Vehicle cooling circuit and vehicle

Abstract

The present disclosure relates to a vehicle cooling circuit and a vehicle, wherein the cooling circuit comprises an inlet main circuit in which a power assembly is arranged, a preset cooling liquid flow demand of the power assembly is denoted as Q1, a plurality of cooling branches are arranged in parallel with the inlet main circuit, each cooling branch is provided with a functional module, and a sum of preset cooling liquid flow demands of the functional modules of the plurality of cooling branches is Q2, wherein Q1 and Q2 satisfy Q2≤Q1, and a flow distribution valve group is arranged between the inlet main circuit and the plurality of cooling branches. The vehicle cooling circuit of the present disclosure increases the flow of cooling liquid in the inlet main circuit without increasing the power of the fluid pump, ensures the cooling effect of the power assembly in the inlet main circuit, and distributes the flow in each cooling branch through the flow distribution valve group, so that the flow through the functional module in each cooling branch is the optimal flow.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle cooling module technology, and more specifically, to a vehicle cooling circuit and a vehicle using the vehicle cooling circuit. Background Technology

[0002] In related technologies, all modules that need heat dissipation and cooling are usually connected in series in a mass cooling circuit for heat dissipation. However, as the number of modules that need heat dissipation and cooling in a vehicle increases, in order to meet the heat dissipation requirements, the power of the water pump can be increased to increase the flow rate of the entire circuit to meet the heat dissipation requirements of multiple heat dissipation and cooling modules. However, this method of increasing the heat dissipation flow rate will cause the power consumption of the water pump to increase exponentially, which is not conducive to improving the overall vehicle range. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle cooling circuit that can effectively utilize the flow rate in the cooling circuit to ensure the cooling effect of different functional modules.

[0004] To achieve the above objectives, this disclosure provides a vehicle cooling circuit, comprising: The inlet main line is equipped with a fluid pump for pumping coolant and a powertrain. The preset coolant flow rate requirement of the powertrain is denoted as Q1. Multiple cooling branches are connected in parallel to the main coolant inlet. Each cooling branch is equipped with a functional module. The sum of the preset coolant flow rate requirements of the functional modules of the multiple cooling branches is Q2, where Q1 and Q2 satisfy Q2≤Q1. A flow divider valve assembly is connected between the main inlet line and the plurality of cooling branches, and is used to distribute the coolant flow rate of each of the cooling branches.

[0005] Optionally, the flow divider valve assembly is configured as a multi-way valve with multiple flow dividers, each flow divider being used to connect to a cooling branch.

[0006] Optionally, the flow divider valve assembly is configured as a fixed-proportion multi-way valve, used to distribute the flow of each cooling branch according to a fixed preset proportion; or the flow divider valve assembly is configured as an electromagnetic multi-way valve, used to regulate the flow of each cooling branch according to the temperature of the functional module.

[0007] Optionally, the fluid pump is configured such that the flow rate of coolant in the main inlet circuit is 8-12 L / min, and the diversion valve assembly is configured with 2-4 diversion ports.

[0008] Optionally, the preset coolant flow rate requirement of the powertrain is 8 to 12 L / min, and the preset coolant flow rate requirement of a functional module of the cooling branch is 2 to 7 L / min.

[0009] Optionally, in the plurality of cooling branches, the pipe diameter of each cooling branch is positively correlated with the flow resistance of the corresponding functional module.

[0010] Optionally, the vehicle cooling circuit further includes a return main and a return valve assembly. A water tank is provided on the return main and is connected to the liquid inlet main through the fluid pump. The return valve assembly is connected between multiple cooling branches and the return main.

[0011] Optionally, each of the cooling branch circuits may be equipped with a functional module including a charging / discharging module, an autonomous driving control module, a radiator, or a vehicle control module.

