Cooling system of an engine, engine assembly and vehicle

Abstract

The application relates to the technical field of vehicle engine cooling systems, in particular to an engine cooling system, an engine assembly and a vehicle, which comprises: an output end of a fluid conveying assembly is connected with a to-be-cooled assembly, and the flow of cooling fluid input to the to-be-cooled assembly is adjusted based on a preset duty ratio; an input end of a temperature control assembly is connected with an output end of the to-be-cooled assembly, and the temperature control assembly is used for adjusting the state of a valve assembly, a first output end of the valve assembly is connected with an input end of a heat dissipation assembly; a first input end of the valve assembly is connected with a second output end of the temperature control assembly, a second input end of the valve assembly is connected with an output end of the heat dissipation assembly, and an output end of the valve assembly is connected with the fluid conveying assembly. Therefore, the problems that the power of a mechanical water pump and a single electronic water pump is limited and cannot meet the cooling demand of a high-power engine are solved, and the cooling system adopting a double water pump and a temperature control assembly is used for cooling a cylinder body and a cylinder cover respectively, so that more accurate temperature management is realized.

Description

Technical Field

[0001] This application relates to the field of vehicle engine cooling system technology, and particularly to an engine cooling system, engine assembly, and vehicle. Background Technology

[0002] As an important component of a vehicle's power system, the engine's main function is to convert the chemical energy of fuel into mechanical energy to drive the vehicle forward. It typically provides high power output and is suitable for vehicles that require strong acceleration and high-speed driving. However, during vehicle operation, the combustion process inside the engine generates a large amount of heat. If this heat cannot be effectively dissipated, it will cause the engine to overheat, thus affecting engine performance.

[0003] In related technologies, most engines commonly use mechanical water pumps and single electronic water pumps for engine cooling.

[0004] However, mechanical water pumps suffer from problems such as high energy consumption, slow response, large space occupation, and stringent sealing requirements, while single electronic water pumps have limited power and cannot meet the high power cooling needs of engines, which urgently need to be addressed. Utility Model Content

[0005] This application provides a cooling system for an engine, an engine assembly, and a vehicle to solve problems such as the limited power of mechanical water pumps and single electric water pumps, which cannot meet the cooling requirements of high-power engines.

[0006] The first aspect of this application provides a cooling system for an engine, comprising: a temperature control component, a heat dissipation component, a valve component, and a fluid delivery component, wherein,

[0007] The output end of the fluid delivery component is connected to 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;

[0008] The input terminal of the temperature control component is connected to the output terminal of the component to be cooled, and the temperature control component is used to adjust the state of the valve component;

[0009] The input terminal of the heat dissipation component is connected to the first output terminal of the temperature control component;

[0010] A valve assembly, wherein a first input terminal of the valve assembly is connected to a second output terminal of the temperature control assembly, a second input terminal of the valve assembly is connected to an output terminal of the heat dissipation assembly, and an output terminal of the valve assembly is connected to the fluid delivery assembly;

[0011] The valve assembly has a first state and a second state. When the valve assembly is in the first state, the temperature control component, the valve assembly, the fluid delivery component, and the component to be cooled are connected in sequence to form a first cooling circuit. When the valve assembly is in the second state, the temperature control component, the heat dissipation component, the valve assembly, the fluid delivery component, and the component to be cooled are connected in sequence to form a second cooling circuit.

[0012] Optionally, the fluid delivery assembly includes:

[0013] A first fluid delivery component, wherein a first output end of the first fluid delivery component is connected to a first input end of a first cylinder head of the assembly to be cooled, a second output end of the first fluid delivery component is connected to a first input end of a second cylinder head of the assembly to be cooled, and an input end of the first fluid delivery component is connected to the output end of the valve assembly.

[0014] The second fluid delivery component has a first output end connected to the input end of the first cylinder of the component to be cooled, a second output end connected to the input end of the second cylinder of the component to be cooled, and an input end connected to the output end of the valve assembly.

[0015] Optionally, the first fluid delivery component is a cylinder head electric water pump, and the second fluid delivery component is a cylinder block electric water pump.

[0016] Optionally, the cooling system of the engine described above further includes:

[0017] A first temperature detection component is disposed at the input end of the temperature control component. The input end of the first temperature detection component is connected to the first output end of the first cylinder head to be cooled and the first output end of the second cylinder head to be cooled, respectively. The first temperature detection component detects the engine outlet water temperature, wherein the engine outlet water temperature is used to determine the preset duty cycle.

[0018] Optionally, the cooling system of the engine described above further includes:

[0019] The second temperature detection component is disposed between the output end of the valve assembly and the input end of the fluid delivery assembly. The input end of the second temperature detection component is connected to the output end of the valve assembly, and the output end of the second temperature detection component is connected to the input ends of the first fluid delivery component and the second fluid delivery component, respectively. The second temperature detection component detects the engine inlet water temperature.

[0020] Optionally, the cooling system of the engine described above further includes:

[0021] 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.

[0022] Optionally, the cooling system of the engine described above further includes:

[0023] 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.

[0024] Optionally, the cooling system of the engine described above further includes:

[0025] The second integrated exhaust manifold has its input end connected to the 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.

