An engine cooling system, an engine assembly, and a vehicle

Abstract

This utility model provides a cooling system for an engine, an engine assembly, and a vehicle, including: a temperature regulating component, a heat dissipation component, a valve assembly, a fluid delivery component, and a component to be cooled. The fluid delivery component is connected to the component to be cooled and regulates the flow rate of the cooling fluid input to the component to be cooled based on a preset duty cycle. The temperature regulating component is connected to the component to be cooled, the heat dissipation component, and the valve assembly, and has first to third states. The valve assembly is connected to the temperature regulating component, the heat dissipation component, and the fluid delivery component, and has first to third on / off states. Therefore, through the coordinated operation of the temperature regulating component, the valve assembly, and the fluid delivery component, zoned temperature management of the cylinder block and cylinder head in the component to be cooled can be achieved, solving the problem of the single-pump power limit in existing electronic water pump technology, which cannot meet the continuous heat dissipation requirements of high-power engines, thus improving the engine's thermal management efficiency and performance.

Description

Technical Field

[0001] This utility model relates to the field of vehicle engine thermal management technology, and in particular to an engine cooling system, engine assembly and vehicle. Background Technology

[0002] Some engines use mechanical water pumps to power their cooling systems. However, these mechanical water pumps suffer from problems such as high energy consumption, slow response, large space occupation, and stringent sealing requirements, necessitating a more efficient engine cooling system solution.

[0003] In related technologies, to address the multiple limitations of mechanical water pumps, an electronic water pump has been proposed to precisely adjust the flow rate according to the actual needs of the engine. However, this method uses only a single electronic water pump, and due to the power limit of a single pump, it cannot meet the continuous cooling requirements of high-power engines, which urgently needs to be addressed. Utility Model Content

[0004] This utility model provides an engine cooling system, engine assembly, and vehicle, aiming to improve the problem that the existing single-pump power limit of single electronic water pump technology cannot meet the continuous heat dissipation requirements of high-power engines, thereby improving the engine's thermal management efficiency and performance.

[0005] To achieve the above objectives, a first aspect of this utility model provides a cooling system for an engine, comprising: a temperature regulating component, a heat dissipation component, a valve component, a fluid delivery component, and a component to be cooled, wherein...

[0006] The output end of the fluid delivery component is connected to the input end of the component to be cooled, and the fluid delivery component adjusts the flow rate of the cooling fluid input to the component to be cooled based on a preset duty cycle;

[0007] The input terminal of the temperature control component is connected to the first output terminal of the component to be cooled, the first output terminal of the temperature control component is connected to the heat dissipation component, and the second output terminal of the temperature control component is connected to the first input terminal of the valve component.

[0008] The output end of the heat dissipation component is connected to the second input end of the valve component;

[0009] The output end of the valve assembly is connected to the fluid delivery assembly, and the valve assembly has a first to a third switching state;

[0010] Specifically, when the valve assembly is in a first switching state and the temperature control assembly is in a first state, the temperature control assembly, the first input terminal of the valve assembly, the output terminal of the valve assembly, the fluid delivery assembly, and the component to be cooled are sequentially connected to form a first cooling circuit; when the valve assembly is in a second switching state and the temperature control assembly is in a second state, the temperature control assembly, the heat dissipation assembly, the second input terminal of the valve assembly, the output terminal of the valve assembly, the fluid delivery assembly, and the component to be cooled are sequentially connected to form a second cooling circuit; when the valve assembly is in a third switching state and the temperature control assembly is in a third state, the temperature control assembly, the heat dissipation assembly, the second input terminal of the valve assembly, the output terminal of the valve assembly, the fluid delivery assembly, and the component to be cooled are sequentially connected to form a third cooling circuit.

[0011] Based on the above technical means, the flow rate of the cooling fluid in the components to be cooled can be controlled by controlling the duty cycle of the fluid delivery components, thereby rapidly increasing the cylinder block temperature and reducing friction loss, fuel consumption and pollution emissions. At the same time, by utilizing the coordinated work of the temperature control components and valve components, the state of the cooling circuit can be dynamically adjusted according to the actual operating conditions of the engine, which can realize zoned temperature management of the cylinder block and cylinder head in the components to be cooled, ensuring that the engine operates within the optimal operating temperature range.

[0012] To achieve the above objectives, a second aspect of the present invention provides an engine assembly, including a cooling system for the engine as described in the first aspect embodiment.

[0013] To achieve the above objectives, a third aspect of this utility model provides a vehicle comprising an engine assembly as described in the second aspect embodiment. Attached Figure Description

[0014] Figure 1 This is a block diagram of an engine cooling system provided in an embodiment of the present utility model;

[0015] Figure 2 This is a schematic diagram of the cooling system of an engine provided in one embodiment of the present invention;

[0016] Figure 3 This is a schematic diagram of the cooling system of an engine during the cold start phase, provided in one embodiment of the present invention.

[0017] Figure 4 This is a schematic diagram of the cooling system of an engine during the large circulation loop opening phase according to an embodiment of the present invention;

[0018] Figure 5This is a schematic diagram of the cooling system of an engine under high load conditions according to an embodiment of the present invention;

[0019] Figure 6 This is a schematic diagram of the cooling system of an engine equipped with dual temperature detection components according to an embodiment of the present invention. Detailed Implementation

[0020] To make the technical problems solved, technical solutions, and beneficial effects of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this utility model and are not intended to limit its scope.

