Cooling system of engine and vehicle

Abstract

The utility model relates to a cooling system of an engine and a vehicle, the liquid outlet end of an exhaust gas recirculation cooler is connected with the liquid inlet end of a main flow channel, cooling liquid flows along the liquid outlet end of the exhaust gas recirculation cooler, the liquid inlet end of the main flow channel and the liquid outlet end of the main flow channel, and a part of a main loop for cooling liquid circulation is formed; the liquid outlet end of the branch flow channel is connected with the liquid inlet end of the passenger compartment heat exchange pipeline, cooling liquid flows in the direction of the liquid outlet end of the thermolator, the liquid inlet end of the branch flow channel, the liquid outlet end of the branch flow channel and the liquid inlet end of the passenger compartment heat exchange pipeline, and a part of a branch loop used for adjusting the temperature of a passenger compartment is formed. By the adoption of the scheme, the exhaust gas recirculation cooler and the thermolator are not directly connected in series any more but arranged side by side through the main flow channel and the branch flow channel, mutual interference between the exhaust gas recirculation cooler and the thermolator is reduced, thermal response delay is avoided, and systematic function interruption caused by faults of single parts in the exhaust gas recirculation cooler and the thermolator is also avoided.

Description

Technical Field

[0001] This utility model relates to the technical field of vehicle cooling systems, and in particular to an engine cooling system and a vehicle. Background Technology

[0002] In traditional engine cooling systems, the series-connected architecture of cooling system components suffers from significant thermodynamic coupling defects. Taking the thermal interaction between the Exhaust Gas Recirculation (EGR) cooler and the thermostat as an example: the high-temperature coolant temperature at the EGR cooler outlet is 110-130°C, while the medium-temperature coolant temperature in the thermostat's control range is 80-95°C. These two components are directly connected in series, forming a thermodynamically coupled system. This architecture causes the thermostat to experience a thermal response lag of more than 15 seconds, severely affecting the warm-up rate and temperature control accuracy. Furthermore, the single-point failure characteristic of the series-connected structure of the EGR cooler and thermostat means that a failure in any one component can trigger a systemic functional interruption. Utility Model Content

[0003] Based on this, an engine cooling system and vehicle are provided to solve the problem of mutual interference when the exhaust gas recirculation cooler and the thermostat are connected in series in the prior art.

[0004] On the one hand, this utility model provides a cooling system for an engine, which includes a main flow channel, a branch flow channel, a primary flow channel, an exhaust gas recirculation cooler, a thermostat, and a crew compartment heat exchange pipeline.

[0005] The outlet of the exhaust gas recirculation cooler is connected to the inlet of the main channel. The coolant flows along the outlet of the exhaust gas recirculation cooler, the inlet of the main channel, and the outlet of the main channel, forming part of the main loop of coolant circulation.

[0006] The outlet of the thermostat is connected to the inlet of the branch channel, and the outlet of the branch channel is connected to the inlet of the crew compartment heat exchange pipeline. The coolant flows along the direction of the outlet of the thermostat, the inlet of the branch channel, the outlet of the branch channel, and the inlet of the crew compartment heat exchange pipeline, forming part of the branch loop used to regulate the temperature of the crew compartment.

[0007] The two ends of the primary flow channel are connected to the main flow channel and the branch flow channel respectively, so as to connect the coolant in the main flow channel and the branch flow channel, so that the coolant flowing out of the exhaust gas recirculation cooler can flow to the heat exchange pipeline of the crew compartment.

[0008] Based on the above technical solution, the present invention can be further improved as follows.

[0009] In one implementation, the cooling system also includes:

[0010] The first electronic throttle valve is located between the liquid outlet of the branch channel and the liquid inlet of the crew compartment heat exchange pipeline.

[0011] The guide vane is spiral-shaped and installed in the primary flow channel. The guide vane is used to reduce the turbulence of the coolant.

[0012] In one implementation, the cooling system also includes:

[0013] The second-stage flow channel has its outlet end connected to the main flow channel, and its inlet end is located near the main flow channel.

