Fan drive unit and vehicle

Abstract

This application relates to the field of vehicle cooling technology and provides a fan drive device and a vehicle. The fan drive device of this application includes a first power source and a second power source. The first power source is selectively connected to the fan via a first control unit, and the second power source is selectively connected to the fan via a second control unit, enabling both power sources to drive the fan independently. The fan drive device described in this application can maintain fan operation as long as at least one power source can provide power, eliminating the need for an additional condenser fan, reducing the space occupied by the vehicle's cooling fan system, which is beneficial for reducing the front overhang length of the vehicle and further improving the vehicle's passability.

Description

Technical Field

[0001] This application relates to the field of vehicle cooling technology, and in particular to a fan drive device and a vehicle. Background Technology

[0002] With the rapid development of the vehicle market in recent years, off-road vehicles have become increasingly popular among consumers due to their excellent off-road capability and ability to adapt to complex road conditions. These vehicles are typically equipped with large-displacement engines, which generate a lot of heat during operation, thus requiring generally high-performance cooling systems. To meet this need, most off-road vehicles are equipped with cooling fans for heat dissipation.

[0003] Currently, when vehicles are equipped with cooling fans, they usually need to be used in conjunction with condenser fans. When the cooling fan is not working, the condenser fans blow air onto the condenser to dissipate heat. However, this arrangement takes up a lot of space, which affects the vehicle's overall dimensions and is not conducive to improving the vehicle's passability. Utility Model Content

[0004] In view of this, this application aims to provide a fan drive device to improve the passability of a vehicle.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0006] A fan drive device for driving a fan located on one side of a vehicle cooling module to rotate includes a first power source and a second power source for providing power to the fan, a first control unit disposed on the first power source and the power transmission path of the fan, and a second control unit disposed on the second power source and the power transmission path of the fan.

[0007] The first control unit is capable of controlling the power supply between the first power source and the fan, and the second control unit is capable of controlling the power supply between the second power source and the fan.

[0008] Furthermore, the fan drive device also includes a power transmission mechanism, with the first control unit located between the power input end of the power transmission mechanism and the first power source, and the power output end of the power transmission mechanism being connected to the fan drive.

[0009] Furthermore, the power transmission mechanism includes a speed change unit connected to the power output end of the first power source via the first control unit, and a one-way power transmission unit connected between the speed change unit and the fan, wherein the one-way power transmission unit can transmit the power of the speed change unit to the fan in one direction.

[0010] Furthermore, the transmission unit includes a first wheel and a second wheel connected by a transmission, and the first shaft on which the first wheel is mounted constitutes the power input end of the power transmission mechanism;

[0011] The unidirectional power transmission unit includes a pawl pivotally connected to the second rotating wheel and a ratchet driven by the pawl, and the second shaft on which the ratchet is mounted constitutes the power output end of the power transmission mechanism.

[0012] Furthermore, the first power source includes an engine, the first control unit includes a first clutch, and the first clutch is disposed between the power output shaft of the engine and the first shaft body.

[0013] Furthermore, the second power source includes a motor, the second control unit includes a second clutch, and the second clutch is disposed between the power output shaft of the motor and the second shaft.

[0014] Furthermore, the first and second rotating wheels are connected by any one of the following transmission methods: transmission belt, transmission chain, and gear transmission.

[0015] Furthermore, the vehicle cooling module includes a high-temperature radiator, a low-temperature radiator, and a condenser, which are arranged sequentially on one side of the fan, with the high-temperature radiator being arranged adjacent to the fan.

[0016] Furthermore, the fan includes a silicone oil fan arranged adjacent to the high-temperature heat sink.

[0017] Compared with related technologies, this application has the following advantages:

[0018] (1) The fan drive device described in this application is provided with a first power source and a second power source. Both power sources can drive the fan independently. The power source driving the fan can be switched through the first control unit and the second control unit. When one power source does not output power, it can be switched to the other power source. This ensures that the fan is always in an operational state when any power source can provide power output. It can maintain the cooling of components such as condensers without the need for a condenser fan, reducing the space occupied by the vehicle cooling fan system, which is beneficial to reducing the front overhang length of the vehicle and further improving the vehicle's passability.

