Cooling circulation water pipe assembly and engine cooling system

Abstract

The utility model relates to a cooling circulation water pipe assembly and an engine cooling system, the cooling circulation water pipe assembly comprises a first circulation pipeline assembly, a second circulation pipeline assembly and a branch circulation pipe, the first circulation pipeline assembly comprises a first port and a second port, the first port is used for communicating with an engine oil cooler, and the second port is used for communicating with an electronic water pump. The second circulation pipeline assembly comprises a third port and a fourth port, the third port is used for communicating with the thermolator, and the fourth port is used for being connected with a water inlet of the whole vehicle. The branch circulating pipe is used for communicating the first circulating pipeline assembly and the second circulating pipeline assembly, and the pipeline inner diameter of the first circulating pipeline assembly is larger than that of the branch circulating pipe, so that cooling liquid in the first circulating pipeline assembly can flow into the whole vehicle water inlet through the second circulating pipeline assembly in a one-way mode. The end of the second circulation pipeline assembly communicates with the thermolator, so that the thermolator and the engine oil cooler are connected in parallel, the risk of response time delay of the thermolator is reduced, and the working performance of the engine cooling system is improved.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to a cooling water circulation pipe assembly and an engine cooling system. Background Technology

[0002] A vehicle's engine typically includes an engine cooling system, which generally consists of a thermostat, an oil cooler, and an electric water pump. The thermostat ensures the engine operates within a suitable temperature range, the oil cooler uses engine oil to maintain a suitable operating temperature, and the electric water pump drives the cooling system to circulate within the engine cooling system. The engine cooling system generally uses a single-pipe series connection of the thermostat, oil cooler, and electric water pump. However, the high-temperature return temperature of the oil cooler is generally between 110°C and 130°C, while the low-temperature control range of the thermostat is generally between 80°C and 95°C. This difference in applicable temperatures between the thermostat and the oil cooler poses a risk of delayed thermostat response time, affecting the performance of the engine cooling system. Utility Model Content

[0003] This application provides a cooling water circulation pipe assembly and an engine cooling system to solve the problem that the different applicable temperatures of the thermostat and the oil cooler affect the working performance of the engine cooling system.

[0004] This application provides a cooling water circulation pipe assembly, comprising a first circulation pipe assembly, a second circulation pipe assembly, and branch circulation pipes. The first circulation pipe assembly includes a first port and a second port, the first port being connected to an oil cooler and the second port being connected to an electric water pump. The second circulation pipe assembly includes a third port and a fourth port, the third port being connected to a thermostat and the fourth port being connected to the vehicle's water inlet. The branch circulation pipes connect the first circulation pipe assembly and the second circulation pipe assembly. The inner diameter of the first circulation pipe assembly is larger than the inner diameter of the branch circulation pipes, so that the coolant in the first circulation pipe assembly can flow unidirectionally through at least a portion of the second circulation pipe assembly to the vehicle's water inlet.

[0005] In this design, the end of the first circulation piping assembly is connected to the oil cooler, and the end of the second circulation piping assembly is connected to the thermostat, so that the thermostat and the oil cooler are connected in parallel. During the engine cooling cycle, this reduces the risk of thermostat response time delay caused by the difference between the low-temperature control temperature of the thermostat and the high-temperature return water temperature of the oil cooler, which is beneficial to improving the working performance of the engine cooling system.

[0006] Furthermore, compared to traditional methods where the thermostat and oil cooler are located in separate circuits and the coolant flow in each circuit is coordinated via a multi-way valve assembly, in this application, the first and second circulation pipe assemblies are connected by a branch circulation pipe, allowing the coolant in the first circulation pipe assembly to flow to the fourth port of the second circulation pipe assembly. Specifically, under small-circulation conditions, i.e., when the engine is first started, the coolant in the first circulation pipe assembly can carry away heat from the oil cooler. At this time, the temperature of the coolant flowing in the first circulation pipe assembly is higher than that in the second circulation pipe assembly. The coolant flowing in the first circulation pipe assembly can flow through the branch circulation pipe to the fourth port of the second circulation pipe assembly, and then flow to the vehicle's water inlet, thereby compensating for the vehicle's heat, ensuring the vehicle's heat requirements, facilitating rapid warm-up, and shortening the catalytic converter ignition time. Simultaneously, integrating the first, second, and branch circulation pipe assemblies improves the structural strength and stability of the piping, extending its service life.