[0014] The expansion tank has its outlet end connected to the inlet end of the secondary flow channel.

[0015] In one implementation, the cooling system also includes:

[0016] The first thermal throttling valve is located between the liquid outlet of the expansion tank and the liquid inlet of the second stage flow channel.

[0017] The second thermal throttling valve is located between the liquid outlet of the thermostat and the liquid inlet of the branch channel.

[0018] In one implementation, the cooling system also includes:

[0019] The main electronic water pump has its inlet end connected to the outlet end of the main channel.

[0020] The radiator has its inlet end connected to the outlet end of the main electric water pump.

[0021] The cylinder block water jacket has its outlet end connected to both the cylinder block water jacket inlet end and the thermostat inlet end, while the cylinder block water jacket outlet end is connected to both the expansion tank inlet end and the thermostat inlet end.

[0022] In one implementation, the cooling system also includes:

[0023] The second electronic throttle valve connects the outlet of the main electronic water pump to the inlet of the cylinder water jacket.

[0024] In one implementation, the cooling system also includes:

[0025] The third-stage flow channel has its outlet end connected to the main flow channel, and its inlet end connected to the outlet end of the crew compartment heat exchange pipeline.

[0026] Along the direction of coolant flow, the main channel sequentially includes: the inlet end of the main channel, a first connecting part connected to the outlet end of the secondary channel, a second connecting part connected to the inlet end of the primary channel, a third connecting part connected to the inlet end of the tertiary channel, and the outlet end of the main channel.

[0027] In one of the implementation methods,

[0028] Along the direction of coolant flow, the main flow channel includes a first metal tube and a first rubber tube connected together. The first metal tube includes the inlet end of the main flow channel, and the first rubber tube includes the outlet end of the main flow channel. The first metal tube is sequentially brazed to the second-stage flow channel, the first-stage flow channel, and the third-stage flow channel.

[0029] Along the direction of coolant flow, the branch channel includes a connected second rubber tube and a second metal tube, the second rubber tube including the inlet end of the branch channel, and the second metal tube including the outlet end of the branch channel.

[0030] In this process, both ends of the primary flow channel are connected to the first metal tube and the second metal tube by brazing.

[0031] In one implementation, the cooling system also includes:

[0032] The first clamp clamps the first metal tube and the first rubber tube along the radial outer periphery;

[0033] The second clamp secures the second metal tube and the second rubber tube along the radial outer circumference;

[0034] Both the first and second metal tubes are made of stainless steel.

[0035] On the other hand, this utility model also provides a vehicle, including an engine cooling system.

[0036] The beneficial effects of this utility model are as follows: By connecting the exhaust gas recirculation cooler to the main flow channel and the thermostat to the branch flow channel, the exhaust gas recirculation cooler and the thermostat are no longer directly connected in series but are arranged in parallel through the main flow channel and the branch flow channel. This reduces mutual interference between the exhaust gas recirculation cooler and the thermostat and avoids thermal response hysteresis. It also avoids systemic functional interruption caused by the failure of a single component in the exhaust gas recirculation cooler and the thermostat. By connecting the exhaust gas recirculation cooler and the thermostat to the main flow channel and the branch flow channel respectively, and connecting the main flow channel and the branch flow channel through the primary flow channel, the coolant in both flow channels flows and acts on the passenger compartment. This achieves separate installation of the exhaust gas recirculation cooler and the thermostat while meeting the coolant supply requirements when the passenger compartment needs to regulate its temperature. This enables precise temperature regulation of the passenger compartment and improves the flexibility of the passenger compartment in regulating the flow rate and temperature of the coolant. At the same time, it ensures that the main circuit and the branch circuit of the coolant circulation maintain relatively independent and efficient operation. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the cooling system of an engine in one embodiment;

[0038] Figure 2 This is a schematic diagram of the cooling system under summer large-circulation operating conditions in one embodiment;

[0039] Figure 3 This is a schematic diagram of the cooling system under summer low-circulation operating conditions in one embodiment;

[0040] Figure 4 This is a schematic diagram of the cooling system under winter large-circulation operating conditions in one embodiment;

[0041] Figure 5 This is a schematic diagram of the cooling system under winter low-circulation conditions in one embodiment.