[0021] In related technologies, most V6 engines generally use mechanical water pumps. The operation of this type of water pump depends on the power output of the engine and is driven by mechanical transmission to provide power for the engine cooling system. However, this mechanical drive mode has many drawbacks: (1) The mechanical water pump is directly driven by the engine through a belt, and the speed is coupled with the engine speed. It cannot be independently adjusted according to the actual working conditions of the engine, and the level of intelligence is low. For example, when the engine is running at low speed for a long time, the flow rate of cooling fluid provided by the mechanical water pump may not meet the heat dissipation demand, resulting in an increase in engine temperature. Or, when the engine is cold-started or running at low load, the cooling demand is small, and the water pump will continue to consume a large amount of power, resulting in cooling redundancy and energy waste. (2) Since the flow rate of the mechanical water pump is closely related to the engine speed, when the engine speed does not match the heat dissipation demand, the mechanical water pump is difficult to automatically adjust the flow rate and needs to be adjusted by a bypass valve, resulting in a response delay. (3) The mechanical water pump is connected to the crankshaft through a belt, which limits the flexibility of engine layout. Moreover, the installation of mechanical water pump in V-type engine compartment requires reserved pulley envelope space, which affects the compact layout. (4) The high pressure at the mechanical water pump of the V6 engine may lead to seal failure and cooling fluid leakage. These problems, to some extent, limit further improvements in engine performance.

[0022] To address these shortcomings, an electronic water pump is proposed to replace the mechanical water pump. The electronic water pump is driven by an electric motor, and its speed is decoupled from the engine speed, allowing for precise adjustment of the flow rate according to the actual needs of the engine. For example, during a cold start of the engine, the electronic water pump can achieve a zero or near-zero flow rate, thereby rapidly warming up the cylinder block and achieving a quick warm-up effect, making the engine cooling system more responsive and precise. However, existing electronic water pump technology has the following bottlenecks: (1) Single pump power limit: The maximum power of the current electronic water pumps on the market is 600W, which cannot meet the continuous heat dissipation requirements of a V6 engine ≥800W. (2) High-power electronic water pumps are accompanied by challenges such as exponentially increasing manufacturing costs and difficulties in system integration due to their large unit size.

[0023] Based on the aforementioned problems, this utility model proposes an engine cooling system comprising a temperature regulating component, a heat dissipation component, a valve component, a fluid delivery component, and a component to be cooled. The fluid delivery component is connected to the component to be cooled and adjusts the flow rate of the cooling fluid input to the component to be cooled based on a preset duty cycle. The temperature regulating component includes a first temperature regulating element and a second temperature regulating element. The first temperature regulating element is connected to both the component to be cooled and the second temperature regulating element, and the second temperature regulating element is also connected to the component to be cooled. The first temperature regulating element is used to adjust the state of the valve component and / or the state of the second temperature regulating element. The valve component is connected to the first temperature regulating element, the heat dissipation component, and the fluid delivery component. Therefore, this cooling system solves the problem of the single-pump power limit in existing single-electric water pump technology, which cannot meet the continuous heat dissipation requirements of high-power engines, thus improving the engine's thermal management efficiency and performance.

[0024] The cooling system of the engine, the engine assembly and the vehicle according to the embodiments of the present invention will be described below with reference to the accompanying drawings. First, the cooling system of the engine according to the embodiments of the present invention will be described with reference to the accompanying drawings.

[0025] Figure 1 This is a schematic diagram of the cooling system of an engine according to an embodiment of the present invention.

[0026] For example, such as Figure 1As shown, the cooling system 10 of the engine includes a temperature regulating component 100, a heat dissipation component 200, a valve assembly 300, a fluid delivery component 400, and a component to be cooled 500. The output end of the fluid delivery component 400 is connected to the input end of the component to be cooled 500, and the fluid delivery component 400 adjusts the flow rate of the cooling fluid input to the component to be cooled 500 based on a preset duty cycle. The input end of the temperature regulating component 100 is connected to the first output end of the component to be cooled 500, and the first output end of the temperature regulating component 100 is connected to the heat dissipation component 200. The second output end of the temperature regulating component 100 is connected to the first input end of the valve assembly 300. The output end of the heat dissipation component 200 is connected to the second input end of the valve assembly 300. The output end of the valve assembly 300 is connected to the fluid delivery component 400, and the valve assembly 300 has first to third switching states. Specifically, when the valve assembly 300 is in the first switching state... When the temperature control component 100 is in the first state, the temperature control component 100, the first input terminal of the valve component 300, the output terminal of the valve component 300, the fluid delivery component 400, and the component to be cooled 500 are connected in sequence to form a first cooling circuit. When the valve component 300 is in the second switch state and the temperature control component 100 is in the second state, the temperature control component 100, the heat dissipation component 200, the second input terminal of the valve component 300, the output terminal of the valve component 300, the fluid delivery component 400, and the component to be cooled 500 are connected in sequence to form a second cooling circuit. When the valve component 300 is in the third switch state and the temperature control component 100 is in the third state, the temperature control component 100, the heat dissipation component 200, the second input terminal of the valve component 300, the output terminal of the valve component 300, the fluid delivery component 400, and the component to be cooled 500 are connected in sequence to form a third cooling circuit.

[0027] Optionally, in some embodiments, the temperature control assembly 100 includes: a first temperature control element 101 and a second temperature control element 102, wherein the input terminal of the first temperature control element 101 is connected to the first output terminal of the first cylinder head 501 to be cooled in the assembly to be cooled and the first output terminal of the second cylinder head 502 to be cooled in the assembly to be cooled, respectively; the input terminal of the second temperature control element 102 is connected to the output terminal of the first cylinder body 503 to be cooled in the assembly to be cooled and the output terminal of the second cylinder body 504 to be cooled in the assembly to be cooled, respectively.