[0019] (2) By integrating the transmission path from the first power source to the fan through the power transmission mechanism, the power transmission path is better, which is conducive to efficient power transmission and simplifies the mechanical layout; integrating the first control unit at the power input end of the power transmission mechanism facilitates maintenance and fault isolation.

[0020] (3) The speed change unit can adjust the speed output of the first power source so that the speed transmitted to the fan can match the heat dissipation requirements and reduce the problem of fan overspeed or underspeed; while the unidirectional power transmission unit can prevent power backlash to ensure that power is transmitted only from the speed change unit to the fan in one direction, prevent the fan inertia from dragging the first power source, protect the first power source, and reduce mechanical loss.

[0021] (4) The first wheel and the second wheel are connected by a mechanical structure, which makes the transmission design more compact, saves layout space, and helps to improve the vehicle's passability. At the same time, the ratchet and pawl transmission method can provide a reliable one-way locking function, and the structure cost is low, the failure rate is also low, and the one-way locking characteristics are clear.

[0022] (5) Using the engine as the primary power source, it can provide sufficient power when it is running. With the first clutch, it can achieve instantaneous separation of power between the engine and the fan, and cut off the power transmission to the fan when the engine is at low temperature or low load, shortening the warm-up time and having a certain fuel-saving effect.

[0023] (6) The motor is used as the second power source. It can drive the fan independently through the second clutch. It can continue to work after the vehicle is turned off, or provide silent cooling in the vehicle's hybrid mode. When the motor does not output power, the second clutch can be disengaged to prevent the motor from being dragged back by the fan's inertia and reduce ineffective energy consumption.

[0024] (7) The first and second wheels are connected by a transmission belt, transmission chain or gear. The transmission path is simple and reliable, the arrangement space is small, and it is conducive to improving the vehicle's passability.

[0025] (8) The high-temperature radiator, as a component for cooling high-temperature components, is located close to the fan and can prioritize the heat dissipation of high-temperature components; the low-temperature radiator, as a component for cooling secondary high-temperature components, and the condenser, as a heat-generating component of the air conditioning system, are arranged in sequence. They can utilize the fan airflow gradient for cooling and efficiently utilize the airflow generated by the fan, which is conducive to improving the overall heat dissipation efficiency; secondly, the integrated arrangement of the high-temperature radiator, low-temperature radiator and condenser can reduce the length of the air duct, improve the space utilization rate, simplify the front layout of the vehicle, and improve the vehicle's passability.

[0026] (9) The fan is equipped with a silicone oil fan. The silicone oil fan automatically adjusts its speed according to the temperature. The coupling is stronger at high temperatures, resulting in a larger air volume. At low temperatures, the slip increases, resulting in lower noise and energy saving. At the same time, the silicone oil fan does not rely on complex electrical control. It uses silicone oil for soft connection in the middle, is resistant to high temperature conditions, and is reliable in operation. It is especially suitable for harsh environments that are close to high-temperature heat sinks.

[0027] Another object of this application is to provide a vehicle in which the fan is driven by the aforementioned fan drive device.

[0028] The vehicle described in this application is equipped with a first power source and a second power source to provide power to the fan. Both power sources can drive the fan independently, and the power source driving the fan can be switched through the first control unit and the second control unit. When one power source is not outputting power, it can be switched to the other power source. In this way, the fan is always in an operational state as long as either power source can provide power output. It can maintain the blowing and cooling of the condenser without the need for a condenser fan, reducing the space occupied by the vehicle's cooling fan system, which is conducive to reducing the front overhang length of the vehicle and further improving the vehicle's passability. Attached Figure Description

[0029] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0030] Figure 1 This is an overall schematic diagram of the fan drive device described in the embodiments of this application;

[0031] Figure 2 This is a schematic diagram of one embodiment of the transmission structure between the first and second rotating wheels described in this application.