[0012] Optionally, the plurality of cooling branches include a first cooling branch and a second cooling branch, wherein the functional module provided on the first cooling branch is a charging and discharging module, and the functional module provided on the second cooling branch is an autonomous driving control module; or, The plurality of cooling branches include a first cooling branch, a second cooling branch, and a third cooling branch. The first cooling branch has a charging / discharging module, the second cooling branch has an autonomous driving control module, and the third cooling branch has a heat sink. Alternatively, The multiple cooling branches include a first cooling branch, a second cooling branch, a third cooling branch, and a fourth cooling branch. The first cooling branch has a charging and discharging module, the second cooling branch has an autonomous driving control module, the third cooling branch has a radiator, and the fourth cooling branch has a vehicle control module.

[0013] A second aspect of this disclosure also provides a vehicle, including the vehicle cooling circuit described in the above embodiments and a plurality of functional modules, wherein the plurality of functional modules are respectively adapted to a plurality of cooling branches in the cooling circuit.

[0014] The advantages of this disclosure through the above technical solution are as follows: The vehicle cooling circuit of this disclosure cools the powertrain through the liquid inlet main circuit and cools multiple functional modules through multiple cooling branches connected in parallel with the liquid inlet main circuit. The multiple cooling branches connected in parallel can reduce flow resistance and increase the flow rate of coolant in the liquid inlet main circuit without increasing the power of the fluid pump, thus ensuring the cooling effect of the powertrain in the liquid inlet main circuit. The flow rate in each cooling branch is distributed by the multiple cooling branches through the flow divider valve group, so that the flow rate through the functional modules in each cooling branch is the optimal flow rate. Thus, the cooling circuit of this disclosure can have the best heat dissipation performance without increasing energy consumption or increasing the flow rate of coolant in the cooling circuit, thereby affecting the vehicle's range.

[0015] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0016] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of a vehicle cooling circuit provided in an exemplary embodiment of this disclosure; Figure 2 This is a schematic diagram of a vehicle cooling circuit provided in another exemplary embodiment of this disclosure; Figure 3 This is a schematic diagram of a vehicle cooling circuit provided in another exemplary embodiment of this disclosure; Figure 4 This is a schematic diagram of a flow divider valve assembly in a vehicle cooling circuit provided in an exemplary embodiment of this disclosure; Figure 5 This is a schematic diagram of a flow divider valve assembly in a vehicle cooling circuit provided in another exemplary embodiment of this disclosure; Figure 6 This is a schematic diagram of a flow divider valve assembly in a vehicle cooling circuit provided in another exemplary embodiment of this disclosure.

[0017] Explanation of reference numerals in the attached figures 1-Inlet main circuit; 11-Fluid pump; 12-Powertrain; 2-Cooling branch circuit; 21-First cooling branch circuit; 22-Second cooling branch circuit; 23-Third cooling branch circuit; 24-Fourth cooling branch circuit; 3-Diverter valve assembly; 31-Diverter port; 4-Return main circuit; 41-Water tank; 5-Return valve assembly; 6-Functional module; 7-Temperature sensor; 8-Water replenishment branch circuit; 81-Water replenishment tank. Detailed Implementation

[0018] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0019] In this disclosure, unless otherwise stated, directional terms such as "upper," "lower," "higher," "lower," "top," and "bottom" generally refer to the orientation of the corresponding component or structure in the direction of gravity. "Inner" and "outer" refer to the inner and outer contours of the corresponding component. Furthermore, it should be noted that terms such as "first" and "second" are used to distinguish one element from another and do not indicate sequence or importance. Additionally, in the description with reference to the accompanying drawings, the same reference numerals in different drawings denote the same element. The above definitions are for explanation and illustration only and should not be construed as limiting this disclosure.

