Vehicle cooling system and automobile

Abstract

The utility model belongs to the technical field of vehicle heat exchange, and particularly relates to a vehicle cooling system and an automobile. According to the vehicle cooling system, the control module can control the first control valve in the first branch pipeline to be opened or closed and control the second control valve in the third branch pipeline to be opened or closed according to the working states of the driving motor and the power generator; therefore, the cooling liquid is dynamically controlled to enter the cooling channel of the driving motor and the cooling channel of the generator. Meanwhile, the control module can determine the working mode of conveying the cooling liquid by the driving module according to the heat exchange requirements of the driving motor and the generator, and through the design of the cooling system, the cooling efficiency of the cooling liquid on the driving motor and the generator is improved.

Description

Technical Field

[0001] The present application belongs to the field of vehicle heat exchange technology, and specifically relates to vehicle cooling systems and automobiles. Background Art

[0002] The power generation system and the electric drive system assembly are integrated in the new energy vehicle. In the existing cooling system design, the cooling system and the cooling channels in the drive motor and the cooling channels in the generator are kept in a normally open state, that is, regardless of whether the drive motor and the generator are working, the coolant will enter the cooling channel of the drive motor and the cooling channel of the generator respectively. The problem with this design is that the flow of the coolant cannot be dynamically controlled according to the working conditions of the drive motor and the generator, so there is a problem of insufficient flow or pressure of the coolant when entering the drive motor or the generator, which affects the heat exchange efficiency of the drive motor and the generator. Utility Model Content

[0003] One purpose of the invention of the present application is to provide a vehicle cooling system, in which a control module can dynamically adjust the coolant entering the cooling channel in the drive motor or the cooling channel of the generator according to the working conditions of the drive motor and the generator, so as to improve the heat exchange efficiency of the drive motor and the generator.

[0004] According to an embodiment of the present application, a first aspect provides a vehicle cooling system, the vehicle cooling system comprising:

[0005] A liquid storage tank, wherein the coolant is stored in the liquid storage tank;

[0006] A main line, a circulation loop is formed between the main line and the liquid storage tank, the main line is provided with a driving module, the driving module includes a first working mode, a second working mode and a third working mode, the output power of the third working mode is greater than the output power of the first working mode and the power of the second working mode;

[0007] a first branch pipeline, the first branch pipeline is used to communicate with the cooling channel of the drive motor, both ends of the first branch pipeline are respectively communicated with the main pipeline, the first branch pipeline is provided with a first control valve, the first control valve controls the coolant of the main pipeline to enter the first branch pipeline;

[0008] a second branch pipeline, the second branch pipeline is used to communicate with the cooling channel of the transmission case, and both ends of the second branch pipeline are respectively communicated with the main pipeline;

[0009] a third branch pipeline, the third branch pipeline being in communication with a cooling channel of the generator, both ends of the third branch pipeline being in communication with the main pipeline respectively, the third branch pipeline being provided with a second control valve, the second control valve controlling the coolant of the main pipeline to enter the second branch pipeline;

[0010] A control module, wherein the control module is electrically connected to the drive module, the drive motor, the first control valve, the generator and the second control valve, and the control module switches the working mode of the drive module and controls the opening and closing of the first control valve and the second control valve according to the working states of the drive motor and the generator.

[0011] In one embodiment, the driving module includes a first driving element and a second driving element. When the first driving element is working, it corresponds to the first working mode of the driving module. When the second driving element is working, it corresponds to the second working mode of the driving module. When the first driving element and the second driving element are working at the same time, it corresponds to the third working mode of the driving module.

[0012] In one embodiment, the first driving element is a mechanical pump, and the second driving element is an electronic pump.

[0013] In one embodiment, the output end of the mechanical pump is further connected to a first filter, and the first filter is used to filter the coolant output by the mechanical pump.

[0014] In one embodiment, both the first control valve and the second control valve are solenoid valves.

[0015] In one embodiment, the main line is further provided with a second filter in front of the input end of the driving module, and the second filter is used to filter the coolant, and the filtered coolant enters the driving module.

[0016] In one embodiment, the main pipeline is further provided with a heat exchanger, and the heat exchanger is located at the rear of the output end of the driving module. The heat exchanger is used to cool down the coolant output by the driving module.

[0017] In one embodiment, the heat exchanger is a plate heat exchanger.

