Air cooling heat dissipation system and vehicle

Abstract

The utility model discloses an air-cooling heat dissipation system and a vehicle. The air-cooling heat dissipation system comprises a vehicle body, a heat dissipation device and a heat dissipation device, the ventilation pipeline is arranged on the automobile body in a front-back extending mode, and an airflow channel is formed in the ventilation pipeline and communicates with the external environment; the radiator is arranged in the airflow channel; and the heat dissipation fan assembly is arranged in front of the heat dissipation device, and the heat dissipation fan assembly comprises fan blades and a motor generator. Therefore, the radiator is arranged in the airflow channel communicated with the external environment, and the fan blades and the motor generator are arranged in front of the radiator, so that when the vehicle runs windward, wind in the external environment can enter the airflow channel to dissipate heat of the radiator, and the fan blades can be driven to rotate so as to drive the motor generator to rotate and generate electricity; therefore, windward kinetic energy can be converted into electric energy, and the energy utilization rate can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to an air cooling and heat dissipation system and a vehicle. Background Art

[0002] As an auxiliary system, the cooling system plays a crucial role in supporting the normal operation of the vehicle. Typically, electronic fans are used for cooling fans, with engine-driven fans employed in vehicles with engines, such as hybrid vehicles. Currently, electronic fans are mostly low-voltage (24V or 12V) driven, with high-voltage fans (such as 400V or 600V) being the future development direction.

[0003] In related technologies, both low-voltage driven fans and high-voltage driven fans are power-consuming devices. Driving the fans will cause the battery power to decrease and even affect the endurance of the electric vehicle. During driving, the vehicle will be affected by air resistance and generate headwind kinetic energy. How to utilize headwind kinetic energy is an issue that needs to be solved urgently. Utility Model Content

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes an air-cooling and heat dissipation system, which can improve energy utilization.

[0005] The utility model further provides a vehicle.

[0006] According to an embodiment of the present invention, the air-cooled heat dissipation system includes: a vehicle body; a ventilation duct, which is arranged on the vehicle body so as to extend frontward and rearward, and an air flow channel is provided inside the ventilation duct, and the air flow channel is connected to the external environment; a radiator, which is arranged in the air flow channel; a heat dissipation fan assembly, which is arranged in front of the radiator, and the heat dissipation fan assembly includes fan blades and an electric generator.

[0007] Therefore, by setting the radiator in an air flow channel connected to the external environment, and providing fan blades and an electric generator in front of the radiator, when the vehicle is traveling against the wind, not only can the wind from the external environment enter the air flow channel to dissipate heat from the radiator, but the fan blades can also be driven to rotate, thereby driving the electric generator to rotate and generate electricity, thereby converting the wind's kinetic energy into electrical energy and improving energy utilization.

[0008] According to some embodiments of the present invention, a tail hatch corresponding to the ventilation duct is provided on the rear side of the vehicle body, the tail hatch is located behind the ventilation duct, and a gap is provided between the rear end of the ventilation duct and the tail hatch.

[0009] According to some embodiments of the present invention, the front end of the vehicle body is provided with an active air intake grille corresponding to the ventilation duct, the active air intake grille is located in front of the ventilation duct, and the fan blades are located between the front end of the ventilation duct and the active air intake grille.

[0010] According to some embodiments of the present invention, the air flow channel includes a first channel section and a second channel section, the front end of the first channel section corresponds to the active air intake grille, the radiator is arranged in the first channel section, the front end of the second channel section is connected to the rear end of the first channel section, the rear end of the second channel section corresponds to the tail hatch, and the pipe diameter of the second channel section is smaller than the pipe diameter of the first channel section.

[0011] According to some embodiments of the present invention, the air flow channel further includes a transition channel section, which is connected between the first channel section and the second channel section, and the diameter of the transition channel section gradually decreases from front to back.

[0012] According to some embodiments of the present invention, the vehicle body includes a cockpit, and the ventilation duct is located at the lower part of the cockpit and in the middle of the cockpit in the left and right directions.

[0013] According to some embodiments of the present invention, the tail door is slidably disposed on the rear side of the vehicle body, and the tail door is connected to a door drive mechanism via a transmission mechanism, and the door drive mechanism includes a stepping motor.