[0026] According to the engine cooling system of this application, the output end of the fluid delivery component is connected to the component to be cooled, and the flow rate of the cooling fluid input to the component to be cooled is adjusted based on a preset duty cycle. The input end of the temperature control component is connected to the output end of the component to be cooled, and is used to adjust the state of the valve component. Its first output end is connected to the input end of the heat dissipation component. The first input end of the valve component is connected to the second output end of the temperature control component, the second input end is connected to the output end of the heat dissipation component, and the output end is connected to the fluid delivery component. This solves the problems of limited power of mechanical water pumps and single electronic water pumps, which cannot meet the cooling requirements of high-power engines. By using a dual-pump cooling system with a coordinated temperature control component, the cylinder block and cylinder head are cooled separately, achieving more precise temperature management.

[0027] A second aspect of this application provides an engine assembly including the cooling system of the engine described above.

[0028] According to the engine assembly of this application, the output end of the fluid delivery component is connected to the component to be cooled, and the flow rate of the cooling fluid input to the component to be cooled is adjusted based on a preset duty cycle; the input end of the temperature control component is connected to the output end of the component to be cooled, and is used to adjust the state of the valve component, the first output end of which is connected to the input end of the heat dissipation component; the first input end of the valve component is connected to the second output end of the temperature control component, the second input end is connected to the output end of the heat dissipation component, and the output end is connected to the fluid delivery component. This solves the problems of limited power of mechanical water pumps and single electronic water pumps, which cannot meet the cooling requirements of high-power engines. By using a dual-pump cooling system with a coordinated temperature control component, the cylinder block and cylinder head are cooled separately, achieving more precise temperature management.

[0029] A third aspect of this application provides a vehicle including an engine assembly as described in the second aspect.

[0030] The vehicle according to this application solves the problems of limited power of mechanical water pumps and single electronic water pumps, which cannot meet the cooling requirements of high-power engines. By adopting a cooling system with dual water pumps and a temperature control component, the cylinder block and cylinder head are cooled separately to achieve more precise temperature management.

[0031] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0032] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0033] Figure 1 This is a block diagram of a cooling system for an engine according to an embodiment of this application;

[0034] Figure 2 This is a schematic diagram of an engine dual-water-pump coordinated temperature control module cooling system according to an embodiment of this application;

[0035] Figure 3 This is a schematic diagram of the small circulation loop of the dual water pumps of an engine in the cooling system operating mode according to an embodiment of this application;

[0036] Figure 4 This is a schematic diagram of the large circulation loop of an engine with dual water pumps in the cooling system operating mode according to an embodiment of this application;

[0037] Figure 5 This is a schematic diagram of an engine block cooling circuit according to an embodiment of this application;

[0038] Figure 6 This is a schematic diagram of a cylinder outlet water temperature sensor according to an embodiment of this application.

[0039] Among them, 10-engine cooling system, 100-heat dissipation component, 200-temperature control component, 300-valve component, 400-fluid delivery component and 500-component to be cooled. Detailed Implementation

[0040] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0041] The cooling system, engine assembly, and vehicle of an engine according to embodiments of this application are described below with reference to the accompanying drawings. Addressing the problem mentioned in the background art that the power limitations of mechanical water pumps and single electronic water pumps cannot meet the cooling requirements of high-power engines, this application provides an engine cooling system. In this system, the output end of a fluid delivery component is connected to the component to be cooled, and the flow rate of the cooling fluid input to the component to be cooled is adjusted based on a preset duty cycle. The input end of a temperature control component is connected to the output end of the component to be cooled and is used to adjust the state of a valve component. Its first output end is connected to the input end of a heat dissipation component. The first input end of the valve component is connected to the second output end of the temperature control component, the second input end is connected to the output end of the heat dissipation component, and the output end is connected to the fluid delivery component. This solves the problem that the power limitations of mechanical water pumps and single electronic water pumps cannot meet the cooling requirements of high-power engines. By employing a dual-pump cooling system with a coordinated temperature control component, the cylinder block and cylinder head are cooled separately, achieving more precise temperature management.

[0042] This application relates to a cooling system and its control logic for a dual electronic water pump coupled temperature control component for large displacement engines, which is particularly suitable for high-performance engine platforms. In today's automotive engine market, most engines still commonly use mechanical water pumps, but traditional mechanical water pumps have the following drawbacks: (1) Energy consumption coupling: The mechanical water pump is driven by a belt, and its speed has a fixed speed ratio with the engine crankshaft, which will lead to over-cooling at low loads, resulting in cooling redundancy and energy waste; (2) Response delay: 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; (3) Space limitation: The mechanical water pump is connected to the crankshaft by a belt, which limits the flexibility of engine layout. Moreover, the mechanical water pump installation in the V-type engine compartment requires reserved space for the pulley envelope, which affects the compact layout; (4) Sealing failure: The pressure at the mechanical water pump of a high-performance engine is high, which may lead to sealing failure and coolant leakage.

[0043] The electric water pump is driven by an electric motor, and its speed is decoupled from the engine speed, allowing it to precisely adjust the flow rate according to the engine's actual needs. For example, during a cold start, the electric water pump can achieve zero or near-zero flow, thus rapidly warming up the cylinder block and achieving a quick warm-up effect. This makes the engine cooling system respond more quickly and precisely.

