxiliary cooling circuit is immediately activated for forced cooling. This on-demand triggering mechanism based on actual oil temperature ensures that transmission components are not damaged by heat accumulation during the preheating stage, and avoids unnecessary operation of the auxiliary cooling circuit when the transmission component temperature is still low, achieving a harmonious balance between precise heat dissipation and energy-saving operation. In particular, the rear axle assembly and middle axle assembly, as the load-bearing drive components with the highest heat load, have their lubricating oil temperature used as a priority trigger condition, ensuring that the core load-bearing components receive timely cooling protection at the beginning of heavy-load operation, effectively extending the service life of the drive axle system.

[0020] In some technical solutions, the engineering vehicle may optionally include a transfer case, and the integrated cooling system may include: a fourth heat exchange component, wherein the coolant inlet of the fourth heat exchange component is connected to the outlet, the coolant outlet of the fourth heat exchange component is connected to the inlet, the lubricating oil inlet of the fourth heat exchange component is connected to the second lubricating oil outlet of the transfer case, and the lubricating oil outlet of the fourth heat exchange component is connected to the second lubricating oil inlet of the transfer case.

[0021] In the aforementioned technical solution, by providing the transfer case with an independent fourth heat exchange component, the transfer case's heat dissipation requirements no longer depend on the series cooling path of the axle and transmission. This avoids the heat from the transfer case being superimposed on the coolant, which already undertakes multi-stage heat exchange tasks, thereby reducing the thermal load on the entire coolant circulation loop. Simultaneously, the independent cooling branch ensures that the transfer case's lubricating oil temperature control is unaffected by fluctuations in the thermal load of other transmission components, resulting in more stable temperatures. This helps extend the service life of the precision gears and bearings inside the transfer case and improves the overall reliability of the vehicle's transmission system under continuous heavy-load operating conditions.

[0022] In some technical solutions, the engineering vehicle may optionally include a brake, and the integrated cooling system may also include a fourth temperature measuring component, which is connected to the brake and electrically connected to the control module; the control module is configured to control the first drive component to operate at full load when the temperature detected by the fourth temperature measuring component is not lower than a fourth threshold.

[0023] In the aforementioned technical solution, by assigning the brake an independent temperature monitoring node and the highest priority for heat dissipation response, when the brake experiences a sudden temperature rise under extreme conditions, the auxiliary cooling system can immediately engage at full load, unaffected by the temperature status of other transmission components, ensuring that the brake receives maximum cooling support in the shortest possible time. This safety-oriented independent triggering mechanism effectively reduces the risk of brake performance degradation due to brake overheating, improves vehicle driving safety under dangerous conditions such as heavy-load downhill driving, and enables the entire integrated cooling system to not only possess efficient conventional heat dissipation capabilities but also safety assurance capabilities to cope with extreme conditions.

[0024] A second aspect of the present invention provides an engineering vehicle, including an engine; and an integrated cooling system as described in any of the above technical solutions, for cooling the engine. The engineering vehicle possesses all the beneficial effects of the above-described integrated cooling system, which will not be elaborated further here.

[0025] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0027] Figure 1 This is a first schematic diagram of an integrated heat dissipation system according to an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of an engineering vehicle according to an embodiment of the present invention;

[0029] Figure 3 This is a second schematic diagram of an integrated heat dissipation system according to an embodiment of the present invention;

[0030] Figure 4 This is a third schematic diagram of an integrated heat dissipation system according to an embodiment of the present invention;

[0031] Figure 5 This is a fourth schematic diagram of an integrated heat dissipation system according to an embodiment of the present invention.

[0032] in, Figures 1 to 5 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0033] 1. Integrated cooling system; 2. Engineering vehicle; 10. Engine; 20. Cooling assembly; 30. Gearbox; 40. Transfer case; 50. Rear axle assembly; 60. Middle axle assembly; 70. Front axle assembly; 80. Second housing; 90. First heat exchange assembly; 100. Second heat exchange assembly; 110. Third heat exchange assembly; 120. Fourth heat exchange assembly; 130. First drive assembly; 140. Second drive assembly; 150. Third drive assembly; 160. Temperature control distribution assembly; 170. First housing; 180. Fan assembly Components; 190, Brake; 200, Control Module; 210, First Temperature Measuring Component; 220, Second Temperature Measuring Component; 230, Third Temperature Measuring Component; 240, Fourth Temperature Measuring Component; 102, Water Outlet; 104, Water Inlet; 106, Crankshaft; 302, First Lubricating Oil Outlet; 304, First Lubricating Oil Inlet; 402, Second Lubricating Oil Outlet; 404, Second Lubricating Oil Inlet; 802, Exhaust Port; 1602, First Output Terminal; 1604, Second Output Terminal; 1702, Oil Outlet; 1704, Oil Inlet. Detailed Implementation

[0034] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other.

[0035] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0036] The following reference Figures 1 to 5 An integrated cooling system and an engineering vehicle are described according to some embodiments of the present invention.

[0037] like Figure 1 and Figure 2 As shown, the first aspect of the present invention provides an integrated cooling system 1 for use in an engineering vehicle 2. The engineering vehicle 2 includes an engine 10, a transmission 30, a front axle assembly 70, a middle axle assembly 60, and a rear axle assembly 50. The integrated cooling system 1 includes: an engine 10, a cooling assembly 20, a temperature control distribution assembly 160, a first drive assembly 130, a first heat exchange assembly 90, a second heat exchange assembly 100, and a third heat exchange assembly 110. The engine 10 is provided with an inlet 104 and an outlet 102, and the outlet 102 is connected to the input end of the temperature control distribution assembly 160. The input end of the cooling assembly 20 is connected to the first output end 1602 of the temperature control distribution assembly 160, the output end of the cooling assembly 20 is connected to the coolant input end of the first heat exchange assembly 90, and the output end of the cooling assembly 20 is connected to the coolant input end of the second heat exchange assembly 100. The coolant inlet of the third heat exchange assembly 110 is connected to the coolant outlet of the first heat exchange assembly 90, the coolant inlet of the third heat exchange assembly 110 is connected to the coolant outlet of the second heat exchange assembly 100, and the coolant outlet of the third heat exchange assembly 110 is connected to the water inlet 104; the lubricating oil inlet of the first heat exchange assembly 90 is connected to the output of the rear axle assembly 50, the lubricating oil inlet of the first heat exchange assembly 90 is connected to the output of the middle axle assembly 60, the lubricating oil outlet of the first heat exchange assembly 90 is connected to the input of the front axle assembly 70, and the output of the front axle assembly 70 is connected to the lubricating oil inlet of the second heat exchange assembly 100; the lubricating oil inlet of the third heat exchange assembly 110 is connected to the first lubricating oil outlet 302 of the transmission 30, and the lubricating oil outlet of the third heat exchange assembly 110 is connected to the first lubricating oil inlet 304 of the transmission 30.

[0038] This invention provides an integrated heat dissipation system 1, which can be widely applied to engineering vehicles 2. The engineering vehicles 2 include, but are not limited to, 6×6 all-wheel drive articulated dump trucks operating under harsh, heavy-duty conditions such as in mines and construction sites. These vehicles are often under continuous full load and continuous operation, resulting in extremely high workloads on the components of their power and transmission systems, thus generating enormous amounts of heat.

[0039] For example, when climbing hills under heavy load, the vehicle's powertrain needs to output enormous traction force, resulting in extremely high fuel combustion intensity and the drive core remaining at a continuously high temperature. Similarly, when descending hills under heavy load or during frequent braking, the load-bearing and braking mechanisms need to convert enormous inertial kinetic energy into frictional heat, causing a rapid increase in instantaneous thermal load. Simultaneously, the core transmission mechanism, which changes the gear ratio, generates significant heat due to the intense operation of its meshing gears and the coupling device that uses fluid to transmit power during high torque transmission.

