Liquid cooling source system

Abstract

The utility model discloses a liquid cooling source system which comprises a cooling liquid loop, a refrigerant loop and an engine, and the cooling liquid loop is provided with a liquid pump for driving cooling liquid to circulate and a cooling fan for cooling the cooling liquid; the refrigerant loop is provided with a compressor for driving a refrigerant to circulate and an evaporator for cooling a cooling liquid; the engine provides operation power for the cooling liquid loop and the refrigerant loop, the engine is connected with an accelerator control motor for adjusting the accelerator gear of the engine, a gearbox for adjusting the rotating speed is connected between the engine and the compressor and / or the cooling fan, and the compressor and / or the cooling fan are / is connected to an output shaft of the gearbox through a clutch. The engine is used for directly driving the cooling liquid loop and the refrigerant loop, independent work is achieved, and an extra power supply vehicle does not need to be arranged.

Description

Technical Field

[0001] The utility model relates to the technical field of cooling systems, in particular to a liquid cooling source system directly driven by an engine. Background Art

[0002] In a vehicle environment, the liquid cooling source system is favored for its efficient heat dissipation ability. However, the stable operation of this system often depends on an additional power supply vehicle. This is mainly because although the vehicle battery system can meet the basic operation needs of the vehicle, it often falls short when faced with auxiliary devices such as the liquid cooling source system that consume high energy. To ensure that the liquid cooling source system can continuously and stably provide a cooling effect without being affected by the fluctuations in the vehicle battery power, it becomes necessary to additionally configure a power supply vehicle.

[0003] To achieve external power supply, the power supply vehicle and the liquid cooling source system need to be closely connected through a carefully designed cable system. These cables not only have high electrical conductivity to ensure efficient and stable power transmission but also undergo strict safety protection treatments to guard against vibrations, abrasions, and potential safety hazards during vehicle operation. Through this physical connection, the power supply vehicle can stably supply electrical energy to the liquid cooling source system, enabling it to maintain the best working state at all times and providing effective cooling support for the key components of the vehicle.

[0004] However, although the external power supply scheme provides strong guarantee for the stable operation of the liquid cooling source system, there are also some defects that cannot be ignored. First, the additional power supply vehicle increases the overall size and weight of the vehicle, which may have a certain impact on the vehicle's maneuverability and fuel economy. Second, the existence of cable connections increases the complexity and maintenance difficulty of the system. Once the cables are damaged or the connections are poor, it will directly affect the normal operation of the liquid cooling source system. In addition, relying on an external power supply also means that in certain situations (such as the failure or power exhaustion of the power supply vehicle), the liquid cooling source system may face the risk of power outage, thereby affecting the overall performance and safety of the vehicle.

[0005] Therefore, how to design a liquid cooling source system directly driven by an engine is a technical problem urgently to be solved in the industry. Summary of the Utility Model

[0006] In order to solve the defects existing in the prior art of driving the liquid cooling source system through external power supply, the utility model proposes a liquid cooling source system that directly drives the coolant circuit and the refrigerant circuit by an engine to achieve independent operation without the need to additionally configure a power supply vehicle.

[0007] The technical solution adopted by the present utility model is to design a liquid cooling source system, including: a coolant circuit, a refrigerant circuit, and an engine. The coolant circuit has a liquid pump for driving the circulation of the coolant and a cooling fan for cooling the coolant; the refrigerant circuit has a compressor for driving the circulation of the refrigerant and an evaporator for cooling the coolant; the engine provides operating power for the coolant circuit and the refrigerant circuit.

[0008] Furthermore, the engine is connected with a throttle control motor for adjusting its throttle position, and a gearbox for adjusting the rotational speed is connected between the engine and the compressor and / or the cooling fan.

[0009] Furthermore, the compressor and / or the cooling fan are connected to the output shaft of the gearbox through a clutch.

[0010] Furthermore, the gearbox is installed at the compressor, the output shaft of the gearbox is directly connected to the clutch of the compressor, and the output shaft of the gearbox is connected to the clutch of the cooling fan through a driven transmission component.

[0011] Furthermore, the output shaft of the engine is directly connected to the liquid pump, and the output shaft of the engine is connected to the input shaft of the gearbox through a driving transmission component.

[0012] Furthermore, the liquid cooling source system further includes: an ambient temperature sensor for detecting the external ambient temperature, and a controller for receiving the external ambient temperature, and the clutch is controlled by the controller.