[0032] Figure 3 This is a schematic diagram of another embodiment of the transmission structure between the first and second rotating wheels described in the embodiments of this application;

[0033] Explanation of reference numerals in the attached figures:

[0034] 1. Vehicle cooling module;

[0035] 101. High-temperature radiator; 102. Low-temperature radiator; 103. Condenser;

[0036] 2. Fan;

[0037] 3. Primary power source;

[0038] 4. Second power source;

[0039] 5. First Control Unit;

[0040] 6. Second Control Unit;

[0041] 7. Power transmission mechanism;

[0042] 701, Transmission unit; 7011, First rotating wheel; 7012, Second rotating wheel; 702, One-way power transmission unit; 7021, Pawl; 7022, Ratchet; 703, First shaft; 704, Second shaft;

[0043] 8. Wheels. Detailed Implementation

[0044] To make the technical solution 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 and not intended to limit the scope of this application.

[0045] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0046] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0047] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0048] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0049] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0050] An embodiment of the first aspect of this application provides a fan drive device for driving a fan located on one side of a vehicle cooling module to rotate, mainly for reducing the space occupied by the vehicle cooling device, so as to improve the vehicle's passability.

[0051] In related technologies, off-road vehicles are typically equipped with large-displacement engines, which generate a lot of heat during operation, thus requiring generally high-performance cooling systems. To meet this need, most off-road vehicles are equipped with cooling fans for heat dissipation.

[0052] Currently, when vehicles are equipped with cooling fans, they usually need to be used in conjunction with condenser fans. When the cooling fan is not working, the condenser fans blow air onto the condenser to dissipate heat. However, this arrangement takes up a lot of space, which affects the vehicle's external dimensions and is not conducive to improving the vehicle's passability.

[0053] In view of this, in order to overcome the shortcomings of the related technology, the fan drive device in this embodiment combines... Figure 1 and Figure 2 As shown, the overall design includes a first power source 3 and a second power source 4 that provide power to the fan 2, a first control unit 5 located on the power transmission path between the first power source 3 and the fan 2, and a second control unit 6 located on the power transmission path between the second power source 4 and the fan 2.

[0054] The first control unit 5 can control the power supply between the first power source 3 and the fan 2, and the second control unit 6 can control the power supply between the second power source 4 and the fan 2.

[0055] Therefore, the fan drive device in this embodiment is provided with a first power source 3 and a second power source 4. Both power sources can drive the fan 2 independently, and the power source driving the fan 2 can be switched through the first control unit 5 and the second control unit 6. When one power source does not output power, it can be switched to the other power source. In this way, the fan 2 is always in an operational state when any power source can provide power output. It can maintain the cooling of components such as condensers without the need to set up a condenser fan, which reduces the space occupied by the vehicle cooling fan system, helps to reduce the front overhang length of the vehicle, and further improves the vehicle's passability.

[0056] Based on the above general introduction, specifically, as an exemplary structural form, the vehicle heat dissipation module 1 of this embodiment is disposed at the front of the vehicle, and the fan 2 is disposed at the rear of the vehicle heat dissipation module 1. That is to say, the airflow blown out by the fan 2 passes through the vehicle heat dissipation module 1 and is dissipated from the front of the vehicle to the external environment. This arrangement of the vehicle heat dissipation module 1 results in faster heat dissipation and higher heat dissipation efficiency.

[0057] When the vehicle cooling module 1 is located at the front of the vehicle, the condensing electric fan is typically positioned to one side of the cooling module 1, opposite the fan 2. The condensing electric fan, cooling module 1, and fan 2 are arranged sequentially. The condensing electric fan cools the cooling module 1 by blowing air when fan 2 is not operating. Therefore, this combination of the condensing electric fan, cooling module 1, and fan 2 requires a considerable amount of space in the front of the vehicle, occupying a significant portion of the front space. Consequently, the front of the vehicle needs to be long enough to accommodate this combination.