[0042] In the attached diagram, the components represented by each number are as follows:

[0043] 1. Main channel; 1-1. First metal pipe; 1-2. First rubber pipe;

[0044] 2. Branch channel; 2-1. Second rubber hose; 2-2. Second metal hose;

[0045] 3. Primary flow channel; 4. Exhaust gas recirculation cooler; 5. Temperature controller; 6. Passenger compartment heat exchange piping; 7. First electronic throttle valve; 8. Secondary flow channel; 9. Tertiary flow channel; 10. Expansion tank; 11. First thermostatic throttle valve; 12. Second thermostatic throttle valve; 13. Main electronic water pump; 14. Radiator; 15. Cylinder block water jacket; 16. Second electronic throttle valve; 17. First clamp; 18. Second clamp;

[0046] A. High-temperature coolant; B. Low-temperature coolant; C. Medium-temperature coolant; D. Pipeline blockage. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit the scope of this application. It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this utility model. Therefore, the drawings only show components related to this utility model and are not drawn according to the actual number, shape, and size of the components in implementation. In actual implementation, the shape, quantity, and proportion of each component can be arbitrarily changed, and the component layout may also be more complex.

[0048] A cooling system for an engine, see Figure 1 The cooling system includes a main flow channel 1, a branch flow channel 2, a primary flow channel 3, an exhaust gas recirculation cooler 4, a thermostat 5, and a crew compartment heat exchange pipeline 6. The outlet of the exhaust gas recirculation cooler 4 is connected to the inlet of the main flow channel 1. The coolant flows along the direction of the outlet of the exhaust gas recirculation cooler 4, the inlet of the main flow channel 1, and the outlet of the main flow channel 1, forming part of the main loop of coolant circulation. The outlet of the thermostat 5 is connected to the inlet of the branch flow channel 2, and the outlet of the branch flow channel 2 is connected to... The inlet end of the crew compartment heat exchange pipe 6 is connected to the coolant. The coolant flows along the direction of the outlet end of the thermostat 5, the inlet end of the branch channel 2, the outlet end of the branch channel 2 and the inlet end of the crew compartment heat exchange pipe 6, forming part of the branch loop for temperature regulation of the crew compartment. The two ends of the primary flow channel 3 are connected to the main flow channel 1 and the branch channel 2 respectively to connect the coolant in the main flow channel 1 and the branch channel 2, so that the coolant flowing out of the exhaust gas recirculation cooler 4 can flow to the crew compartment heat exchange pipe 6.

[0049] This scheme connects the exhaust gas recirculation cooler 4 to the main flow channel 1 and the thermostat 5 to the branch flow channel 2. Instead of being directly connected in series, the exhaust gas recirculation cooler 4 and the thermostat 5 are arranged in parallel through the main flow channel 1 and the branch flow channel 2. This reduces mutual interference between the exhaust gas recirculation cooler 4 and the thermostat 5, avoids thermal response hysteresis, and prevents systemic functional interruptions caused by the failure of a single component in either the exhaust gas recirculation cooler 4 or the thermostat 5. Connecting the exhaust gas recirculation cooler 4 and the thermostat 5 to the main flow channel 1 and the branch flow channel 2 respectively, and connecting them through the primary flow channel 3, ensures that the coolant in both flow channels flows and acts on the passenger compartment. This allows for separate installation of the exhaust gas recirculation cooler 4 and the thermostat 5 while simultaneously meeting the coolant supply requirements for passenger compartment temperature regulation. This achieves precise temperature control of the passenger compartment and improves the flexibility of coolant flow and temperature regulation. Furthermore, it ensures that the main and branch coolant circulation loops operate relatively independently and efficiently.

[0050] In this embodiment, the exhaust gas recirculation cooler 4 is the EGR cooler shown in the figure.