[0013] Furthermore, the liquid cooling source system further includes: a liquid temperature sensor for detecting the temperature difference between the inlet and outlet of the liquid pump, and a controller for receiving the temperature difference between the inlet and outlet of the liquid pump, and the throttle control motor and / or the gearbox are controlled by the controller.

[0014] Furthermore, the liquid cooling source system further includes: a hot water tank that can be switched to be connected to or disconnected from the coolant circuit, and the hot water tank is used to raise the temperature of the coolant in the coolant circuit.

[0015] Furthermore, the liquid cooling source system further includes: a backup motor, and the output shafts of the backup motor and the engine are connected to a gear commutator, and the engine or the backup motor is switched through the gear commutator to provide operating power for the coolant circuit and the refrigerant circuit.

[0016] In some embodiments, the liquid cooling source system is a vehicle-mounted liquid cooling source system.

[0017] Compared with the prior art, the present utility model has at least one of the following beneficial effects:

[0018] 1. By directly driving the coolant circuit and the refrigerant circuit with the engine, independent operation is achieved, without the need to additionally configure a power supply vehicle. The engine output kinetic energy is directly converted into mechanical energy, and the direct drive mode reduces the electric energy conversion link and improves the energy utilization efficiency;

[0019] 2. Adjust the throttle position of the engine by controlling the motor through the throttle, so as to adjust the output capacity of the engine. Adjust the rotational speeds of the compressor and the fan through the gearbox to improve the control accuracy of the liquid cooling source system.

[0020] 3. Design an ambient temperature sensor. The controller can control the clutch according to the external ambient temperature to reasonably switch the heat dissipation mode of the liquid cooling source system and achieve energy-saving operation.

[0021] 4. Design a liquid temperature sensor. The controller can control the output capacity of the engine and the rotational speeds of the compressor and the fan according to the temperature difference between the inlet and outlet of the liquid pump to achieve precise temperature control.

[0022] 5. Design a hot water tank. Use the hot water tank for heat compensation to prevent the coolant temperature from dropping suddenly and avoid damage to components caused by condensation due to excessive temperature difference. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present utility model will be described in detail below in conjunction with the embodiments and the drawings, where:

[0024] Figure 1 is a connection schematic diagram of the liquid cooling source system of the present utility model;

[0025] Figure 2 is a front connection schematic diagram of the engine and the driven components of the present utility model;

[0026] Figure 3 is a side connection schematic diagram of the engine and the driven components of the present utility model;

[0027] Figure 4 is a three-dimensional connection schematic diagram of the engine and the driven components of the present utility model;

[0028] BRIEF DESCRIPTION OF THE DRAWINGS: 1. Coolant circuit; 11. Liquid pump; 12. Cooling fan; 2. Refrigerant circuit; 21. Compressor; 22. Evaporator; 3. Engine; 4. Gearbox; 5. Throttle control motor; 6. Fan clutch; 7. Active transmission component; 8. Driven transmission component. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0029] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present utility model clearer, the present utility model will be further described in detail below in conjunction with the drawings and the embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0030] As Figure 1 、 2As shown, the liquid cooling source system proposed by the present utility model includes: a coolant circuit 1, a refrigerant circuit 2, and an engine 3. The engine 3 provides the operating power for the coolant circuit 1 and the refrigerant circuit 2. That is, the engine 3 provides the power for the coolant to circulate in the coolant circuit 1, and the engine 3 also provides the power for the refrigerant to circulate in the refrigerant circuit 2.

[0031] Specifically, the coolant circuit 1 has a liquid pump 11 that drives the coolant to circulate and a cooling fan 12 that cools the coolant. The engine 3 provides the power to make the liquid pump 11 rotate and work. The rotation of the liquid pump 11 drives the coolant in the coolant circuit 1 to circulate. The coolant circuit 1 also has a heat exchange pipe section that cooperates with the cooling fan 12 for heat dissipation. The cooling fan 12 rotates and works to drive the air to contact and exchange heat with the heat exchange pipe section, taking away the heat of the coolant, thereby realizing the cooling of the coolant. The heat exchange pipe section is preferably in the form of a coil to increase the contact area with the air and improve the heat exchange efficiency.