[0044] However, existing electric water pumps have the following bottlenecks: (1) Single pump power limit: The maximum power of the current automotive-grade electric water pumps on the market is 600W, which cannot meet the continuous heat dissipation requirements of the engine ≥800W; (2) High-power electric water pumps are accompanied by significant technical challenges, including exponential growth in manufacturing costs and difficulties in system integration due to the large size of the unit. Therefore, adopting a dual electric water pump solution has become a feasible option. That is, by working together with two low-power electric water pumps (e.g., 400+W and 200+W water pumps), not only can the high power requirements of the engine be met, but the high cost and layout problems of high-power water pumps can also be avoided, and the performance of the cooling system can be further optimized.

[0045] However, dual electronic water pumps in related technologies are usually paired with thermostats for cooling, but thermostats also have some drawbacks: (1) mechanical hysteresis and dynamic response defects: traditional thermostats rely on the phase change of thermal expansion medium (such as paraffin) to drive the valve opening and closing, which has a significant thermodynamic hysteresis effect. Its temperature sensing path depends on the direct contact between thermal expansion medium and coolant, resulting in sensing delay and inability to achieve rapid dynamic adjustment. Especially under transient conditions (such as cold start and rapid acceleration), the thermostat is prone to overshoot oscillation, which damages the stability of the thermal management system; (2) Insufficient open-loop control and nonlinear accuracy: The thermostat adopts an open-loop control mechanism with a fixed temperature threshold, which lacks real-time feedback compensation capability. The valve opening degree and temperature are nonlinearly related, and the parameters are prone to drift due to factors such as medium aging and mechanical wear, making it difficult to meet the requirements of high-precision temperature control; (3) Functional limitation and lack of data interaction: The thermostat only has a single temperature threshold triggering function and cannot realize multi-modal control strategy through software algorithm. In addition, it is a pure mechanical actuator and is not equipped with digital signal interfaces (such as CAN (Controller Area Network) bus, LIN (Local Interconnect) bus, etc.). Network (local interconnection network) bus) cannot interact with the central controller in real time; (4) Maintenance cost defects: The thermostat lacks self-diagnosis function in the fault mode, and manual disassembly and testing are required, which leads to increased maintenance costs and extended downtime, making it difficult to meet the needs of modern thermal management systems for rapid fault diagnosis; (5) Mechanical structure limitations: The existing mechanical structure of the thermostat can only support dual-loop control (main / auxiliary loop), which is difficult to meet the needs of complex thermal management systems for multi-path control.

[0046] Compared with traditional mechanical thermostats, the temperature control component has the following innovative technical advantages: (1) Improved dynamic response accuracy: The temperature control component eliminates the response delay problem caused by thermal inertia of traditional paraffin expansion thermostats through the closed-loop feedback mechanism of temperature sensing unit and microprocessor. Its communication interface supports data interaction with external systems, and can realize multi-node collaborative control, significantly improving dynamic response accuracy; (2) Multi-modal working condition adaptability: The microprocessor can store multiple sets of temperature threshold curves and receive external working condition parameters (such as engine load and ambient temperature) through the communication interface, dynamically switching control strategies to adapt to the thermal management needs under complex working conditions; (3) Extended function integration: The temperature control component supports fault diagnosis function. By monitoring the self-learning and abnormal operation of the execution unit, it realizes the early warning of valve jamming fault, improving the reliability and maintenance efficiency of the system; (4) Multi-path control: The temperature control component can usually control multiple cooling circuits to meet the needs of complex thermal management systems for multi-area and multi-path cooling, significantly improving the flexibility and adaptability of the system.

[0047] Therefore, the cooling system employing the dual-pump coordinated temperature control component in this application can cool the cylinder block and cylinder head separately, achieving more precise temperature management. For example, during the initial operation of the engine (V6 engine), the cylinder head cooling circuit is activated, sending a non-zero duty cycle to the cylinder head electronic water pump to provide a certain flow rate for cylinder head circulation, suppressing the formation of hot spots in the cylinder head and preventing overheating. Simultaneously, by controlling the cylinder block electronic water pump to zero duty cycle, in conjunction with the cylinder block thermostat closing, zero flow is maintained in the cylinder block, fully utilizing thermal inertia to rapidly bring the cylinder block temperature close to the optimal operating range (e.g., 90-95°C), reducing friction loss, fuel consumption, and pollution emissions. A detailed description is provided below with reference to specific embodiments and corresponding figures.

[0048] Specifically, Figure 1 This is a block diagram of a cooling system for an engine provided in an embodiment of this application.

[0049] like Figure 1 As shown, the engine's cooling system 10 includes: a heat dissipation assembly 100, a temperature control assembly 200, a valve assembly 300, and a fluid delivery assembly 400, wherein,

[0050] The output end of the fluid delivery assembly 400 is connected to the component 500 to be cooled, and the fluid delivery assembly 400 adjusts the flow rate of the cooling fluid input to the component 500 to be cooled based on a preset duty cycle; the input end of the temperature control assembly 200 is connected to the output end of the component 500 to be cooled, and the temperature control assembly 200 is used to adjust the state of the valve assembly 300; the input end of the heat dissipation assembly 100 is connected to the first output end of the temperature control assembly 200; the valve assembly 300 has its first input end connected to the second output end of the temperature control assembly 200, its second input end connected to the output end of the heat dissipation assembly 100, and its output end connected to the fluid delivery assembly 400;

[0051] The valve assembly 300 has a first state and a second state. When the valve assembly 300 is in the first state, the temperature control assembly 200, the valve assembly 300, the fluid delivery assembly 400 and the component to be cooled 500 are connected in sequence to form a first cooling circuit. When the valve assembly 300 is in the second state, the temperature control assembly 200, the heat dissipation assembly 100, the valve assembly 300, the fluid delivery assembly 400 and the component to be cooled 500 are connected in sequence to form a second cooling circuit.