[0051] In some embodiments, see Figure 1 The cooling system also includes a first electronic throttle valve 7 and a guide vane. The first electronic throttle valve 7 is located between the outlet end of the branch channel 2 and the inlet end of the crew compartment heat exchange pipe 6. The guide vane is spiral-shaped and installed in the primary flow channel 3 to reduce coolant turbulence. Thus, the first electronic throttle valve 7 regulates the coolant flow rate between the branch channel 2 and the crew compartment heat exchange pipe 6, ensuring a reasonable distribution of coolant within the crew compartment heat exchange pipe 6 to keep the crew compartment temperature within a suitable range. The guide vane in the primary flow channel 3 reduces turbulence within the tank.

[0052] In the embodiments, see Figure 1 The primary flow channel 3 also includes a throttling orifice. The effects of the throttling orifice include: controlling the fluid flow rate and velocity, creating local resistance as the fluid passes through; reducing the fluid velocity, thus minimizing turbulence caused by excessive velocity; and regulating the fluid pressure to make it more stable, preventing flow instability due to pressure fluctuations. Therefore, both the throttling orifice and the spiral guide vane effectively reduce turbulence and improve the stability and efficiency of fluid transport. Correspondingly, one embodiment of the throttling orifice size is φ8±0.05mm.

[0053] In some embodiments, the cooling system further includes a secondary flow channel 8 and an expansion tank 10. The outlet of the secondary flow channel 8 is connected to the main flow channel 1, and the inlet of the secondary flow channel 8 is located near the inlet of the main flow channel 1. The outlet of the expansion tank 10 is connected to the inlet of the secondary flow channel 8. In this way, by setting the secondary flow channel 8, the coolant flowing out of the expansion tank 10 can enter the main flow channel 1. In addition, the inlet of the secondary flow channel 8 near the main flow channel 1 is connected to the main flow channel 1, that is, the inlet of the expansion tank 10 near the main flow channel 1 is connected to the main flow channel 1. This ensures that before the cooling oil flows to the primary flow channel 3, the coolant flowing from the expansion tank 10 and the exhaust gas recirculation cooler 4 into the main flow channel 1 has sufficient length for heat source coupling response, thereby improving the thermal efficiency of the system.

[0054] In some embodiments, see Figure 1 The cooling system also includes a first thermistor throttling valve 11 and a second thermistor throttling valve 12. The first thermistor throttling valve 11 is located between the outlet of the expansion tank 10 and the inlet of the secondary flow channel 8; the second thermistor throttling valve 12 is located between the outlet of the thermostat 5 and the inlet of the branch channel 2. Thus, by using the first electronic throttling valve 7 and the second thermistor throttling valve 12 in conjunction, the temperature of the passenger compartment is regulated, achieving precise control of the passenger compartment's required temperature. The expansion tank 10, through its connection with the first thermistor throttling valve 11 and the main flow channel 1, compensates for the heat in the main flow channel 1.

[0055] In some embodiments, see Figure 1The cooling system also includes a main electric water pump 13, a radiator 14, and a cylinder block water jacket 15. The inlet of the main electric water pump 13 is connected to the outlet of the main flow channel 1; the inlet of the radiator 14 is connected to the outlet of the main electric water pump 13; the outlet of the radiator 14 is connected to both the inlet of the cylinder block water jacket 15 and the inlet of the thermostat 5; and the outlet of the cylinder block water jacket 15 is connected to both the inlet of the expansion tank 10 and the inlet of the thermostat 5. In this way, the main electric water pump 13 drives the coolant to circulate in the system, so that the coolant can flow from the radiator 14 to the engine block water jacket 15, and then return to the radiator 14 after passing through other components, ensuring continuous circulation of the coolant and carrying away the heat generated by the engine. The function of the radiator 14 is to dissipate the heat carried by the coolant to the external environment. The cylinder block water jacket 15 is a hollow structure inside the engine cylinder, in which the coolant flows. The cylinder block water jacket 15 is in direct contact with the high-temperature components of the engine, such as the cylinder wall and the area around the combustion chamber, absorbing the heat generated by the engine during operation, preventing the engine from overheating, and maintaining its stable operation within a suitable operating temperature range.