[0020] This disclosure relates to a vehicle cooling circuit; see [link to relevant documentation]. Figure 1 , Figure 2 and Figure 3 The vehicle cooling circuit includes a main inlet circuit 1, multiple cooling branches 2, and a flow divider valve group 3. The main inlet circuit 1 is equipped with a fluid pump 11 for pumping coolant and a powertrain 12. The preset coolant flow rate requirement of the powertrain 12 is Q1. The fluid pump 11 can be a conventional water pump. The coolant is cooling water. Multiple cooling branches 2 are connected to the main inlet circuit 1 in parallel. Each cooling branch 2 is equipped with a functional module 6. The sum of the preset coolant flow rate requirements of the functional modules 6 of the multiple cooling branches (2) is Q2, and Q1 and Q2 satisfy Q2≤Q1. Since the powertrain 12 requires the largest coolant flow rate when cooling and dissipating heat, if the powertrain 12 is arranged in the cooling branch 2... This would result in the powertrain 12 occupying a large flow of coolant in the inlet main 1, making it difficult for the functional modules 6 in other cooling branches 2 to effectively dissipate heat. However, if the powertrain 12 is arranged in the inlet main 1, and the preset coolant flow rate requirement Q1 of the powertrain 12 and the sum Q2 of the preset coolant flow rate requirements of the functional modules 6 in multiple cooling branches 2 satisfy the relationship Q2≤Q1, then the coolant in the inlet main 1 can first dissipate heat from the powertrain 12, which has the largest coolant flow rate requirement, and then flow into different cooling branches 2 to dissipate heat from the subsequent functional modules 6. This way, the coolant flow rate requirements for both the powertrain 12 and the functional modules 6 in multiple cooling branches 2 can be met simultaneously.

[0021] The diversion valve assembly 3 is connected between the main inlet line 1 and multiple cooling branches 2. It can distribute the flow rate of coolant in each cooling branch 2. The flow rate of coolant in each cooling branch 2 can be determined according to the heat dissipation requirements and flow resistance of the functional module 6 that needs to be cooled in the cooling branch 2, so as to ensure that the functional module 6 suitable for each cooling branch 2 can obtain a good heat dissipation effect.

[0022] Specifically, during the cooling of functional module 6, the coolant in the main inlet 1 is driven by the fluid pump 11 to flow into the cooling branch 2. Before entering the multiple cooling branches 2, the power assembly 12 in the main inlet 1 can be cooled first. Then, the flow rate into each cooling branch 2 is distributed through the diversion valve group 3. The coolant flowing into the cooling branch 2 will cool the functional module 6 in the cooling branch 2. The cooling method can be that the cooling branch 2 is arranged around the functional module 6 and the cooling is achieved through contact heat exchange, or the cooling branch 2 is a pipeline built into the functional module 6, and the coolant can directly enter the functional module 6 for cooling, or other cooling methods known to those skilled in the art, which will not be described in detail here.

[0023] In related technologies, multiple functional modules 6 in a cooling circuit are usually connected in series for heat dissipation. To increase the flow rate in the cooling circuit, the only way is to increase the power of the fluid pump 11. The cooling circuit of this disclosure cools multiple functional modules 6 through parallel cooling branches 2, which can effectively reduce the flow resistance in the entire cooling circuit. Thus, the flow rate in the cooling circuit can be increased without increasing the power of the fluid pump 11. This principle is similar to the circuit principle of series and parallel resistors. When there are more parallel resistors, the resistance of the entire circuit will decrease and the current will increase. Thus, the energy consumption of the cooling circuit of this disclosure can be effectively reduced while ensuring the flow rate in the cooling circuit.

[0024] The vehicle cooling circuit disclosed herein cools the powertrain 12 through the inlet main 1 and cools multiple functional modules 6 through multiple cooling branches 2 connected in parallel with the inlet main 1. The parallel arrangement of multiple cooling branches 2 can reduce flow resistance and increase the flow rate of coolant in the inlet main 1 without increasing the power of the fluid pump 11, thus ensuring the cooling effect of the powertrain 12 in the inlet main 1. The flow rate in each cooling branch 2 is distributed by the flow divider valve group 3, so that the flow rate through the functional modules 6 in each cooling branch 2 is the optimal flow rate. Thus, the cooling circuit of this disclosure can have the best heat dissipation performance without increasing energy consumption or increasing the flow rate of coolant in the cooling circuit, thereby affecting the vehicle's range.