[0018] In one embodiment, the control module is an engine control unit.

[0019] According to an embodiment of the present application, a second aspect provides a car, comprising the vehicle cooling system.

[0020] In the vehicle cooling system of the present application, the control module can control the opening or closing of the first control valve in the first branch pipeline and the opening or closing of the second control valve in the third branch pipeline according to the working status of the drive motor and the generator, so as to dynamically control the coolant entering the cooling channel of the drive motor and the cooling channel of the generator; at the same time, the control module can also determine the working mode of the drive module for delivering coolant according to the heat exchange requirements of the drive motor and the generator. Through the design of this cooling system, the cooling efficiency of the coolant on the drive motor and the generator is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of a module of a vehicle cooling system in one embodiment of the present application;

[0022] Figure 2 It is a schematic diagram of a module of a vehicle cooling system in another state in one embodiment of the present application;

[0023] Figure 3 This is a schematic diagram of a module of a vehicle cooling system in another state in an embodiment of the present application;

[0024] Figure 4 This is a module schematic diagram of a vehicle cooling system in another embodiment of the present application.

[0025] Description of Figure Numbers:

[0026] 100. Liquid storage tank;

[0027] 200, main pipe; 210, first filter; 220, second filter; 230, heat exchanger;

[0028] 300, driving module; 310, first driving element; 320, second driving element;

[0029] 400, first branch pipeline; 410, first control valve;

[0030] 500, second branch pipeline; 600, third branch pipeline; 610, second control valve;

[0031] 710, driving motor; 720, transmission box; 730, generator. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0033] It should be noted that the illustrations provided in this embodiment are only used to schematically illustrate the basic concept of the present invention.

[0034] The structures, proportions, sizes, etc. illustrated in the drawings in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with this technology, and are not used to limit the conditions under which the present invention can be implemented. Any structural modification, change in proportion or adjustment of size should still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and purposes that can be achieved by the present invention.

[0035] The directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "middle", "longitudinal", "lateral", "horizontal", "inner", "outer", "radial", "circumferential" and the like in this specification are based on the directions or positional relationships shown in the drawings and are only for the convenience of simplifying the description. They do not indicate or imply that the devices or elements referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0036] As described in the background, a power generation system and an electric drive system assembly are integrated in a new energy vehicle. In the existing cooling system design, the cooling system and the cooling channels in the drive motor and the cooling channels in the generator are kept in a normally open state, that is, regardless of whether the drive motor and the generator are working, the coolant will enter the cooling channel of the drive motor and the cooling channel of the generator respectively. The problem with this design is that the flow of the coolant is not dynamically controlled according to the working conditions of the drive motor and the generator, so there is a problem of insufficient flow or pressure of the coolant when entering the drive motor or the generator, which affects the heat exchange efficiency of the drive motor and the generator. In order to better solve this problem, the researchers in this application proposed a vehicle cooling system. The researchers improved the cooling efficiency of the drive motor and the generator by dynamically adjusting the coolant to enter the cooling channel of the drive motor and the cooling channel of the generator.

[0037] like Figure 1 As shown, Figure 1The schematic diagram of the module of the vehicle cooling system in one embodiment of the present application. The vehicle cooling system includes: a liquid storage tank 100, a main line 200, a first branch line 400, a second branch line 500, a third branch line 600 and a control module, wherein the liquid storage tank 100 is used to store coolant, a driving module 300 is provided in the main line 200, and the main line 200 and the liquid storage tank 100 form a circulation loop, that is, the coolant in the liquid storage tank 100 can be transported to the main line 200 through the driving module 300, and then can flow back to the liquid storage tank 100 through the main line 200; the first branch line 400 is connected to the cooling channel of the drive motor 710, and the control module is connected to the cooling channel of the drive motor 710. The first control valve 410 can control the coolant to enter the first branch pipeline 400, and the coolant flowing out of the first branch pipeline 400 is used to exchange heat for the drive motor 710; the second branch pipeline 500 is connected to the cooling channel in the transmission box 720, and the coolant in the main pipeline 200 can exchange heat for the transmission box 720 through the second branch pipeline 500; the third branch pipeline 600 is connected to the cooling channel of the generator 730, and the control module can control the coolant to enter the third branch pipeline 600 through the second control valve 610, and the coolant flowing out of the third branch pipeline 600 is used to exchange heat for the generator 730. In this embodiment, the researchers intend to improve the efficiency of heat exchange between the drive motor 710 and the generator 730 by dynamically adjusting the coolant to enter the cooling channel of the drive motor 710 and the cooling channel of the generator 730.