[0058] Vehicle passability refers to a vehicle's ability to traverse complex road conditions and obstacles. Specifically, it manifests as the ability to maintain a relatively high average speed on rough terrain such as soft ground, steep slopes, and ditches. Its core lies in the vehicle's adaptability to bad roads and off-road areas. Vehicle passability has corresponding evaluation parameters, one important one being the approach angle. The approach angle is the maximum angle between the horizontal plane and the plane tangent to the outer edge of the front tire. A larger approach angle reduces the likelihood of a collision when boarding or alighting from ferries or engaging in off-road driving, resulting in better passability. Therefore, the approach angle is a crucial parameter for vehicle passability.

[0059] When considering the combination of the condenser fan, vehicle cooling module 1, and fan 2 located on the front suspension of the vehicle, the length of the vehicle's front end inevitably needs to be increased in order to accommodate these components. The corresponding change is an increase in the front overhang distance, which leads to a smaller approach angle and increases the risk of hitting the vehicle's nose when getting on or off ferries or driving off-road, resulting in poorer vehicle passability.

[0060] In this embodiment, the fan 2 uses the first power source 3 and the second power source 4 as power sources. When one power source cannot provide power, the other power source can be switched to provide power. A single fan 2 can be used for cooling, so there is no need to set up an additional condenser fan. This effectively reduces the space occupied in the front of the vehicle, which is conducive to shortening the front overhang length, thereby increasing the vehicle approach angle and improving the vehicle's passability.

[0061] Continue to combine Figures 1 to 2As shown, in some exemplary embodiments, the fan drive device further includes a power transmission mechanism 7. A first control unit 5 is provided between the power input end of the power transmission mechanism 7 and the first power source 3, and the power output end of the power transmission mechanism 7 is connected to the fan 2. By integrating the transmission path from the first power source 3 to the fan 2 through the power transmission mechanism 7, the power transmission path is optimized, which is conducive to efficient power transmission and simplifies the mechanical layout. Secondly, by integrating the first control unit 5 into the power input end of the power transmission mechanism 7, when the first control unit 5 cuts off the power transmission from the first power source 3, there is no power input in the power transmission mechanism 7. This arrangement facilitates the maintenance and fault isolation of the fan drive device.

[0062] Based on the provision of the power transmission mechanism 7, regarding the specific structure of the power transmission mechanism 7, in some exemplary embodiments, the power transmission mechanism 7 includes a speed change unit 701 connected to the power output end of the first power source 3 via the first control unit 5, and a one-way power transmission unit 702 connected between the speed change unit 701 and the fan 2. The one-way power transmission unit 702 is capable of transmitting the power of the speed change unit 701 to the fan 2 in one direction.

[0063] With this configuration, the transmission unit 701 can adjust the output speed of the first power source 3, ensuring that the speed transmitted to the fan 2 matches the heat dissipation requirements and reducing the problem of the fan 2 running too fast or too slow. Keeping the fan 2 within an optimal speed range is beneficial for improving its heat dissipation efficiency for the vehicle's cooling module 1.

[0064] Secondly, when the first power source 3 does not transmit power to the transmission unit 701, and the second power source 4 drives the fan 2 to rotate, the unidirectional power transmission unit 702 ensures that the transmission unit 701 and the fan 2 do not affect each other and remain relatively independent. Simultaneously, the unidirectional power transmission unit 702 can also prevent power backlash. For example, if the first power source 3 stops outputting power, the fan 2 may continue to rotate due to inertia, potentially dragging the first power source 3 back through the transmission unit 701. The unidirectional power transmission unit 702 can protect the first power source 3 and reduce mechanical wear.

[0065] Continue by Figure 1 and Figure 2As shown, based on the presence of a transmission unit 701 and a unidirectional power transmission unit 702, in some exemplary embodiments, the transmission unit 701 includes a first rotating wheel 7011 and a second rotating wheel 7012 connected in a transmission manner, and a first shaft 703 mounting the first rotating wheel 7011 constitutes the power input end of the power transmission mechanism 7. The unidirectional power transmission unit 702 includes a pawl 7021 pivotally connected to the second rotating wheel 7012, and a ratchet 7022 driven by the pawl 7021, and a second shaft 704 mounting the ratchet 7022 constitutes the power output end of the power transmission mechanism 7. The number of pawls 7021 is at least one; the more pawls 7021 provided, the more stable the transmission between the second shaft 704 and the second rotating wheel 7012.