[0007] In addition, the inner diameter of the first circulation pipe assembly is larger than the inner diameter of the branch circulation pipe, so that the pressure in the first circulation pipe assembly is greater than the pressure in the branch circulation pipe, so that the coolant can flow smoothly from the first circulation pipe assembly to the branch circulation pipe, and then flow through the fourth port to the vehicle water inlet, so as to achieve the function of rapid warm-up and provide heat to the whole system.

[0008] In this scheme, the inner diameter of the second circulation pipeline assembly is larger than the inner diameter of the branch circulation pipe.

[0009] In this solution, the first circulation pipeline assembly includes a first pipeline and a second pipeline that are sealed together, with the first port located in the first pipeline and the second port located in the second pipeline. The second circulation pipeline assembly includes a third pipeline and a fourth pipeline that are sealed together, with the third port located in the third pipeline and the fourth port located in the fourth pipeline.

[0010] The cooling water circulation pipe assembly also includes a fifth pipe, one end of which is connected between the first port and the second port, and the other end of which is connected to the vehicle's return water port.

[0011] In this scheme, along the direction from the first port toward the second port, the branch circulation pipe is located on the side of the fifth pipe closer to the first port.

[0012] In this scheme, the inner diameter of the first pipeline, the second pipeline, the third pipeline, the fourth pipeline and the fifth pipeline is D1, which satisfies 15mm≤D1≤21mm, and the inner diameter of the branch circulation pipe is D2, which satisfies 5mm≤D2≤11mm.

[0013] In this scheme, the first pipeline is fixedly connected to the branch circulation pipe by brazing.

[0014] In this scheme, both the second pipeline and the third pipeline include an EPDM rubber layer and a knitted aramid fiber layer.

[0015] In this solution, the cooling water pipe assembly further includes a bracket and a rubber gasket. The bracket is used to fix the cooling water pipe assembly to the engine block, and the rubber gasket is disposed at the connection between the bracket and the engine block.

[0016] This application also provides an engine cooling system, which includes the cooling water pipe assembly described above, and the engine cooling system includes an oil cooler, an electric water pump, a thermostat, a radiator, a cylinder block water jacket, and cylinder block water passages;

[0017] One end of the cylinder water channel is connected to the first port, and the other end is connected to the oil cooler. One end of the cylinder water jacket is connected to the electronic water pump, and the other end is connected to the thermostat. One end of the radiator is connected to the electronic water pump, and the other end is connected to the thermostat.

[0018] In this design, the oil cooler and the EGR cooler are connected in series.

[0019] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the cooling water circulation pipe assembly provided in this application in a specific embodiment;

[0021] Figure 2 This is a schematic diagram of the engine cooling system provided in this application in a specific embodiment.

[0022] Explanation of reference numerals in the attached figures:

[0023] 1-Cooling water circulation pipe assembly;

[0024] 11-First circulation piping assembly;

[0025] 111 - First pipeline;

[0026] 111a - First port;

[0027] 111b - Through hole;

[0028] 112 - Second pipeline;

[0029] 112a - Second Port;

[0030] 12-Second circulation piping assembly;

[0031] 121 - Third pipeline;

[0032] 121a - Third Port;

[0033] 122-Fourth pipeline;

[0034] 122a fourth port;

[0035] 13-Branch circulation pipe;

[0036] 14 - Fifth pipeline;

[0037] 141 - Port 5;

[0038] 15-Staff;

[0039] 16-Clamp;

[0040] 17 - Vehicle water inlet;

[0041] 18-Vehicle return water inlet;

[0042] 2- Oil cooler;

[0043] 3-Electronic water pump;

[0044] 4-Thermostat;

[0045] 5-Radiator;

[0046] 6-Cylinder block water jacket;

[0047] 7-Cylinder block water passages;

[0048] 8-EGR cooler;

[0049] 9-Temperature sensor.

[0050] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0051] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0052] In one specific embodiment, the present application will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0053] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0054] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0055] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0056] It should be noted that the directional terms such as "upper," "lower," "left," and "right" described in the embodiments of this application are used to describe the angles shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when it is mentioned that an element is connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected to the other element "upper" or "lower" through an intermediate element.