[0038] Specifically, the liquid storage tank 100 stores coolant; a circulation loop is formed between the main line 200 and the liquid storage tank 100, and a circulation loop is formed between the main line 200 and the liquid storage tank 100. The main line 200 is provided with a driving module 300, and the driving module 300 includes a first working mode, a second working mode and a third working mode. The output power of the third working mode is greater than the output power of the first working mode and the power of the second working mode; the first branch line 400 is used to communicate with the cooling channel of the drive motor 710, and the two ends of the first branch line 400 are respectively connected to the main line 200. The first branch line 400 is provided with a first control valve 410, and the first control valve 410 controls the coolant of the main line 200 to enter the first branch line 400. The first control valve 410 can be a solenoid valve; the second branch line 500 is used to communicate with the transmission box 72 0 is connected, and both ends of the second branch pipeline 500 are connected to the main pipeline 200 respectively; the third branch pipeline 600 is connected to the cooling channel of the generator 730, and both ends of the third branch pipeline 600 are connected to the main pipeline 200 respectively. The third branch pipeline 600 is provided with a second control valve 610. The second control valve 610 controls the coolant of the main pipeline 200 to enter the second branch pipeline 500. The second control valve 610 can be a solenoid valve; the control module is electrically connected to the drive module 300, the drive motor 710, the first control valve 410, the generator 730 and the second control valve 610. The control module switches the working mode of the drive module 300 according to the working status of the drive motor 710 and the generator 730 and controls the opening and closing of the first control valve 410 and the second control valve 610. The control module can be an engine control unit. It should be noted that after the coolant discharged from the first branch pipeline 400, the second branch pipeline 500 and the third branch pipeline 600 flows into the liquid storage tank 100, it can be heat exchanged and cooled with the coolant in the liquid storage tank 100. Alternatively, a heat exchange module may be provided in the liquid storage tank 100 or the main pipeline 200 to heat exchange and cool the cold zone liquid.

[0039] In this embodiment, researchers analyzed that the driving motor 710 and the generator 730 are less likely to work at the same time, so it is necessary to dynamically adjust the cooling channel of the driving motor 710 and the cooling channel of the generator 730 to improve the heat exchange efficiency of the driving motor 710 and the generator 730. Since the driving motor 710 and the generator 730 have different requirements for coolant during operation, the driving module 300 in this embodiment includes a first working mode, a second working mode, and a third working mode, and the working mode of the driving module 300 can be determined by the control module. The working scenarios of the vehicle cooling system in this embodiment are illustrated as follows:

[0040] When the driving motor 710 in the automobile is working and the generator 730 is not working, refer to Figure 1As shown, at this time, the control module controls the first control valve 410 to open, the second control valve 610 to close, and the drive module 300 is in the first working mode. When the drive module 300 is working, after the coolant enters the main pipeline 200 from the liquid storage tank 100, it enters the first branch pipeline 400 and the second branch pipeline 500 respectively. The coolant entering the first branch pipeline 400 can exchange heat and cool the drive motor 710, and the coolant entering the second branch pipeline 500 can exchange heat and cool the moving parts in the transmission box 720. In this scenario, since the second control valve 610 in the third branch pipeline 600 is closed, the diversion of the coolant by the third branch pipeline 600 is avoided, so that more coolant can enter the first branch pipeline 400 and the second branch pipeline 500, ensuring the coolant flow and pressure entering the first branch pipeline 400, thereby improving the heat exchange effect of the drive motor 710.

[0041] Furthermore, in the last scenario, when the demand for coolant of the drive motor 710 increases, the control module switches the drive element from the first operating mode to the third operating mode to meet the demand for coolant of the drive motor 710 during the heat exchange process.