[0052] Optionally, the fluid delivery assembly 400 includes: a first fluid delivery member 401, the first output end of which is connected to the first input end of the first cylinder head 501 of the assembly to be cooled 500, the second output end of which is connected to the first input end of the second cylinder head 502 of the assembly to be cooled 500, and the input end of which is connected to the output end of the valve assembly 300; and a second fluid delivery member 402, the first output end of which is connected to the input end of the first cylinder body 503 of the assembly to be cooled 500, the second output end of which is connected to the input end of the second cylinder body 504 of the assembly to be cooled 500, and the input end of which is connected to the output end of the valve assembly 300.

[0053] The preset duty cycle can be set by those skilled in the art according to actual testing needs, and no specific limitation is made here.

[0054] Specifically, to address the limitations of traditional mechanical water pumps and single electronic water pumps in high-performance engine cooling applications, this application embodiment employs dual electronic water pumps working in tandem, combined with advanced temperature control components, to achieve independent cooling and zoned temperature management of the cylinder block and cylinder head. By precisely controlling the flow rate of each cooling circuit, not only is thermal management efficiency improved, but engine performance is also optimized.

[0055] Specifically, such as Figure 2As shown, the engine cooling system 10 of the dual electronic water pump cooperative temperature control component 200 in this application embodiment mainly includes: a heat dissipation component 100 (radiator), a temperature control component 200, a valve component 300 (i.e., a multi-way valve, including small circulation and large circulation states), a fluid delivery component 400 (including a first fluid delivery component 401 and a second fluid delivery component 402), a cooling component 500 (including a first cooling cylinder head 501, a second cooling cylinder head 502, a first cooling cylinder block 503 and a second cooling cylinder block 504), a first temperature detection component 601, a second temperature detection component 602, a first integrated exhaust manifold 701, a second integrated exhaust manifold 702, and a water storage device 800 (e.g., a kettle).

[0056] Specifically, the first output end of the first fluid conveying component 401 is connected to the first input end of the first cylinder head 501 of the component to be cooled 500, the second output end of the first fluid conveying component 401 is connected to the first input end of the second cylinder head 502 of the component to be cooled 500, the input end of the first fluid conveying component 401 is connected to the output end of the valve assembly 300, the first output end of the second fluid conveying component 402 is connected to the input end of the first cylinder body 503 of the component to be cooled 500, the second output end of the second fluid conveying component 402 is connected to the input end of the second cylinder body 504 of the component to be cooled 500, and the input end of the second fluid conveying component 402 is connected to the output end of the valve assembly 300.

[0057] Optionally, in this embodiment, the first fluid delivery component 401 can be a cylinder head electronic water pump (high power, such as a 400W platform water pump), responsible for controlling the flow of the cylinder head cooling circuit and suppressing hot spot formation; the second fluid delivery component 402 can be a cylinder block electronic water pump (low power, such as a 200W platform water pump), responsible for controlling the flow of the cylinder block cooling circuit, and can be shut off (0 flow) during the cold start phase; the temperature control component 200 is used to regulate the opening and closing control of the valve component 300, thereby realizing precise control of the switching between the large and small circulation circuits, which can replace the traditional thermostat, dynamically adjust the opening of the large circulation, small circulation and cylinder block circuit, and support multi-path control.

[0058] Optionally, the cooling system 10 of the engine described above further includes: a first temperature detection component 601, which is disposed at the input end of the temperature control component 200. The input end of the first temperature detection component 601 is connected to the first output end of the first cylinder head 501 to be cooled and the first output end of the second cylinder head 502 to be cooled, respectively. The first temperature detection component 601 detects the engine outlet water temperature, wherein the engine outlet water temperature is used to determine the preset duty cycle.

[0059] Optionally, the cooling system 10 of the engine described above further includes: a second temperature detection component 602, which is disposed between the output end of the valve assembly 300 and the input end of the fluid delivery assembly 400. The input end of the second temperature detection component 602 is connected to the output end of the valve assembly 300, and the output end of the second temperature detection component 602 is connected to the input end of the first fluid delivery component 401 and the input end of the second fluid delivery component 402, respectively. The second temperature detection component 602 detects the engine inlet water temperature.

[0060] Specifically, the first temperature detection component 601 detects the engine outlet water temperature (for the fluid delivery component 400 to control the speed), and the second temperature detection component 602 is used to detect the engine inlet water temperature (for the temperature control component 200 to control the opening and closing of each branch).