[0040] More importantly, during the warm-up phase after a cold start, the aforementioned transmission and load-bearing components have already begun to work and continuously generate heat. At this time, the engine's own heat management cycle has not yet entered the large heat dissipation path, making it difficult for the heat to be dissipated in time. These components are in a state of heat accumulation for a long time, and the lubricating oil temperature remains high, which accelerates the decline of oil viscosity and the aging of sealing elements.

[0041] To address the thermal management challenges in the aforementioned operational scenarios, such as centralized heat dissipation of multiple components and heat accumulation during the preheating stage, this embodiment provides an integrated heat dissipation system 1. The integrated heat dissipation system 1 is used in an engineering vehicle 2, which includes an engine 10, a transmission 30, a front axle assembly 70, a middle axle assembly 60, and a rear axle assembly 50. The integrated heat dissipation system 1 includes an engine 10, a heat dissipation assembly 20, a temperature control and distribution assembly 160, a first drive assembly 130, a first heat exchange assembly 90, a second heat exchange assembly 100, and a third heat exchange assembly 110.

[0042] In practical implementation, the aforementioned components (i.e., engine 10, cooling assembly 20, temperature control distribution assembly 160, first drive assembly 130, first heat exchange assembly 90, second heat exchange assembly 100, third heat exchange assembly 110, gearbox 30, front axle assembly 70, middle axle assembly 60, and rear axle assembly 50) are connected by pipelines to form two interconnected yet independent circulation loops: a coolant circulation loop and a lubricating oil circulation loop. For example... Figure 1 As shown, the arrows indicate the flow direction of either the coolant or the lubricating oil.

[0043] During vehicle operation, fuel continuously burns in the cylinder of engine 10, generating a large amount of heat. The coolant flowing through the water jacket inside the cylinder absorbs this heat and its temperature rises. In the coolant circulation loop, the high-temperature coolant flows out from the outlet 102 of engine 10, enters the input end of the temperature control distribution assembly 160 through the outlet 102, and then flows out from the first output end 1602, entering the input end of the heat dissipation assembly 20.

[0044] The heat dissipation component 20 carries away the heat carried by the high-temperature coolant and dissipates it into the surrounding environment. After being cooled down, the coolant flows out from the output end of the heat dissipation component 20 and splits into two at the pipe branch point, flowing into the coolant input end of the first heat exchange component 90 and the coolant input end of the second heat exchange component 100 respectively.

[0045] In some examples, the heat dissipation assembly 20 is a tube-and-fin radiator, consisting of multiple layers of parallel-arranged flat heat exchange tubes and corrugated heat dissipation fins sandwiched between the heat exchange tubes. Coolant flows inside the heat exchange tubes, and air passes through the gaps between the tubes and fins to carry away heat. In other examples, the heat dissipation assembly 20 is a tube-and-strip radiator, where the heat exchange tubes are serpentine and bend through multiple heat dissipation strips, resulting in a higher heat transfer area per unit volume. Furthermore, the heat dissipation assembly 20 can also be a parallel-flow radiator, with manifolds on both sides. Multiple microchannel flat tubes are connected in parallel between the manifolds on both sides, and coolant flows into each flat tube from one manifold and converges at the other manifold before flowing out. It should be noted that, regardless of the structural form, the heat dissipation assembly 20 typically includes three main parts: a first water chamber, a second water chamber, and a heat dissipation core, which are connected sequentially. The first water chamber, located at the top of the heat dissipation assembly 20 (i.e., the input end of the heat dissipation assembly), receives the coolant flowing in from the first output end 1602 of the temperature control distribution assembly 160 and distributes the coolant to the heat dissipation core. The heat dissipation core is the core heat exchange area of ​​the heat dissipation assembly 20. The high-temperature coolant distributed from the first water chamber flows from top to bottom in the heat exchange tubes inside the heat dissipation core. External air blows laterally across the tube walls and fin surfaces, carrying away heat. The coolant, cooled by the heat dissipation core, collects in the second water chamber located at the bottom of the heat dissipation assembly 20. The second water chamber further guides the coolant to the output end of the heat dissipation assembly 20, supplying coolant to the downstream first heat exchange assembly 90 and second heat exchange assembly 100. This structural layout, with coolant entering from the first water chamber, dissipating heat in the core, and collecting coolant in the second water chamber, fully utilizes the heat rise and fall characteristics of the coolant itself. It allows the high-temperature coolant to enter from the top and the low-temperature coolant, which becomes denser after cooling, to flow out from the bottom, forming a natural flow trend that is conducive to heat exchange efficiency.

[0046] The low-temperature coolant entering the first heat exchange assembly 90 exchanges heat with the high-temperature lubricating oil from the rear axle assembly 50 and the middle axle assembly 60 inside the first heat exchange assembly 90. After absorbing heat from the lubricating oil, the coolant's temperature rises, and it flows out from the coolant outlet of the first heat exchange assembly 90. At the same time, the low-temperature coolant entering the second heat exchange assembly 100 exchanges heat with the high-temperature lubricating oil from the front axle assembly 70, absorbing heat and rising in temperature, and it flows out from the coolant outlet of the second heat exchange assembly 100.

[0047] The two preheated coolant streams converge in the downstream pipe, merging into one stream before entering the coolant inlet of the third heat exchange assembly 110. In the third heat exchange assembly 110, the merged coolant exchanges heat with the high-temperature lubricating oil from the transmission 30, further absorbing heat from the lubricating oil in the transmission 30. After three stages of heat exchange, the coolant, now at a higher temperature, flows out from the coolant outlet of the third heat exchange assembly 110, returning via pipe to the engine 10's water inlet 104, re-entering the cylinder block water jacket to absorb new heat, thus completing a full closed-loop coolant circulation. The first drive assembly 130, as an independent power source assisting the coolant circulation, can actively drive the coolant along the aforementioned path under specific operating conditions, ensuring that the entire coolant circulation loop maintains a stable coolant flow and heat dissipation capacity even when the engine 10 is idling or at low speeds and the main circulation cooling capacity is insufficient.

[0048] Understandably, this series design, where the coolant flows sequentially through the first heat exchange assembly 90, the second heat exchange assembly 100, and then merges into the third heat exchange assembly 110, is a targeted layout based on the mutually exclusive characteristics of two core high-load operating conditions in actual operation of articulated dump trucks. Specifically, under heavy-load downhill and frequent braking conditions, the brakes and wheel-side reducers of the rear axle assembly 50 and the middle axle assembly 60 bear extremely high frictional loads, generating a large amount of heat. At this time, the transmission 30 is in neutral or low gear, with very low load on the internal gears and coupling devices, resulting in limited heat generation. Under these conditions, the low-temperature coolant prioritizes providing the maximum heat exchange temperature difference for the first heat exchange assembly 90 and the second heat exchange assembly 100, ensuring that the axle lubricating oil is adequately cooled. When the coolant, after being heated by the first and second heat exchange assemblies 90 and 100, enters the third heat exchange assembly 110, its temperature, although slightly increased, is still far lower than the temperature of the transmission 30 lubricating oil at this time, fully meeting the heat dissipation requirements of the transmission 30 under low-load conditions.

[0049] In the lubricating oil circulation loop, after the vehicle is put into operation, the gears, bearings and brakes inside the rear axle assembly 50, the middle axle assembly 60 and the front axle assembly 70 start to operate and generate frictional heat. This heat is absorbed by the lubricating oil filled inside each assembly, causing the lubricating oil temperature to gradually rise.