[0066] As described above, the first rotating wheel 7011 and the second rotating wheel 7012 are connected by a mechanical structure, ensuring stable transmission and a compact transmission design that saves space and improves vehicle maneuverability. Simultaneously, the ratchet 7022 and pawl 7021 transmission method provides reliable one-way locking, with low structural cost, low failure rate, and clearly defined one-way locking characteristics. Furthermore, the transmission method using the first rotating wheel 7011 and the second rotating wheel 7012 allows for flexible selection of the transmission ratio to achieve the optimal fan speed.

[0067] It should be noted that regarding the arrangement of ratchet 7022 and pawl 7021, pawl 7021 can also be pivotally connected to the power output end of power transmission mechanism 7, and ratchet 7022 can be mounted on the second rotating wheel 7012 without affecting the normal operation of unidirectional power transmission unit 702. Alternatively, unidirectional power transmission unit 702 can also adopt a structure such as a toothed clutch, with teeth mounted on the second rotating wheel 7012 and a gear ring with internal teeth mounted on the second shaft 704. The teeth cooperate with the gear ring to achieve the unidirectional power transmission function of unidirectional power transmission unit 702.

[0068] Furthermore, based on the transmission connection of the first rotating wheel 7011 and the second rotating wheel 7012, in some exemplary embodiments, the first power source 3 includes an engine, the first control unit 5 includes a first clutch, and the first clutch is located between the power output shaft of the engine and the first shaft body 703.

[0069] In this way, using the engine as the primary power source 3 provides sufficient power during operation. Combined with the primary clutch, it allows for instantaneous separation of power between the engine and fan 2, and cuts off power transmission to fan 2 when the engine is cold or under low load, shortening warm-up time and achieving some fuel savings. Of course, the primary power source 3 can also be an electric motor or hydraulic motor.

[0070] Specifically, the engine is mainly used to convert the chemical energy of chemical fuel into mechanical energy to drive the vehicle's wheels 8 to rotate, while simultaneously driving the vehicle's generator to charge the vehicle's battery. The first clutch can be in the form of an electromagnetic clutch, magnetic powder clutch, friction clutch, or hydraulic clutch, as long as it can achieve coupling and decoupling between the engine and the first shaft 703.

[0071] Continue to combine Figure 1 and Figure 2 The content is still based on the form of transmission connection using the first rotating wheel 7011 and the second rotating wheel 7012. In some exemplary embodiments, the second power source 4 includes a motor, the second control unit 6 includes a second clutch, and the second clutch is located between the power output shaft of the motor and the second shaft 704.

[0072] In this way, by using an electric motor as the second power source 4, it can independently drive the fan 2 through the second clutch. This allows it to continue operating after the vehicle is turned off, or to provide relatively quiet cooling in hybrid mode. When the motor is not outputting power, the second clutch can be disengaged to prevent the motor from being dragged back by the inertia of the fan 2, thus reducing unnecessary energy consumption. Of course, the second power source 4 can also be an engine or a hydraulic motor.

[0073] Specifically, the motor is mainly used to convert the electrical energy of the battery into mechanical energy to power the electrical devices on the vehicle. The second clutch can be in the form of an electromagnetic clutch, magnetic powder clutch, friction clutch, or hydraulic clutch, as long as it can achieve coupling and decoupling between the motor and the second shaft 704.

[0074] Reference Figures 1 to 3 Regarding the transmission method between the first rotating wheel 7011 and the second rotating wheel 7012, in some exemplary embodiments, the first rotating wheel 7011 and the second rotating wheel 7012 are connected by any one of the following transmission methods: drive belt, drive chain, and gear transmission. Using a drive belt, drive chain, or gear transmission method between the first rotating wheel 7011 and the second rotating wheel 7012 results in a simple and reliable force transmission path, requires less space, and improves vehicle passability.