[0056] In some embodiments, see Figure 1 The cooling system also includes a second electronic throttle valve 16, through which the outlet of the main electronic water pump 13 is connected to the inlet of the cylinder block water jacket 15. Thus, the main function of the second electronic throttle valve 16 in the cooling system is to regulate and control the flow and pressure of the coolant to ensure that the engine maintains a stable temperature under different operating conditions. The second electronic throttle valve 16 adjusts the flow rate by changing the flow resistance of the coolant, thereby achieving precise control of the engine temperature.

[0057] In some embodiments, see Figure 1 The cooling system also includes a third-stage flow channel 9, whose outlet is connected to the main flow channel 1, and whose inlet is connected to the outlet of the crew compartment heat exchange pipeline 6. In this way, the coolant in the branch circuit that regulates the temperature of the crew compartment is returned to the main circuit via the third-stage flow channel 9, achieving coolant recycling.

[0058] Along the direction of coolant flow, the main flow channel 1 sequentially includes: an inlet end of the main flow channel 1, a first connecting portion connected to the outlet end of the secondary flow channel 8, a second connecting portion connected to the inlet end of the primary flow channel 3, a third connecting portion connected to the inlet end of the tertiary flow channel 9, and an outlet end of the main flow channel 1. In this way, the relative positional relationships between the two ends of the main flow channel 1 and the three secondary flow channels are clearly defined within the main flow channel 1, thereby achieving full utilization of the coolant.

[0059] In some embodiments, see Figure 1Along the direction of coolant flow, the main flow channel 1 includes a connected first metal pipe 1-1 and a first rubber pipe 1-2. The first metal pipe 1-1 includes the inlet end of the main flow channel 1, and the first rubber pipe 1-2 includes the outlet end of the main flow channel 1. The first metal pipe 1-1 is sequentially brazed to the second-stage flow channel 8, the first-stage flow channel 3, and the third-stage flow channel 9. Along the direction of coolant flow, the branch flow channel 2 includes a connected second rubber pipe 2-1 and a second metal pipe 2-2. The second rubber pipe 2-1 includes the inlet end of the branch flow channel 2, and the second metal pipe 2-2 includes the outlet end of the branch flow channel 2. Both ends of the first-stage flow channel 3 are brazed to the first metal pipe 1-1 and the second metal pipe 2-2. Thus, the main flow channel 1 and the branch flow channel 2 are formed by combining metal pipes and rubber pipes, which facilitates the installation of secondary pipes while ensuring the durability of the flow channels.

[0060] In the embodiment, in addition to using metal and rubber pipes, the main flow channel 1 and the branch flow channel 2 are also equipped with rubber pads at the connection positions between the pipes and the cylinder block, which gives the present invention a strong vibration resistance capability. The first-order modal frequency is much higher than the highest speed frequency of traditional engines, effectively avoiding the risk of resonance.

[0061] In one embodiment, the metal piping is made of 304 stainless steel and the rubber piping is made of EPDM rubber. The advantages of using rubber are: controllable cost, excellent corrosion resistance, and the ability to pass a 480-hour salt spray corrosion test.

[0062] In some embodiments, see Figure 1 The cooling system also includes a first clamp 17 and a second clamp 18. The first clamp 17 radially clamps the first metal tube 1-1 and the first rubber tube 1-2; the second clamp 18 radially clamps the second metal tube 2-2 and the second rubber tube 2-1. Both the first metal tube 1-1 and the second metal tube 2-2 are made of stainless steel. Thus, the first clamp 17 and the second clamp 18 are provided to facilitate the clamping and fixing of the corresponding metal tubes and rubber tubes together.

[0063] A vehicle including an engine cooling system.

[0064] Since the temperature of the coolant varies after passing through each component, different display methods are used to distinguish the temperature of each connection path, namely A - high temperature coolant, B - low temperature coolant, and C - medium temperature coolant; in addition, indicators are also provided to indicate different pipelines, D - pipeline is not connected.