[0061] Furthermore, the valve assembly 300 has a first state (small circulation) and a second state (large circulation). When the valve assembly 300 is in the first state, the temperature control assembly 200, the valve assembly 300, the fluid delivery assembly 400, and the assembly to be cooled 500 are sequentially connected to form a first cooling circuit (i.e., the cylinder head cooling circuit). This means that the cooling fluid flowing from the first cylinder head 501 and the second cylinder head 502 to be cooled passes through the temperature control assembly 200, which controls the opening and closing of the cylinder head cooling circuit according to the actual operating conditions of the engine. When the valve assembly 300 is in the second state, the temperature control assembly 200, the heat dissipation assembly 100, and the valve assembly 300... 0. The fluid delivery component 400 and the component to be cooled 500 are connected in sequence to form the second cooling circuit (i.e., the cylinder block cooling circuit). This means that the cooling fluid flowing out from the first cylinder block 503 and the second cylinder block 504 to be cooled first passes through the temperature control component 200. The temperature control component 200 controls the opening and closing of the cylinder block cooling circuit according to the actual operating conditions of the engine. This design allows the cooling circuits of the cylinder block and cylinder head to be controlled independently, realizing dual-dimensional temperature management. This achieves cooling of the cylinder head and insulation of the cylinder block in the early stage of operation, and ensures that the engine can maintain the optimal operating temperature under various operating conditions in the later stage of operation, thereby improving the performance and reliability of the engine.

[0062] Specifically, the first cooling circuit includes a first fluid delivery component 401 (cylinder head electronic water pump), a temperature control component 200, a valve assembly 300, a component to be cooled 500, and a first integrated exhaust manifold 701. The cylinder head electronic water pump can adjust its duty cycle by comparing the actual temperature obtained by the engine's first temperature detection component 601 (outlet water temperature sensor) with the target temperature to ensure the appropriate cooling fluid flow rate, thereby maintaining the engine operating within the optimal temperature range. The temperature control component 200 adjusts the opening of each branch (small loop and large loop opening) by comparing the actual temperature obtained by the engine's second temperature detection component 602 (inlet water temperature sensor) with the target temperature. The second cooling circuit includes a second fluid delivery component 402 (cylinder block electronic water pump), a temperature control component 200, and a valve assembly. The components include component 300, the cooling assembly 500, and the cylinder block electric water pump. The cylinder block electric water pump adjusts its duty cycle by comparing the actual temperature obtained by the first temperature detection component 601 (outlet water temperature sensor) with the target temperature. This achieves zero flow rate to keep the cylinder block warm in the early stage and adjusts the flow rate to ensure the optimal cooling temperature in the later stage. The temperature control component 200 adjusts the opening and closing of the cylinder block circuit and the opening degree by comparing the actual temperature obtained by the second temperature detection component 602 (inlet water temperature sensor) with the target temperature. The control unit, including the electronic control unit, is connected to the cylinder head electric water pump and the cylinder block electric water pump via a LIN bus. It receives signals from the engine outlet temperature sensor and the engine inlet temperature sensor in real time. The rated power of the cylinder head electric water pump is greater than that of the cylinder block electric water pump, and the sum of their power is ≥800W.

[0063] Optionally, the cooling system 10 of the engine described above further includes: a first integrated exhaust manifold 701, the input end of the first integrated exhaust manifold 701 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 701 being connected to the second input end of the first cylinder head 501 to be cooled.

[0064] Optionally, the cooling system 10 of the engine described above further includes: a second integrated exhaust manifold 702, the input end of which is connected to the second output end of the second cylinder head 502 to be cooled, and the output end of which is connected to the second input end of the second cylinder head 502 to be cooled.

[0065] Optionally, the cooling system 10 of the engine described above further includes a water storage device 800, the outlet of which is connected to the input of the fluid delivery assembly 400, and the water storage device 800 is used to store cooling fluid.

[0066] Specifically, in this embodiment, the first integrated exhaust manifold 701 and the first cylinder head 501 to be cooled are coupled together, and the second integrated exhaust manifold 702 and the second cylinder head 502 to be cooled are coupled together. This allows the heat of the high-temperature exhaust gas (up to 900°C) to be quickly transferred to the coolant through the first cooling circuit. During cold starts, this can accelerate warm-up and reduce friction loss. At the same time, the high-temperature areas of the first integrated exhaust manifold 701 and the second integrated exhaust manifold 702 can be directly covered by the first cooling circuit. The cylinder head electronic water pump and the cylinder block electronic water pump can be targeted to increase the flow rate (e.g., increase the duty cycle to 80%), thereby avoiding knocking caused by local overheating.

[0067] To enable those skilled in the art to better understand this application, detailed descriptions will be provided below based on different cooling stages.

[0068] Specifically, such as Figure 3 As shown, during the cold start phase, when the engine is rapidly warming up, the cylinder head electronic water pump is turned on. This means that the duty cycle of the cylinder head electronic water pump is not 0 at this time (the duty cycle is determined based on the actual outlet water temperature of the engine and the target outlet water temperature). At this time, the temperature has not reached the opening of the cylinder block cooling circuit and the large circulation. Therefore, the small circulation circuit valve of the temperature control component 200 is opened, and the large circulation circuit valve is closed. The coolant cools the cylinder head through the small circulation. At the same time, the cylinder block electronic water pump is turned off, that is, the duty cycle of the cylinder block electronic water pump is 0 at this time. The cylinder block cooling circuit valve of the temperature control component 200 is also in the closed state. The coolant flow rate inside the cylinder is close to 0, thereby achieving the heat preservation effect of the cylinder block.