[0014] According to some embodiments of the present invention, the air-cooling heat dissipation system further includes a motor controller, the motor controller is electrically connected to the electric generator, the motor controller is electrically connected to a battery, and the battery is integrated with a battery management system.

[0015] According to some embodiments of the present invention, the air-cooling heat dissipation system further includes a vehicle controller, which is electrically connected to the motor controller, the battery, the active air intake grille, and the stepper motor respectively.

[0016] The vehicle according to the present invention includes the air-cooling and heat dissipation system described above.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description and will become apparent from the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a partial schematic diagram of a vehicle according to an embodiment of the present utility model;

[0020] Figure 2 is a partial schematic diagram of a vehicle in another direction according to an embodiment of the present utility model;

[0021] Figure 3 is a partial connection diagram of a vehicle when the active air intake grille and the tailgate are both closed according to an embodiment of the present invention;

[0022] Figure 4 is a partial connection diagram of a vehicle with the active air intake grille opened and the tailgate closed according to an embodiment of the present invention;

[0023] Figure 5 is a partial connection diagram of a vehicle when the active air intake grille and the tailgate are both opened according to an embodiment of the present utility model;

[0024] Figure 6 It is a partial schematic diagram of a vehicle according to an embodiment of the present utility model.

[0025] Reference numerals:

[0026] 1000, vehicle;

[0027] 100. Air cooling system;

[0028] 10. Body; 11. Active air intake grille; 12. Cockpit;

[0029] 20. Ventilation duct; 21. Air flow channel; 211. First channel section; 212. Second channel section; 213. Transition channel section;

[0030] 30. Cooling fan assembly; 31. Fan blades; 32. Electric generator;

[0031] 40. Tail hatch;

[0032] 50. Radiator; 60. Motor controller; 70. Battery; 90. Vehicle controller; 110. Power supply line; 120. Signal line; 130. Active air intake grille drive mechanism; 140. Hatch door drive mechanism. DETAILED DESCRIPTION

[0033] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0034] Reference below Figures 1-6 An air cooling and heat dissipation system 100 according to an embodiment of the present invention is described. The air cooling and heat dissipation system 100 can be applied to a vehicle 1000 .

[0035] Combine Figure 3-Figure 6 As shown, an air-cooling heat dissipation system 100 according to an embodiment of the present invention may primarily include: a vehicle body 10, a ventilation duct 20, a radiator 50, and a heat dissipation blower assembly 30. The ventilation duct 20 is disposed on the vehicle body 10 in a forward-backward extending manner. An airflow channel 21 is disposed within the ventilation duct 20, communicating with the external environment. Specifically, the ventilation duct 20 may define the airflow channel 21, thereby restricting air flow within the vehicle body 10 in a forward-backward direction.

[0036] Furthermore, wind from the external environment can enter the airflow channel 21. Thus, when the vehicle 100 is moving and generates kinetic energy against the wind, air can flow into the ventilation duct 20 and along the airflow channel 21. The wind flowing out of the airflow channel 21 can flow toward the rear of the vehicle body 10 and then dissipate in the surrounding area. The radiator 50 is located within the airflow channel 21. Therefore, when wind flows within the airflow channel 21, it can flow over the surface of the radiator 50, thereby increasing the air flow rate around the radiator 50.

[0037] Furthermore, the heat dissipation fan assembly 30 is located in front of the radiator 50 and includes fan blades 31 and an electric generator 32. Specifically, in an embodiment of the present invention, the shaft of the fan blades 31 is connected to the rotor of the electric generator 32, allowing force to be transmitted between the fan blades 31 and the electric generator 32. This not only allows the electric generator 32 to drive the fan blades 31 to rotate, but also allows the fan blades 31 to drive the electric generator 32 to rotate. When the electric generator 32 drives the fan blades 31 to rotate, the heat dissipation fan assembly 30 becomes a power-consuming component, and the fan blades 31 can blow air backward. When the fan blades 31 drive the electric generator 32 to rotate, the electric generator 32 can rotate to generate electricity, and the heat dissipation fan assembly 30 becomes a recycling component.