[0042] In another scenario, when the generator 730 is working and the drive motor 710 is not working, refer to Figure 2 As shown, at this time, the control module controls the first control valve 410 to close, the second control valve 610 to open, and the drive module 300 is in the second working mode. When the drive module 300 is working, after the coolant enters the main pipeline 200 from the liquid storage tank 100, it enters the second branch pipeline 500 and the third branch pipeline 600 respectively. The coolant entering the third branch pipeline 600 can exchange heat and cool the generator 730, and the coolant entering the second branch pipeline 500 can exchange heat and cool the moving parts in the transmission box 720. In this scenario, since the first control valve 410 in the first branch pipeline 400 is closed, the first branch pipeline 400 is avoided from diverting the coolant, so that more coolant can enter the second branch pipeline 500 and the third branch pipeline 600, ensuring the coolant flow and pressure entering the third branch pipeline 600, thereby improving the heat exchange effect of the generator 730.

[0043] In another scenario, when both the driving motor 710 and the generator 730 are working, Figure 3As shown, at this time, the control module controls the first control valve 410 to open, the second control valve 610 to open, and the drive module 300 can be in the first working mode or the third working mode, which can be determined according to the demand for coolant from the drive motor 710 and the generator 730. In this scenario, after the coolant enters the main pipeline 200 from the liquid storage tank 100, it enters the first branch pipeline 400, the second branch pipeline 500 and the third branch pipeline 600 respectively, thereby respectively exchanging heat and cooling the drive motor 710, the transmission box 720 and the generator 730.

[0044] In this embodiment, the control module controls the opening or closing of the first control valve 410 and the second control valve 610 according to the working status of the drive motor 710 and the generator 730, and determines the working mode of the drive module 300, so as to dynamically adjust the coolant entering the cooling channel of the drive motor 710 and the cooling channel of the generator 730, thereby improving the cooling efficiency of the drive motor 710 and the generator 730.

[0045] In one embodiment, see Figure 1 As shown, the driving module 300 includes a first driving element 310 and a second driving element 320. When the first driving element 310 is working, it corresponds to the first working mode of the driving module 300. When the second driving element 320 is working, it corresponds to the second working mode of the driving module 300. When the first driving element 310 and the second driving element 320 are working at the same time, it corresponds to the third working mode of the driving module 300.

[0046] In this embodiment, the researchers formed three working mode switches of the driving module 300 through the first driving element 310 and the second driving element 320 to meet the different requirements of the driving motor 710 and the starting motor for the coolant.

[0047] Furthermore, in one embodiment, the first driving element 310 is a mechanical pump, and the second driving element 320 is an electronic pump.

[0048] In this embodiment, the researchers determined the first drive element 310 as a mechanical pump and the second drive element 320 as an electronic pump. The reason is that the drive motor 710 and the mechanical pump are interrelated in the design, that is, when the drive motor 710 is working, it will drive the mechanical pump to work. The drive motor 710 and the mechanical pump can be connected by a transmission such as a belt, and the drive motor 710 can directly drive the mechanical pump to work. Therefore, the first drive element 310 is designed as a mechanical pump; and when the drive motor 710 is not working, the mechanical pump associated with the drive motor 710 will also stop working. Therefore, the second drive element 320 is determined as an electronic pump. When the generator 730 is working and the drive motor 710 is not working, the coolant can be transported to the second branch pipeline 500 and the third branch pipeline 600 through the electronic pump.

[0049] In one embodiment, see Figure 4 As shown, the output end of the mechanical pump is also connected to a first filter 210, and the first filter 210 is used to filter the coolant output by the mechanical pump.

[0050] In this embodiment, the researchers set a first filter 210 in the output pipe of the mechanical pump, and the coolant output from the mechanical pump can be filtered through the first filter 210. Since the mechanical pump may produce metal debris during operation, it is necessary to filter the coolant output from the mechanical pump to reduce the impact of the metal debris contained in the coolant on the drive motor 710, the transmission box 720 and the generator 730. The first filter 210 can be a metal mesh filter, a centrifugal filter or a magnetic filter.

[0051] In one embodiment, see Figure 4 As shown, the main line 200 is further provided with a second filter 220 in front of the input end of the driving module 300 . The second filter 220 is used to filter the coolant, and the filtered coolant enters the driving module 300 .

[0052] In this embodiment, the researchers considered that when the coolant passes through the drive motor 710, the transmission box 720 and the generator 730, metal impurities may be mixed in the coolant, that is, the coolant discharged from the first branch pipeline 400, the second branch pipeline 500 and the third branch pipeline 600 may contain metal impurities, so the second filter 220 is set at the front of the input end of the drive module 300 to filter the coolant transported in the main pipeline 200, thereby reducing the influence of metal impurities on the drive motor 710, the transmission box 720 and the generator 730. Among them, the second filter 220 can be a metal mesh filter, a centrifugal filter or a magnetic filter.

