An integrated cooling device for a vehicle

Abstract

The utility model relates to electric automobile technical field discloses a kind of automobile integrated cooling device, the utility model solves the problem of the cooling efficiency of current scheme is insufficient, energy efficiency management is not good. A kind of automobile integrated cooling device, including evaporator, the side of the evaporator is connected with compressor, the side of the compressor is connected with water inlet pipe, the side of the water inlet pipe is connected with condenser, the side of the condenser is connected with water outlet pipe, the side of the water outlet pipe is connected with solenoid valve, the side of the solenoid valve is connected with expansion valve, the evaporator is used to absorb the heat of cab and is converted into refrigerant, the compressor is used to convert refrigerant into liquid state, the solenoid valve is used to control liquid refrigerant flow direction, the expansion valve is used to circulate liquid refrigerant to the inside of evaporator, area independent control, energy-saving effect is remarkable and optimization driving experience, divided into internal circulation and external circulation cooling fan, guarantee winter and summer season's use comfort.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle technology, specifically to an integrated automotive cooling device. Background Technology

[0002] With the global energy structure transformation and tightening environmental policies, electric vehicles, with their zero emissions, low operating noise, and high energy conversion efficiency, have become the core development direction of the automotive industry. Their market penetration rate continues to climb, and users' requirements for driving range, driving comfort, and system reliability are becoming increasingly stringent.

[0003] However, the battery pack, drive motor, and electronic control system of electric vehicles generate a significant amount of heat during operation. An effective cooling solution can not only improve the efficiency of the battery and motor but also extend their lifespan, ensuring vehicle safety and performance. Currently, cooling solutions for electric vehicles mainly include liquid cooling, air cooling, hybrid cooling, and intelligent thermal management systems. However, existing heat dissipation equipment still has the following problems in use: Most existing solutions are independent cooling systems that cannot share cooling resources between the battery, motor, and cab, resulting in reduced overall energy efficiency. Under high load conditions, existing systems often cannot meet the cooling requirements of the battery and motor, which may lead to excessive temperature and affect performance and safety. Summary of the Invention

[0004] The purpose of this invention is to provide an integrated automotive cooling device. By using this device, the problems of insufficient cooling efficiency and poor energy efficiency management of existing solutions can be solved.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an integrated automotive cooling device, comprising an evaporator, a compressor connected to one side of the evaporator, a water inlet pipe connected to one side of the compressor, a condenser connected to one side of the water inlet pipe, a water outlet pipe connected to one side of the condenser, a solenoid valve connected to one side of the water outlet pipe, and an expansion valve connected to one side of the solenoid valve. The evaporator is used to absorb heat from the passenger compartment and convert it into refrigerant, the compressor is used to convert the refrigerant into a liquid state, the solenoid valve is used to control the flow direction of the liquid refrigerant, and the expansion valve is used to circulate the liquid refrigerant into the interior of the evaporator.

[0006] Preferably, a top plate is connected to the upper surface of the condenser, a cooling fan is connected to the upper surface of the top plate, an electric rotary rod is connected to the lower part of the cooling fan, a first gear is connected to the outer side of the electric rotary rod, a second gear is connected to one side of the first gear, a pawl is connected inside the second gear, a driven rod is connected inside the pawl, a heat exchange tube is connected inside the condenser, a partition is connected around the heat exchange tube, and an annular block is connected to the upper surface of the partition. The cooling effect is ensured by the cooperation between the condenser and the cooling fan.

[0007] Preferably, a filter screen is connected to the side of the condenser, and the filter screen corresponds to one side of the electric rotary rod. Multiple sets of heat exchange tubes are evenly and equidistantly distributed inside the condenser. The center line of the heat exchange tubes coincides with the center line of the partition. The filter screen filters out dust, preventing external dust from entering the interior of the condenser.

[0008] Preferably, the top plate is connected to the condenser by screws, the top plate and the housing of the radiator fan are interlocked, and the center of the two radiator fans are respectively connected to an electric rotating rod and a driven rod. By setting two different electric rotating rods to cooperate with the radiator fans, heat is discharged towards the outside of the car and the inside of the driver's cab respectively.

[0009] Preferably, the connection between the annular block and the partition is a fixed connection. Vents are provided on both sides of the annular block. The annular block is attached to the top of the condenser. The annular block allows air to exchange between the two sides of the partition, facilitating heat dissipation.

[0010] Preferably, the electric rotary rod is fixedly connected to the first gear, and the first gear is meshed with the second gear. A drive mechanism is connected to the lower surface of the electric rotary rod. The first gear and the second gear work together to make the device rotate as a whole, and ensure that the cooling fan rotates in opposite directions.

[0011] Preferably, the second gear is connected to the pawl in a meshing connection, the pawl is connected to the driven rod in a fixed connection, and the driven rod is connected to the annular block in a rotating connection. By cooperating with the pawl and the driven rod, the forward and reverse rotation of the electric rotary rod can be used to control whether the driven rod is driven to rotate.