[0057] This application provides a cooling water circulation pipe assembly 1, such as... Figure 1 and Figure 2 As shown, the cooling water circulation pipe assembly 1 includes a first circulation pipe assembly 11, a second circulation pipe assembly 12, and a branch circulation pipe 13. The first circulation pipe assembly 11 includes a first port 111a and a second port 112a. The first port 111a is used to connect to the oil cooler 2, and the second port 112a is used to connect to the electric water pump 3. The second circulation pipe assembly 12 includes a third port 121a and a fourth port 122a. The third port 121a is used to connect to the thermostat 4, and the fourth port 122a is used to connect to the vehicle inlet 17. The branch circulation pipe 13 connects the first circulation pipe assembly 11 and the second circulation pipe assembly 12. The inner diameter of the pipe in the first circulation pipe assembly 11 is larger than the inner diameter of the branch circulation pipe 13, so that the coolant in the first circulation pipe assembly 11 can flow unidirectionally through at least a portion of the pipe in the second circulation pipe assembly 12 to the vehicle inlet 17. The coolant flowing through the vehicle's water inlet 17 can provide heat to the cabin, that is, provide the required heat to the entire vehicle.

[0058] Specifically, since the high-temperature return water temperature of the oil cooler 2 is generally between 110°C and 130°C, while the low-temperature control range of the regulator is generally between 80°C and 95°C, the oil cooler 2 is connected to the end of the first circulation pipe assembly 11, and the thermostat 4 is connected to the end of the second circulation pipe assembly 12, so that the thermostat 4 and the oil cooler 2 are connected in parallel. During the engine cooling cycle, this reduces the risk of a delay in the response time of the thermostat 4 due to the difference between the low-temperature control temperature of the thermostat 4 and the high-temperature return water temperature of the oil cooler 2, which is beneficial to improving the working performance of the engine cooling system.

[0059] Furthermore, compared to the traditional method where the thermostat 4 and oil cooler 2 are respectively set in independent circuits and the coolant flow in each circuit is coordinated through a multi-way valve group, in this application, the first circulation pipe assembly 11 and the second circulation pipe assembly 12 are connected by a branch circulation pipe 13, so that the coolant in the first circulation pipe assembly 11 can flow to the fourth port 122a of the second circulation pipe assembly 12. Specifically, under small circulation conditions, that is, when the engine is just started, since the coolant in the first circulation pipe assembly 11 can carry away the heat of the oil cooler 2, the temperature of the coolant flowing in the first circulation pipe assembly 11 is higher than the temperature of the coolant flowing in the second circulation pipe assembly 12. The coolant flowing in the first circulation pipe assembly 11 can flow through the branch circulation pipe 13 to the fourth end of the second circulation pipe assembly 12, and then flow to the vehicle inlet 17 to achieve heat compensation for the whole vehicle, ensure the heat requirements of the whole vehicle, and facilitate rapid warm-up, which helps to shorten the catalytic converter ignition time. Meanwhile, integrating the first circulation pipeline assembly 11, the second circulation pipeline assembly 12, and the branch circulation pipeline 13 helps to improve the structural strength and stability of the pipeline and extend its service life.

[0060] In addition, the inner diameter of the first circulation pipe assembly 11 is larger than the inner diameter of the branch circulation pipe 13, so that the pressure in the first circulation pipe assembly 11 is greater than the pressure in the branch circulation pipe 13, so that the coolant can flow smoothly unidirectionally from the first circulation pipe assembly 11 to the branch circulation pipe 13, and then flow through the fourth port 122a to the vehicle water inlet 17, so as to achieve the function of rapid warm-up and provide heat to the whole system.

[0061] It should be noted that, since the second port 112a of the first circulation pipeline assembly 11 is connected to the electronic water pump 3, the electronic water pump 3 can draw the coolant in the first circulation pipeline assembly 11, that is, pressurize the coolant in the first circulation pipeline assembly 11 so that the coolant can flow smoothly from the first port 111a to the second port 112a. At the same time, the fourth port 122a is connected to the vehicle water inlet 17, that is, the pressure at the fourth port 122a is relatively small, so that the coolant can flow smoothly from the third port 121a to the fourth port 122a. Furthermore, under the action of the electric water pump 3, the pressure in the first circulation pipe assembly 11 is greater than the pressure in the second circulation pipe assembly 12, so that the coolant can only flow unidirectionally from the first circulation pipe assembly 11 through the branch circulation pipe 13 to at least a part of the pipes of the second circulation pipe assembly 12. Even if the coolant cannot flow from the second circulation pipe assembly 12 through the branch circulation pipe 13 to the first circulation pipe assembly 11, the stability and reliability of the coolant in the first circulation pipe assembly 11 for the heat compensation of the whole vehicle are improved.