[0075] When using a transmission belt, such as Figure 2As shown, the first pulley 7011 and the second pulley 7012 can be, for example, pulleys, with a belt fitted onto them, so that the first pulley 7011 drives the second pulley 7012 to rotate via the belt. Belt drive has a simple structure; the belt absorbs vibration and impact, reducing vibration and noise during transmission, and ensuring smooth operation. Furthermore, when the load suddenly increases, the belt may slip, preventing damage to other rigid components and protecting the equipment. Of course, belt drives require a corresponding tensioning device; the specific setup can be referenced from existing conventional tensioning devices, and will not be elaborated upon in this embodiment.

[0076] Meanwhile, when a transmission belt is used between the first pulley 7011 and the second pulley 7012, the first pulley 7011 and the second pulley 7012 can also be in the form of synchronous belt pulleys, with a synchronous belt fitted onto the first pulley 7011 and the second pulley 7012 to achieve transmission between them. Synchronous belt transmission transmits power through the meshing of the belt teeth and pulleys, avoiding the slippage problem of ordinary belts, ensuring a strict transmission ratio, high transmission efficiency, low vibration and noise, and lightweight advantages. Of course, synchronous belt transmission requires a corresponding tensioning device; the specific setup can be referenced from existing conventional tensioning devices, and will not be elaborated upon in this embodiment.

[0077] Secondly, when a transmission chain is used between the first rotating wheel 7011 and the second rotating wheel 7012, both the first rotating wheel 7011 and the second rotating wheel 7012 are sprockets. A transmission chain is fitted onto the first rotating wheel 7011 and the second rotating wheel 7012 to achieve transmission between them. In chain transmission, the chain and sprocket transmit power through rigid meshing, eliminating slippage and ensuring a precise transmission ratio. It also boasts high transmission efficiency, a certain degree of anti-aging capability, and a long service life.

[0078] In addition, see Figure 3 As shown, when gear transmission is used between the first rotating wheel 7011 and the second rotating wheel 7012, toothed structures can be provided on both the first rotating wheel 7011 and the second rotating wheel 7012. The first rotating wheel 7011 and the second rotating wheel 7012 achieve transmission through the meshing of the toothed structures. Of course, other gears can also be added between the first rotating wheel 7011 and the second rotating wheel 7012 to transmit power. When the distance between the first shaft 703 and the second shaft 704 is relatively large, gear transmission between the first rotating wheel 7011 and the second rotating wheel 7012 can be achieved.

[0079] Refer again Figure 1As shown, in some exemplary embodiments of the vehicle cooling module 1, the vehicle cooling module 1 includes a high-temperature radiator 101, a low-temperature radiator 102 and a condenser 103. The high-temperature radiator 101, the low-temperature radiator 102 and the condenser 103 are arranged sequentially on one side of the fan 2, and the high-temperature radiator 101 is arranged adjacent to the fan 2.

[0080] This arrangement prioritizes the cooling of high-temperature components, with the high-temperature radiator 101 positioned adjacent to the fan 2. The low-temperature radiator 102 cools components that are slightly below the high temperature, and the condenser 103, the heat-generating component of the air conditioning system, is arranged sequentially. This arrangement utilizes the airflow gradient generated by the fan 2 for cooling, efficiently improving overall heat dissipation efficiency. Furthermore, the integrated arrangement of the high-temperature radiator 101, low-temperature radiator 102, and condenser 103 reduces the length of the air duct, improving space utilization, simplifying the front-end layout of the vehicle, and enhancing its maneuverability.

[0081] The high-temperature radiator 101 is typically used for heat exchange cooling of the vehicle's main power source. For example, when cooling the engine, the high-temperature radiator 101 takes the form of a water tank and is responsible for cooling the high-temperature coolant circulating in the engine. The heat generated by the combustion of fuel in the engine is transferred to the high-temperature radiator 101 through the coolant in the water jacket. Then, the fan 2 creates airflow that flows through the water tank, and the airflow carries away the heat from the high-temperature radiator 101, thereby achieving the cooling of the coolant inside the high-temperature radiator 101.