[0028] Specifically, combined Figure 2As shown in this embodiment of the invention, the engine cooling system 10 mainly consists of a temperature regulating component 100, a heat dissipation component 200, a valve component 300, a fluid delivery component 400, and a component to be cooled 500. The temperature regulating component 100 is a thermostat, composed of a first temperature regulating element 101 and a second temperature regulating element 102. The first temperature regulating element 101 is the main thermostat, and the second temperature regulating element 102 is the cylinder block thermostat. The heat dissipation component 200 is a radiator, which can reduce the temperature of the cooling fluid through the heat dissipation process, ensuring that the engine remains within its optimal operating temperature range during normal operation. The valve component 300 is a multi-way valve. Both the first temperature regulating element 101 (main thermostat) and the second temperature regulating element 102 (cylinder block thermostat) can utilize a wax-coated expansion mechanism to control the opening and closing of the valve component 300, thereby achieving precise control of the switching between large and small circulation loops. They can also manage the opening and closing of the cylinder block cooling circuit.

[0029] The fluid delivery component 400 is the electric water pump, whose main function is to deliver cooling fluid to the components 500 to be cooled (such as the engine block and cylinder head), and to adjust the flow rate of the cooling fluid according to the actual needs of the engine. Duty cycle refers to the proportion of time the electric water pump operates per unit time. For example, if the duty cycle is 50%, it means that the electric water pump operates for half the time and stops for the other half. Therefore, by adjusting based on a preset duty cycle, the speed of the electric water pump can be controlled, thereby regulating the flow rate of cooling fluid input to the components 500 to be cooled.

[0030] The component to be cooled 500 includes a first cylinder head 501 to be cooled, a second cylinder head 502 to be cooled, a first cylinder block 503 to be cooled, and a second cylinder block 504 to be cooled. For example... Figure 2As shown, the output terminals of the first cylinder block 503 and the second cylinder block 504 to be cooled are both connected to the input terminal of the second temperature regulating element 102 (cylinder block thermostat). This means that the cooling fluid flowing out of the first cylinder block 503 and the second cylinder block 504 to be cooled first passes through the second temperature regulating element 102 (cylinder block thermostat), which controls the opening and closing of the cylinder block cooling circuit according to the actual operating conditions of the engine. The first output terminal of the first cylinder head 501 and the first output terminal of the second cylinder head 502 to be cooled are both connected to the input terminal of the first temperature regulating element 101 (main thermostat). This means that the cooling fluid flowing out of the first cylinder head 501 and the second cylinder head 502 to be cooled passes through the first temperature regulating element 101 (main thermostat), which controls the opening and closing of the cylinder head cooling circuit according to the actual operating conditions of the engine. This design allows for independent control of the cooling circuits of the cylinder block and cylinder head, achieving dual-dimensional temperature management. This enables cooling of the cylinder head and insulation of the cylinder block during the early stages of operation, while ensuring that the engine maintains its optimal operating temperature under various conditions during the later stages of operation, thereby improving engine performance and reliability.

[0031] In the embodiments of this utility model, such as Figure 2 As shown, the cylinder head cooling circuit includes a first fluid delivery component 401 (cylinder head electronic water pump), a first temperature regulating component 101 (main thermostat), and an independent fluid flow channel in the cylinder head. The first fluid delivery component 401 (cylinder head electronic water pump) can adjust its duty cycle by comparing the actual temperature obtained from the temperature detection component 600 (engine outlet water temperature sensor) with the target temperature to adapt to different cooling requirements and ensure suitable cooling fluid flow, thereby maintaining the engine operating within its optimal temperature range. The first temperature regulating component 101 (main thermostat) has a first temperature threshold T1 and a second temperature threshold T2, where T1 < T2. When the cooling fluid temperature is within the range [T1, T2], the first temperature regulating component 101 (main thermostat) can adjust the direction and flow rate of the cooling fluid according to temperature changes to ensure that the engine temperature is always maintained within an ideal range.

[0032] The cylinder block cooling circuit includes a second fluid delivery component 402 (cylinder block electric water pump), a second temperature regulating component 102 (cylinder block thermostat), and an independent cylinder block fluid flow channel. The second fluid delivery component 402 (cylinder block electric water pump) can compare the actual temperature obtained by the temperature detection component 600 (engine outlet water temperature sensor) with the target temperature. Based on this comparison, the second fluid delivery component 402 (cylinder block electric water pump) can intelligently adjust its duty cycle to ensure the appropriate cooling fluid flow rate, thereby maintaining the engine operating within the optimal temperature range. The second temperature regulating component 102 (cylinder block thermostat) has a third temperature threshold T3, which is a key parameter of the thermostat used to determine when to open or close certain parts of the cooling circuit to further optimize the cooling effect and ensure that the engine temperature is controlled within a safe and efficient range.

[0033] The Electronic Control Unit (ECU) can connect to the first fluid delivery component 401 (cylinder head electronic water pump) and the second fluid delivery component 402 (cylinder block electronic water pump) via the LIN (Local Interconnect Network) bus, and receive signals from the first temperature detection component 600 (engine outlet water temperature sensor) in real time, ensuring the efficient operation and precise control of the entire system.

[0034] Based on this, the engine cooling system 10 of this utility model embodiment has three working modes, which are described below in conjunction with... Figures 3-5 To elaborate in detail.