[0062] In one possible implementation, such as Figure 1 As shown, the inner diameter of the second circulation pipeline assembly 12 is larger than the inner diameter of the branch circulation pipeline 13.

[0063] During the process of coolant flowing from branch circulation pipe 13 to second circulation pipe assembly 12, the inner diameter of the second circulation pipe assembly 12 is larger than that of branch circulation pipe 13. This helps to slow down the flow rate of coolant through the fourth port 122a of the second circulation pipe assembly 12 to the vehicle inlet 17, thereby reducing the risk of excessive heat compensation of the coolant to the vehicle.

[0064] Therefore, the inner diameter of the first circulation pipe assembly 11 is larger than the inner diameter of the branch circulation pipe 13, and the inner diameter of the second circulation pipe assembly 12 is larger than the inner diameter of the branch circulation pipe 13, which can achieve precise flow distribution, improve the overall energy utilization rate, and reduce the risk of engine knocking.

[0065] In one possible implementation, such as Figure 1 and Figure 2 As shown, the first circulation pipeline assembly 11 includes a first pipeline 111 and a second pipeline 112 that are sealed together. A first port 111a is disposed in the first pipeline 111 and a second port 112a is disposed in the second pipeline 112. The second circulation pipeline assembly 12 includes a third pipeline 121 and a fourth pipeline 122 that are sealed together. A third port 121a is disposed in the third pipeline 121 and a fourth port 122a is disposed in the fourth pipeline 122.

[0066] The cooling water circulation pipe assembly 1 also includes a fifth pipe 14, one end of which is connected between the first port 111a and the second port 112a, and the other end of which is connected to the vehicle return water port 18, which is connected to the vehicle inlet water port 17.

[0067] In this embodiment, the fifth pipe 14 includes a fifth port 141, which is used to connect to the vehicle return port 18. The coolant flowing through the third pipe 121, the fourth pipe 122 and the vehicle inlet 17, as well as the coolant flowing through the first pipe 111, the branch circulation pipe 13 and the vehicle inlet 17, can all flow to the fifth pipe 14 through the vehicle inlet 17. Then, the coolant flows together to the electric water pump 3 through the second port 112a of the second pipe 112, so that the coolant flowing to the vehicle inlet 17 can all flow back to the second port 112a through the fifth pipe 14. This ensures that the coolant flowing through the vehicle can smoothly flow back to the electric water pump 3, so that more coolant can flow into the electric water pump 3. This helps to reduce pressure loss and increase the pressure of the liquid entering the inlet of the electric water pump 3, thereby increasing the available cavitation margin and thus increasing the cavitation risk margin, which is beneficial to improving the working performance of the engine cooling system.

[0068] In one possible implementation, such as Figure 1 As shown, along the direction from the first port 111a to the second port 112a, the branch circulation pipe 13 is located on the side of the fifth pipe 14 near the first port 111a.

[0069] Specifically, the side wall of the first pipe 111 is provided with a through hole 111b, which is used to connect the first circulation pipe assembly 11 and the second circulation pipe assembly 12. Along the direction from the first port 111a to the second port 112a, the branch circulation pipe 13 is located on the side of the fifth pipe 14 near the first port 111a, that is, along the direction in which the coolant flows through the first circulation pipe assembly 11. When the coolant in the first pipe 111 flows from the first port 111a to the through hole 111b, the coolant is split. A part of the coolant flows through the through hole 111b to the branch circulation pipe 13, and then flows sequentially through the fourth port 122a, the vehicle inlet 17, the vehicle outlet 18, the fifth pipe 14, the second port 112a, and the electric water pump 3. The other part of the coolant flows directly from the first pipe 111 to the second port 112a of the second pipe 112, and then flows to the electric water pump 3.

[0070] Therefore, along the direction from the first port 111a to the second port 112a, the branch circulation pipe 13 is located on the side of the fifth pipe 14 closest to the first port 111a. This allows the coolant in the first circulation pipe assembly 11 to flow through the branch circulation pipe 13 to the vehicle inlet 17 for heat compensation, and then sequentially through the vehicle return port 18 and the fifth port 141 to the electronic water pump 3. This ensures that the coolant, after heat compensation, can smoothly return to the electronic water pump 3 for re-cooling circulation. Furthermore, ensuring that the coolant flowing through the first circulation pipe assembly 11, the second circulation pipe assembly 12, and the branch circulation pipe 13 can all return to the electronic water pump 3 helps to further reduce pressure loss and increase the cavitation risk margin.