[0050] High-temperature lubricating oil flows out from the output ends of the rear axle assembly 50 and the middle axle assembly 60 respectively. The two streams of high-temperature lubricating oil merge before entering the first heat exchange assembly 90, and both enter the lubricating oil input end of the first heat exchange assembly 90. Inside the first heat exchange assembly 90, the merged high-temperature lubricating oil exchanges heat with the low-temperature coolant from the heat dissipation assembly 20. The lubricating oil transfers a large amount of heat it carries to the coolant, thus preferentially reducing its own temperature. The lubricating oil, having completed its initial cooling, flows out from the lubricating oil output end of the first heat exchange assembly 90 and enters the input end of the front axle assembly 70, providing lubrication and cooling for the front axle assembly 70, which has a relatively low heat load. After absorbing the heat generated by the operation of the front axle assembly 70, the lubricating oil flows out from the output end of the front axle assembly 70 and enters the lubricating oil input end of the second heat exchange assembly 100. Inside the second heat exchange assembly 100, the lubricating oil exchanges heat again with another stream of low-temperature coolant from the heat dissipation assembly 20, further transferring the heat absorbed by the front axle assembly 70 and its own residual heat to the coolant, achieving secondary cooling. After two heat exchanges, the lubricating oil, whose temperature has dropped significantly, flows out from the lubricating oil output end of the second heat exchange component 100 and returns to the oil storage device, completing the axle lubricating oil circulation.

[0051] Meanwhile, a dedicated cooling branch is constructed for the independent heat source of the transmission 30. The transmission 30 has a first lubricating oil outlet 302 and a first lubricating oil inlet 304. During operation, the meshing gear contact surfaces and the coupling device that uses fluid to transmit power generate a large amount of heat due to intense operation. This heat is absorbed by the lubricating oil inside the transmission 30. The high-temperature lubricating oil carrying a large amount of heat flows out from the first lubricating oil outlet 302 of the transmission 30 and enters the lubricating oil inlet of the third heat exchange assembly 110. Inside the third heat exchange assembly 110, the high-temperature lubricating oil exchanges heat with the coolant, which has already been preheated by the first heat exchange assembly 90 and the second heat exchange assembly 100, transferring heat to the coolant. After its own temperature is effectively controlled, it flows out from the lubricating oil outlet of the third heat exchange assembly 110 and returns to the transmission 30 via the first lubricating oil inlet 304, continuously providing cooling for the torque converter and gear set, completing the lubricating oil circulation of the transmission 30.

[0052] In some examples, the first heat exchange component 90, the second heat exchange component 100, and the third heat exchange component 110 can each adopt a liquid-liquid heat exchange device with various structural forms, such as an oil-water heat exchanger.

[0053] In some examples, the first heat exchange assembly 90 is a shell-and-tube heat exchanger, which contains a bundle of parallel heat exchange tubes. The ends of the heat exchange tube bundle are fixed to a tube sheet, and a shell is located on the outside of the tube bundle. High-temperature lubricating oil flows inside the heat exchange tube bundle, while low-temperature coolant flows inside the shell outside the tube bundle. Heat transfer between the two is completed through the walls of the heat exchange tubes. This structure has strong pressure resistance and is suitable for high-temperature and high-pressure operating conditions.

[0054] In other examples, the first heat exchange component 90 is a plate heat exchanger, formed by stacking and pressing multiple corrugated metal plates, with alternating oil-side and coolant-side flow channels between adjacent plates. High-temperature lubricating oil and low-temperature coolant flow within their respective channels, achieving efficient heat exchange through the plate walls. The corrugated plate structure provides a large heat exchange area within a compact space, resulting in high heat exchange efficiency.

[0055] In other examples, the first heat exchange component 90 is a plate-fin heat exchanger, which is formed by brazing multiple layers of plates and corrugated fins alternately stacked and welded together. The fins divide the space between the plates into dense microchannels. This structure allows for a very large heat exchange area to be arranged within a unit volume, making it suitable for applications with strict space and weight requirements.

[0056] Similarly, the second heat exchanger 100 and the third heat exchanger 110 can also be selected from shell-and-tube, plate, or plate-fin structures, respectively. All three can use the same structural form to simplify manufacturing and maintenance, or different combinations of structural forms can be selected based on the heat load characteristics of the transmission components they serve and installation space limitations. For example, the first heat exchanger 90, which serves a larger heat load, can use a plate-fin structure with a larger heat exchange area, while the second heat exchanger 100 and the third heat exchanger 110 can use plate structures to achieve a flexible balance between cost and performance.

[0057] Understandably, the first heat exchanger 90, the second heat exchanger 100, and the third heat exchanger 110 typically each have a coolant inlet, a coolant outlet, a lubricant inlet, and a lubricant outlet. These interfaces are connected to the corresponding pipes in the coolant circulation loop and the lubricant circulation loop, respectively. The coolant side and the lubricant side are kept isolated from each other inside the heat exchanger, and heat transfer between them is completed through the metal walls, ensuring that the coolant and lubricant do not mix.

[0058] This invention achieves significant technical benefits through a system architecture that connects coolant in series and distributes oil circuitry on demand. On one hand, it integrates the cooling of multiple heat-generating components with a single cooling component 20, significantly reducing the number of cooling components 20, pipes, and supports, simplifying the system structure, and lowering space requirements and maintenance costs. On the other hand, it cleverly utilizes the mutually exclusive characteristic that the high loads on the axles (i.e., the front axle assembly 70, the middle axle assembly 60, and the rear axle assembly 50) and the high load on the transmission of an articulated dump truck do not occur simultaneously, enabling dynamic, on-demand allocation of cooling capacity. Under high axle load conditions, the low-temperature coolant preferentially cools the middle and rear axles and the front axle. After heat exchange, its temperature rises, but it still fully meets the cooling needs of the transmission 30, which is under low load at this time. Under high transmission load conditions, the axle generates very little heat, and the coolant hardly heats up when flowing through the heat exchange assembly, allowing it to enter the heat exchange assembly connected to the transmission 30 at a near-ambient temperature, providing near-maximum cooling capacity to the transmission 30. The entire system requires no additional sensors, control modules, or actuators. Through ingenious flow path design, it achieves optimal allocation of cooling resources, significantly improving system heat dissipation efficiency and vehicle reliability under all operating conditions.

[0059] In some embodiments, the integrated heat dissipation system 1 further includes: a second drive component 140, the input terminal of which is connected to the second output terminal 1604 of the temperature control shunt component 160, and the output terminal of which is connected to the water inlet 104; and a control module 200, which is electrically connected to the temperature control shunt component 160. The control module 200 is configured to acquire the coolant temperature of the engine 10, and when the coolant temperature of the engine 10 is lower than a first threshold, control the input terminal of the temperature control shunt component 160 to be connected to the second output terminal 1604; and when the coolant temperature of the engine 10 is greater than or equal to the first threshold, control the input terminal of the temperature control shunt component 160 to be connected to the first output terminal 1602.

[0060] In the above embodiment, the input terminal of the second drive component 140 is connected to the second output terminal 1604 of the temperature control diversion component 160, and its output terminal is connected to the water inlet 104 of the engine 10. During the preheating stage after a cold start of the engine 10, the coolant temperature in the engine block is low and has not yet reached the preset first threshold. At this time, the control module 200 obtains the coolant temperature of the engine 10 and, after determining that the temperature is lower than the first threshold, sends a control command to the temperature control diversion component 160, controlling the temperature control diversion component 160 to connect its input terminal to the second output terminal 1604. In this state, the coolant flowing out of the water outlet 102 of the engine 10 enters the temperature control diversion component 160 and, without passing through the heat dissipation component 20, directly enters the input terminal of the second drive component 140 via the second output terminal 1604. The second drive component 140 can store coolant, and when the input terminal of the second drive component 140 is subjected to pressure, the output terminal of the second drive component 140 can output coolant. After being pressurized by the second drive assembly 140, the coolant is directly transported back to the inlet 104 of the engine 10 from the output end of the second drive assembly 140, and re-enters the cylinder block water jacket of the engine 10 to absorb heat. This circulation path constitutes a small circulation mode for the engine 10 coolant. The coolant does not flow through the heat dissipation assembly 20, and the heat is retained by the engine 10 itself, thereby significantly shortening the warm-up time of the engine 10 and rapidly raising its cylinder block temperature to a suitable operating range, effectively reducing friction and wear and fuel consumption during cold starts.