[0069] The ECU (Electronic Control Unit) sends an activation command (WtrPmp1ActvCH=1) to the cylinder head electric water pump via the LIN bus, and executes it synchronously. The ECU adjusts the duty cycle command of the cylinder head electric water pump based on multiple operating parameters (WtrPmp1SpdCH, WtrPmp1SpdCH=a% (a≠0)) to drive the small circulation of the cylinder head cooling circuit. Its control logic includes the following characteristics:

[0070] a. Initial duty cycle setting:

[0071] After the engine starts, the ECU issues an engine start command. During system initialization, the system is based on the two-dimensional table WtrPmp1SpdCH_(T amb Set the initial duty cycle WtrPmp1SpdCH = a% (a ≠ 0), where T amb This is the signal from the ambient temperature sensor.

[0072] b. Two-dimensional engine target temperature decision:

[0073] Through two-dimensional table T targ1The 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). targOUT1 ;

[0074] 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. targOUT2 .

[0075] At this point, the final target temperature T of the engine cooling circuit ENGtarg Through T ENGtarg =k*min(T) targ1 T targ2 The correction factor k is calculated based on the ambient temperature (T). amb It is determined dynamically.

[0076] c. Closed-loop feedback control:

[0077] The ECU acquires the engine outlet temperature sensor signal T in real time via the LIN bus. sensorOUT After obtaining the initial duty cycle, based on the target temperature T targOUT With actual temperature T sensorOUT The deviation is determined by the two-dimensional table WtrPmp1SpdCH_(T) ENGtarg T sensorOUT The duty cycle value WtrPmp1SpdCH = a% is calculated and output in real time.

[0078] Furthermore, such as Figure 4 As shown, when the temperature reaches the temperature value T1 for the large circulation loop to open, the large circulation loop valve opens proportionally, and the small circulation loop gradually closes according to the proportional gradient of the opening of the large circulation loop valve, until the large circulation loop is fully open and the small circulation loop is fully closed. The proportional gradient is determined based on the actual inlet water temperature of the engine and the target temperature of the engine inlet water, and is mainly used to cool the cylinder head.

[0079] The cylinder head electronic water pump, with a duty cycle value of WtrPmp1SpdCH=a%, still obtains the control logic in real time according to the above-mentioned control logic. The control logic of the temperature control component 200 for the large and small circulations is as follows:

[0080] a. Two-dimensional inlet water target temperature decision:

[0081] Through two-dimensional table T targIN1The 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). targIN1 ;

[0082] Through two-dimensional table T targIN2 The system acquires the target temperature T related to the vehicle speed signal (EMS_CarSpd) and engine load (EMS_EngLoad) under climbing conditions. targIN2 .

[0083] Among them, the target temperature T controlled by the temperature control component 200 TMMtarg Through T TMMtarg =k*min(T) targIN1 ,T targIN2 The calculation is performed, where the correction factor k is dynamically determined by the ambient temperature (Tamb).

[0084] b. Closed-loop feedback control:

[0085] The ECU acquires the engine inlet temperature sensor signal T in real time via the LIN bus. sensorIN After the initial duty cycle, the target temperature T is controlled by the temperature control component 200. TMMtarg With actual temperature T sensorIN The deviation is determined by the two-dimensional table WtrPmp1SpdCH_(T) TMMtarg T sensorIN The temperature control component 200 calculates and outputs the duty cycle value WtrTMMSpdCH=g% in real time. The temperature control component 200 adjusts the opening degree of the corresponding large circulation loop valve according to the duty cycle. The opening degree of the large circulation loop valve corresponds to the closing degree of the corresponding small circulation valve.

[0086] Furthermore, such as Figure 5 As 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 temperature reaches the cylinder block cooling circuit opening temperature T2, the cylinder block cooling circuit valve of the temperature control component 200 opens. At this time, the cylinder block electric water pump starts working after receiving the LIN signal. At this time, the cylinder block electric water pump duty cycle is not 0 (the duty cycle is determined proportionally based on the engine's actual outlet water temperature and the engine's target outlet water temperature, or according to the actual cylinder block outlet water temperature and the cylinder block outlet water target temperature), and the cylinder block cooling circuit opens accordingly.

[0087] The ECU sends an activation command to the cylinder block electric water pump via the LIN bus, which is executed synchronously.

[0088] a. Initial duty cycle setting:

[0089] The ECU sets the initial duty cycle of the cylinder head electric water pump, WtrPmp1SpdCH, to b% (b≠0), 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 of the block electric water pump, WtrPmp2SpdCB, to c% (c≠0), to ensure that the initial flow rate of the block cooling circuit meets the block cooling requirements. The target temperature determination mainly includes the following two methods:

[0090] Method 1:

[0091] b. Two-dimensional engine target temperature decision:

[0092] Through two-dimensional table T targOUT1 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). targOUT1 .

[0093] Through two-dimensional table T targOUT2 The system acquires the target temperature T related to the vehicle speed signal (EMS_CarSpd) and engine load (EMS_EngLoad) under climbing conditions. targOUT2 .

[0094] Engine cooling circuit final target temperature T ENGtarg Through T ENGtarg =k*min(T) targOUT1 T targOUT2 The calculation is performed, where the correction factor k is dynamically determined by the ambient temperature (Tamb);

[0095] c. Closed-loop feedback control:

[0096] The ECU acquires the engine outlet temperature sensor signal T in real time via the LIN bus. sensorOUT Based on target temperature T ENGtarg With actual temperature T sensorOUT The deviation is determined by the two-dimensional table WtrPmpSpdCH_(T) ENGtarg T sensorOUT The duty cycle value WtrPmpSpd = a% is calculated and output in real time.