[0071] In one possible implementation, such as Figure 1 As shown, both the second pipeline 112 and the third pipeline 121 include an EPDM rubber layer and a knitted aramid fiber layer, which helps to reduce production costs.

[0072] In this embodiment, since the second port 112a of the second pipe 112 is used to connect to the electric water pump 3, and the third port 121a of the third pipe 121 is used to connect to the thermostat 4, the second pipe 112 and the third pipe 121 are rubber tubes to facilitate adjustment of the second pipe 112 and the third pipe 121, improving the ease of connection between the second pipe 112 and the electric water pump 3, and improving the ease of connection between the third pipe 121 and the thermostat 4. This also helps to reduce vibration of the cooling circulating water pipe assembly 1 and lower the risk of wear. Furthermore, the second pipe 112 and the third pipe 121 include a knitted aramid fiber layer, which helps to improve the strength and durability of the second pipe 112 and the third pipe 121.

[0073] In addition, the materials of the first pipe 111, the fourth pipe 122, the fifth pipe 14 and the branch circulation pipe 13 can all be 304 stainless steel.

[0074] In one possible implementation, such as Figure 1 As shown, the inner diameter of the first pipe 111, the second pipe 112, the third pipe 121, the fourth pipe 122, and the fifth pipe 14 is D1, satisfying 15mm ≤ D1 ≤ 21mm. The inner diameter of the branch circulation pipe 13 is D2, satisfying 5mm ≤ D2 ≤ 11mm. In some possible embodiments, D1 can be 15mm, 16mm, 17mm, 18mm, 19mm, 20mm, 21mm, etc., and D2 can be 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm, etc.

[0075] In this embodiment, the following conditions are met: 15mm≤D1≤21mm and 5mm≤D2≤11mm. This ensures that the inner diameter of the first pipe 111, the second pipe 112, the third pipe 121, the fourth pipe 122, and the fifth pipe 14 is appropriate to the inner diameter of the branch circulation pipe 13. This improves the reliability and feasibility of the coolant flowing smoothly unidirectionally from the first circulation pipe assembly 11 to the branch circulation pipe 13. At the same time, it ensures that the coolant flow rate in each pipe is appropriate, which is beneficial to cooling circulation.

[0076] In addition, the inner diameter of the branch circulation pipe 13 is the same as the size of the through hole 111b, so that the size of the through hole 111b is appropriate, which helps to reduce the turbulence intensity of the coolant flowing from the first pipe 111 to the branch circulation pipe 13 and reduce the interference on the flow pattern of the coolant flowing directly from the first pipe 111 to the second pipe 112.

[0077] In one possible implementation, such as Figure 1 As shown, the first pipe 111 is brazed and fixedly connected to the branch circulation pipe 13 so that the first pipe 111 and the branch circulation pipe 13 have good connection strength, which is beneficial to improving service life.

[0078] In one possible implementation, the first pipe 111 and the second pipe 112 are sealed together using clamps 16, and the third pipe 121 and the branch circulation pipe 13 are sealed together using clamps 16, thereby improving the connection strength and sealing effect between the rubber pipe and the metal pipe.

[0079] In one possible implementation, such as Figure 1 As shown, the cooling water pipe assembly 1 also includes a bracket 15 and a rubber gasket. The bracket 15 is used to fix the cooling water pipe assembly 1 to the engine block. The rubber gasket is set at the connection between the bracket 15 and the engine block to reduce the risk of wear caused by collision between the engine block and the cooling water pipe assembly 1 when the engine vibrates, which helps to improve the service life of the engine block and the cooling water pipe assembly 1.

[0080] In addition, in one possible implementation, the first pipe 111 is fitted with a pipe fitting and a flange so that the first pipe 111 is installed in the cylinder water passage 7.

[0081] This application also provides an engine cooling system, such as Figure 1 and Figure 2 As shown, the engine cooling system includes the cooling water pipe assembly 1 in any of the above embodiments, and the engine cooling system includes an oil cooler 2, an electric water pump 3, a thermostat 4, a radiator 5, a cylinder block water jacket 6, and a cylinder block water passage 7.