[0012] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. Independent zone control, significant energy saving and optimized driving experience: By independently controlling the cooling systems of the battery, motor and cab, each zone can be precisely adjusted according to actual needs, thereby improving cooling efficiency. Under normal operating conditions, the system automatically optimizes airflow and fan speed to reduce unnecessary energy consumption and achieve energy saving. The independent cooling control of the cab can quickly respond to user needs, provide a comfortable driving environment and enhance the user experience.

[0013] It is divided into internal and external circulation cooling fans to ensure comfort in both winter and summer: By setting up staggered rotating cooling fans, the heat inside the condenser can be circulated in and out, ensuring that the heat can be circulated towards the interior of the cabin in winter, reducing air conditioning consumption. Secondly, it is equipped with a pawl structure, which allows heat to be discharged to the outside of the car separately in summer without affecting the cooling operation. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall front view of the present invention; Figure 2 This is a three-dimensional structural diagram of the condenser of this utility model; Figure 3 This is a three-dimensional cross-sectional structural diagram of the condenser of this utility model; Figure 4 This is a three-dimensional structural diagram of the partition of this utility model; Figure 5 This is a top view schematic diagram of the annular block structure of this utility model.

[0015] In the diagram: 1. Evaporator; 2. Compressor; 3. Condenser; 301. Water inlet pipe; 302. Water outlet pipe; 4. Solenoid valve; 5. Expansion valve; 6. Filter screen; 7. Top plate; 8. Radiator fan; 9. Annular block; 10. Heat exchange tube; 11. Baffle plate; 12. Electric rotary rod; 13. First gear; 14. Driven rod; 15. Second gear; 16. Pawl. Detailed Implementation

[0016] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0017] To further understand the content of this utility model, a detailed description of this utility model will be provided in conjunction with the accompanying drawings.

[0018] Combination Figure 1 , Figure 2 , Figure 3, Figure 4 and Figure 5 An integrated automotive cooling device includes an evaporator 1, a compressor 2 connected to one side of the evaporator 1, a water inlet pipe 301 connected to one side of the compressor 2, a condenser 3 connected to one side of the water inlet pipe 301, a water outlet pipe 302 connected to one side of the condenser 3, a solenoid valve 4 connected to one side of the water outlet pipe 302, and an expansion valve 5 connected to one side of the solenoid valve 4. The evaporator 1 is used to absorb heat from the passenger compartment and convert it into refrigerant, the compressor 2 is used to convert the refrigerant into liquid, the solenoid valve 4 is used to control the flow direction of the liquid refrigerant, and the expansion valve 5 is used to circulate the liquid refrigerant into the interior of the evaporator 1.

[0019] The present invention will be further described below with reference to the embodiments.

[0020] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 A top plate 7 is connected to the upper surface of the condenser 3, and a cooling fan 8 is connected to the upper surface of the top plate 7. An electric rotating rod 12 is connected to the lower part of the cooling fan 8. A first gear 13 is connected to the outer side of the electric rotating rod 12. A second gear 15 is connected to one side of the first gear 13. A pawl 16 is connected inside the second gear 15. A driven rod 14 is connected inside the pawl 16. A heat exchange tube 10 is connected inside the condenser 3. A partition 11 is connected around the heat exchange tube 10. An annular block 9 is connected to the upper surface of the partition 11. The cooling effect is ensured by the cooperation between the condenser 3 and the cooling fan 8.

[0021] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 A filter screen 6 is connected to the side of the condenser 3, and the filter screen 6 corresponds to one side of the electric rotary rod 12. Multiple sets of heat exchange tubes 10 are evenly and equidistantly distributed inside the condenser 3. The center line of the heat exchange tubes 10 coincides with the center line of the partition plate 11. The filter screen 6 filters the dust to prevent external dust from entering the interior of the condenser 3. The annular block 9 is fixedly connected to the partition plate 11. Vents are opened on both sides of the annular block 9. The annular block 9 is attached to the top of the condenser 3. The annular block 9 allows the air on both sides of the partition plate 11 to exchange, which facilitates heat dissipation.

[0022] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5The top plate 7 is connected to the condenser 3 by screws. The top plate 7 and the outer casing of the radiator fan 8 are interlocked. The centers of the two radiator fans 8 are respectively connected to an electric rotating rod 12 and a driven rod 14. By setting two different electric rotating rods 12 to cooperate with the radiator fans 8, heat is discharged towards the outside of the car and the inside of the driver's cab, respectively. The electric rotating rod 12 is fixedly connected to the first gear 13, and the first gear 13 is meshed with the second gear 15. The lower surface of the electric rotating rod 12 is connected to a drive mechanism. By cooperating with the first gear 13 and the second gear 15, the equipment rotates as a whole, and the radiator fans 8 rotate in opposite directions. The second gear 15 is meshed with the pawl 16, the pawl 16 is fixedly connected to the driven rod 14, and the driven rod 14 is rotatably connected to the ring block 9. By cooperating with the pawl 16 and the driven rod 14, the forward and reverse rotation of the electric rotating rod 12 controls whether the driven rod 14 rotates.