[0032] The refrigerant circuit 2 has a compressor 21 that drives the refrigerant to circulate and an evaporator 22 that cools the coolant. The engine 3 provides the power to make the compressor 21 rotate and work. The rotation of the compressor 21 drives the refrigerant in the refrigerant circuit 2 to circulate. The evaporator 22 usually adopts a plate heat exchanger with two sets of heat exchange pipes. One set of heat exchange pipes in the plate heat exchanger is connected to the coolant circuit 1, and the other set of heat exchange pipes is connected to the refrigerant circuit 2. The refrigerant and the coolant exchange heat in the plate heat exchanger, thereby realizing the cooling of the coolant.

[0033] The present utility model uses the engine 3 to directly drive the coolant circuit 1 and the refrigerant circuit 2, realizing independent operation without external power supply. It directly converts the output kinetic energy of the engine 3 into mechanical energy. The direct drive mode reduces the electric energy conversion link and improves the energy utilization efficiency.

[0034] It should be understood that for the scenario where the coolant circuit 1 and the refrigerant circuit 2 are configured with fans, the liquid pump 11, the compressor 21, and the fans are all driven components that require a power source. To achieve the completely independent operation of the liquid cooling source system, a mechanical transmission structure can be designed between the engine 3 and the driven components, and the engine 3 provides the power to make the liquid pump 11, the compressor 21, and the fans work.

[0035] As Figures 2 to 4 shown, in some feasible embodiments of the present utility model, the engine 3 is connected with a throttle control motor 5 for adjusting its throttle position. A gearbox 4 for adjusting the rotational speed is connected between the engine 3 and the compressor 21 and / or the cooling fan 12. In the application scenario where both the compressor 21 and the cooling fan 12 require variable speed control, both the compressor 21 and the cooling fan 12 are connected to the engine 3 through the gearbox.

[0036] The advantage of this design is to adjust the throttle position of the engine 3 by controlling the motor 5 through the throttle, so as to adjust the output capacity of the engine 3, and to adjust the rotational speeds of the compressor 21 and the cooling fan 12 through the transmission 4, effectively improving the control accuracy of the liquid cooling source system.

[0037] In some feasible embodiments of the present invention, the compressor 21 and / or the cooling fan 12 are connected to the output shaft of the transmission 4 through a clutch. In an application scenario where only the compressor 21 needs to be switched on and off, the compressor 21 is designed with a clutch. In an application scenario where only the cooling fan 12 needs to be switched on and off, the cooling fan 12 is designed with a clutch. In an application scenario where both the compressor 21 and the cooling fan 12 need to be independently switched on and off, the compressor 21 and the cooling fan 12 are each designed with a clutch.

[0038] For the sake of distinction, the clutch of the compressor 21 is called the compressor clutch, and the clutch of the cooling fan 12 is called the fan clutch 6. When the compressor clutch connects the compressor 21 and the transmission 4, the compressor 21 starts. When the compressor clutch disconnects the compressor 21 and the transmission 4, the compressor 21 stops. Similarly, when the fan clutch 6 connects the cooling fan 12 and the transmission 4, the cooling fan 12 starts. When the fan clutch 6 disconnects the cooling fan 12 and the transmission 4, the cooling fan 12 stops. When the compressor 21 starts, the liquid cooling source system enters the pressure cooling mode. When the compressor 21 stops and the cooling fan 12 starts, the liquid cooling source system enters the normal cooling mode.

[0039] It should be understood that in the pressure cooling mode, the cooling fan 12 can be turned on or off according to the outdoor ambient temperature. When the outdoor ambient temperature is lower than the coolant demand temperature, the cooling fan 12 can be turned on to assist in cooling the coolant. When the outdoor ambient temperature is higher than the coolant demand temperature, the cooling fan 12 can be turned off to reduce the refrigeration load of the refrigerant circuit.

[0040] The present invention uses a clutch to connect the transmission 4 and the driven components (such as the compressor and the fan), enabling the liquid cooling source system to flexibly switch between different cooling modes to better match the usage requirements and achieve energy-saving operation.

[0041] Such as Figures 2 to 4As shown, in some feasible embodiments of the present utility model, the transmission 4 is installed at the compressor 21. The output shaft of the transmission 4 is directly connected to the clutch of the compressor 21, and the output shaft of the transmission 4 is connected to the clutch of the cooling fan 12 through the driven transmission assembly 8. The advantage of this design is that since the transmission 4 is directly connected to the clutch of the compressor 21, the shifting operation of the transmission 4 can be transmitted to the compressor 21 faster, improving the response speed of the compressor 21 to the power demand. The output shaft of the transmission 4 is also connected to the clutch of the cooling fan 12 through the driven transmission assembly 8, so that the rotation speed of the cooling fan 12 can be adjusted synchronously with the compressor 21 to improve the temperature control efficiency.