[0035] like Figure 3As shown, during the engine cold start phase (rapid warm-up phase), the first fluid delivery component 401 (cylinder head electronic water pump) is in the open state. At this time, the duty cycle of the first fluid delivery component 401 (cylinder head electronic water pump) is not 0 (the duty cycle is determined according to the actual outlet water temperature of the engine and the target outlet water temperature of the engine). During this phase, since the engine cooling fluid temperature is low and the temperature has not yet reached the preset threshold for the wax pack to open, the wax packs in the first temperature regulating component 101 (main temperature regulator) and the second temperature regulating component 102 (cylinder block temperature regulator) are still in an unexpanded state. Since the wax pack has not expanded, both the first temperature regulating element 101 (main temperature regulator) and the second temperature regulating element 102 (cylinder block temperature regulator) are in the closed state. Cooling fluid can only flow through the small circulation path. At this time, the small circulation loop is in the open state, while the large circulation loop remains closed. That is, the cooling fluid circulates inside the engine without passing through the cooling assembly 200 for heat dissipation (i.e., the valve assembly 300 is in the first switch state, and the temperature regulating assembly 100 is in the first state: the small circulation loop is open, the large circulation loop is closed, and the first temperature regulating element 101 (main temperature regulator) is in the closed state). When the main thermostat (main thermostat) is closed, and the second thermostat (cylinder block thermostat) is closed, the cooling fluid can effectively cool the cylinder head through the small circulation loop (at this time, the first thermostat (main thermostat), the first input end of the valve assembly 300, the output end of the valve assembly 300, the first fluid delivery component 401 (cylinder head electronic water pump) in the fluid delivery assembly 400, and the first cylinder head 501 and the second cylinder head 502 to be cooled in the cooling assembly 500 are connected in sequence to form the first cooling circuit). Simultaneously, the duty cycle of the second fluid delivery component 402 (cylinder block electronic water pump) is set to 0, meaning the second fluid delivery component 402 (cylinder block electronic water pump) is in the closed state. Therefore, the flow rate of the cooling fluid in the cylinder block cooling circuit is close to 0, thereby achieving a heat preservation effect on the cylinder block.

[0036] like Figure 4As shown, when the engine temperature reaches the first temperature threshold T1 of the first temperature regulating element 101 (main thermostat), the wax pack of the first temperature regulating element 101 (main thermostat) expands, and the first temperature regulating element 101 (main thermostat) gradually opens. The second temperature regulating element 102 (cylinder block thermostat) remains closed, and the large circulation loop of the valve assembly 300 opens accordingly, effectively cooling the cylinder head of the engine. As the temperature continues to rise, gradually increasing from the first temperature threshold T1 to the second temperature threshold T2, the opening of the first temperature regulating component 101 (main thermostat) gradually increases. At the same time, the small circulation loop of the valve assembly 300 gradually closes (i.e., the valve assembly 300 is in the second switch state, and the temperature regulating component 100 is in the second state: the small circulation loop gradually closes, the large circulation loop gradually opens, and both the small and large circulation loops are in the open state, the first temperature regulating component 101 (main thermostat) is open, and the second temperature regulating component 102 (cylinder block thermostat) is closed). At this time, the first temperature regulating component 101 (main thermostat) in the temperature regulating component 100, the heat dissipation component 200, the second input end of the valve assembly 300, the output end of the valve assembly 300, the first fluid delivery component 401 (cylinder head electronic water pump) in the fluid delivery component 400, and the first cylinder head 501 and the second cylinder head 502 to be cooled in the cooling component 500 constitute the second cooling loop. When the temperature reaches the second temperature threshold T2, the first temperature regulating component 101 (main temperature regulator) is fully open, the large circulation loop is also fully open, and the small circulation loop is fully closed to ensure that the engine can still be adequately cooled under high temperature conditions.

[0037] like Figure 5As shown, when the cylinder block's demand changes from heat preservation to cooling, a larger coolant flow rate is required to dissipate heat and achieve cylinder block cooling. When the engine temperature reaches the third temperature threshold T3 of the second temperature regulating component 102 (cylinder block thermostat), the second temperature regulating component 102 (cylinder block thermostat) automatically opens, the small circulation loop remains closed, and the large circulation loop remains open (i.e., the valve assembly 300 is in the third switch state, and the temperature regulating component 100 is in the third state: the large circulation loop is open, the small circulation loop is closed, the first temperature regulating component 101 (main thermostat) is open, and the second temperature regulating component 102 (cylinder block thermostat) is open). The cooling fluid flows through the large circulation loop, that is, the coolant dissipates heat through the heat dissipation component 200 to ensure that the engine operates within the normal operating temperature range. At this time, the second fluid delivery component 402 (cylinder block electronic water pump) can receive the LIN signal and then start its working process. The electric water pump is activated by adjusting its duty cycle. A non-zero duty cycle means that the electric water pump can adjust its duty cycle proportionally based on the difference between the engine's actual outlet water temperature and the target outlet water temperature, or it can determine the duty cycle based on the difference between the cylinder block's actual outlet water temperature and the target outlet water temperature. This activates the cylinder block cooling circuit, initiating cooling operations to ensure the engine operates within a suitable temperature range (at this time, the temperature control component 100, the heat dissipation component 200, the second input terminal of the valve component 300, the output terminal of the valve component 300, the fluid delivery component 400, and the component to be cooled 500 constitute the third cooling circuit).

[0038] Alternatively, in some embodiments, such as Figure 2 As shown, the fluid delivery assembly 400 includes: a first fluid delivery component 401 and a second fluid delivery component 402, wherein the first output end of the first fluid delivery component 401 is connected to the first input end of the first cylinder head 501 to be cooled, the second output end of the first fluid delivery component 401 is connected to the first input end of the second cylinder head 502 to be cooled, and the input end of the first fluid delivery component 401 is connected to the output end of the valve assembly 300; the first output end of the second fluid delivery component 402 is connected to the input end of the first cylinder body 503 to be cooled, the second output end of the second fluid delivery component 402 is connected to the input end of the second cylinder body 504 to be cooled, and the input end of the second fluid delivery component 402 is connected to the output end of the valve assembly 300.