[0097] At this time, the duty cycle of the cylinder head electric water pump WtrPmp1SpdCH=α*a%=b%, where the correction 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 correction coefficient β is dynamically determined by the duty cycle value WtrPmpSpd.

[0098] Method 2:

[0099] like Figure 6 As shown, add a cylinder outlet water temperature sensor:

[0100] b. Two-dimensional, cylinder block and cylinder head decoupled target temperature decision:

[0101] (1) Obtain the target temperature T of the cylinder head cooling circuit. targCH :

[0102] Through two-dimensional table T TtargCH1 The optimal target temperature T is obtained by using the engine speed signal (EMS_EngSpd). TtargCH1 ;

[0103] 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 .

[0104] 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 The calculation is performed, where the correction factor k is dynamically determined by the ambient temperature (Tamb).

[0105] (2) Obtain the target temperature T of the cylinder block cooling circuit. targCB :

[0106] Through two-dimensional table T TtargCB1 The optimal target temperature T is obtained by using the engine speed signal (EMS_EngSpd). TtargCB1 ;

[0107] 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 .

[0108] 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 The calculation is performed, where the correction factor k is dynamically determined by the ambient temperature (Tamb).

[0109] c. Closed-loop feedback control:

[0110] 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 .

[0111] 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 electronic water pump, WtrPmp1SpdCH=b, is calculated and output in real time.

[0112] After the initial duty cycle, 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 T sensorCB The duty cycle value of the cylinder block electric water pump, WtrPmp2SpdCB=c, is calculated and output in real time.

[0113] Temperature control component 200 controls the cylinder block circuit:

[0114] a. Two-dimensional inlet water target temperature decision:

[0115] Through two-dimensional table T targIN1 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). targIN1 ;

[0116] Through two-dimensional table T targIN2 The system acquires the target temperature T related to the vehicle speed signal (EMS_CarSpd) and engine load (EMS_EngLoad) under climbing conditions. targIN2 .

[0117] The target temperature T controlled by the temperature control component 200 TMMtarg Through T TMMtarg =k*min(T) targIN1 T targIN2 The calculation is performed, where the correction factor k is dynamically determined by the ambient temperature (Tamb).

[0118] b. Closed-loop feedback control:

[0119] The ECU acquires the engine inlet temperature sensor signal T in real time via the LIN bus. sensorIN After the initial duty cycle, based on the target temperature T TMMtarg With actual temperature T sensorIN The deviation is determined by the two-dimensional table WtrPmp1SpdCH_(T) TMMtarg T sensorIN The duty cycle value of the temperature control component 200, WtrTMMSpdCH = h% (h% initially exists and overlaps with g% as the large circulation gradually opens and the small circulation gradually closes; later, it only corresponds to the opening degree of the cylinder cooling circuit valve of the temperature control component 200).

[0120] c. Post-running phase flow control:

[0121] Method 1:

[0122] After powering off, ELECT OFF, based on 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... amb T sensorOUT The query retrieves the duty cycle value and outputs the calculated duty cycle value WtrPmpSpdAFT=d%. The output also retrieves the duty cycle value WtrPmp1SpdCHAFT=γ*d%=e% for the cylinder block electric water pump, where the correction factor γ is dynamically determined by the duty cycle value WtrPmpSpdAFT, and the duty cycle value WtrPmp2SpdCBAFT=δ*d%=f% for the cylinder head electric water pump, where the correction factor δ is dynamically determined by the duty cycle value. The output also retrieves the duty cycle value WtrPmp2SpdCBAFT=δ*d%=f% for the cylinder head electric water pump, where the correction factor δ is dynamically determined by the duty cycle value. after The duty cycle values ​​of the cylinder head electric water pump are WtrPmp1SpdCHAFT = 0 and WtrPmp2SpdCBAFT = 0.

[0123] Method 2:

[0124] After power-off, based on the 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 The query retrieves the duty cycle value of the cylinder head electric water pump, WtrPmp1SpdCHAFT = e%, with ambient (air) temperature T. amb Cylinder block temperature sensor signal T sensorCB Using 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... after The duty cycle values ​​of the cylinder head electric water pump are WtrPmp1SpdCHAFT = 0 and WtrPmp2SpdCBAFT = 0.

[0125] Therefore, the cooling system and its control logic for a dual electronic water pump coupled with a temperature control module for large-displacement engines proposed in this application are applicable to high-performance engine platforms with power exceeding 200kW. By using a dual electronic water pump in conjunction with a temperature control module engine cooling system architecture, a cylinder block-cylinder head decoupled engine cooling system is constructed, achieving zoned temperature management and adaptive thermal balance under all operating conditions.