[0025] In some embodiments of this disclosure, see Figure 4 , Figure 5 and Figure 6 The diversion valve group 3 is a multi-way valve with multiple diversion ports 31. The multi-way valve is connected between the liquid inlet main line 1 and multiple cooling branches 2. Each diversion port 31 of the multi-way valve can be connected to a cooling branch 2. The multi-way valve can control the diversion of coolant in the liquid inlet main line 1 through the diversion port 31, so that the coolant in the liquid inlet main line 1 can flow to different cooling branches 2 according to the preset flow rate.

[0026] In some embodiments of this disclosure, the diversion valve assembly 3 can be an electromagnetic multi-way valve, which can flexibly adjust the flow rate in the cooling branch 2 corresponding to different diversion ports 31 of the electromagnetic multi-way valve according to the temperature of the functional module 6 in the cooling branch 2. The fact that the diversion valve assembly 3 is an electromagnetic multi-way valve can avoid the problem of poor heat dissipation of the functional module 6 due to increased heat dissipation in the cooling branch 2, making it difficult to effectively distribute the coolant in the main inlet 1. This allows the coolant in the main inlet 1 to dynamically adjust the coolant flow rate in different cooling branches 2 according to the temperature changes of the functional module 6 in the cooling branch 2, further ensuring the cooling effect of the cooling circuit of this disclosure.

[0027] In some other embodiments of this disclosure, the diversion valve assembly 3 may further include multiple one-way valves, which may be electromagnetic one-way valves. The number of one-way valves is consistent with the number of cooling branches 2, so that each cooling branch 2 is equipped with a one-way valve. When the coolant in the main inlet 1 flows into the cooling branch 2, the flow rate of the coolant flowing to the functional module 6 in the cooling branch 2 can be controlled by the one-way valve. Of course, in other embodiments, the diversion valve assembly 3 may also have other structures, as long as it can complete the diversion of coolant in the main inlet 1. The specific structure can be determined according to the actual situation, and this disclosure does not impose any restrictions on it.

[0028] In some embodiments of this disclosure, see Figure 4 , Figure 5 and Figure 6 The flow divider valve group 3 is constructed as a proportional multi-way valve to control the flow rate of coolant from the main inlet 1 to each cooling branch 2. This control can be achieved by using different diameter branch ports 31 and pipes of varying lengths. The diameter of the branch ports 31 and the length of the pipes can be determined based on the flow resistance of the proportional multi-way valve itself, as well as the CFD simulation results and heat dissipation experiments of functional module 6. The proportional multi-way valve can be manufactured using a one-time injection molding process. This method allows for direct injection molding after the valve parameters are determined. Compared to electromagnetic multi-way valves, injection-molded proportional multi-way valves have lower costs and are easier to manufacture.

[0029] In some embodiments of this disclosure, see Figure 1 , Figure 2 and Figure 3 The fluid pump 11 is configured to provide a coolant flow rate of 8–12 L / min in the inlet manifold 1, and the diversion valve assembly 3 has 2–4 diversion ports 31. Figure 1 , Figure 2 and Figure 3 The diagram shows the interfaces of the flow divider valve assembly 3 with two, three, and four flow divider ports 31. Without affecting the vehicle's range, the fluid pump 11 typically provides a flow rate of 8-12 L / min for the coolant in the main inlet circuit 1. If the flow divider valve assembly 3 has too many flow divider ports 31, it will result in too many parallel functional modules 6, making it difficult to meet the flow requirements of some cooling branches 2, leading to poor heat dissipation for functional modules 6 by cooling branches 2. However, the flow divider valve assembly 3 with 2-4 flow divider ports 31 can better distribute and meet the flow requirements of different cooling branches 2, ensuring the heat dissipation effect of cooling branches 2 on functional modules 6.