[0039] In some embodiments, the first fluid delivery component 401 is a cylinder head electronic water pump, and the second fluid delivery component 402 is a cylinder block electronic water pump.

[0040] It is understood that in this embodiment of the present invention, the first fluid delivery component 401 is a cylinder head electronic water pump, and the second fluid delivery component 402 is a cylinder block electronic water pump, and both electronic water pumps are low-power water pumps. Since V6 engines typically have high power output, especially high-performance engine platforms, whose power often exceeds 200kW, in this embodiment of the present invention, the rated power of the first fluid delivery component 401 (cylinder head electronic water pump) is greater than the rated power of the second fluid delivery component 402 (cylinder block electronic water pump), and the sum of their power is greater than or equal to 800W. By using two low-power electric water pumps (e.g., 600W and 400W) in parallel, combined with dual thermostats (i.e., the first thermostat 101 and the second thermostat 102), a decoupled cooling circuit between the cylinder block and cylinder head is constructed. This not only meets the high power requirements of the V6 engine and avoids the high cost and layout problems caused by high-power water pumps, but also further optimizes the overall performance of the cooling system. The cooling system using dual water pumps and dual thermostats can cool the cylinder block and cylinder head separately, thereby achieving more precise temperature management.

[0041] For example, during the initial stages of engine start-up and operation, sending a non-zero duty cycle signal to the first fluid delivery component 401 (cylinder head electronic water pump) ensures a certain amount of cooling fluid is circulated to the cylinder head, helping to suppress hot spot formation in the cylinder head area and prevent cylinder head damage due to localized overheating. Simultaneously, by controlling the duty cycle of the second fluid delivery component 402 (cylinder block electronic water pump) to zero, the second temperature regulating component 102 (cylinder block thermostat) is kept in the off state, ensuring that the cooling fluid flow in the cylinder block remains zero. This fully utilizes the thermal inertia of the material to achieve cylinder block insulation and rapid engine warm-up. This strategy helps the cylinder block temperature quickly approach the optimal operating temperature range (i.e., 90-95°C), effectively reducing internal engine friction losses, fuel consumption, and the generation of harmful emissions, thereby improving the overall engine efficiency and environmental performance.

[0042] Alternatively, in some embodiments, such as Figure 2 As shown, the engine cooling system 10 also includes a temperature detection component 600, which is located at the input end of the first temperature regulating component 101 and detects the engine outlet water temperature.

[0043] Specifically, the first temperature detection component 600 is the engine outlet coolant temperature sensor, such as... Figure 2As shown, the temperature detection component 600 (engine outlet coolant temperature sensor) is located at the input end of the first temperature regulating component 101 (main thermostat), thereby enabling direct detection of the temperature of the coolant flowing from the engine. By monitoring the temperature of the coolant in real time, the system can obtain the actual operating temperature of the engine, promptly detect potential overheating problems, and provide accurate data support for subsequent temperature control.

[0044] Alternatively, in some embodiments, such as Figure 2 As shown, the engine cooling system 10 also includes a water storage device 700, the outlet of which is connected to the input of the fluid delivery assembly 400, and the water storage device 700 is used to store cooling fluid.

[0045] Specifically, the water storage device 700 can be a kettle, such as... Figure 2 As shown, the outlet of the water storage device 700 (water tank) is connected to the input of the fluid delivery assembly 400 (cylinder head electronic water pump and cylinder block electronic water pump), which means that the cooling fluid stored in the water storage device 700 can be directly supplied to the fluid delivery assembly 400 for engine cooling.

[0046] Therefore, by storing a certain amount of cooling fluid in the water storage device 700 (water tank), it can be ensured that the engine cooling system always has a sufficient supply of coolant during operation, which helps to maintain the normal operation of the cooling system and avoid engine overheating problems caused by insufficient coolant.

[0047] Alternatively, in some embodiments, such as Figure 2 As shown, the engine cooling system 10 further includes: a first integrated exhaust manifold 800, the input end of the first integrated exhaust manifold 800 being connected to the second output end of the first cylinder head 501 to be cooled, and the output end of the first integrated exhaust manifold 800 being connected to the second input end of the first cylinder head 501 to be cooled.

[0048] Specifically, such as Figure 2As shown, the engine cooling system 10 also includes a first integrated exhaust manifold 800, whose main function is to collect and guide the exhaust gas after engine combustion, and simultaneously cool the exhaust gas through its internal cooling fluid channels, thereby reducing the exhaust gas temperature and minimizing the impact of heat radiation on other components in the engine compartment. By connecting the input end of the first integrated exhaust manifold 800 to the second output end of the first cylinder head 501 to be cooled, and the output end of the first integrated exhaust manifold 800 to the second input end of the first cylinder head 501 to be cooled, a closed-loop cooling fluid circulation path is formed. Thus, after absorbing heat in the cylinder head, the cooling fluid undergoes further cooling through the first integrated exhaust manifold 800 before returning to the cylinder head, achieving continuous cooling of the cylinder head. Furthermore, by connecting the second output end of the first cylinder head 501 to be cooled to the input end of the first temperature regulating element 101 (main temperature regulator), the cooling fluid can be further temperature-regulated by the first temperature regulating element 101 (main temperature regulator) after passing through the cooling process of the first cylinder head 501 to be cooled and the first integrated exhaust manifold 800, ensuring that the cooling fluid reaches a suitable temperature before entering the next cooling cycle.