[0061] In some examples, the second drive assembly 140 can employ various forms of fluid drive devices. For instance, the second drive assembly 140 can be a centrifugal coolant pump, which has an impeller and a pump chamber inside. The impeller rotates at high speed under power, throwing the coolant stored in the pump chamber towards the outlet through centrifugal force, creating a low-pressure zone in the pump chamber to continuously draw in upstream coolant, thus achieving continuous pressurized delivery of coolant. As another example, the second drive assembly 140 can be a gear pump, in which a pair of meshing gears inside carry coolant from the suction side to the discharge side during rotation. The volume of coolant delivered per revolution of the gear pump is essentially constant, resulting in a stable flow rate. Yet another example is that the second drive assembly 140 can also be a vane pump, utilizing an eccentric rotor and vanes sliding within rotor slots to form a variable volume chamber, achieving liquid suction and discharge through volume changes. It is understandable that, regardless of the form, the second drive assembly 140 can temporarily store and accommodate a certain volume of coolant. Under the drive mechanism, pressure is applied to the stored coolant to give it the kinetic energy required for flow, thereby continuously generating driving force in the coolant circulation loop and ensuring that the coolant can circulate stably between the engine 10 and the temperature control diversion assembly 160 in the small circulation mode.

[0062] When the engine 10 continues to run, the temperature of the coolant in the cylinder gradually rises. When it reaches or exceeds a preset first threshold, the control module 200 receives the temperature signal and sends a switching command to the temperature control diversion component 160, controlling the temperature control diversion component 160 to connect its input terminal to the first output terminal 1602. At this time, the high-temperature coolant flowing out of the outlet 102 of the engine 10 is guided to the first output terminal 1602, enters the input terminal of the heat dissipation component 20, completes heat exchange with the outside air and is significantly cooled inside the heat dissipation component 20, and then flows back to the inlet 104 of the engine 10 via the downstream first heat exchange component 90, second heat exchange component 100 and third heat exchange component 110. This circulation path constitutes a large circulation mode for the coolant used in the engine 10. The high-temperature coolant is continuously sent to the heat dissipation component 20 for forced cooling, stabilizing the operating temperature of the engine 10 within a safe range, ensuring continuous power output and operational reliability under heavy load conditions.

[0063] In some examples, the temperature control diversion assembly 160 includes a fifth temperature sensing component and a path switching actuator. The fifth temperature sensing component is connected to the path switching actuator and is used to detect the temperature of the coolant flowing through the temperature control diversion assembly 160. Specifically, the fifth temperature sensing component may be connected to the input terminal of the path switching actuator, or it may be connected to the outlet 102, or it may be connected to a first pipe, with the path switching actuator connected to the outlet 102 via the first pipe. Specifically, the path switching actuator is either driven or electrically connected to the fifth temperature sensing component.

[0064] When the coolant temperature sensed by the fifth temperature sensing component is lower than the first threshold, the path switching actuator connects the input terminal of the temperature control diversion component 160 with the second output terminal 1604, allowing the coolant to bypass the downstream large heat dissipation path and flow directly back to the engine 10, forming a small loop. When the coolant temperature sensed by the fifth temperature sensing component reaches or exceeds the first threshold, the path switching actuator connects the input terminal of the temperature control diversion component 160 with the first output terminal 1602, guiding the high-temperature coolant to the heat dissipation component 20, switching to a large loop. This integrated sensing and execution structure allows the temperature control diversion component 160 to autonomously complete path switching without relying on commands from the external control module 200, resulting in a direct response and compact structure.

[0065] In some examples, flow switching actuators can be implemented in various forms. For instance, a flow switching actuator can be a thermostat, filled with a temperature-sensitive medium that expands and contracts with temperature changes. The volume change of this medium directly drives the valve to open and close, autonomously switching flows without an external power source. Another example is a solenoid directional valve, which controls the valve core displacement based on a received electrical signal, enabling communication between the input and different outputs. Yet another example is an electrically operated three-way ball valve, where a motor drives the ball to rotate, changing the flow path. Furthermore, flow switching actuators can also be electrically controlled proportional valves, capable of continuously regulating flow based on the magnitude of the electrical signal. All of these different forms of flow switching actuators can be selected based on the spatial layout, control accuracy requirements, and cost constraints of the actual application scenario.

[0066] By adding the aforementioned temperature control switching loop, during the cold start preheating phase of engine 10, the coolant circulates in a small loop, bypassing the cooling assembly 20, enabling engine 10 to quickly warm up and reducing friction losses and fuel consumption under low-temperature conditions. Once engine 10 reaches normal operating temperature, it automatically switches to a large loop mode, guiding the coolant to the cooling assembly 20 for forced cooling, ensuring that engine 10 does not overheat under heavy load conditions. This temperature control switching process is entirely automated, requiring no manual intervention. It ensures both the rapid warm-up of engine 10 during the preheating phase and reliable heat dissipation during normal operation, making the thermal management strategy of the integrated cooling system 1 more complete and intelligent.

[0067] In some embodiments, the integrated heat dissipation system 1 further includes: a first housing 170, which stores lubricating oil, and the first housing 170 is provided with an oil outlet 1702 and an oil inlet 1704, the oil inlet 1704 being connected to the lubricating oil output end of the second heat exchange component 100; a third drive component 150, which is drivenly connected to the crankshaft 106 of the engine 10, the input end of the third drive component 150 being connected to the oil outlet 1702, the output end of the third drive component 150 being connected to the input end of the rear axle component 50, and the output end of the third drive component 150 being connected to the input end of the middle axle component 60; wherein, the crankshaft 106 is used to drive the third drive component 150.

[0068] In the above embodiment, the first housing 170 is used to store lubricating oil and provide an oil source reserve for the lubricating oil circulation loop of the front axle assembly 70, the middle axle assembly 60, and the rear axle assembly 50. The first housing 170 is provided with an oil outlet 1702 and an oil inlet 1704. The oil outlet 1702 is used to supply the stored lubricating oil to the downstream front axle assembly 70, the middle axle assembly 60, and the rear axle assembly 50, while the oil inlet 1704 is used to receive the lubricating oil that has been cooled by heat exchange and flows back here, thereby forming a continuous circulation of lubricating oil between the housing and each axle assembly.

[0069] The third drive assembly 150 provides power for the circulation of lubricating oil. The third drive assembly 150 is connected to the crankshaft 106 of the engine 10, and is driven by the crankshaft 106. Specifically, the input end of the third drive assembly 150 is connected to the oil outlet 1702 of the first housing 170, and the output end of the third drive assembly 150 is connected to the input ends of the rear axle assembly 50 and the middle axle assembly 60, respectively. When the engine 10 is running, the crankshaft 106 rotates and drives the third drive assembly 150. The third drive assembly 150 draws in lubricating oil from the oil outlet 1702 of the first housing 170 through its input end, and after internal pressurization, delivers the lubricating oil from its output end to the rear axle assembly 50 and the middle axle assembly 60, providing active forced oil supply to these two axle assemblies with the highest heat loads.

[0070] It is understandable that the crankshaft 106 is the core power output shaft inside the engine 10 that converts the reciprocating motion of the piston into rotational motion.

[0071] In some examples, the third drive assembly 150 can be implemented using various forms of fluid drive devices. For instance, the third drive assembly 150 can be a gear pump, which has a pair of meshing gears inside. The crankshaft 106 drives the driving gear to rotate, and the driven gear rotates in the opposite direction. Lubricating oil is carried into the meshing gear gap and delivered from the suction side to the discharge side, with a fixed delivery volume per revolution and a stable flow rate. Another example is that the third drive assembly 150 can be a vane pump, which has an eccentrically mounted rotor and multiple vanes that slide radially within the rotor slots. When the rotor rotates, the vanes adhere to the inner wall of the pump body under centrifugal force, and the volume chamber between adjacent vanes periodically expands and contracts, completing the process of drawing oil from the suction side and discharging oil from the discharge side through volume changes. Yet another example is that the third drive assembly 150 can also be a plunger pump, where the crankshaft 106 drives the plunger to reciprocate within the cylinder bore via a swashplate or eccentric mechanism. The plunger stroke changes the sealed volume to achieve oil suction and discharge, suitable for high-pressure oil supply scenarios.