[0042] As Figures 2 to 4 shown, in some feasible embodiments of the present utility model, the output shaft of the engine 3 is directly connected to the liquid pump 11, and the output shaft of the engine 3 is connected to the input shaft of the transmission 4 through the driving transmission assembly 7. The advantage of this design is that by directly connecting the output shaft of the engine 3 to the liquid pump 11, the power loss during transmission is reduced, the energy conversion efficiency is improved, and the continuous and stable operation of the coolant circuit is ensured. Then, the power is transmitted to the transmission 4 through the driving transmission assembly 7, enabling the same engine 3 to provide operating power for the driven components such as the liquid pump 11 and the compressor 21, with a more compact structure and lower installation and maintenance costs.

[0043] It should be understood that both the driving transmission assembly 7 and the driven transmission assembly 8 can adopt common mechanical transmission structures, which can be gears, belt pulleys, flywheel disc couplings, etc., connecting the output shaft of the engine 3 and the input shaft of the driven component through the mechanical transmission structure. Of course, in order to improve the control flexibility, a clutch can also be designed on the input shaft of the driven component to effectively control the on-off of the power transmission.

[0044] In some feasible embodiments of the present utility model, the liquid cooling source system further includes: an ambient temperature sensor for detecting the external ambient temperature, and a controller for receiving the external ambient temperature. The clutch is controlled by the controller, and the controller switches the on-off state of the clutch according to the external ambient temperature, thereby realizing the start and stop control of the driven component.

[0045] For example, when the outdoor ambient temperature > the preset temperature value (the preset temperature value can be adjusted according to actual usage needs, generally set to 14 ± 2 °C), the compressor 21 is turned on, and the liquid cooling source system enters the compression cooling mode; when the outdoor ambient temperature ≤ the preset temperature value, the compressor 21 is turned off, and the liquid cooling source system enters the normal cooling mode, with the cooling fan 12 for heat dissipation.

[0046] The advantage of this design is that the controller can control the clutch according to the external ambient temperature to reasonably switch the heat dissipation mode of the liquid cooling source system and achieve energy-saving operation. It should be understood that the clutch here usually refers to an electric clutch, and the electric clutch includes but is not limited to an electromagnetic clutch.

[0047] In some feasible embodiments of the present utility model, the liquid cooling source system further includes: a liquid temperature sensor for detecting the temperature difference between the inlet and outlet of the liquid pump, and a controller for receiving the temperature difference between the inlet and outlet of the liquid pump. The throttle control motor 5 and / or the gearbox 4 are controlled by the controller. The advantage of this design is that the output capacity of the engine 3 can be adjusted by the throttle control motor 5, thereby adjusting the rotational speed of the liquid pump 11. Also, the rotational speeds of the compressor 21 and the cooling fan 12 can be adjusted by the gearbox 4, thereby adjusting the refrigerating capacity and enabling precise temperature control of the system.

[0048] For example, in the compression cooling mode, the compressor 21 is turned on and the cooling fan 12 is turned on. The temperature difference between the inlet and outlet of the liquid pump is denoted as △T. The following is the control logic of the engine 3 and the gearbox 4 in the compression cooling mode.

[0049] When △T ≥ the first preset temperature difference value (the first preset temperature difference value can be adjusted according to actual usage needs, generally set to 20 ± 2 °C), the flow rate s of the liquid pump 11 is detected, and the specific heat capacity Q of the coolant is measured. The product of the specific heat capacity Q and the flow rate s is calculated to obtain the refrigerating capacity, and the coefficient of performance X is calculated. According to the coefficient of performance X, the corresponding throttle position is obtained from the pre-established first correspondence relationship, and then the output capacity of the engine 3 is adjusted through the throttle control motor 5.

[0050] When the second preset temperature value ≤ △T < the first preset temperature difference value, the flow rate s of the liquid pump 11 is detected, and the specific heat capacity Q of the coolant is measured. The product of the specific heat capacity Q and the flow rate s is calculated to obtain the refrigerating capacity, and the coefficient of performance X is calculated.