[0049] Therefore, the arrangement of the first integrated exhaust manifold 800 and its connection with the first cylinder head 501 to be cooled enable the cooling system to effectively reduce exhaust gas temperature, improve cooling efficiency, optimize temperature management, achieve a compact design, and improve system reliability and engine lifespan. This design not only improves the engine's thermal management efficiency but also enhances the performance and reliability of the entire cooling system.

[0050] Alternatively, in some embodiments, such as Figure 2 As shown, the engine cooling system 10 further includes: a second integrated exhaust manifold 900, the input end of the second integrated exhaust manifold 900 being connected to the second output end of the second cylinder head 502 to be cooled, and the output end of the second integrated exhaust manifold 900 being connected to the second input end of the second cylinder head 502 to be cooled.

[0051] Specifically, such as Figure 2As shown, the engine cooling system 10 also includes a second integrated exhaust manifold 900, similar to the first integrated exhaust manifold 800. Its main function is to collect and guide the exhaust gas after engine combustion, and simultaneously cool the exhaust gas through its internal cooling fluid channels, thereby reducing the exhaust gas temperature and minimizing the impact of heat radiation on other components in the engine compartment. By connecting the input end of the second integrated exhaust manifold 900 to the second output end of the second cylinder head 502 to be cooled, and connecting the output end of the second integrated exhaust manifold 900 to the second input end of the second cylinder head 502 to be cooled, a closed-loop cooling fluid circulation path is formed. Thus, after absorbing heat in the cylinder head, the cooling fluid undergoes further cooling through the second integrated exhaust manifold 900 before returning to the cylinder head, achieving continuous cooling of the cylinder head. Furthermore, by connecting the second output terminal of the second cylinder head 502 to be cooled to the input terminal of the first temperature regulating element 101 (main temperature regulator), the cooling fluid can be further temperature-regulated by the first temperature regulating element 101 (main temperature regulator) after passing through the cooling process of the second cylinder head 502 and the second integrated exhaust manifold 900, ensuring that the cooling fluid reaches a suitable temperature before entering the next cooling cycle.

[0052] Therefore, the arrangement of the second integrated exhaust manifold 900 and its connection with the second cylinder head 502 to be cooled enable the cooling system to effectively reduce exhaust gas temperature, improve cooling efficiency, optimize temperature management, achieve a compact design, and improve system reliability and engine lifespan. This design not only improves the engine's thermal management efficiency but also enhances the performance and reliability of the entire cooling system.

[0053] To help those skilled in the art further understand the engine cooling system of the embodiments of this application, the following detailed description is provided in conjunction with specific implementation methods.

[0054] During the engine cold start phase (rapid warm-up phase, zero flow in the cylinder block), the ECU can send an activation command to the second fluid delivery component 402 (cylinder block electric water pump) via the LIN bus: WtrPmp1ActvCH=1. Simultaneously, the ECU adjusts the duty cycle command WtrPmp1SpdCH, WtrPmp1SpdCH=a% (a≠0), based on multi-condition parameters, to drive the small circulation loop of the cylinder head cooling circuit. Its control logic can include the following characteristics:

[0055] (1) Initial duty cycle setting. After the engine starts, ENG_KEYON (engine start command issued by the ECU)

[0056] =1, during system initialization based on the two-dimensional table WtrPmp1SpdCH_(T ambSet the initial duty cycle WtrPmp1SpdCH = a0% (a0 ≠ 0), where T amb This is the signal from the ambient temperature sensor.

[0057] (2) Two-dimensional target temperature decision-making. This is achieved through a two-dimensional table T. targ1 The EMS_EngSpd and EMS_EngLoad functions retrieve the optimal target temperature T related to the engine speed signal (EMS_EngSpd) and engine load (EMS_EngLoad). targ1 ; through two-dimensional table T targ2 The system acquires the target temperature T related to the vehicle speed signal (EMS_CarSpd) and engine load (EMS_EngLoad) under climbing conditions. targ2 The final target temperature T of the engine cooling circuit targ Through T targ =k*min(T) targ1 ,T targ2 The correction factor k is calculated from the ambient temperature (T). amb It is determined dynamically.

[0058] (3) Closed-loop feedback control. The ECU acquires the signal T from the first temperature detection component 600 (engine outlet temperature sensor) in real time via the LIN bus. sensor After the initial duty cycle, based on the target temperature T targ With actual temperature T sensor The deviation can be determined using the two-dimensional table WtrPmp1SpdCH_(T) targ ,T sensor The duty cycle value WtrPmp1SpdCH = a% is calculated and output in real time.

[0059] During the large circulation loop opening phase, the first fluid delivery component 401 (cylinder head electronic water pump) still obtains the fluid in real time according to the above control logic with a duty cycle value WtrPmp1SpdCH=a%.

[0060] When the second temperature control component 102 (cylinder block thermostat) is activated, the second fluid delivery component 402 (cylinder block electric water pump) is activated, and the cylinder block cooling circuit is activated, the ECU can send signals to the second fluid delivery component 402 (cylinder block electric water pump) via the LIN bus.

[0061] Send the activation command (WtrPmp2ActvCB=1) and execute it synchronously:

[0062] (1) Initial duty cycle setting. The ECU sets the initial duty cycle WtrPmp1SpdCH = b0% (b0≠0) of the first fluid delivery component 401 (cylinder head electric water pump) to ensure that the initial flow rate of the cylinder head cooling circuit meets the cylinder head cooling requirements; the ECU sets the initial duty cycle WtrPmp2SpdCB = c0% (c0≠0) of the second fluid delivery component 402 (cylinder block electric water pump) to ensure that the initial flow rate of the cylinder block cooling circuit meets the cylinder block cooling requirements.