[0072] After cooling and lubricating the middle axle assembly 60 and the rear axle assembly 50, the lubricating oil is cooled by the first heat exchange assembly 90 and then enters the front axle assembly 70. Finally, after being cooled again by the second heat exchange assembly 100, it flows back from the lubricating oil output end of the second heat exchange assembly 100 to the oil inlet 1704 of the first housing 170, thus forming a complete closed loop of forced circulation of axle lubricating oil.

[0073] With the addition of an independent first housing 170 as a centralized oil storage device, the entire axle lubricating oil circulation loop has sufficient oil reserves to cope with lubricating oil consumption and thermal expansion volume changes during heavy-duty long-distance continuous operation. At the same time, the third drive assembly 150, directly driven by the crankshaft 106 of the engine 10, provides a power source for the lubricating oil circulation that is synchronized with the operating conditions of the engine 10. The higher the engine speed and the greater the output power of the engine 10, the greater the oil supply of the third drive assembly 150. At the same time, the heat generated by the axle assembly is also greater, thus achieving automatic matching between oil supply capacity and heat dissipation requirements. This ensures that the rear axle assembly 50 and the middle axle assembly 60 can always obtain sufficient lubrication and cooling under extreme heavy-duty conditions, effectively avoiding abnormal gear wear and premature deterioration of lubricating oil caused by insufficient lubrication or heat accumulation.

[0074] like Figure 3 As shown, in some embodiments, the integrated heat dissipation system 1 further includes: a first temperature measuring component 210, which is disposed at the output end of the heat dissipation component 20 and is electrically connected to the control module 200; wherein, the control module 200 is electrically connected to the first drive component 130, and the control module 200 is configured to adjust the output power of the first drive component 130 in stages according to the first temperature detected by the first temperature measuring component 210, wherein the first temperature is positively correlated with the output power.

[0075] In the above embodiment, the first temperature sensing component 210 is used to detect the coolant temperature, and the first temperature sensing component 210 is located at the output end of the heat dissipation component 20. The first temperature sensing component 210 is electrically connected to the control module 200 and transmits the detected temperature signal to the control module 200 in real time.

[0076] In some examples, when the heat dissipation assembly 20 includes a second water chamber, the first temperature sensing assembly 210 may be located inside the second water chamber or at the output end of the second water chamber.

[0077] The control module 200 is electrically connected to the first drive component 130. After receiving the first temperature transmitted by the first temperature sensing component 210, the control module 200 adjusts the output power of the first drive component 130 in stages according to the level of the first temperature. The first temperature is positively correlated with the output power. That is, the higher the first temperature, the higher the temperature of the coolant at the outlet of the heat dissipation component 20 and the greater the heat load of the whole machine. The control module 200 then controls the first drive component 130 to operate at a higher output power, thereby accelerating the circulation rate of the coolant in the auxiliary cooling circuit and enhancing the heat dissipation capacity of the downstream transmission components. Conversely, the lower the first temperature, the smaller the system heat load. The control module 200 then controls the first drive component 130 to operate at a lower output power to reduce energy consumption.

[0078] In some examples, when the first temperature changes from one range to another, the control module 200 adjusts the output power of the first drive component 130 accordingly to the corresponding level.

[0079] In some examples, the first temperature sensing component 210 can employ various forms of temperature sensing elements. For instance, the first temperature sensing component 210 can be a thermistor-type temperature sensor, whose internal semiconductor material's resistance changes significantly with temperature. By measuring the resistance value, the corresponding coolant temperature can be calculated, resulting in fast response and high sensitivity. Another example is a thermocouple-type temperature sensor, where the endpoints of two different metal materials form a measuring node and a reference node. The thermoelectric potential generated by the temperature difference between the two ends is used to measure the medium temperature, offering a wide temperature range and robust structure. Yet another example is a digital integrated temperature sensor, integrating the temperature sensing element, signal amplification circuit, and analog-to-digital conversion circuit into a single chip. It directly outputs digital temperature data to the control module 200, exhibiting strong anti-interference capabilities and a simple interface.

[0080] In one application example, the above-mentioned graded adjustment strategy is set to three output power levels: when the coolant temperature at the output end of the heat dissipation component 20 is below 65°C, it indicates that the heat load of the transmission component is low and the auxiliary cooling circuit does not need to operate at high flow rate. The control module 200 controls the output power of the first drive component 130 to 25% of its rated output power to maintain basic auxiliary cooling capacity with a low circulation flow rate while minimizing energy consumption. When the temperature is between 65°C and 75°C, it indicates that the heat load of the transmission component has increased and the auxiliary cooling intensity needs to be increased appropriately. The control module 200 increases the output power of the first drive component 130 to about 50% of its rated output power. When the temperature is equal to or exceeds 75°C, it indicates that the transmission component is under a high heat load. The control module 200 further increases the output power of the first drive component 130 to about 75% of its rated output power to fully cool the transmission component with a larger circulation flow rate. This graded speed regulation strategy meets the heat dissipation requirements under different heat load conditions while avoiding unnecessary energy consumption and component wear caused by the first drive component 130 running at full speed for a long time, thus achieving a balance between precise heat dissipation and energy-saving operation.

[0081] Similarly, graded regulation can be implemented using different division strategies based on the actual application scenario. For example, the first temperature can be divided into three intervals: when the first temperature is below a first preset value, the control module 200 controls the first drive component 130 to operate at a preset low power; when the first temperature is between the first and second preset values, the control module 200 controls the first drive component 130 to operate at a preset medium power; and when the first temperature is above the second preset value, the control module 200 controls the first drive component 130 to operate at a preset high power. For another example, in scenarios requiring finer control, the first temperature can be divided into four or more intervals, corresponding to more power levels. Furthermore, in scenarios with high response speed requirements, the positive correlation between the first temperature and power can be achieved using a continuous linear function or a non-linear curve function to realize stepless speed regulation, rather than strict graded regulation.

[0082] By installing a first temperature sensing component 210 at the output end of the heat dissipation component 20, the control module 200 can sense the actual temperature of the coolant after heat dissipation in real time, and adjust the speed of the first drive component 130 accordingly, thus establishing a dynamic matching relationship between the coolant circulation rate of the auxiliary cooling circuit and the actual heat dissipation demand. When the system heat load is high and the coolant temperature at the outlet of the heat dissipation component 20 is too high, the first drive component 130 automatically increases its speed to accelerate coolant circulation, enhance the heat dissipation capacity of each transmission component, and prevent the oil temperature from exceeding the standard. When the system heat load is low and the coolant temperature at the outlet of the heat dissipation component 20 is too low, the first drive component 130 automatically decreases its speed to reduce unnecessary coolant circulation, thereby reducing energy consumption, reducing wear on the first drive component 130, and extending its service life. Compared with simple on / off control, this graded adjustment mechanism significantly improves the system's energy efficiency while ensuring heat dissipation.

[0083] In some embodiments, the integrated heat dissipation system 1 further includes a fan assembly 180, which is drively connected to a crankshaft 106; wherein the crankshaft 106 is used to drive the fan assembly 180.

[0084] In the above embodiment, the fan assembly 180 is connected to the crankshaft 106 for transmission. The crankshaft 106 is used to drive the fan assembly 180. When the engine 10 is running, the crankshaft 106 rotates continuously, driving the fan assembly 180 to operate synchronously. When the fan blades of the fan assembly 180 rotate, they push the surrounding air to form a directional airflow. This airflow blows on the surface of the heat dissipation core of the heat dissipation assembly 20, and quickly carries away the heat transferred from the high-temperature coolant inside the heat dissipation core to the core wall and dissipates it to the external environment, thereby significantly enhancing the heat dissipation efficiency of the heat dissipation assembly 20.