[0051] According to the coefficient of performance X, the corresponding gearbox gear is obtained from the pre-established second correspondence relationship, and then the rotational speeds of the compressor 21 and the cooling fan 12 are adjusted through the gearbox 4.

[0052] In the constant cooling mode, the compressor 21 is stopped and the cooling fan 12 is turned on. The temperature difference between the inlet and outlet of the liquid pump is denoted as △T. The following is the control logic of the engine 3 and the gearbox 4 in the constant cooling mode.

[0053] When △T ≥ the first preset temperature difference value (the first preset temperature difference value can be adjusted according to actual usage needs, generally set to 20 ± 2 °C), the flow rate s of the liquid pump 11 is detected, and the specific heat capacity Q of the coolant is measured. The product of the specific heat capacity Q and the flow rate s is calculated to obtain the refrigerating capacity, and the coefficient of performance X is calculated. According to the coefficient of performance X, the corresponding throttle position is obtained from the pre-established first correspondence relationship, and then the output capacity of the engine 3 is adjusted through the throttle control motor 5.

[0054] When the second preset temperature value ≤ △T < the first preset temperature difference value, detect the flow rate s of the liquid pump 11 and the specific heat capacity Q of the coolant, calculate the product of the specific heat capacity Q and the flow rate s to obtain the cooling capacity, and calculate the coefficient of performance X.

[0055] Obtain the corresponding gear position of the gearbox according to the coefficient of performance X from the pre-established third comparison relationship, and then adjust the rotation speed of the cooling fan 12 through the gearbox 4.

[0056] It should be understood that the above comparison relationships can be obtained by pre-statistical analysis of experimental data. The first comparison relationship is the comparison relationship between the coefficient of performance X and the throttle position V, and different intervals (X1, X2, X3...) correspond to different positions (V1, V2, V3...). The second comparison relationship is the comparison relationship between the coefficient of performance X and the rotation speed T of the compressor and the rotation speed R of the cooling fan, and different intervals (X 11 、X 12 、X 13 ...) correspond to different rotation speeds (R1 / T1, R2 / T2, R3 / T3...). The third comparison relationship is the comparison relationship between the coefficient of performance X and the rotation speed R of the cooling fan, and different intervals (X 21 、X 22 、X 23 ...) correspond to different rotation speeds (R1, R2, R3...).

[0057] In some embodiments of the present invention, the liquid cooling source system further includes: a hot water tank that can be switched to connect to or disconnect from the coolant circuit 1, and the hot water tank is used to increase the temperature of the coolant in the coolant circuit 1. The advantage of designing the hot water tank is that it can perform thermal compensation on the coolant circuit 1 to prevent the coolant temperature from dropping suddenly, thereby avoiding device damage caused by excessive temperature difference and condensation. In actual application, a hot water valve can also be designed at the outlet of the hot water tank, and the supply amount of the hot water tank can be controlled by adjusting the opening degree of the hot water valve to improve the control accuracy of thermal compensation.

[0058] For example, in the compression cooling mode, the compressor 21 is turned on and the cooling fan 12 is turned on. The temperature difference between the inlet and outlet of the liquid pump is called △T. The following is the control logic of the hot water tank in the compression cooling mode.

[0059] When △T < the second preset temperature difference value, it indicates that the load of the coolant circuit 1 may suddenly reduce the power, resulting in a sudden drop in the temperature on the inlet side of the liquid pump. At this time, the hot water tank can be connected to perform thermal compensation on the coolant to effectively protect the device.

[0060] In the constant cooling mode, the compressor 21 is stopped and the cooling fan 12 is turned on. The temperature difference between the inlet and outlet of the liquid pump is called △T. The following is the control logic of the hot water tank in the constant cooling mode.

[0061] When △T < the second preset temperature difference value, it indicates that the load of the coolant circuit 1 may suddenly reduce power, resulting in a sudden drop in the temperature on the inlet side of the liquid pump. At this time, the hot water tank can be connected to thermally compensate the coolant and effectively protect the device.

[0062] In some embodiments of the present invention, the liquid cooling source system further includes: a standby electric motor, which is connected to the output shaft of the engine 3 on a gear commutator. The engine 3 or the standby electric motor is switched through the gear commutator to provide operating power for the coolant circuit 1 and the refrigerant circuit 2. Based on some of the above-mentioned embodiments, the output shaft of the gear commutator is directly connected to the liquid pump 11, and the output shaft of the gear commutator is connected to the input shaft of the gearbox 4 through the active transmission assembly 7.