[0038] Therefore, the embodiment of the utility model sets the radiator 50 in the air flow channel 21 connected to the external environment, and the fan blades 31 and the electric generator 32 are provided in front of the radiator 50. In this way, when the vehicle 100 is traveling against the wind, not only can the wind from the external environment enter the air flow channel 21 to dissipate heat to the radiator 50, but the fan blades 31 can also be driven to rotate, thereby driving the electric generator 32 to rotate and generate electricity, thereby converting the kinetic energy of the wind into electrical energy, thereby improving energy utilization.

[0039] Combine Figures 1-6As shown, a tail hatch 40 is provided on the rear side of the vehicle body 10, corresponding to the ventilation duct 20. The tail hatch 40 is located behind the ventilation duct 20, and a gap is provided between the rear end of the ventilation duct 20 and the tail hatch 40. Specifically, the rear end of the ventilation duct 20 corresponds to the tail hatch 40 on the rear side of the vehicle body 10. This allows air entering the airflow channel 21 to flow along the ventilation duct 20 toward the rear of the vehicle body 10 and directly toward the tail hatch 40. The air in the airflow channel 21 can then flow out through the gap between the rear end of the ventilation duct 20 and the tail hatch 40 and dissipate to the surrounding area. This ensures air circulation within the ventilation duct 20 and allows heat from the radiator 50 to dissipate.

[0040] Combine Figures 1-6 As shown, the front end of the vehicle body 10 is provided with an active air intake grille 11 corresponding to the ventilation duct 20. The active air intake grille 11 is located in front of the ventilation duct 20, and the fan blades 31 are located between the front end of the ventilation duct 20 and the active air intake grille 11. Specifically, the active air intake grille 11 is provided on the vehicle body 10 to ensure its structural reliability. The active air intake grille 11 is located in front of the ventilation duct 20 and corresponds to the front end of the ventilation duct 20. Therefore, when the vehicle 100 is driving and generating kinetic energy against the wind, airflow from the external environment can flow through the active air intake grille 11 to the ventilation duct 20, allowing wind to enter the airflow channel 21 and flow.

[0041] Furthermore, in an embodiment of the present invention, the heat dissipation fan assembly 30 is arranged between the front end of the ventilation duct 20 and the active air intake grille 11, that is, the fan blades 31 are located between the front end of the ventilation duct 20 and the active air intake grille 11. In this way, when the wind from the external environment enters the vehicle body 10 through the active air intake grille 11, the wind can blow directly to the fan blades 31 to drive the fan blades 31 to rotate, and then the fan blades 31 can drive the electric generator 32 to rotate to convert the windward kinetic energy into electrical energy, thereby enabling energy recovery and improving capacity utilization.

[0042] In the embodiment of the present invention, considering the wind resistance and air intake experienced by the vehicle 100 during driving, a gap is provided between the active air intake grille 11 and the front end of the ventilation duct 20. This allows air from the external environment to enter the ventilation duct 20 through the gap between the active air intake grille 11 and the front end of the ventilation duct 20, even when the active air intake grille 11 is closed to the front of the vehicle body 10. This allows air from the external environment to meet the heat dissipation requirements of the radiator 50 and the air intake and wind resistance requirements of the vehicle 100. It should be noted that the air intake volume when the active air intake grille 11 is open to the front of the vehicle body 10 is much greater than when the active air intake grille 11 is closed to the front of the vehicle body 10.

[0043] According to some embodiments of the present invention, the electric generator 32 is a high-voltage drive motor that can not only drive the fan blades 31 to rotate when the battery 70 supplies power to the electric generator 32, but also generate electricity driven by the fan blades 31 to charge the battery 70. The operating voltage of the high-voltage drive motor includes but is not limited to 400V or 600V.

[0044] According to other embodiments of the present invention, the motor generator 32 is a low-voltage drive motor that can not only drive the fan blades 31 to rotate when the battery 70 supplies power to the motor generator 32, but also generate electricity driven by the fan blades 31 to charge the battery 70. The operating voltage of the low-voltage drive motor includes, but is not limited to, 24V or 12V.