[0053] In one embodiment, see Figure 4As shown, the main line 200 is further provided with a heat exchanger 230 . The heat exchanger 230 is located at the rear of the output end of the driving module 300 . The heat exchanger 230 is used to cool down the coolant output by the driving module 300 .

[0054] In this embodiment, the researchers set a heat exchanger 230 in the main line 200, and the heat exchanger 230 is located at the rear of the output end of the drive module 300. The advantage of this design is that the coolant after heat absorption and cooling can be directly transported to the drive motor 710, the transmission box 720 and the generator 730, so as to more effectively cool the drive motor 710, the transmission box 720 and the generator 730. Among them, the heat exchanger 230 can be a plate heat exchanger.

[0055] The present application also proposes a car, wherein the car may include the above-mentioned vehicle cooling system.

[0056] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0057] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the utility model patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A vehicle cooling system, characterized in that: The vehicle cooling system comprises: A liquid storage tank (100), wherein the liquid storage tank (100) stores a cooling liquid; A main line (200), wherein a circulation loop is formed between the main line (200) and the liquid storage tank (100), the main line (200) is provided with a driving module (300), the driving module (300) comprises a first working mode, a second working mode and a third working mode, the output power of the third working mode being greater than the output power of the first working mode and the power of the second working mode; a first branch pipeline (400), the first branch pipeline (400) being used to communicate with a cooling channel of a drive motor (710), the two ends of the first branch pipeline (400) being respectively communicated with the main pipeline (200), the first branch pipeline (400) being provided with a first control valve (410), the first control valve (410) controlling the coolant in the main pipeline (200) to enter the first branch pipeline (400); a second branch pipeline (500), the second branch pipeline (500) being used to communicate with a cooling channel of a transmission box (720), and both ends of the second branch pipeline (500) being respectively communicated with the main pipeline (200); a third branch pipeline (600), the third branch pipeline (600) being in communication with a cooling channel of the generator (730), both ends of the third branch pipeline (600) being in communication with the main pipeline (200), the third branch pipeline (600) being provided with a second control valve (610), the second control valve (610) controlling the coolant in the main pipeline (200) to enter the second branch pipeline (500); A control module, wherein the control module is electrically connected to the drive module (300), the drive motor (710), the first control valve (410), the generator (730) and the second control valve (610), and the control module switches the working mode of the drive module (300) and controls the opening and closing of the first control valve (410) and the second control valve (610) according to the working states of the drive motor (710) and the generator (730).

2. The vehicle cooling system according to claim 1, characterized in that: The driving module (300) comprises a first driving element (310) and a second driving element (320); when the first driving element (310) is working, it corresponds to the first working mode of the driving module (300); when the second driving element (320) is working, it corresponds to the second working mode of the driving module (300); when the first driving element (310) and the second driving element (320) are working simultaneously, they correspond to the third working mode of the driving module (300).

3. The vehicle cooling system according to claim 2, characterized in that: The first driving element (310) is a mechanical pump, and the second driving element (320) is an electronic pump.

4. The vehicle cooling system according to claim 3, characterized in that: The output end of the mechanical pump is also connected to a first filter (210), and the first filter (210) is used to filter the coolant output by the mechanical pump.

5. The vehicle cooling system according to claim 1, characterized in that: The first control valve (410) and the second control valve (610) are both solenoid valves.

6. The vehicle cooling system according to claim 1, characterized in that: The main pipe (200) is further provided with a second filter (220) in front of the input end of the driving module (300), and the second filter (220) is used to filter the coolant, and the filtered coolant enters the driving module (300).

7. The vehicle cooling system according to claim 1, characterized in that: The main pipeline (200) is also provided with a heat exchanger (230), and the heat exchanger (230) is located at the rear of the output end of the driving module (300). The heat exchanger (230) is used to cool down the coolant output by the driving module (300).

8. The vehicle cooling system according to claim 7, characterized in that: The heat exchanger (230) is a plate heat exchanger.

9. The vehicle cooling system according to claim 1, characterized in that: The control module is an engine control unit.

10. An automobile, characterized in that: The automobile comprises a vehicle cooling system as claimed in any one of claims 1 to 9.

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