[0085] In some examples, when the integrated cooling system 1 includes both a fan assembly 180 and a third drive assembly 150, the fan assembly 180 is connected to a first end of the crankshaft 106 and the third drive assembly 150 is connected to a second end of the crankshaft 106.

[0086] The fan assembly 180 is directly driven by the crankshaft 106, and its rotational speed changes synchronously with that of the engine 10. When the vehicle is under heavy load and climbing conditions, the engine 10 is operating at high speed and high power output, and the system heat load increases sharply, the rotational speed of the fan assembly 180 also increases, and the cooling airflow increases synchronously, which precisely meets the higher demand for forced cooling of the heat dissipation component 20 at this time. When the engine 10 is idling or operating at low speed, and the system heat load is small, the rotational speed of the fan assembly 180 also decreases, reducing unnecessary power consumption and fan noise. This driving method enables the heat dissipation output of the fan assembly 180 to be automatically and mechanically matched with the real-time operating conditions of the engine 10, without relying on an independent electric fan motor and complex electronic speed control. The structure is simple and reliable, and it has higher robustness and environmental adaptability in heavy-load operation scenarios.

[0087] In some embodiments, the integrated heat dissipation system 1 further includes: a second housing 80, the second housing 80 being connected to the output end of the heat dissipation component 20, the second housing 80 being connected to the water inlet 104, the second housing 80 being provided with an exhaust port 802, and the second housing 80 storing coolant; wherein, the exhaust port 802 is used to expel air from the second housing 80.

[0088] In the above embodiment, the second housing 80 is connected to the output end of the heat dissipation assembly 20 and to the water inlet 104, so that the second housing 80 is connected to two different locations in the coolant circulation loop through two pipelines, forming an auxiliary cavity bypassing the main circulation loop. The second housing 80 is provided with an exhaust port 802, which is used to expel air from the second housing 80. When the pressure inside the coolant circulation loop increases due to temperature rise and the coolant volume expands, some coolant can enter the second housing 80 for temporary storage, preventing excessive pressure inside the loop from damaging the pipelines or seals. Simultaneously, gas remaining in the loop due to temperature changes or during filling can be collected in the second housing 80 through the pipelines and discharged through the exhaust port 802, preventing gas accumulation that could cause poor coolant circulation or water pump cavitation. Furthermore, the coolant stored in the second housing 80 can automatically replenish the loop when the coolant is insufficient due to cooling contraction or minor leakage, maintaining a relatively stable total amount of coolant in the loop.

[0089] In some examples, the second housing 80 can be an expansion tank, typically installed at the highest point of the coolant circulation loop. Gravity causes gas to rise naturally and collect within the housing, before being discharged through the exhaust port 802. In other examples, the second housing 80 can be a pressure-stabilizing tank with an elastic diaphragm or air bladder. Internally, a flexible diaphragm separates the gas chamber and liquid chamber. When the coolant expands, it compresses the gas chamber; when it contracts, the gas chamber expands, returning the coolant pressure to the circulation loop, achieving pressure balance. In still other examples, the second housing 80 can be an accumulator-type pressure regulator with a spring-loaded piston, compensating for volume changes through the balance of spring and hydraulic forces.

[0090] By incorporating the second enclosure 80, gas in the coolant circulation loop is continuously discharged, preventing localized heat transfer deterioration and increased circulation resistance caused by gas blockage in the pipes and heat exchange components. This ensures smooth coolant circulation and stable heat exchange efficiency. Simultaneously, the second enclosure 80's buffering effect on loop pressure fluctuations and its coolant replenishment function significantly reduce reliability issues such as loose pipe joints and premature aging of seals caused by temperature cycling, extending the maintenance cycle and service life of the entire integrated cooling system 1.

[0091] like Figure 4 As shown, in some embodiments, the integrated cooling system 1 further includes: a second temperature sensing component 220, electrically connected to the control module 200, the second temperature sensing component 220 being used to detect the lubricating oil temperature of the middle axle assembly 60, and the second temperature sensing component 220 also being used to detect the lubricating oil temperature of the rear axle assembly 50; a third temperature sensing component 230, electrically connected to the control module 200, the third temperature sensing component 230 being used to detect the lubricating oil temperature of the transmission 30; the control module 200 is configured to: control the first drive assembly 130 to operate at full load when the coolant temperature of the engine 10 is lower than a first threshold, and the temperature detected by the second temperature sensing component 220 is not lower than a second threshold or the temperature detected by the third temperature sensing component 230 is not lower than a third threshold; and control the first drive assembly 130 to stop operating when the coolant temperature of the engine 10 is lower than the first threshold, the temperature detected by the second temperature sensing component 220 is lower than the second threshold, and the temperature detected by the third temperature sensing component 230 is lower than the third threshold.

[0092] In the above embodiment, after acquiring the coolant temperature of the engine 10, the temperature detected by the second temperature measuring component 220, and the temperature detected by the third temperature measuring component 230, the control module 200 executes the following linkage control logic. When the coolant temperature of the engine 10 is lower than the first threshold, it indicates that the engine 10 is still in the preheating stage and the main circulation of the engine 10 has not yet switched to the large circulation mode. At this time, if the temperature detected by the second temperature measuring component 220 is not lower than the second threshold or the temperature detected by the third temperature measuring component 230 is not lower than the third threshold, it indicates that although the engine 10 is still warming up, at least one of the rear axle assembly 50, the middle axle assembly 60, or the transmission 30 has generated a large amount of heat due to continuous operation, and the lubricating oil temperature is close to or exceeds the allowable range. Under this condition, the control module 200 controls the first drive assembly 130 to operate at full load, driving the coolant circulation in the auxiliary cooling circuit with maximum flow rate, drawing low-temperature coolant from the heat dissipation assembly 20 to forcibly cool the lubricating oil of each transmission component, promptly removing the accumulated heat, and preventing the oil temperature from rising further. Conversely, when the coolant temperature of engine 10 is below the first threshold, and the temperature detected by the second temperature sensing component 220 is below the second threshold, and the temperature detected by the third temperature sensing component 230 is below the third threshold, it indicates that engine 10 is still in the warm-up stage, and the lubricating oil temperatures of the rear axle assembly 50, the middle axle assembly 60, and the transmission 30 are all within a safe range, and the transmission components have not yet generated a large amount of heat. Under this condition, the control module 200 controls the first drive assembly 130 to stop operating, and the coolant does not undergo forced circulation in the auxiliary cooling circuit to reduce unnecessary energy consumption and component wear.

[0093] In some examples, the second temperature sensing component 220 and the third temperature sensing component 230 can each employ various forms of temperature sensing elements. For example, they can be thermistor temperature sensors, whose internal semiconductor material's resistance changes significantly with temperature. The corresponding lubricating oil temperature is calculated by measuring the resistance value, offering fast response and high sensitivity. Another example is thermocouple temperature sensors, which use two different metal materials to form the measuring and reference junctions. They utilize the thermoelectric potential generated by the temperature difference to measure the medium temperature, offering a wide temperature range, robust structure, and suitability for harsh working conditions. Yet another example is a digital integrated temperature sensor, which integrates the temperature sensing element and signal processing circuitry into one unit, directly outputting a digital temperature signal with strong anti-interference capabilities. It is understood that the above examples are only used to illustrate the feasibility of this solution. In practical applications, the second temperature sensing component 220 and the third temperature sensing component 230 can also adopt other conventional implementation methods, as long as they can achieve the function of detecting the lubricating oil temperature of the corresponding transmission component.

[0094] By setting independent temperature measurement nodes at the rear axle assembly 50, the middle axle assembly 60, and the gearbox 30, the control module 200 can sense the actual thermal load status of each transmission component in real time. Even when the engine 10 is still in the preheating stage and the main circulation cooling capacity has not yet been established, if any transmission component shows a tendency to accumulate heat, the auxiliary cooling circuit is immediately activated for forced cooling. This on-demand triggering mechanism based on actual oil temperature ensures that the transmission components are not damaged by heat accumulation during the preheating stage, and avoids unnecessary operation of the auxiliary cooling circuit when the transmission component temperature is still low, achieving a unified approach to precise heat dissipation and energy-saving operation. In particular, the rear axle assembly 50 and the middle axle assembly 60, as the load-bearing drive components with the highest heat load, have their lubricating oil temperature used as a priority trigger condition, ensuring that the core load-bearing components receive timely cooling protection at the beginning of heavy-load operation, effectively extending the service life of the drive axle system.