[0065] When the cooling system of this solution is running, the specific application scenario needs to be determined based on the room temperature or the temperature inside the vehicle. The following are four scenarios:

[0066] 1. Summer large-circulation operating conditions, see Figure 2When the ambient temperature is ≥35℃ and the engine is under high load, the second electronic throttle valve 16 is fully closed, meaning there is no coolant flow between the main electronic water pump 13 and the cylinder block water jacket 15. The opening of the radiator 14 outlet is 100%, the main circulation flow is increased, the outlet of the thermostat 5 is fully open, and the opening of the first thermal throttle valve 11 is ≤50%, reducing the impact of the high-temperature coolant in the expansion tank 10 on the main flow channel 1 and the primary flow channel 3. The tributary channel 2 provides cooling for the passenger compartment, the first electronic throttle valve 7 is 80% open, and the outlet air temperature is 22℃±1℃.

[0067] 2. Summer small-circulation operating conditions, see [reference]. Figure 3 When the ambient temperature is ≥35℃ and the engine is under low load, the thermostat 5 closes the pipe connected to the radiator 14, the second electronic throttle valve 16 opens to 80%, the main flow channel 1 is fully open, and the temperature rises rapidly to 95℃. The first electronic throttle valve 7 connected to the branch flow channel 2 opens to 40%, maintaining basic cooling of the passenger compartment. The outlet air temperature is 26℃, which can avoid excessive heat dissipation and improve fuel economy. The first thermal throttle valve 11 opens to 80%.

[0068] When the radiator 14 passage is closed, the temperature can rise rapidly; however, after passing through the radiator 14, the coolant temperature drops. This method of closing the connecting pipe between the thermostat 5 and the radiator 14 can prevent low temperature from directly entering the thermostat 5.

[0069] 3. Winter operating conditions under large circulation mode, see [link / reference]. Figure 4 Ambient temperature ≤10℃, engine under medium load; thermostat 5 adjusts proportionally, radiator 14 opening is 30%-70%, balancing heat dissipation and warm-up needs; main flow channel 1 temperature is maintained at 98℃±2℃, first electronic throttle valve 7 connected to branch channel 2 is fully open, passenger compartment is heated, outlet air temperature is 45℃±3℃; improve waste heat recovery rate, shorten heating system response time; second electronic throttle valve 16 is fully open, first thermal throttle valve 11 is fully open, second thermal throttle valve 12 is fully open.

[0070] 4. Winter small-circulation operating conditions, see [reference]. Figure 5 When the ambient temperature is ≤0℃, during the cold start phase, the thermostat 5 completely closes the pipe connected to the radiator 14, the second electronic throttle valve 16 is fully open, and the coolant flows back to the cylinder water jacket 15 to achieve rapid warm-up; the first thermostatic throttle valve 11 is closed to prevent the low-temperature coolant from the expansion tank 10 from mixing into the main flow channel 1; the second thermostatic throttle valve 12 and the first electronic throttle valve 7 are both fully open.

[0071] The structures, proportions, sizes, etc., illustrated in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which this utility model can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0072] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. Terms such as "installed," "connected," "joined," and "fixed" should be interpreted broadly. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0073] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0074] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A cooling system for an engine, characterized in that, The cooling system includes a main flow channel (1), a branch flow channel (2), a primary flow channel (3), an exhaust gas recirculation cooler (4), a thermostat (5), and crew compartment heat exchange piping (6). The outlet end of the exhaust gas recirculation cooler (4) is connected to the inlet end of the main channel (1). The coolant flows along the direction of the outlet end of the exhaust gas recirculation cooler (4), the inlet end of the main channel (1), and the outlet end of the main channel (1), forming part of the main loop of coolant circulation. The outlet of the thermostat (5) is connected to the inlet of the branch channel (2), and the outlet of the branch channel (2) is connected to the inlet of the crew compartment heat exchange pipeline (6). The coolant flows along the direction of the outlet of the thermostat (5), the inlet of the branch channel (2), the outlet of the branch channel (2), and the inlet of the crew compartment heat exchange pipeline (6), and forms part of a branch circuit for temperature regulation of the crew compartment. The two ends of the primary flow channel (3) are connected to the main flow channel (1) and the branch flow channel (2) respectively, so as to connect the coolant in the main flow channel (1) and the branch flow channel (2) so that the coolant flowing out from the exhaust gas recirculation cooler (4) can flow to the crew compartment heat exchange pipeline (6).