[0030] In some embodiments of this disclosure, the preset coolant flow rate requirement for the powertrain 12 is 8–12 L / min, and the preset coolant flow rate requirement for the functional module 6 of a cooling branch 2 is 2–7 L / min. By setting the preset coolant flow rate requirement of the powertrain 12 to 8–12 L / min and the preset coolant flow rate requirement of the functional module 6 of the cooling branch 2 to 2–7 L / min, the coolant flow rate in the main inlet 1 is sufficient to meet the heat dissipation needs of the powertrain 12, and also ensures that the coolant flow rate in the main inlet 1, after being distributed by the diverter valve assembly 3, can still meet the cooling needs of the functional modules 6 in different cooling branches 2. Since the powertrain 12 has the largest coolant demand, the coolant flow rate in the inlet main 1 can be easily determined based on the coolant demand of the powertrain 12. After determining the coolant flow rate in the inlet main 1, the flow rate of coolant that can be distributed to different cooling branches 2 can be easily determined based on the coolant flow rate in the inlet main 1, so as to ensure that the powertrain 12 and functional module 6 in the entire cooling circuit can be well cooled.

[0031] In some embodiments of this disclosure, the pipe diameter of each cooling branch 2 is positively correlated with the flow resistance of the corresponding functional module 6. This setting facilitates the estimation of the initial size of the cooling branch 2's pipe diameter, which in turn facilitates subsequent simulation experiments and other experiments based on the estimated initial size of the cooling branch 2's pipe diameter, ultimately enabling a more accurate determination of the cooling branch 2's pipe diameter based on the experimental results.

[0032] In some embodiments of this disclosure, see Figure 1 , Figure 2 and Figure 3 The vehicle cooling circuit disclosed herein also includes a return main 4 and a return valve assembly 5. The return valve assembly 5 is connected between multiple cooling branches 2 and the return main 4, so that the coolant that has been cooled in the cooling branches 2 can be combined into the return main 4 through the return valve assembly 5. It should be noted that the return valve assembly 5 can be a solenoid multi-way valve or other merging structure known to those skilled in the art. This disclosure does not limit this. A water tank 41 is also provided in the return main 4. The liquid inlet main 1 is connected to the water tank 41 through a fluid pump 11. The coolant that is combined into the return main 4 from multiple cooling branches 2 can first flow into the water tank 41. Since the water tank 41 contains a large amount of room temperature coolant, the coolant that returns to the water tank 41 can be cooled by the coolant in the water tank 41, and then flow into the liquid inlet main 1 through the fluid pump 11 to complete the circulation, so as to facilitate the next cooling of the functional module 6 in the cooling branches 2.

[0033] In some embodiments of this disclosure, see Figure 1 , Figure 2 and Figure 3The vehicle cooling circuit disclosed herein also includes a temperature sensor 7, which can detect the temperature of the coolant flowing through each functional module 6. By detecting the temperature of the coolant flowing through the functional module 6, the temperature difference of the coolant after flowing through the functional module 6 can be obtained by comparing the detected temperature with the initial temperature of the coolant. This determines the heat dissipation effect of the coolant on the functional module 6, and the flow rate of the coolant in the cooling branch 2 can be flexibly adjusted according to the heat dissipation effect of the coolant on the functional module 6. When the heat dissipation effect is appropriate, there is no need to adjust the flow rate of the coolant in the corresponding cooling branch 2. When the heat dissipation effect is inappropriate, such as when the heat dissipation effect is poor, the flow rate of the coolant in the corresponding cooling branch 2 needs to be increased. When the heat dissipation effect is excessive, the flow rate of the coolant in the corresponding cooling branch 2 needs to be reduced and distributed to other cooling branches 2 for replenishment.

[0034] In some embodiments of this disclosure, see Figure 1 , Figure 2 and Figure 3 The vehicle cooling circuit disclosed herein includes a water replenishment branch 8, in which a water replenishment tank 81 is installed. The water replenishment tank 81 is connected in parallel to the cooling branch 2 or the main inlet line 1, depending on the actual situation, for ease of connection. This disclosure does not impose any restrictions on this. By setting up the water replenishment branch 8, coolant can be replenished to the vehicle cooling circuit of this disclosure, avoiding the inability to effectively cool the functional module 6 due to insufficient coolant or other problems with the coolant.