[0045] According to further embodiments of the present invention, the electric generator 32 includes a high-voltage drive motor and a low-voltage drive motor. This allows the electric generator 32 to not only drive the fan blades 31 to rotate when the battery 70 supplies power to the electric generator 32, but also generates electricity driven by the fan blades 31 to charge the battery 70. The operating voltage of the high-voltage drive motor includes, but is not limited to, 400V or 600V, and the operating voltage of the low-voltage drive motor includes, but is not limited to, 24V or 12V.

[0046] Such an arrangement can match the operating voltage of the electric generator 32 with the operating voltages of components such as the fan blades 31 and the battery 70, so that the vehicle 100 in the embodiment of the present invention can match different vehicle models.

[0047] Combine Figure 6 As shown, the air flow channel 21 includes a first channel section 211 and a second channel section 212. The front end of the first channel section 211 corresponds to the active air intake grille 11. The radiator 50 is arranged in the first channel section 211. The front end of the second channel section 212 is connected to the rear end of the first channel section 211, and the rear end of the second channel section 212 corresponds to the tail hatch 40.

[0048] Specifically, in the embodiment of the present invention, the airflow channel 21 is divided into two interconnected sections to ensure reliable air circulation in the airflow channel 21. The front end of the first channel section 211 corresponds to the active air intake grille 11, allowing air from the external environment to flow into the first channel section 211 after passing through the active air intake grille 11. The rear end of the second channel section 212 corresponds to the tail hatch 40, allowing air in the airflow channel 21 to flow directly into the tail hatch 40 after exiting the airflow channel 21.

[0049] Furthermore, the radiator 50 is disposed within the first channel section 211, ensuring that air flowing through the active air intake grille 11 into the first channel section 211 flows toward the radiator 50, thereby ensuring reliable heat dissipation from the radiator 50. In the embodiment of the present invention, when the radiator 50 is located within the ventilation duct 20, a gap exists between the radiator 50 and the inner wall of the ventilation duct 20. When air flows through the radiator 50, a portion of the air can flow through or out of the gap between the radiator 50 and the inner wall of the ventilation duct 20, thereby ensuring air flow in the airflow channel 21.

[0050] Furthermore, the diameter of the second channel section 212 is smaller than that of the first channel section 211 , so that the flow velocity of the airflow increases after it flows from the first channel section 211 into the second channel section 212 , thereby accelerating the flow rate of the airflow in the second channel section 212 .

[0051] Combine Figure 6 As shown, the airflow channel 21 also includes a transition channel section 213, which connects between the first channel section 211 and the second channel section 212. The diameter of the transition channel section 213 gradually decreases from front to back. Specifically, because the second channel section 212 and the first channel section 211 have different diameters, the transition channel section 213 is required to be provided between the first channel section 211 and the second channel section 212 to ensure the flow of the airflow channel 21. The front end of the transition channel section 213 is connected to the rear end of the first channel section 211, and the rear end of the transition channel section 213 is connected to the front end of the second channel section 212. The diameter of the transition channel section 213 gradually decreases from front to back. This can achieve a wind-gathering effect, facilitating the guidance of wind from the first channel section 211 to the second channel section 212, thereby improving the smoothness of wind flowing through the airflow channel 21.

[0052] Combine Figure 1 As shown, the vehicle body 10 includes a cockpit 12, and the ventilation duct 20 is located at the lower part of the cockpit 12. Such an arrangement not only allows the front and rear ends of the ventilation duct 20 to correspond to the active air intake grille 11 and the tail hatch 40 respectively, but also allows the ventilation duct 20 to avoid the structural arrangement above the cockpit 12, which facilitates the arrangement of the ventilation duct 20 in the vehicle body 10.

[0053] Further, combined with Figure 2 As shown, the ventilation duct 20 is located in the middle of the cockpit 12 in the left-right direction. This arrangement not only allows the front and rear ends of the ventilation duct 20 to correspond to the active air intake grille 11 and the tailgate 40, respectively, but also allows the ventilation duct 20 to avoid the structural layout on the left and right sides of the cockpit 12, thus facilitating the arrangement of the ventilation duct 20 in the vehicle body 10. Preferably, the ventilation duct 20 is arranged in the channel in the floor of the cockpit 12.