[0126] In summary, the engine cooling system of this application embodiment has the following main features: (1) a parallel cooling structure for the left and right cylinder blocks and cylinder heads, with separate control of cylinder block and cylinder head flow rates to achieve cylinder block insulation and cylinder head cooling; (2) a dual electronic water pump system (cylinder head electronic water pump (cylinder head EWP) + cylinder block electronic water pump (cylinder block EWP), where the electronic water pumps decouple the pump speed from the engine speed, and use two low-power electronic water pumps (400W cylinder head electronic water pump and 200W cylinder block electronic water pump) to achieve the performance effect of a higher-power electronic water pump (800W platform electronic water pump). Among them, the higher-power electronic water pump controls the cylinder head flow rate, and the lower-power electronic water pump controls the cylinder block flow rate; (3) a temperature control component 200, which, in conjunction with the dual EWP, performs zero flow control on the cylinder block cooling circuit during the cold start phase to achieve cylinder block insulation, rapid warm-up, and control of large and small circulations, so as to adjust the flow rates of the cylinder head and cylinder block cooling circuits after the cylinder block circuit is opened.

[0127] According to the engine cooling system of this application, the output end of the fluid delivery component is connected to the component to be cooled, and the flow rate of the cooling fluid input to the component to be cooled is adjusted based on a preset duty cycle. The input end of the temperature control component is connected to the output end of the component to be cooled, and is used to adjust the state of the valve component. Its first output end is connected to the input end of the heat dissipation component. The first input end of the valve component is connected to the second output end of the temperature control component, the second input end is connected to the output end of the heat dissipation component, and the output end is connected to the fluid delivery component. This solves the problems of limited power of mechanical water pumps and single electronic water pumps, which cannot meet the cooling requirements of high-power engines. By using a dual-pump cooling system with a coordinated temperature control component, the cylinder block and cylinder head are cooled separately, achieving more precise temperature management.

[0128] This application also provides an engine assembly including the cooling system of the engine described above.

[0129] ​According to the engine assembly of this application, the output end of the fluid delivery component is connected to the component to be cooled, and the flow rate of the cooling fluid input to the component to be cooled is adjusted based on a preset duty cycle; the input end of the temperature control component is connected to the output end of the component to be cooled, and is used to adjust the state of the valve component, the first output end of which is connected to the input end of the heat dissipation component; the first input end of the valve component is connected to the second output end of the temperature control component, the second input end is connected to the output end of the heat dissipation component, and the output end is connected to the fluid delivery component. This solves the problems of limited power of mechanical water pumps and single electronic water pumps, which cannot meet the cooling requirements of high-power engines. By using a dual-pump cooling system with a coordinated temperature control component, the cylinder block and cylinder head are cooled separately, achieving more precise temperature management.

[0130] This application also provides a vehicle including the aforementioned engine assembly.

[0131] The vehicle according to this application solves the problems of limited power of mechanical water pumps and single electronic water pumps, which cannot meet the cooling requirements of high-power engines. By adopting a cooling system with dual water pumps and a temperature control component, the cylinder block and cylinder head are cooled separately to achieve more precise temperature management.

[0132] In this utility model, "multiple" refers to two or more.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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, and fluid delivery components, among which, The output end of the fluid delivery component is connected to 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 output terminal of the component to be cooled, and the temperature control component is used to adjust the state of the valve component; The input terminal of the heat dissipation component is connected to the first output terminal of the temperature control component; A valve assembly, wherein a first input terminal of the valve assembly is connected to a second output terminal of the temperature control assembly, a second input terminal of the valve assembly is connected to an output terminal of the heat dissipation assembly, and an output terminal of the valve assembly is connected to the fluid delivery assembly; The valve assembly has a first state and a second state. When the valve assembly is in the first state, the temperature control component, the valve assembly, the fluid delivery component, and the component to be cooled are connected in sequence to form a first cooling circuit. When the valve assembly is in the second state, the temperature control component, the heat dissipation component, the valve assembly, the fluid delivery component, and the component to be cooled are connected in sequence to form a second cooling circuit.

2. The cooling system for the engine according to claim 1, characterized in that, The fluid delivery assembly includes: A first fluid delivery component, wherein a first output end of the first fluid delivery component is connected to a first input end of a first cylinder head of the assembly to be cooled, a second output end of the first fluid delivery component is connected to a first input end of a second cylinder head of the assembly to be cooled, and an input end of the first fluid delivery component 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 of the component to be cooled, a second output end connected to the input end of the second cylinder of the component to be cooled, and an input end connected to the output end of the valve assembly.

3. The cooling system for the engine according to claim 2, characterized in that, 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.

4. The cooling system for the engine according to claim 1, characterized in that, Also includes: A first temperature detection component is disposed at the input end of the temperature control component. The input end of the first temperature detection component is connected to the first output end of the first cylinder head to be cooled and the first output end of the second cylinder head to be cooled, respectively. The first temperature detection component detects the engine outlet water temperature, wherein the engine outlet water temperature is used to determine the preset duty cycle.

5. The cooling system for the engine according to claim 1 or 4, characterized in that, Also includes: The second temperature detection component is disposed between the output end of the valve assembly and the input end of the fluid delivery assembly. The input end of the second temperature detection component is connected to the output end of the valve assembly, and the output end of the second temperature detection component is connected to the input ends of the first fluid delivery component and the second fluid delivery component, respectively. The second temperature detection component detects the engine inlet water temperature.

6. The cooling system for the engine according to claim 1, characterized in that, 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 for the engine according to claim 1, characterized in that, 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 for the engine according to claim 7, characterized in that, 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 in that, include: The cooling system of the engine as described in any one of claims 1-8.

10. A vehicle, characterized in that, include: The engine assembly as described in claim 9.

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