[0082] One end of the cylinder water passage 7 is connected to the first port 111a, and the other end is connected to the oil cooler 2. One end of the cylinder water jacket 6 is connected to the electric water pump 3, and the other end is connected to the thermostat 4. One end of the radiator 5 is connected to the electric water pump 3, and the other end is connected to the thermostat 4.

[0083] When the cooling water circulation pipe assembly 1 is used in the engine cooling system, the end of the first circulation pipe assembly 11 is connected to the oil cooler 2, and the end of the second circulation pipe assembly 12 is connected to the thermostat 4, so that the thermostat 4 and the oil cooler 2 are connected in parallel. In the engine cooling cycle, this reduces the risk of delayed response time of the thermostat 4 due to the difference between the low-temperature control temperature of the thermostat 4 and the high-temperature return water temperature of the oil cooler 2, which is beneficial to improving the working performance of the engine cooling system. At the same time, the first circulation pipe assembly 11 and the second circulation pipe assembly 12 are connected through the branch circulation pipe 13, so that the coolant in the first circulation pipe assembly 11 is diverted to the fourth port 122a of the second circulation pipe assembly 12 and flows into the vehicle inlet 17, realizing heat compensation for the whole vehicle, ensuring the heat requirements of the whole vehicle, facilitating rapid warm-up, shortening the catalytic converter ignition time, improving the coupling of the engine cooling system control, reducing energy consumption, and improving the thermal management efficiency of the engine cooling system.

[0084] Specifically, the thermostat 4 is a device for automatically controlling the temperature of the coolant. A temperature sensor 9 is installed between the thermostat 4 and the third pipe 121. The temperature sensor 9 is used to detect the temperature of the coolant flowing into the third pipe 121 from the thermostat 4, so as to avoid overheating that could lead to performance degradation or damage.

[0085] When operating in a small circulation mode, i.e., when the engine has just started and the temperature is low, the thermostat 4 dynamically adjusts the opening of the radiator 5 to cut off the coolant flow to the radiator 5. The water circulation route is as follows:

[0086] Electronic water pump 3 → Oil cooler 2 → EGR cooler 8 → Cylinder block water passage 7 → First pipe 111 → Second pipe 112 → Electronic water pump 3;

[0087] Electronic water pump 3 → Oil cooler 2 → EGR cooler 8 → Cylinder block water passage 7 → First pipe 111 → Branch circulation pipe 13 → Fourth pipe 122 → Vehicle heat exchange → Fifth pipe 14 → Electronic water pump 3 (which helps to improve the cold start warm-up rate and shorten the catalytic converter ignition time).

[0088] Electronic water pump 3 → Cylinder block water jacket 6 → Thermostat 4 → Third pipe 121 → Fourth pipe 122 → Vehicle heat exchange → Fifth pipe 14 → Electronic water pump 3.

[0089] When the vehicle is in a large circulation mode, i.e., during normal driving, and the engine temperature is high, the thermostat 4 dynamically adjusts the opening of the radiator 5 to open the passage for coolant to the radiator 5, allowing the coolant to flow through the radiator 5 for heat dissipation. The thermostat 4 controls the coolant temperature to be maintained between 83℃ and 87℃, reducing the tendency for engine knocking and improving thermal efficiency. The water circulation route is as follows:

[0090] Electronic water pump 3 → Oil cooler 2 → EGR cooler 8 → Cylinder block water passage 7 → First pipe 111 → Second pipe 112 → Electronic water pump 3;

[0091] Electronic water pump 3 → Oil cooler 2 → EGR cooler 8 → Cylinder block water passage 7 → First pipe 111 → Branch circulation pipe 13 → Fourth pipe 122 → Vehicle heat exchange → Fifth pipe 14 → Electronic water pump 3.

[0092] Electronic water pump 3 → Radiator 5 → Cylinder block water jacket 6 → Thermostat 4 → Third pipe 121 → Fourth pipe 122 → Vehicle heat exchange → Fifth pipe 14 → Electronic water pump 3;

[0093] Electronic water pump 3 → Radiator 5 → Thermostat 4 → Third pipe 121 → Fourth pipe 122 → Vehicle heat exchange → Fifth pipe 14 → Electronic water pump 3.

[0094] This application also provides an engine cooling system, such as Figure 2 As shown, the oil cooler 2 and the EGR cooler 8 are connected in series.