[0054] According to an embodiment of the present invention, a tailgate 40 is operably disposed on the rear side of the vehicle body 10 to selectively open and close the rear side of the vehicle body 10. When the tailgate 40 is open, the airflow channel 21 communicates with the rear side of the vehicle body 10, allowing air to be discharged directly through the rear side of the vehicle body 10. When the tailgate 40 is closed, the airflow in the airflow channel 21 can diffuse to the surrounding area through the gap between the ventilation duct 20 and the tailgate 40.

[0055] Furthermore, the tail hatch 40 is slidably mounted on the rear side of the vehicle body 10 via a slide rail. The tail hatch 40 is connected to a door drive mechanism 140 via a transmission mechanism. The door drive mechanism 140 includes a stepper motor. In embodiments of the present invention, the transmission mechanism includes, but is not limited to, a rack and pinion mechanism, which stably transmits the output power of the stepper motor to the tail hatch 40, ensuring stable operation of the tail hatch 40 as it slides along the rear side of the vehicle body 10. By sliding the tail hatch 40 along the rear side of the vehicle body 10 via the door drive mechanism 140, the tail hatch 40 can be opened or closed to control the ventilation state of the rear end of the vehicle body 10.

[0056] Combine Figure 3-Figure 5 As shown, the air-cooling heat dissipation system 100 also includes a motor controller 60, which is electrically connected to the electric generator 32. Specifically, in an embodiment of the present invention, the motor controller 60 can monitor the working state of the electric generator 32 and control the operation of the electric generator 32. In this way, the motor controller 60 can control the working state of the electric generator 32 in different working modes, so that the electric generator 32 drives the fan blades 31 to rotate. Or the electric generator 32 can be controlled not to rotate. After the active air intake grille 11 is opened, the fan blades 31 rotate and can drive the electric generator 32 to rotate, so that the electric generator 32 generates electricity. In an embodiment of the present invention, a power supply line 110 is connected between the motor controller 60 and the electric generator 32.

[0057] Furthermore, the motor controller 60 is electrically connected to a battery 70, which is integrated with a battery management system. Specifically, the battery 70 has charge and discharge functions, which can normally power components such as the motor generator 32 or charge the battery 70. The battery management system controls the charge and discharge status of the battery 70. Therefore, when the fan blades 31 drive the motor generator 32 to rotate, the motor generator 32 generates electricity and charges the battery 70, thereby increasing the electrical energy stored in the battery 70.

[0058] Furthermore, the battery management system is integrated with the battery 70, which can reduce the layout space of the battery 70 and the battery management system in the vehicle body 10, which is conducive to improving the integration of the vehicle 1000. In an embodiment of the present utility model, a power supply line 110 is connected between the battery 70 and the motor controller 60. With such an arrangement, on the one hand, the battery 70 can supply power to the electric generator 32 through the motor controller 60, so that the rotor in the electric generator 32 rotates, which can then drive the fan blades 31 to rotate. On the other hand, when the active air intake grille 11 is opened, the heat dissipation fan assembly 30 recovers the kinetic energy of the wind, and the fan blades 31 drive the rotor of the electric generator 32 to rotate to generate electricity, and then the battery 70 is charged through the motor controller 60 to achieve kinetic energy recovery.

[0059] In the embodiment of the present invention, the battery 70 includes but is not limited to a high-voltage battery 70 and a low-voltage battery 70. The operating voltage of the high-voltage battery 70 includes but is not limited to 400V or 600V, and the operating voltage of the low-voltage battery 70 includes but is not limited to 24V or 12V.

[0060] Combine Figure 3-Figure 5 As shown, the air-cooling heat dissipation system 100 also includes a vehicle controller 90, which is electrically connected to the motor controller 60, the battery 70, the active air intake grille 11 and the stepper motor. Specifically, the vehicle controller 90 can output signals according to the status of the vehicle and its components to achieve control functions for each component. The vehicle controller 90 and the motor controller 60 are electrically connected to transmit control signals, so that the vehicle controller 90 can control the electric generator 32 through the motor controller 60, so that the electric generator 32 selectively drives the fan blades 31 to rotate, or controls the electric generator 32 to enter a power generation state to recover the kinetic energy of the wind to generate electricity. The vehicle controller 90 and the battery 70 are electrically connected to transmit control signals, can receive the power status of the battery 70, and can control the charge and discharge mode of the battery 70.