[0063] Option 1

[0064] (2) Two-dimensional target temperature decision-making. This is achieved through a two-dimensional table T. targ1 The optimal target temperature T is obtained by using the engine speed signal (EMS_EngSpd). targ1 ; through two-dimensional table T targ2 The target temperature T related to the vehicle speed signal (EMS_CarSpd) during uphill driving is obtained using the EMS_CarSpd method. targ2 Final target temperature T targ Through T targ =k*min(T) targ1 ,T targ2 The correction factor k is calculated from the ambient temperature (T). amb It is determined dynamically.

[0065] (3) Closed-loop feedback control. The ECU can obtain the signal T from the first temperature detection component 600 (engine outlet temperature sensor) in real time via the LIN bus. sensor Based on the target temperature T targ With actual temperature T sensor The deviation is determined by the two-dimensional table WtrPmpSpdCH_(T) targ ,T sensor The duty cycle value WtrPmpSpd = a% is calculated and output in real time; the duty cycle of the cylinder head electric water pump WtrPmp1SpdCH = α * a% = b%, where the proportional coefficient α is dynamically determined by the duty cycle value WtrPmpSpd; the duty cycle of the cylinder block electric water pump WtrPmp2SpdCB = β * a% = c%, where the proportional coefficient β is dynamically determined by the duty cycle value WtrPmpSpd.

[0066] Option (II) Add a cylinder outlet water temperature sensor (e.g.) Figure 6 Temperature detection component 1000 shown.

[0067] (2) Two-dimensional, cylinder block and cylinder head decoupled target temperature decision.

[0068] 1) Obtain the target temperature T of the cylinder head cooling circuit. targCH: Through two-dimensional table T TtargCH1 The optimal target temperature T is obtained by using the engine speed signal (EMS_EngSpd). TtargCH1 ; through two-dimensional table T TtargCH2 The target temperature T related to the vehicle speed signal (EMS_CarSpd) during uphill driving is obtained using the EMS_CarSpd method. TtargCH2 ; Obtain the final target temperature T of the cylinder head cooling circuit targCH Target temperature T of the final cylinder head cooling circuit targCH Through T targCH =k*min(T) TtargCH1 ,T TtargCH2 ) is calculated, where the correction factor k is determined by the ambient temperature (T) amb It is determined dynamically.

[0069] 2) Obtain the target temperature TtargCB of the cylinder block cooling circuit: through the two-dimensional table T TtargCB1 The optimal target temperature T is obtained by using the engine speed signal (EMS_EngSpd). TtargCB1 ; through two-dimensional table T TtargCB2 The target temperature T related to the vehicle speed signal (EMS_CarSpd) during uphill driving is obtained using the EMS_CarSpd method. TtargCB2 ; Obtain the final target temperature T of the cylinder block cooling circuit targCB Target temperature T of the final cylinder block cooling circuit targCB Through T targCB =k*min(T) TtargCB1 ,T TtargCB2 ) is calculated, where the correction factor k is determined by the ambient temperature (T) amb It is determined dynamically.

[0070] (3) Closed-loop feedback control: The ECU acquires the engine cylinder head temperature sensor signal T in real time via the LIN bus. sensorCH The ECU acquires the engine block temperature sensor signal T in real time via the LIN bus. sensorCB After the initial duty cycle, based on the target temperature T of the cylinder head cooling circuit. targCH With actual temperature T sensorCH The deviation is determined by the two-dimensional table WtrPmp1SpdCH_(T) targCH ,T sensorCH The duty cycle value of the cylinder head electric water pump, WtrPmp1SpdCH = b%, is calculated and output in real time; after the initial duty cycle, it is based on the target temperature T of the cylinder head cooling circuit. targCB With actual temperature T sensorCB The deviation is determined by the two-dimensional table WtrPmp2SpdCB_(T targCB ,TsensorCB The duty cycle value of the cylinder block electric water pump, WtrPmp2SpdCB=c, is calculated and output in real time.

[0071] During the post-operation phase flow control, Option 1: Power off. The ambient (air) temperature T... amb Engine temperature sensor signal T sensorOUT Using the x and y axes respectively, the three-dimensional table WtrPmpSpdCHAFT_Map(T) is mapped. amb ,T sensorOUT The query retrieves the duty cycle value of the rear-running cylinder head electric water pump, calculates and outputs the duty cycle value WtrPmpSpdAFT=d%, and obtains the duty cycle value WtrPmp1SpdCHAFT=γ*d%=e% of the rear-running cylinder block electric water pump, where the correction coefficient γ is dynamically determined by the duty cycle value WtrPmpSpdAFT, and the duty cycle value WtrPmp2SpdCBAFT=δ*d%=f% of the cylinder head electric water pump, where the correction coefficient δ is dynamically determined by the duty cycle value WtrPmpSpdAFT. When the battery voltage... after At that time, the duty cycle values ​​of the first fluid delivery component 401 (cylinder head electronic water pump) are WtrPmp1SpdCHAFT=0 and WtrPmp2SpdCBAFT=0.

[0072] Option (2): Power off. (Based on ambient (air) temperature T) amb Cylinder head temperature sensor signal T sensorCH Using the x and y axes respectively, the three-dimensional table WtrPmp1SpdCHAFT_Map(T) is... amb ,T sensorCH A query was performed to obtain the duty cycle value of the cylinder head electric water pump, WtrPmp1SpdCHAFT = e%. This is based on the ambient (air) temperature T. amb Cylinder block temperature sensor signal T sensorCB Using these as the x and y axes respectively, the three-dimensional table WtrPmp2SpdCBAFT_Map(T) is... amb ,T sensorCB The query retrieves the duty cycle value of the electric water pump in the operating cylinder, WtrPmp2SpdCBAFT = f%. When the battery voltage is less than U... after At that time, the duty cycle values ​​of the first fluid delivery component 401 (cylinder head electronic water pump) are WtrPmp1SpdCHAFT=0 and WtrPmp2SpdCBAFT=0.