[0063] The advantage of this design is that when the engine 3 cannot work due to insufficient fuel or abnormal conditions, the power source is changed to the standby electric motor, and the coolant circuit 1 and the refrigerant circuit 2 are driven by the standby electric motor, improving the stability and reliability of the liquid cooling source system.

[0064] For example, when the liquid cooling source system needs to be started, the following is the control logic of the engine 3 and the standby electric motor.

[0065] Detect whether the fuel supplied to the engine is sufficient. If so, start the engine and drive the coolant circuit and the refrigerant circuit by the engine. If not, start the standby electric motor and drive the coolant circuit and the refrigerant circuit by the standby electric motor.

[0066] It should be noted that the liquid cooling source system proposed by the present invention is particularly applicable to the vehicle-mounted environment, that is, the liquid cooling source system is an independent vehicle-mounted liquid cooling source system, which uses the vehicle engine to directly drive the coolant circuit and the refrigerant circuit to achieve independent operation without the need for an additional power supply vehicle.

[0067] The engine 3 mentioned above includes but is not limited to diesel engines, and the throttle control motor 5 includes but is not limited to stepper motors. In addition, the coolant mentioned above can be water, or other media can be selected according to actual needs, and the present invention does not make special restrictions on this.

[0068] It should be noted that the terms used above are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. When the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof. The execution order of actions, steps, etc. in the devices and methods shown in the specification and drawings can be implemented in any order as long as there is no specific explicit order limitation and the output of the previous process is not used in the subsequent process. The similar sequential terms used for convenience of description do not mean that they must be implemented in such an order.

[0069] Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, such technologies, methods, and devices should be regarded as part of the authorization specification. In all examples shown and discussed herein, any specific values should be construed as merely exemplary and not as a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that like reference numerals and letters denote like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

[0070] The foregoing is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. Liquid cooling source system, characterized in that: include: A coolant circuit, the coolant circuit having a liquid pump for driving the coolant circulation and a heat dissipation fan for cooling the coolant; A refrigerant circuit, the refrigerant circuit having a compressor for driving the refrigerant circulation and an evaporator for supplying cold to the coolant; An engine provides operating power to the coolant circuit and the refrigerant circuit.

2. The liquid cooling source system according to claim 1, characterized in that: The engine is connected to a throttle control motor for adjusting the throttle position thereof, and a gearbox for adjusting the rotation speed is connected between the engine and the compressor and / or the cooling fan.

3. The liquid cooling source system according to claim 2, characterized in that: The compressor and / or the cooling fan are connected to the output shaft of the gearbox via a clutch.

4. The liquid cooling source system according to claim 3, characterized in that: The gearbox is installed at the compressor, and the output shaft of the gearbox is directly connected to the clutch of the compressor. The output shaft of the gearbox is connected to the clutch of the cooling fan through a driven transmission component.

5. The liquid cooling source system according to claim 2, characterized in that: The output shaft of the engine is directly connected to the liquid pump, and the output shaft of the engine is connected to the input shaft of the gearbox through an active transmission component.

6. The liquid cooling source system according to claim 4, characterized in that: Also includes: An ambient temperature sensor for detecting an external ambient temperature, and a controller receiving the external ambient temperature, wherein the clutch is controlled by the controller.

7. The liquid cooling source system according to claim 5, characterized in that: Also includes: A liquid temperature sensor for detecting the temperature difference between the inlet and outlet of the liquid pump, and a controller for receiving the temperature difference between the inlet and outlet of the liquid pump, wherein the throttle control motor and / or the gearbox are controlled by the controller.

8. The liquid cooling source system according to claim 1, characterized in that: Also includes: A hot water tank capable of being switched in or out of the coolant circuit, the hot water tank being used to increase the coolant temperature of the coolant circuit.

9. The liquid cooling source system according to claim 1, characterized in that: Also includes: A backup motor, wherein the output shafts of the backup motor and the engine are connected to a gear commutator, and the gear commutator is used to switch the engine or the backup motor to provide operating power to the coolant circuit and the refrigerant circuit.

10. The liquid cooling source system according to any one of claims 1 to 9, characterized in that: The liquid cooling source system is a vehicle-mounted liquid cooling source system.

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