[0061] Furthermore, in an embodiment of the present invention, the air-cooling and heat dissipation system 100 further includes an active air intake grille drive mechanism 130, wherein the active air intake grille drive mechanism 130 is in transmission connection with the active air intake grille 11 to selectively drive the active air intake grille 11 to rotate open and close. The vehicle controller 90 and the active air intake grille 11 are electrically connected to transmit control signals, thereby enabling the vehicle controller 90 to drive the active air intake grille 11 to rotate via the active air intake grille drive mechanism 130, thereby opening or closing the front side of the vehicle body 10.

[0062] When the vehicle 1000 is in a driving state, in order to reduce driving resistance, the active air intake grille driving mechanism 130 drives the active air intake grille 11 to close. When the vehicle 1000 is in a deceleration or braking state, the active air intake grille driving mechanism 130 drives the active air intake grille 11 to open to face the wind, so that the cooling fan assembly 30 can obtain windward power.

[0063] Furthermore, the vehicle controller 90 and the stepper motor are electrically connected to transmit control signals, so that the vehicle controller 90 can control the rotation of the stepper motor to drive the tail hatch 40 to slide on the rear side of the vehicle body 10, thereby opening or closing the rear side of the vehicle body 10.

[0064] According to an embodiment of the present invention, the active air intake grille driving mechanism 130 includes but is not limited to a low-voltage motor, and the operating voltage of the active air intake grille driving mechanism 130 includes but is not limited to 24V or 12V.

[0065] Furthermore, in an embodiment of the present invention, the air-cooling heat dissipation system 100 further includes a door drive mechanism 140, wherein the door drive mechanism 140 is in transmission connection with the rear door 40 to selectively drive the rear door 40 to open and close. A rear door controller is integrated with the door drive mechanism 140, and the rear door controller and the vehicle controller 90 are electrically connected to transmit control signals. This allows the vehicle controller 90 to selectively drive the rear door 40 to open and close via the door drive mechanism 140, thereby selectively opening and closing the rear side of the vehicle body 10.

[0066] According to an embodiment of the present invention, the door driving mechanism 140 includes but is not limited to a low-voltage motor, and the operating voltage of the door driving mechanism 140 includes but is not limited to 24V or 12V.

[0067] In an embodiment of the present utility model, a signal line 120 is connected between the motor controller 60 and the vehicle controller 90, a signal line 120 is connected between the battery management system and the vehicle controller 90, a signal line 120 is connected between the active air intake grille drive mechanism 130 and the vehicle controller 90, and a signal line 120 is connected between the hatch drive mechanism 140 and the vehicle controller 90.

[0068] In the embodiment of the present invention, the vehicle 1000 has three working modes: driving heat dissipation, windward recovery and wind resistance reduction. Figure 3-Figure 5 The three working modes of the vehicle 1000, namely, driving heat dissipation, windward recovery and wind resistance reduction, are described. Figure 3-Figure 5 There are no other parts in the ventilation duct 20. Figure 3-Figure 5 The cooling fan assembly 30 , motor controller 60 , battery 70 and battery management system can all be arranged according to the specific design requirements of the vehicle 1000 .

[0069] Combine Figure 3 As shown, the vehicle 1000 operates in a driving and cooling working mode. When the vehicle 1000 is in an accelerating or constant speed driving state, and the coolant temperature rises to a first preset value T1, the vehicle controller 90 sends a command to the battery management system and the motor controller 60. The battery management system controls the battery 70 to supply power to the electric generator 32. The motor controller 60 controls the rotor in the electric generator 32 to rotate, thereby driving the fan blades 31 to rotate. The fan blades 31 can blow air to the radiator 50. When the coolant temperature is cooled and lowered to a threshold value of T2, the vehicle controller 90 sends a command to the battery management system and the motor controller 60. The battery 70 stops supplying power to the electric generator 32. The motor controller 60 controls the rotor in the electric generator 32 to stop rotating, thereby stopping the fan blades 31. This process is the driving and cooling working mode of the vehicle 1000. In this working mode, the cooling driving power P1 of the cooling fan assembly 30 is a function of temperature, that is, P1=f(T).