[0035] In some embodiments of this disclosure, see Figure 1 , Figure 2 and Figure 3 Each cooling branch 2 is equipped with a functional module 6, which includes one of the following: a charging / discharging module, an autonomous driving control module, a radiator, or a vehicle control module. Different functional modules 6 have different heat dissipation requirements. When connecting the functional module 6 to the cooling branch, it is necessary to select a suitable diverter valve assembly 3 and the cooling branch 2 according to the heat dissipation requirements of the functional module 6.

[0036] In one embodiment of this disclosure, see Figure 1 and Figure 4The multiple cooling branches 2 include a first cooling branch 21 and a second cooling branch 22. The functional module 6 set on the first cooling branch 21 is a charging and discharging module, and the functional module 6 set on the second cooling branch 22 is an automatic driving control module. The flow rate in the main inlet 1 can be 10L / min. Since the charging and discharging module requires a large amount of heat dissipation and the automatic driving control module requires a small amount of heat dissipation, the coolant flow rates allocated to the two cooling branches 2 are 7L / min and 3L / min, respectively, to ensure that both the charging and discharging module and the automatic driving control module can be well cooled. The structure of the proportional multi-way valve controlling the flow of coolant in the main inlet 1 to different cooling branches 2 can be achieved through valve ports of different diameters. In this embodiment, the two diversion ports 31 on the proportional multi-way valve can be 3mm and 7mm. The 3mm diameter diversion port 31 corresponds to the cooling branch 2 requiring a flow rate of 7L / min, and the 7mm diameter diversion port 31 corresponds to the cooling branch 2 requiring a flow rate of 3L / min, so as to better control the flow rate of coolant in the main inlet 1.

[0037] In another embodiment of this disclosure, see Figure 2 and Figure 5 Multiple cooling branches 2 include a first cooling branch 21, a second cooling branch 22, and a third cooling branch 23. The first cooling branch 21 has a charging / discharging module 6, the second cooling branch 22 has an automatic driving control module 6, and the third cooling branch 23 has a radiator 6. The flow rate in the main inlet 1 can be 10 L / min. Since the charging / discharging module requires the most heat dissipation, the automatic driving control module requires the least, and the radiator requires a moderate amount of heat dissipation, the coolant flow rates allocated to the three cooling branches 2 are 5 L / min and 5 L / min respectively. The flow rates are L / min, 3L / min, and 2L / min to ensure that the charging / discharging module, the autonomous driving control module, and the heat sink can all be well cooled. In this embodiment, the three diversion ports 31 on the proportional multi-way valve can be 3mm, 5mm, and 7mm. The 3mm diameter diversion port 31 corresponds to the cooling branch 2 that requires a flow rate of 5L / min, the 5mm diameter diversion port 31 corresponds to the cooling branch 2 that requires a flow rate of 3L / min, and the 3mm diameter diversion port 31 corresponds to the cooling branch 2 that requires a flow rate of 2L / min, so as to better control the flow rate of coolant in the main inlet circuit 1.

[0038] In another embodiment of this disclosure, see Figure 3 and Figure 6The multiple cooling branches 2 include a first cooling branch 21, a second cooling branch 22, a third cooling branch 23, and a fourth cooling branch 24. The first cooling branch 21 has a charging / discharging module 6, the second cooling branch 22 has an autonomous driving control module 6, the third cooling branch 23 has a radiator 6, and the fourth cooling branch 24 has a vehicle control module 6. The flow rate in the main inlet circuit 1 can be 10L / min. Since the charging / discharging module requires the largest amount of heat dissipation, while the heat dissipation requirements of the other three modules are relatively similar, the coolant flow rates allocated to the four cooling branches 2 are 4L / min respectively. The flow rates are 2L / min, 2L / min, and 2L / min to ensure that the charging / discharging module, autonomous driving control module, radiator, and vehicle control module can all receive good heat dissipation. In this embodiment, the four diversion ports 31 on the proportional multi-way valve can be 3mm, 5mm, 7mm, and 3mm. The two 3mm diameter diversion ports 31 correspond to the cooling branches 2 that require a flow rate of 4L / min and 2L / min, respectively. The 5mm diameter diversion port 31 corresponds to the cooling branch 2 that requires a flow rate of 2L / min, and the 7mm diameter diversion port 31 corresponds to the cooling branch 2 that requires a flow rate of 2L / min, so as to better control the flow rate of coolant in the main inlet circuit 1.