[0073] ​The engine cooling system proposed in this embodiment utilizes a parallel cooling structure for the cylinder block and cylinder head, with separate flow control for each component to achieve cylinder block insulation and cylinder head cooling. By employing a dual-electronic water pump system combined with a dual-thermostat system, the pump speed and engine speed are decoupled. This allows the performance of a higher-power electronic water pump to be achieved using two low-power pumps, solving the problem of single-pump power limitations in existing single-electronic water pump technology, which cannot meet the continuous heat dissipation requirements of high-power engines, thus improving the engine's thermal management efficiency and performance.

[0074] This utility model embodiment also provides an engine assembly, including as follows: Figure 1 The cooling system of a real-time example engine.

[0075] The engine assembly proposed in this embodiment solves the problem of the single-pump power limit of existing electronic water pump technology, which cannot meet the continuous heat dissipation requirements of high-power engines, by means of the engine cooling system, thereby improving the engine's thermal management efficiency and performance.

[0076] This utility model embodiment also provides a vehicle, including an engine assembly.

[0077] In this utility model, "multiple" refers to two or more.

[0078] In this utility model, unless otherwise explicitly defined, the terms "installation," "connection," and "linking" 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0079] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0080] In this invention, the term "and / or" 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, or B existing alone. Additionally, in this invention, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0081] Unless otherwise specified, all steps of this invention can be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method can include steps A and B performed sequentially, or it can include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C can be added to the method in any order. For example, the method can include steps A, B, and C, or it can include steps A, C, and B, or it can include steps C, A, and B, etc.

[0082] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A cooling system for an engine, characterized in that include: Temperature control components, heat dissipation components, valve components, fluid delivery components, and components to be cooled, among which, The output end of the fluid delivery component is connected to the input end of the component to be cooled, and the fluid delivery component adjusts the flow rate of the cooling fluid input to the component to be cooled based on a preset duty cycle; The input terminal of the temperature control component is connected to the first output terminal of the component to be cooled, the first output terminal of the temperature control component is connected to the heat dissipation component, and the second output terminal of the temperature control component is connected to the first input terminal of the valve component. The output end of the heat dissipation component is connected to the second input end of the valve component; The output end of the valve assembly is connected to the fluid delivery assembly, and the valve assembly has a first to a third switching state; Specifically, when the valve assembly is in a first switching state and the temperature control assembly is in a first state, the temperature control assembly, the first input terminal of the valve assembly, the output terminal of the valve assembly, the fluid delivery assembly, and the component to be cooled are sequentially connected to form a first cooling circuit; when the valve assembly is in a second switching state and the temperature control assembly is in a second state, the temperature control assembly, the heat dissipation assembly, the second input terminal of the valve assembly, the output terminal of the valve assembly, the fluid delivery assembly, and the component to be cooled are sequentially connected to form a second cooling circuit; when the valve assembly is in a third switching state and the temperature control assembly is in a third state, the temperature control assembly, the heat dissipation assembly, the second input terminal of the valve assembly, the output terminal of the valve assembly, the fluid delivery assembly, and the component to be cooled are sequentially connected to form a third cooling circuit.

2. The cooling system of an engine according to claim 1, characterized by The temperature control assembly includes: a first temperature control element and a second temperature control element, wherein... The input end of the first temperature regulating element is connected to the first output end of the first cylinder head to be cooled in the assembly to be cooled and the first output end of the second cylinder head to be cooled in the assembly to be cooled, respectively. The input end of the second temperature regulating element is connected to the output end of the first cylinder to be cooled in the assembly to be cooled and the output end of the second cylinder to be cooled in the assembly to be cooled, respectively.

3. The cooling system of an engine according to claim 2, characterized by Also includes: A temperature detection component is provided at the input end of the first temperature regulating element, and the temperature detection component detects the engine outlet water temperature.

4. The cooling system of an engine according to claim 2, characterized by The fluid delivery assembly includes: A first fluid delivery device, wherein a first output end of the first fluid delivery device is connected to a first input end of the first cylinder head to be cooled, a second output end of the first fluid delivery device is connected to a first input end of the second cylinder head to be cooled, and an input end of the first fluid delivery device is connected to the output end of the valve assembly; The second fluid delivery component has a first output end connected to the input end of the first cylinder to be cooled, a second output end connected to the input end of the second cylinder to be cooled, and an input end connected to the output end of the valve assembly.

5. The cooling system of an engine according to claim 4, characterized by The first fluid delivery component is a cylinder head electronic water pump, and the second fluid delivery component is a cylinder block electronic water pump.

6. The cooling system of an engine according to claim 1, characterized by Also includes: A water storage device, wherein the outlet end of the water storage device is connected to the input end of the fluid delivery assembly, and the water storage device is used to store the cooling fluid.

7. The cooling system of an engine according to claim 2, characterized by Also includes: A first integrated exhaust manifold, wherein the input end of the first integrated exhaust manifold is connected to the second output end of the first cylinder head to be cooled, and the output end of the first integrated exhaust manifold is connected to the second input end of the first cylinder head to be cooled.

8. The cooling system of an engine according to claim 7, characterized by Also includes: The second integrated exhaust manifold has its input end connected to the second output end of the second cylinder head to be cooled, and its output end connected to the second input end of the second cylinder head to be cooled.

9. An engine assembly characterized by, include: The cooling system of the engine as described in any one of claims 1-8.

10. A vehicle characterized by comprising: include: The engine assembly as described in claim 9.

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