[0070] When vehicle 1000 operates in a drive-cooling mode, active air intake grille 11 can be selectively opened, while tailgate 40 remains closed. When active air intake grille 11 is closed against the front of vehicle body 10, the vehicle's driving resistance can be reduced. At this time, the rotational speed of fan blades 31 is S1, which is a standard value. Air entering vehicle body 10 through the gap between active air intake grille 11 and the front end of ventilation duct 20 can flow through the space below cockpit 12 and dissipate in all directions. A small amount of airflow enters airflow channel 21 and can exit through the gap between the front end of ventilation duct 20 and radiator 50, or through the gap between the rear end of ventilation duct 20 and tailgate 40.

[0071] When the active air intake grille 11 opens at the front of the vehicle body 10, a large amount of air from the external environment can enter the airflow channel 21, thereby increasing the air intake of the ventilation duct 20. The air entering the ventilation duct 20 can flow out of the ventilation duct 20 through the gap between the radiator 50 and the inner wall of the ventilation duct 20, or through the gap between the rear end of the ventilation duct 20 and the tailgate 40.

[0072] Combine Figure 4As shown, vehicle 1000 operates in upwind recovery mode. When vehicle 1000 reaches speed V1 and brakes or decelerates, the vehicle controller 90 sends instructions to the active grille drive mechanism 130 and the hatch drive mechanism 140, causing the active grille drive mechanism 130 to open the active grille 11 and the hatch drive mechanism 140 to close the rear hatch 40. Simultaneously, the vehicle controller 90 sends instructions to the motor controller 60 to control the electric generator 32 to enter a power generation state, and sends instructions to the battery management system to control the battery 70 to enter a charging state. This process represents vehicle 1000 in upwind recovery mode.

[0073] When the vehicle 1000 is operating in the upwind recovery mode, the wind from the external environment enters the interior of the vehicle body 10 through the active air intake grille 11 and flows to the fan blades 31. The fan blades 31 rotate under the action of the upwind force and drive the electric generator 32 to generate electricity, thereby charging the battery 70. When the vehicle speed drops to V2, the vehicle controller 90 controls the electric generator 32 to stop generating electricity. The power generated by the electric generator 32 is a function of the vehicle speed V, that is, P2=f(V). In this mode, the rotation speed of the fan blades 31 is S2, and S2 is a calibrated quantity. The airflow weakens after passing through the fan blades 31 and then dissipates through the space below the cockpit 12. Part of the airflow entering the airflow channel 21 can flow out through the gap between the front end of the ventilation duct 20 and the radiator 50, or through the gap between the rear end of the ventilation duct 20 and the tail hatch 40.

[0074] Combine Figure 5 As shown, vehicle 1000 operates in a wind resistance reduction mode. When vehicle 1000 is accelerating or cruising at high speed, and battery 70 has sufficient charge, vehicle controller 90 sends instructions to active grille drive mechanism 130 and hatch drive mechanism 140, causing active grille drive mechanism 130 to open active grille 11 and hatch drive mechanism 140 to open rear hatch 40. Simultaneously, vehicle controller 90 sends instructions to motor controller 60, causing motor controller 60 to control motor generator 32 to drive fan blades 31. At this point, fan blades 31 rotate at a speed of S3. This creates negative pressure at the front end of ventilation duct 20, allowing air entering vehicle body 10 through active grille 11 to flow largely into airflow channel 21 and flow rearward along airflow channel 21. This allows the majority of airflow to flow through ventilation duct 20 toward the rear of cockpit 12, while a smaller portion dissipates in the lower portion of cockpit 12. In this way, the wind entering the vehicle body 10 through the active air intake grille 11 can flow quickly to the rear, thereby reducing the wind resistance of the vehicle 1000. This process is the wind resistance reduction working mode of the vehicle 1000.

[0075] When vehicle 1000 is operating in drag reduction mode, the opening width L of active grille 11 and tailgate 40 are adjustable, specifically dependent on vehicle speed V and the state of charge (SOC) of battery 70, i.e., L = f(V, SOC). The driving power P3 of cooling fan assembly 30 is also dependent on vehicle speed V and the state of charge (SOC) of battery 70, i.e., P3 = f(V, SOC).

