Electric drive one-way engine fan structure

Abstract

The utility model discloses an electric drive one-way engine fan structure which comprises an engine, a fan shaft seat, a middle shaft, a one-way bearing, a fan and a motor, the fan shaft seat is installed on a cylinder body of the engine, the right end of the middle shaft is connected with the fan shaft seat, the one-way bearing is installed at the left end of the middle shaft, and the fan is connected with the motor. A crankshaft of the engine is connected with the middle shaft in a matched mode, the fan is installed at the left end of a second belt wheel of the one-way bearing, and the motor is installed in the whole vehicle and connected with the one-way bearing. The utility model solves the problems that the engine stops running and the fan also stops rotating after the existing hybrid electric vehicle is parked and stalled, the power battery pack cannot be cooled continuously, and the performance and the service life of the power battery pack are influenced by over-high temperature.

Description

Technical Field

[0001] The utility model relates to the field of engines, in particular to an electric-driven one-way engine fan structure. Background Art

[0002] In existing hybrid vehicles, the engine serves as a direct power output to drive the wheels. The excess energy is used to drive the generator to generate electricity or directly serve as the generator power source to generate electricity and store energy to power the drive motor. During the operation of the vehicle, the power battery pack will continuously charge and discharge. In particular, when a tractor is running for a long time, the temperature of the power battery pack will rise and it needs to be cooled. The existing power battery pack condenser is arranged in front of the engine condenser and dissipates heat through the engine fan. When the car is parked and turned off, the engine stops running and the fan stops moving. The power battery pack cannot continue to cool down. The power battery pack rises and cannot be maintained in the appropriate temperature range of the battery. Frequently causing the power battery pack temperature to be too high will affect its performance and service life.

[0003] The disclosure of the above background technology content is only used to assist in understanding the utility model concept and technical solution of the utility model. It does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above content has been disclosed on the filing date of this patent application, the above background technology should not be used to evaluate the novelty and creativity of this application. Utility Model Content

[0004] The purpose of the utility model is to provide an electric drive one-way engine fan structure to solve the problem that after the existing hybrid vehicle is parked and turned off, the engine stops running and the fan stops rotating, the power battery pack cannot continue to cool down, and the power battery pack temperature is too high, affecting its performance and service life.

[0005] In order to achieve the above objectives, the technical solutions adopted by this utility model are as follows:

[0006] An electric-driven one-way engine fan structure is characterized in that it includes an engine, a fan shaft seat, an intermediate shaft, a one-way bearing, a fan and a motor, the fan shaft seat is installed on the cylinder block of the engine, the right end of the intermediate shaft is connected to the fan shaft seat, the one-way bearing is installed at the left end of the intermediate shaft, the crankshaft of the engine is cooperatively connected to the intermediate shaft, the fan is installed at the left end of the one-way bearing, and the motor is installed in the vehicle and connected to the one-way bearing.

[0007] Furthermore, an additional pulley is provided on the crankshaft of the engine, and a first pulley is provided on the right portion of the intermediate shaft; the crankshaft of the engine and the intermediate shaft are connected by belt drive.

[0008] Furthermore, the motor is provided with a second pulley, and the one-way bearing is provided with a second pulley; the motor and the one-way bearing are connected by belt transmission.

[0009] Furthermore, the motor is controlled by an ECU of the engine.

[0010] Compared with the prior art, the advantages and beneficial effects of the present invention are:

[0011] The utility model arranges a one-way bearing on the intermediate shaft and connects it to a motor drive. When the engine is running, an additional pulley on the crankshaft drives the first pulley through a belt, which drives the intermediate shaft, the one-way bearing, and the second pulley to rotate, thereby driving the fan to suck air and continuously cool the engine and battery pack. At this time, the motor will be driven to idle. When the vehicle stops and the engine is shut down, the second pulley is driven by the motor, and the one-way bearing acts. The intermediate shaft does not participate in the movement, and the motor independently drives the fan to suck air and continuously cool the power battery pack, so that the battery pack is kept in a suitable temperature range, thereby improving the performance and service life of the power battery pack. This solves the problem that when the engine of the existing hybrid vehicle stops running and the fan stops rotating, the power battery pack cannot continue to cool down, causing the power battery pack temperature to be too high, affecting the performance and service life of the power battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural diagram of the present utility model. DETAILED DESCRIPTION

[0013] The present invention will be further described in detail below in conjunction with specific embodiments. It should be emphasized that the following description is merely exemplary and is not intended to limit the scope and application of the present invention.