[0095] In this embodiment, during operation, the EGR cooler 8 transfers the heat of the exhaust gas to the coolant through heat exchange, allowing the coolant to further acquire heat, so that the coolant in the first circulation pipeline assembly 11 has a sufficient temperature, thereby improving the reliability and feasibility of achieving rapid warm-up.

[0096] In addition, the oil cooler 2 and the EGR cooler 8 are connected in series so that the EGR cooler 8 draws water from the oil cooler 2. The oil cooler 2 heats the coolant, which increases the inlet water temperature of the EGR cooler 8, thereby reducing the risk of coking in the air passage of the EGR cooler 8. At the same time, it saves the flow consumption of one cooling cycle, thereby reducing the flow performance requirements of the cooling water pump, reducing the shaft power of the cooling water pump, and improving the thermal management efficiency of the engine cooling system.

[0097] The above descriptions are merely specific implementations of the embodiments of this application, but the protection scope of the embodiments of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the embodiments of this application should be covered within the protection scope of the embodiments of this application. Therefore, the protection scope of the embodiments of this application should be determined by the protection scope of the claims.

Claims

1. A cooling water circulation pipe assembly, characterized in that, The cooling water circulation pipe assembly includes: A first circulation pipeline assembly includes a first port and a second port, wherein the first port is used to connect to an oil cooler and the second port is used to connect to an electric water pump. The second circulation pipeline assembly includes a third port and a fourth port, wherein the third port is used to connect to the thermostat and the fourth port is used to connect to the vehicle's water inlet. A branch circulation pipe is used to connect the first circulation pipe assembly and the second circulation pipe assembly. The inner diameter of the first circulation pipe assembly is larger than the inner diameter of the branch circulation pipe, so that the coolant in the first circulation pipe assembly can flow unidirectionally through at least a portion of the pipe of the second circulation pipe assembly to the vehicle water inlet.

2. The cooling water circulation pipe assembly according to claim 1, characterized in that, The inner diameter of the second circulation pipeline assembly is larger than the inner diameter of the branch circulation pipe.

3. The cooling water circulation pipe assembly according to claim 1, characterized in that, The first circulation pipeline assembly includes a first pipeline and a second pipeline that are sealed together, with the first port disposed in the first pipeline and the second port disposed in the second pipeline. The second circulation pipeline assembly includes a third pipeline and a fourth pipeline that are sealed together, with the third port disposed in the third pipeline and the fourth port disposed in the fourth pipeline. The cooling water circulation pipe assembly also includes a fifth pipe, one end of which is connected between the first port and the second port, and the other end of which is connected to the vehicle's return water port.

4. The cooling water circulation pipe assembly according to claim 3, characterized in that, Along the direction from the first port toward the second port, the branch circulation pipe is located on the side of the fifth pipe closer to the first port.

5. The cooling water circulation pipe assembly according to claim 3, characterized in that, The inner diameter of the first pipeline, the second pipeline, the third pipeline, the fourth pipeline and the fifth pipeline is D1, which satisfies 15mm≤D1≤21mm, and the inner diameter of the branch circulation pipe is D2, which satisfies 5mm≤D2≤11mm.

6. The cooling water circulation pipe assembly according to any one of claims 3-5, characterized in that, The first pipeline is fixedly connected to the branch circulation pipeline by brazing.

7. The cooling water circulation pipe assembly according to any one of claims 3-5, characterized in that, Both the second pipeline and the third pipeline include an EPDM rubber layer and a knitted aramid fiber layer.

8. The cooling water circulation pipe assembly according to any one of claims 1-5, characterized in that, The cooling water circulation pipe assembly also includes a bracket and a rubber gasket. The bracket is used to fix the cooling water circulation pipe assembly to the engine block, and the rubber gasket is disposed at the connection between the bracket and the engine block.

9. An engine cooling system, characterized in that, The engine cooling system includes the cooling water pipe assembly according to any one of claims 1-8, and the engine cooling system includes an oil cooler, an electric water pump, a thermostat, a radiator, a cylinder block water jacket, and a cylinder block water passage. One end of the cylinder water channel is connected to the first port, and the other end is connected to the oil cooler. One end of the cylinder water jacket is connected to the electronic water pump, and the other end is connected to the thermostat. One end of the radiator is connected to the electronic water pump, and the other end is connected to the thermostat.

10. The engine cooling system according to claim 9, characterized in that, The oil cooler and EGR cooler are connected in series.

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