[0076] When the vehicle 1000 operates in the three working modes of driving heat dissipation, windward recovery and wind resistance reduction, S1, S2 and S3 satisfy the relationship: S1 <S2<S3。

[0077] According to an embodiment of the present invention, vehicle 1000 includes but is not limited to passenger cars, new energy heavy trucks and other models. Vehicles 1000 of this type can recover headwind kinetic energy and generate electricity when decelerating or braking at high speed. In addition, during acceleration or high-speed cruising and when the battery 70 has sufficient power, the direction of the airflow can be changed to reduce wind resistance, thereby improving energy utilization.

[0078] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0079] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and purpose of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. An air cooling system, characterized in that: include: body (10); A ventilation duct (20), the ventilation duct (20) being arranged on the vehicle body (10) in a front-to-rear extending manner, an air flow channel (21) being arranged inside the ventilation duct (20), and the air flow channel (21) being in communication with the external environment; a radiator (50), the radiator (50) being disposed in the air flow channel (21); A heat dissipation fan assembly (30) is provided in front of the radiator (50), and the heat dissipation fan assembly (30) includes fan blades (31) and an electric generator (32) so as to recover headwind kinetic energy and generate electricity when the vehicle (1000) is decelerated or braked during high-speed operation.

2. The air cooling and heat dissipation system according to claim 1, characterized in that: A tail hatch (40) corresponding to the ventilation duct (20) is provided on the rear side of the vehicle body (10), the tail hatch (40) being located behind the ventilation duct (20), and a gap being provided between the rear end of the ventilation duct (20) and the tail hatch (40).

3. The air cooling and heat dissipation system according to claim 2, characterized in that: The front end of the vehicle body (10) is provided with an active air intake grille (11) corresponding to the ventilation duct (20), the active air intake grille (11) is located in front of the ventilation duct (20), and the fan blade (31) is located between the front end of the ventilation duct (20) and the active air intake grille (11).

4. The air cooling and heat dissipation system according to claim 3, characterized in that: The air flow channel (21) comprises a first channel section (211) and a second channel section (212), wherein the front end of the first channel section (211) corresponds to the active air intake grille (11), the radiator (50) is arranged in the first channel section (211), the front end of the second channel section (212) is connected to the rear end of the first channel section (211), the rear end of the second channel section (212) corresponds to the tail hatch (40), and the pipe diameter of the second channel section (212) is smaller than the pipe diameter of the first channel section (211).

5. The air cooling and heat dissipation system according to claim 4, characterized in that: The air flow channel (21) further comprises a transition channel section (213), wherein the transition channel section (213) is connected between the first channel section (211) and the second channel section (212), and the diameter of the transition channel section (213) gradually decreases from front to back.

6. The air cooling and heat dissipation system according to claim 1, characterized in that: The vehicle body (10) includes a cockpit (12), and the ventilation duct (20) is located at the lower part of the cockpit (12) and at the middle part of the cockpit (12) in the left-right direction.

7. The air cooling and heat dissipation system according to claim 3, characterized in that: The tail hatch (40) is slidably arranged on the rear side of the vehicle body (10), and the tail hatch (40) is connected to a hatch driving mechanism (140) via a transmission mechanism, wherein the hatch driving mechanism (140) includes a stepping motor.

8. The air cooling and heat dissipation system according to claim 7, characterized in that: The air-cooling and heat dissipation system (100) further includes a motor controller (60), wherein the motor controller (60) is electrically connected to the electric generator (32), and the motor controller (60) is electrically connected to a battery (70), and the battery (70) is integrated with a battery management system.

9. The air cooling and heat dissipation system according to claim 8, characterized in that: The air-cooling and heat dissipation system (100) further includes a vehicle controller (90), wherein the vehicle controller (90) is electrically connected to the motor controller (60), the battery (70), the active air intake grille (11), and the stepping motor.

10. A vehicle, characterized in that: include: The air-cooling heat dissipation system (100) according to any one of claims 1 to 9.

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