[0095] In some embodiments, the engineering vehicle 2 further includes a transfer case 40, and the integrated cooling system 1 further includes: a fourth heat exchange component 120, the coolant inlet of the fourth heat exchange component 120 being connected to the outlet 102, the coolant outlet of the fourth heat exchange component 120 being connected to the inlet 104, the lubricating oil inlet of the fourth heat exchange component 120 being connected to the second lubricating oil outlet 402 of the transfer case 40, and the lubricating oil outlet of the fourth heat exchange component 120 being connected to the second lubricating oil inlet 404 of the transfer case 40.

[0096] In the above embodiment, the transfer case 40 is provided with a second lubricating oil outlet 402 and a second lubricating oil inlet 404, which are used to discharge high-temperature lubricating oil carrying heat and to receive lubricating oil that has been cooled down, respectively. The coolant inlet of the fourth heat exchange assembly 120 is connected to the outlet 102, directly introducing high-temperature coolant from the outlet 102 of the engine 10; the coolant outlet of the fourth heat exchange assembly 120 is connected to the inlet 104, returning the coolant after heat exchange to the inlet 104 of the engine 10. This method makes the cooling branch of the transfer case 40 independent of the main coolant circulation loop, and does not occupy the cooling resources of the series path where the first heat exchange assembly 90, the second heat exchange assembly 100, and the third heat exchange assembly 110 are located. On the lubricating oil side, the lubricating oil inlet of the fourth heat exchange component 120 is connected to the second lubricating oil outlet 402 of the transfer case 40. The high-temperature lubricating oil carrying a large amount of frictional heat flows out of the transfer case 40 and directly enters the fourth heat exchange component 120. The lubricating oil outlet of the fourth heat exchange component 120 is connected to the second lubricating oil inlet 404 of the transfer case 40. After completing the heat exchange and cooling, the lubricating oil flows back into the transfer case 40 to continue to provide lubrication and cooling for the gears and bearings, forming an independent lubricating oil cooling closed loop for the transfer case 40.

[0097] In some examples, the structure of the fourth heat exchange component 120 can be the same as that of the first heat exchange component 90, the second heat exchange component 100, and the third heat exchange component 110, or it can be selected separately according to the heat load characteristics and installation space of the transfer case 40. For example, in applications where the heat generation of the transfer case 40 is relatively small, the fourth heat exchange component 120 can be a compact plate heat exchanger to provide sufficient heat exchange area in a small volume. Alternatively, in applications where the installation space of the transfer case 40 is relatively spacious, the fourth heat exchange component 120 can also be a shell-and-tube heat exchanger to obtain a larger heat exchange capacity and better pressure resistance. Furthermore, the second lubricating oil outlet 402 and the second lubricating oil inlet 404 of the transfer case 40 can be respectively located at the bottom and top of the transfer case 40 shell, utilizing the thermosiphon effect of the low density and natural floating of the high-temperature lubricating oil to assist the flow and circulation of the lubricating oil. It is understood that the above examples are only used to illustrate the feasibility of this solution. In practical applications, the fourth heat exchange component 120 can also adopt other conventional implementation methods, as long as it can achieve the function of transferring the heat in the lubricating oil of the transfer case 40 to the coolant. The scope of protection of this claim is not limited to the specific examples listed.

[0098] By providing a separate fourth heat exchange component 120 for the transfer case 40, the heat dissipation requirements of the transfer case 40 no longer depend on the series cooling path of the axle and transmission 30. This avoids the heat from the transfer case 40 being superimposed on the coolant, which already undertakes multi-stage heat exchange tasks, thereby reducing the thermal load on the entire coolant circulation loop. Simultaneously, the independent cooling branch ensures that the lubricating oil temperature control of the transfer case 40 is unaffected by fluctuations in the thermal load of other transmission components, resulting in more stable temperatures. This helps extend the service life of the precision gears and bearings inside the transfer case 40, improving the overall reliability of the vehicle's transmission system under continuous heavy-load operating conditions.

[0099] like Figure 5 As shown, in some embodiments, the engineering vehicle 2 further includes a brake 190, and the integrated cooling system 1 further includes a fourth temperature measuring component 240, which is connected to the brake 190 and electrically connected to the control module 200; the control module 200 is configured to control the first drive component 130 to operate at full load when the temperature detected by the fourth temperature measuring component 240 is not lower than a fourth threshold.

[0100] In the above embodiment, the fourth temperature sensing component 240 is used to detect the temperature of the brake 190. The fourth temperature sensing component 240 is connected to the brake 190 and can be directly installed on the brake 190 housing, friction pad backplate, or brake 190 return oil line, or other locations that reflect the actual temperature of the brake 190. The fourth temperature sensing component 240 is electrically connected to the control module 200 and transmits the detected brake 190 temperature signal to the control module 200 in real time. The control module 200 is configured to immediately control the first drive component 130 to operate at full load when the temperature detected by the fourth temperature sensing component 240 is not lower than a fourth threshold, regardless of whether the temperatures detected by the second temperature sensing component 220 and the third temperature sensing component 230 have reached their respective thresholds, and regardless of whether the current control mode is energy-saving. This control module drives the coolant circulation in the auxiliary cooling circuit at maximum flow rate to provide full forced cooling for all transmission components, including the brake 190. This design reflects a control strategy prioritizing brake safety, ensuring that when the brake 190 faces the risk of thermal fade, the auxiliary cooling system can dissipate heat with the fastest speed and maximum capacity. When the temperature detected by the fourth temperature measuring component 240 drops below the fourth threshold, the control module 200 reverts to the conventional linkage control logic dominated by the second temperature measuring component 220 and the third temperature measuring component 230, taking into account both heat dissipation requirements and energy-saving operation.

[0101] In some examples, the fourth temperature sensing component 240 may employ the same type of temperature sensing element as the second temperature sensing component 220 and the third temperature sensing component 230.

[0102] Because the brake 190 is assigned an independent temperature monitoring node and the highest priority for heat dissipation response, when the brake 190 experiences a sudden temperature rise under extreme conditions, the auxiliary cooling system can immediately engage at full load, unaffected by the temperature status of other transmission components, ensuring that the brake 190 receives maximum cooling support in the shortest possible time. This safety-oriented independent triggering mechanism effectively reduces the risk of brake performance degradation caused by overheating of the brake 190, improves vehicle driving safety under dangerous conditions such as heavy-load downhill driving, and enables the entire integrated cooling system 1 to not only possess efficient conventional heat dissipation capabilities but also safety assurance capabilities to cope with extreme conditions.

[0103] In some examples, when the oil temperature of any brake 190 reaches or exceeds 85°C, it indicates that the brake 190 is under high-load conditions such as heavy-load downhill driving or frequent braking. The heat generated by friction has raised the temperature of the brake 190 to a high level. If heat cannot be dissipated in time, the brake 190 is at risk of thermal fade, which will affect driving safety. In this case, the controller immediately triggers the auxiliary pump to run at 100% full speed, forcibly cooling the brake 190 and related transmission components with maximum circulation flow, prioritizing the operational safety of the braking system. This control logic has a higher priority than all other temperature control strategies, ensuring that braking safety receives the highest priority in heat dissipation under any operating condition.