[0023] Working principle: First, the air in the driver's cabin absorbs heat through the evaporator 1, and the refrigerant flows out of the evaporator 1 in a low-pressure gaseous state and enters the compressor 2. The compressor 2 draws in the low-pressure gaseous refrigerant, compresses it into a high-pressure gaseous refrigerant, and outputs it to the condenser 3. The high-pressure gaseous refrigerant passes through the condenser 3 and the radiator fan 8, and the heat is dissipated to the outside air or the air duct inside the vehicle. The refrigerant is cooled here and turns into a liquid state, flowing out of the condenser 3. The condensed liquid refrigerant enters the solenoid valve 4. The solenoid valve 4 controls the flow direction of the refrigerant according to the instructions of the VCU, selecting whether to send it to the expansion valve 5 or directly circulate it to other systems. If it is selected to send it to the expansion valve 5, the liquid refrigerant is depressurized after passing through the expansion valve 5 and turns into a low-pressure gaseous refrigerant, ready to enter the evaporator 1 again for cooling circulation. Meanwhile, the heat transfer inside the condenser 3 is precisely controlled in conjunction with the cooling fan 8 and the transmission mechanism. After the high-pressure gaseous refrigerant releases heat in the heat exchange tube 10, it gradually condenses into liquid refrigerant. The heat is transferred through the tube wall of the heat exchange tube 10 to the air medium inside the condenser 3. Due to the separation effect of the baffle 11, the heat is confined to the corresponding chamber. The vent of the annular block 9 optimizes the airflow circulation path inside the chamber, avoids local heat accumulation, and ensures that the entire length of the heat exchange tube 10 can dissipate heat fully. When in winter operation, the electric rotary rod 12 rotates forward, driving the meshing second gear 15 to rotate through the fixedly connected first gear 13. The pawl 16 inside the second gear 15 engages with the driven rod 14, driving the driven rod... When lever 14 rotates synchronously, the two cooling fans 8 rotate in opposite directions. The inner cooling fan 8, corresponding to the cab side, draws in hot air from the condenser 3 through the inner vent of the annular block 9 and returns to the cab via the air guide path to achieve heat recovery. When in summer, the electric lever 12 reverses, the pawl 16 disengages from the driven lever 14, and only the electric lever 12 drives the outer cooling fan 8 to rotate. All the heat in the condenser 3 is quickly discharged outside the vehicle through the outer chamber, avoiding heat backflow that could affect the cooling effect. In addition, the filter screen 6 on the side of the condenser 3 can intercept external dust and impurities, preventing them from entering the inner cavity and clogging the heat exchange tube 10 or affecting airflow, thus ensuring stable heat exchange efficiency between the heat exchange tube 10 and the air.

[0024] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0025] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An integrated automotive cooling system, comprising an evaporator, characterized in that: A compressor is connected to one side of the evaporator, a water inlet pipe is connected to one side of the compressor, a condenser is connected to one side of the water inlet pipe, a water outlet pipe is connected to one side of the condenser, a solenoid valve is connected to one side of the water outlet pipe, and an expansion valve is connected to one side of the solenoid valve. The evaporator is used to absorb heat from the cab and convert it into refrigerant. The compressor is used to convert the refrigerant into liquid. The solenoid valve is used to control the flow direction of the liquid refrigerant, and the expansion valve is used to circulate the liquid refrigerant into the interior of the evaporator.

2. The integrated automotive cooling device according to claim 1, characterized in that: A top plate is connected to the upper surface of the condenser, a cooling fan is connected to the upper surface of the top plate, an electric rotating rod is connected to the lower part of the cooling fan, a first gear is connected to the outer side of the electric rotating rod, a second gear is connected to one side of the first gear, a pawl is connected inside the second gear, a driven rod is connected inside the pawl, a heat exchange tube is connected inside the condenser, a partition is connected around the heat exchange tube, and an annular block is connected to the upper surface of the partition.

3. The integrated automotive cooling device according to claim 2, characterized in that: A filter screen is connected to the side of the condenser, and the filter screen corresponds to one side of the electric rotary rod. Multiple sets of heat exchange tubes are evenly and equidistantly distributed inside the condenser, and the center line of the heat exchange tubes coincides with the center line of the partition.

4. The integrated automotive cooling device according to claim 3, characterized in that: The top plate is connected to the condenser by screws. The top plate and the housing of the cooling fan are interlocked. The center of each of the two cooling fans is connected to an electric rotating rod and a driven rod, respectively.

5. An integrated automotive cooling device according to claim 2, characterized in that: The annular block is fixedly connected to the partition plate. Ventilation openings are provided on both sides of the annular block, and the annular block is attached to the top of the condenser.

6. The integrated automotive cooling device according to claim 2, characterized in that: The electric rotary rod is fixedly connected to the first gear, and the first gear is meshed with the second gear. A drive mechanism is connected to the lower surface of the electric rotary rod.

7. An integrated automotive cooling device according to claim 6, characterized in that: The second gear is connected to the pawl in an meshing manner, the pawl is connected to the driven rod in a fixed manner, and the driven rod is connected to the annular block in a rotating manner.

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