[0082] Secondly, the low-temperature radiator 102 primarily cools and exchanges heat with the vehicle's secondary power source or other heat-generating components, such as the transmission and power battery. Heat is transferred to the low-temperature radiator 102 via coolant, and then cooled by the fan 2. The condenser 103, on the other hand, is a component of the vehicle's air conditioning system, used to dissipate heat from the refrigerant. In the direction of airflow generated by the fan 2, the low-temperature radiator 102 is positioned after the high-temperature radiator 101, and the condenser 103 is positioned after the low-temperature radiator 102.

[0083] Based on the vehicle cooling module 1, which includes a high-temperature radiator 101, a low-temperature radiator 102, and a condenser 103, in some exemplary embodiments, the fan 2 includes a silicone oil fan arranged adjacent to the high-temperature radiator 101. The fan 2 is configured as a silicone oil fan because it can automatically adjust its speed according to temperature. At high temperatures, the coupling is stronger, resulting in a larger airflow; at low temperatures, the slippage is increased, leading to lower noise and energy savings. Furthermore, the silicone oil fan does not rely on complex electrical control systems, uses silicone oil for flexible connections, is resistant to high-temperature conditions, and operates reliably, making it particularly suitable for harsh environments adjacent to the high-temperature radiator 101.

[0084] Of course, besides the silicone oil fan, the fan 2 in this embodiment can also be a mechanical direct-drive fan 2 or an electromagnetic clutch fan 2. The mechanical direct-drive fan 2 has a fixed airflow and is noisier during operation, but its manufacturing cost is lower. The electromagnetic clutch fan 2 controls the engagement and disengagement of the fan blades through a solenoid valve, resulting in a faster response speed, but it is more expensive and requires compatibility with the original vehicle circuitry or the addition of a controller.

[0085] It is worth noting that, regarding the fan drive device of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it still consists of... Figure 1 and Figure 2 As shown, it may include, for example, a first power source 3, a second power source 4, a first controller, a second controller, and a power transmission mechanism 7.

[0086] The first power source 3 is an engine, the first control unit 5 is a first clutch, the second power source 4 is a motor, the second control unit 6 is a clutch, the engine is connected to the first shaft 703 of the power transmission mechanism 7 through the first clutch, the motor is connected to the second shaft 704 of the power transmission mechanism 7 through the second clutch, and the second shaft 704 is connected to the fan 2.

[0087] The power transmission mechanism 7 includes a speed change unit 701 and a one-way power transmission unit 702. The speed change unit 701 includes a first pulley 7011 and a second pulley 7012 connected by a belt drive. The first pulley 7011 is connected to a first shaft 703. The one-way power transmission unit 702 is provided between the second pulley 7012 and the second shaft 704.

[0088] The unidirectional power transmission unit 702 includes three pawls 7021 pivotally connected to the second rotating wheel 7012, and a ratchet 7022 connected to the second shaft 704. The pawls 7021 and the ratchet 7022 cooperate to achieve unidirectional power transmission.

[0089] The vehicle cooling module 1 includes a high-temperature radiator 101, a low-temperature radiator 102 and a condenser 103 arranged sequentially from near to far on one side of the fan 2, and the fan 2 includes a silicone oil fan.

[0090] In the preferred embodiment of the above muffler assembly, the specific configuration and arrangement of the first power source 3, the second power source 4, the first control unit 5, the second control unit 6, and the power transmission mechanism 7 can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the first power source 3, the second power source 4, the first control unit 5, the second control unit 6, and the power transmission mechanism 7 can also be referred to the descriptions in the above exemplary embodiments.

[0091] The fan drive device in this embodiment adopts the above design and is equipped with a first power source 3 and a second power source 4. Both power sources can drive the fan 2 independently, and the power source driving the fan 2 can be switched through the first control unit 5 and the second control unit 6. When one power source does not output power, it can be switched to the other power source. In this way, the fan 2 is always in an operational state when any power source can provide power output. It can maintain the air blowing and heat dissipation of the condenser 103 without the need to set up a condenser fan, which reduces the space occupied by the vehicle cooling fan system, helps to reduce the front overhang length of the vehicle, and further improves the vehicle's passability.