[0039] A second aspect of this disclosure also relates to a vehicle, including the vehicle cooling circuit described in the above embodiments and a plurality of functional modules 6, wherein the plurality of functional modules 6 are respectively adapted to be cooled by different cooling branches 2 in the cooling circuit. Using the vehicle cooling circuit in the above embodiments can ensure that the vehicle of this disclosure has optimal heat dissipation performance when cooling the functional modules 6 in the vehicle, without affecting the vehicle's range by large energy consumption.

[0040] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0041] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0042] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle cooling circuit, characterized in that, include: The inlet main line is equipped with a fluid pump for pumping coolant and a powertrain. The preset coolant flow rate requirement of the powertrain is denoted as Q1. Multiple cooling branches are connected in parallel to the main coolant inlet. Each cooling branch is equipped with a functional module. The sum of the preset coolant flow rate requirements of the functional modules of the multiple cooling branches is Q2, where Q1 and Q2 satisfy Q2≤Q1. A flow divider valve assembly is connected between the main inlet line and the plurality of cooling branches, and is used to distribute the coolant flow rate of each of the cooling branches.

2. The vehicle cooling circuit according to claim 1, characterized in that, The diversion valve assembly is constructed as a multi-way valve with multiple diversion ports, each of which is used to connect to a cooling branch.

3. The vehicle cooling circuit according to claim 1 or 2, characterized in that, The flow divider valve assembly is configured as a fixed-proportion multi-way valve, used to distribute the flow rate of each cooling branch according to a fixed preset ratio; or the flow divider valve assembly is configured as an electromagnetic multi-way valve, used to regulate the flow rate of each cooling branch according to the temperature of the functional module.

4. The vehicle cooling circuit according to claim 1, characterized in that, The fluid pump is configured such that the flow rate of coolant in the main inlet circuit is 8-12 L / min, and the diversion valve assembly has 2-4 diversion ports.

5. The vehicle cooling circuit according to claim 1, characterized in that, The preset coolant flow rate requirement for the powertrain is 8-12 L / min, and the preset coolant flow rate requirement for the functional module of the cooling branch is 2-7 L / min.

6. The vehicle cooling circuit according to claim 1, characterized in that, In the plurality of cooling branches, the pipe diameter of each cooling branch is positively correlated with the flow resistance of the corresponding functional module.

7. The vehicle cooling circuit according to claim 1, characterized in that, The vehicle cooling circuit also includes a return main and a return valve assembly. A water tank is installed on the return main and is connected to the liquid inlet main through the fluid pump. The return valve assembly is connected between multiple cooling branches and the return main.

8. The vehicle cooling circuit according to claim 1 or 6, characterized in that, Each of the cooling branch circuits is equipped with a functional module including one of a charging / discharging module, an autonomous driving control module, a radiator, or a vehicle control module.

9. The vehicle cooling circuit according to claim 8, characterized in that, The plurality of cooling branches includes a first cooling branch and a second cooling branch. The first cooling branch has a charging / discharging module, and the second cooling branch has an autonomous driving control module; or... The plurality of cooling branches include a first cooling branch, a second cooling branch, and a third cooling branch. The first cooling branch has a charging / discharging module, the second cooling branch has an autonomous driving control module, and the third cooling branch has a heat sink. Alternatively, The multiple cooling branches include a first cooling branch, a second cooling branch, a third cooling branch, and a fourth cooling branch. The first cooling branch has a charging and discharging module, the second cooling branch has an autonomous driving control module, the third cooling branch has a radiator, and the fourth cooling branch has a vehicle control module.

10. A vehicle, characterized in that, The device includes a vehicle cooling circuit as described in any one of claims 1-9 and a plurality of functional modules, wherein the plurality of functional modules are respectively adapted to a plurality of cooling branches in the cooling circuit.

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