[0014] like Figure 1As shown, an electric drive one-way engine fan structure is characterized in that it includes an engine 1, a fan shaft seat 2, an intermediate shaft 3, a one-way bearing 4, a fan 5 and a motor 6. The fan shaft seat 2 is installed on the cylinder body of the engine 1 to support the intermediate shaft 3 and the fan 5. The right end of the intermediate shaft 3 is connected to the fan shaft seat 2. The one-way bearing 4 is installed at the left end of the intermediate shaft 3 for connecting the fan 5 and the motor 6. The crankshaft 7 of the engine 1 is connected with the intermediate shaft 3 to drive the intermediate shaft 3 to rotate. An additional pulley 8 is provided on the crankshaft 7 of the engine 1. A first pulley 9 is provided on the right part of the intermediate shaft 3. The crankshaft 7 of the engine 1 is connected to the intermediate shaft 3 by a belt drive, driving the intermediate shaft 3 to rotate; the fan 5 is installed on the left end of the second pulley 10 of the one-way bearing 4, and the motor 6 is installed in the vehicle and connected to the one-way bearing 4. The motor 6 is provided with a second pulley 10, and the one-way bearing 4 is provided with a second pulley 10; the motor 6 is connected to the one-way bearing 4 by a belt drive, driving the one-way bearing 4 to rotate, thereby driving the fan 5 to rotate; the motor 6 is controlled by the ECU of the engine 1.

[0015] The principle of this utility model is:

[0016] When the engine is running, the additional pulley 8 on the crankshaft 7 drives the first pulley 9 through the belt, driving the intermediate shaft 3 to drive the second pulley 10 through the one-way bearing 4, thereby driving the fan 5 to suck air to continuously cool the engine 1 and the battery pack.

[0017] When the vehicle is stopped and engine 1 is off, the battery pack still needs cooling. Motor 6 drives second pulley 10, which drives fan 5 to draw air to continuously cool the battery pack, keeping it within a suitable temperature range and improving its performance and lifespan. In this operating condition, due to the structure of one-way bearing 4, second pulley 10 does not drive intermediate shaft 3 to rotate.

[0018] The above content is a further detailed description of the present invention in conjunction with specific / preferred embodiments, and the specific implementation of the present invention should not be considered to be limited to these descriptions. For those skilled in the art of the present invention, they can make several substitutions or modifications to the described embodiments without departing from the concept of the present invention, and these substitutions or modifications should be considered to fall within the scope of protection of the present invention.

Claims

1. An electric drive one-way engine fan structure, characterized in that: It includes an engine, a fan shaft seat, an intermediate shaft, a one-way bearing, a fan and a motor. The fan shaft seat is installed on the cylinder block of the engine, the right end of the intermediate shaft is connected to the fan shaft seat, the one-way bearing is installed on the left end of the intermediate shaft, the crankshaft of the engine is cooperatively connected to the intermediate shaft, the fan is installed on the left end of the one-way bearing, and the motor is installed in the vehicle and connected to the one-way bearing.

2. The electric drive one-way engine fan structure according to claim 1, characterized in that: An additional pulley is provided on the crankshaft of the engine, and a first pulley is provided on the right portion of the intermediate shaft; the crankshaft of the engine and the intermediate shaft are connected by belt transmission.

3. The electric drive one-way engine fan structure according to claim 1, characterized in that: The motor is provided with a second pulley, and the one-way bearing is provided with a second pulley; the motor and the one-way bearing are connected by belt transmission.

4. The electric drive one-way engine fan structure according to claim 1, characterized in that: The motor is controlled by the engine's ECU.

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