[0092] Secondly, when the vehicle is in a rock-climbing-like working condition, the engine speed is low, but the fan 2 needs to run at high speed to dissipate heat. At this time, the motor can drive the fan 2 to run at high speed to enhance the heat dissipation capacity, so that the fan drive device can cover a wider range of working conditions.

[0093] An embodiment of the second aspect of this application provides a vehicle in which a fan 2 is driven by a fan drive device according to the first aspect of this application.

[0094] In this embodiment, the vehicle is equipped with a first power source 3 and a second power source 4, both of which can drive the fan 2 independently. The first control unit 5 and the second control unit 6 can switch the power source driving the fan 2. When one power source is not outputting power, it can be switched to the other power source. This ensures that the fan 2 is always operational as long as any power source can provide power output. It can maintain the cooling of components such as condensers without the need for a condenser fan, reducing the space occupied by the vehicle's cooling fan system, which is beneficial for reducing the front overhang length of the vehicle and further improving the vehicle's passability.

[0095] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A fan drive device for driving a fan (2) located on one side of a vehicle cooling module (1) to rotate, characterized in that: It includes a first power source (3) and a second power source (4) that provide power to the fan (2), a first control unit (5) provided on the power transmission path between the first power source (3) and the fan (2), and a second control unit (6) provided on the power transmission path between the second power source (4) and the fan (2); The first control unit (5) can control the power supply between the first power source (3) and the fan (2), and the second control unit (6) can control the power supply between the second power source (4) and the fan (2).

2. The fan drive device according to claim 1, characterized in that: It also includes a power transmission mechanism (7), the power input end of the power transmission mechanism (7) and the first power source (3) are provided with the first control unit (5), and the power output end of the power transmission mechanism (7) is connected to the fan (2) in a transmission connection.

3. The fan drive device according to claim 2, characterized in that: The power transmission mechanism (7) includes a speed change unit (701) connected to the power output end of the first power source (3) via the first control unit (5), and a one-way power transmission unit (702) connected between the speed change unit (701) and the fan (2). The one-way power transmission unit (702) can transmit the power of the speed change unit (701) to the fan (2) in one direction.

4. The fan drive device according to claim 3, characterized in that: The transmission unit (701) includes a first rotating wheel (7011) and a second rotating wheel (7012) that are connected by transmission, and the first shaft (703) on which the first rotating wheel (7011) is mounted constitutes the power input end of the power transmission mechanism (7); The unidirectional power transmission unit (702) includes a pawl (7021) pivotally connected to the second rotating wheel (7012) and a ratchet (7022) driven by the pawl (7021), and the second shaft (704) on which the ratchet (7022) is mounted constitutes the power output end of the power transmission mechanism (7).

5. The fan drive device according to claim 4, characterized in that: The first power source (3) includes an engine, the first control unit (5) includes a first clutch, and the first clutch is located between the power output shaft of the engine and the first shaft body (703).

6. The fan drive device according to claim 4, characterized in that: The second power source (4) includes a motor, the second control unit (6) includes a second clutch, and the second clutch is located between the power output shaft of the motor and the second shaft (704).

7. The fan drive device according to claim 4, characterized in that: The first rotating wheel (7011) and the second rotating wheel (7012) are connected by any one of the following transmission methods: transmission belt, transmission chain, and gear transmission.

8. The fan drive device according to any one of claims 1-7, characterized in that: The vehicle cooling module (1) includes a high-temperature radiator (101), a low-temperature radiator (102), and a condenser (103). The high-temperature radiator (101), the low-temperature radiator (102), and the condenser (103) are arranged sequentially on one side of the fan (2), and the high-temperature radiator (101) is arranged adjacent to the fan (2).

9. The fan drive device according to claim 8, characterized in that: The fan (2) includes a silicone oil fan arranged adjacent to the high-temperature heat sink (101).

10. A vehicle, characterized in that: The fan in the vehicle is driven by the fan drive device according to any one of claims 1-9.

Images