2. The cooling system for the engine according to claim 1, characterized in that, The cooling system also includes: The first electronic throttle valve (7) is located between the liquid outlet end of the branch channel (2) and the liquid inlet end of the crew compartment heat exchange pipeline (6); The guide vane is spiral-shaped and disposed in the first-stage flow channel (3), and the guide vane is used to reduce the turbulence of the coolant.

3. The cooling system for the engine according to claim 1, characterized in that, The cooling system also includes: The second-stage flow channel (8) is connected to the main flow channel (1) at its outlet end and is located near the inlet end of the main flow channel (1). An expansion tank (10) is provided, with its outlet end connected to the inlet end of the secondary flow channel (8).

4. The cooling system for the engine according to claim 3, characterized in that, The cooling system also includes: The first thermal throttle valve (11) is located between the liquid outlet of the expansion tank (10) and the liquid inlet of the second stage flow channel (8). The second thermal throttle valve (12) is located between the liquid outlet of the thermostat (5) and the liquid inlet of the branch channel (2).

5. The cooling system for the engine according to claim 3 or 4, characterized in that, The cooling system also includes: The main electronic water pump (13) is connected to the outlet of the main channel (1). The radiator (14) has its inlet end connected to the outlet end of the main electronic water pump (13). The cylinder water jacket (15) has its outlet end connected to both the inlet end of the cylinder water jacket (15) and the inlet end of the thermostat (5). The outlet end of the cylinder water jacket (15) is also connected to both the inlet end of the expansion tank (10) and the inlet end of the thermostat (5).

6. The cooling system for the engine according to claim 5, characterized in that, The cooling system also includes: The second electronic throttle valve (16) is used to connect the outlet end of the main electronic water pump (13) to the inlet end of the cylinder water jacket (15).

7. The cooling system for the engine according to claim 3, characterized in that, The cooling system also includes: The third-stage flow channel (9) has its liquid outlet end connected to the main flow channel (1) and its liquid inlet end connected to the liquid outlet end of the crew compartment heat exchange pipeline (6). Along the direction of coolant flow, the main channel (1) sequentially includes: the inlet end of the main channel (1), a first connecting part connected to the outlet end of the second stage channel (8), a second connecting part connected to the inlet end of the first stage channel (3), a third connecting part connected to the inlet end of the third stage channel (9), and the outlet end of the main channel (1).

8. The cooling system for the engine according to claim 7, characterized in that, Along the direction of coolant flow, the main flow channel (1) includes a first metal tube (1-1) and a first rubber tube (1-2) connected together. The first metal tube (1-1) includes the inlet end of the main flow channel (1), and the first rubber tube (1-2) includes the outlet end of the main flow channel (1). The first metal tube (1-1) is sequentially brazed to the second-stage flow channel (8), the first-stage flow channel (3), and the third-stage flow channel (9). Along the direction of coolant flow, the branch channel (2) includes a connected second rubber tube (2-1) and a second metal tube (2-2), the second rubber tube (2-1) including the inlet end of the branch channel (2), and the second metal tube (2-2) including the outlet end of the branch channel (2); The first-stage flow channel (3) is connected to the first metal tube (1-1) and the second metal tube (2-2) by brazing at both ends.

9. The cooling system for the engine according to claim 8, characterized in that, The cooling system also includes: The first clamp (17) clamps the first metal tube (1-1) and the first rubber tube (1-2) along the radial outer periphery; The second clamp (18) clamps the second metal tube (2-2) and the second rubber tube (2-1) along the radial outer periphery; Both the first metal tube (1-1) and the second metal tube (2-2) are made of stainless steel.

10. A vehicle, characterized in that, The cooling system includes the engine as described in any one of claims 1 to 9.

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