[0104] In some examples, when the engine 10 coolant temperature reaches or exceeds 85°C, meaning the engine 10's built-in thermostat is fully open, the engine 10's main cooling circuit switches to large-circuit mode. The coolant is fully cooled via the cooling assembly 20, and the main circuit is capable of independently handling the vehicle's cooling needs. At this point, the controller shuts down the auxiliary pump, and the auxiliary cooling circuit no longer provides additional coolant circulation. The cooling of the transmission components is handled uniformly by the engine 10's main circuit. This strategy of stopping the auxiliary pump after the engine 10 enters its normal operating temperature range avoids unnecessary continuous operation of the auxiliary pump, reducing energy consumption, shortening its operating time, and extending its service life. Furthermore, it fully utilizes the existing cooling capacity of the engine 10's main circuit, achieving coordinated allocation of system cooling resources.

[0105] In some examples, during the warm-up phase after a cold start of the engine 10, when the engine coolant temperature has not yet reached 85°C and the thermostat has not fully opened, the main circuit of the engine 10 is still in a small circulation mode. The coolant does not pass through the cooling assembly 20, and the main circuit lacks external heat dissipation capability. However, at this time, transmission components such as the gearbox 30 and drive axle have already begun to operate and continuously generate heat. If the lubricating oil temperature exceeds the allowable range, it will lead to heat buildup in components, accelerated oil aging, and gear wear. Therefore, the controller continuously monitors the oil temperature of the middle and rear axles and the transmission 30. When the middle and rear axle oil temperature reaches or exceeds 110°C, or the transmission 30 oil temperature reaches or exceeds 115°C, it indicates that the transmission components are showing a tendency to accumulate heat. The controller immediately triggers the auxiliary pump to run at 100% full speed, forcibly drawing low-temperature coolant from the cooling assembly 20 to actively dissipate heat from the transmission components, protecting them from damage due to heat buildup during the engine 10 warm-up phase. This control logic ensures stable temperature of the transmission system under all operating conditions, effectively extending the service life of components.

[0106] like Figure 2As shown, a second aspect of the present invention provides an engineering vehicle 2, including an engine 10; and an integrated cooling system 1 as described in any of the above embodiments for cooling the engine 10. The engineering vehicle 2 possesses all the beneficial effects of the integrated cooling system 1 described above, which will not be repeated here.

[0107] As an example, the engineering vehicle 2 also includes: a gearbox 30, a front axle assembly 70, a middle axle assembly 60, a rear axle assembly 50, a transfer case 40, and a brake 190. The integrated cooling system 1 is also used to cool the gearbox 30, the front axle assembly 70, the middle axle assembly 60, the rear axle assembly 50, the transfer case 40, and the brake 190.

[0108] In the claims, description, and accompanying drawings of this invention, the term "plural" refers to two or more. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and simplifying the descriptive process, and are not intended to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention. The terms "connected," "installed," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this invention can be understood based on the specific circumstances described above.

[0109] In the claims, description, and accompanying drawings of this invention, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In the claims, description, and accompanying drawings of this invention, illustrative expressions 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 one or more embodiments or examples.

[0110] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An integrated heat dissipation system, characterized in that, The integrated cooling system is used in engineering vehicles, which include an engine, a transmission, a front axle assembly, a middle axle assembly, and a rear axle assembly. The integrated cooling system includes a cooling assembly, a temperature control distribution assembly, a first drive assembly, a first heat exchange assembly, a second heat exchange assembly, and a third heat exchange assembly. The engine is equipped with a water inlet and a water outlet, and the water outlet is connected to the input end of the temperature control diversion component; The input end of the heat dissipation component is connected to the first output end of the temperature control diversion component, the output end of the heat dissipation component is connected to the coolant input end of the first heat exchange component, and the output end of the heat dissipation component is connected to the coolant input end of the second heat exchange component. The coolant inlet of the third heat exchange component is connected to the coolant outlet of the first heat exchange component, the coolant inlet of the third heat exchange component is connected to the coolant outlet of the second heat exchange component, and the coolant outlet of the third heat exchange component is connected to the water inlet. The lubricating oil input terminal of the first heat exchange component is connected to the output terminal of the rear axle component, the lubricating oil input terminal of the first heat exchange component is connected to the output terminal of the middle axle component, the lubricating oil output terminal of the first heat exchange component is connected to the input terminal of the front axle component, and the output terminal of the front axle component is connected to the lubricating oil input terminal of the second heat exchange component. The lubricating oil inlet of the third heat exchange component is connected to the first lubricating oil outlet of the gearbox, and the lubricating oil outlet of the third heat exchange component is connected to the first lubricating oil inlet of the gearbox. The integrated heat dissipation system also includes: The second drive component has its input terminal connected to the second output terminal of the temperature control diversion component, and its output terminal connected to the water inlet. The control module is electrically connected to the temperature control shunt component; The control module is configured to acquire the coolant temperature of the engine, and when the coolant temperature of the engine is lower than a first threshold, control the input terminal of the temperature control shunt component to be connected to the second output terminal; and when the coolant temperature of the engine is greater than or equal to the first threshold, control the input terminal of the temperature control shunt component to be connected to the first output terminal. The integrated heat dissipation system also includes: A first temperature measuring component is located at the output end of the heat dissipation component and is electrically connected to the control module. The control module is electrically connected to the first drive component, and the control module is configured to adjust the output power of the first drive component in stages according to the first temperature detected by the first temperature measuring component, wherein the first temperature is positively correlated with the output power. The integrated heat dissipation system also includes: The second temperature measuring component is electrically connected to the control module. The second temperature measuring component is used to detect the lubricating oil temperature of the middle axle assembly and also to detect the lubricating oil temperature of the rear axle assembly. The third temperature measuring component is electrically connected to the control module and is used to detect the lubricating oil temperature of the gearbox. The control module is configured to: control the first drive component to operate at full load when the engine coolant temperature is lower than a first threshold and the temperature detected by the second temperature measuring component is not lower than a second threshold or the temperature detected by the third temperature measuring component is not lower than a third threshold; and control the first drive component to stop operating when the engine coolant temperature is lower than the first threshold, the temperature detected by the second temperature measuring component is lower than the second threshold, and the temperature detected by the third temperature measuring component is lower than the third threshold.

2. The integrated heat dissipation system according to claim 1, characterized in that, The engineering vehicle also includes a brake, and the integrated cooling system also includes: The fourth temperature measuring component is connected to the brake and electrically connected to the control module; The control module is configured to control the first drive component to operate at full load when the temperature detected by the fourth temperature measuring component is not lower than the fourth threshold.

3. The integrated heat dissipation system according to claim 2, characterized in that, The engineering vehicle also includes a transfer case, and the integrated cooling system also includes: The fourth heat exchange component has a coolant inlet connected to the outlet, a coolant outlet connected to the inlet, a lubricating oil inlet connected to the second lubricating oil outlet of the transfer case, and a lubricating oil outlet connected to the second lubricating oil inlet of the transfer case. The control module is configured to control the first drive component to operate at full load when the temperature detected by the fourth temperature measuring component is not lower than the fourth threshold.

4. The integrated heat dissipation system according to claim 1, characterized in that, The integrated heat dissipation system also includes: A first housing, which stores lubricating oil, is provided with an oil outlet and an oil inlet, the oil inlet being connected to the lubricating oil output end of the second heat exchange component; The third drive assembly is connected to the crankshaft drive of the engine. The input end of the third drive assembly is connected to the oil outlet. The output end of the third drive assembly is connected to the input end of the rear axle assembly. The output end of the third drive assembly is connected to the input end of the middle axle assembly. The crankshaft is used to drive the third drive assembly.

5. The integrated heat dissipation system according to claim 4, characterized in that, The integrated heat dissipation system also includes: A fan assembly, wherein the fan assembly is connected to the crankshaft drive; The crankshaft is used to drive the fan assembly.

6. The integrated heat dissipation system according to claim 1, characterized in that, The integrated heat dissipation system also includes: The second housing is connected to the output end of the heat dissipation component and the water inlet. The second housing is provided with an exhaust port and stores coolant inside. The exhaust port is used to expel air from the second housing.

7. An engineering vehicle, characterized in that, include: engine; And an integrated cooling system as described in any one of claims 1 to 6, for cooling the engine.

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