Amphibious vehicle cooling system and amphibious vehicle

Abstract

The utility model relates to vehicle cooling technical field, proposes an amphibious vehicle cooling system and amphibious vehicle. The amphibious vehicle cooling system includes radiator, cooling liquid circulation loop and multiple cooling branch: cooling liquid circulation loop includes radiator and the connecting pipeline of making cooling liquid flow through the radiator and return, multiple cooling branch parallelly connects into cooling liquid circulation loop, makes the cooling liquid that flows through each cooling branch can all pass through the radiator of cooling liquid circulation loop and carry out heat dissipation, at least one cooling branch that does not participate in work when vehicle water travels is provided with on-off control valve, is used for closing this cooling branch when vehicle water travels. The utility model adopts the centralized architecture of sharing radiator and parallel branch, combines the on-off control of branch based on working condition, has realized system structure simplification, space utilization and cooling efficiency promotion, has effectively reduced the whole car weight and reduced the cost.

Description

Technical Field

[0001] This utility model relates to the field of vehicle cooling technology, and in particular to a cooling system for an amphibious vehicle and an amphibious vehicle. Background Technology

[0002] For high-speed amphibious vehicles, the power required for high-speed water travel is significantly greater than that for land travel, resulting in significantly higher heat dissipation demands. This is especially true for high-speed amphibious vehicles using range-extended in-wheel motors, which require cooling for numerous components, including the engine intake system, ISG motor and its controller, in-wheel motor and its controller, and the power battery, leading to a complex cooling system structure. Traditionally, to address these multi-condition, multi-loop heat dissipation requirements, separate cooling systems are designed for each system. However, this approach lacks overall coordination, focusing only on the needs of each subsystem, resulting in a large number of components, significant space occupation, and low cooling capacity utilization, ultimately increasing vehicle weight and manufacturing costs. Therefore, it is necessary to design a centralized cooling solution that integrates the characteristics of both water and land travel to optimize system structure, improve heat dissipation efficiency, and reduce the complexity of the overall vehicle layout. Utility Model Content

[0003] In view of this, this utility model proposes an amphibious vehicle cooling system and an amphibious vehicle to solve the problems of component redundancy, large space occupation, low cooling capacity utilization, and increased vehicle weight and cost caused by the independent design of cooling circuits of each system in the prior art.

[0004] The technical solution of this utility model is implemented as follows: In a first aspect, this utility model provides a cooling system for an amphibious vehicle, comprising: heat sink; A coolant circulation loop, the coolant circulation loop including the radiator and connecting pipes that allow coolant to flow through the radiator and return; Multiple cooling branches are connected in parallel to the coolant circulation loop, so that the coolant flowing through each cooling branch can flow through the coolant circulation loop and then through the radiator for heat dissipation. At least one cooling branch that is not involved in operation when the vehicle is traveling on water is equipped with an on / off control valve to shut off the cooling branch when the vehicle is traveling on water.

[0005] Based on the above technical solution, preferably, the multiple cooling branches include an engine intake cooling branch, a power battery cooling branch, a front wheel hub motor system cooling branch, and a rear wheel hub motor system cooling branch.

[0006] Based on the above technical solution, preferably, the inlet ends of the cooling branch of the front wheel hub motor system and the cooling branch of the rear wheel hub motor system are provided with the on / off control valve so that it can be shut off when the vehicle is traveling on water.

[0007] Based on the above technical solution, preferably, the outlet ends of the power battery cooling branch, the front wheel hub motor system cooling branch, and the rear wheel hub motor system cooling branch are all equipped with one-way valves to prevent coolant turbulence between the cooling branches.

[0008] Based on the above technical solution, preferably, the engine intake cooling branch includes a first water pump and an engine intercooler heat exchanger connected in sequence through pipelines, and the two ends of the engine intake cooling branch are connected in parallel to the coolant circulation loop.

[0009] Based on the above technical solution, preferably, the power battery cooling branch includes a second water pump, a high-voltage power battery, an ISG motor controller, and an ISG motor connected in sequence through pipelines, and the two ends of the power battery cooling branch are connected in parallel to the coolant circulation loop.

[0010] Based on the above technical solution, preferably, the cooling branch of the front wheel hub motor system includes a third water pump, a front wheel hub motor controller, a left front wheel hub motor, and a right front wheel hub motor connected in sequence through pipes, and the two ends of the cooling branch of the front wheel hub motor system are connected in parallel to the coolant circulation loop; the cooling branch of the rear wheel hub motor system includes a fourth water pump, a rear wheel hub motor controller, a left rear wheel hub motor, and a right rear wheel hub motor connected in sequence through pipes, and the two ends of the cooling branch of the rear wheel hub motor system are connected in parallel to the coolant circulation loop.

[0011] Based on the above technical solution, preferably, it also includes a water-based heat exchanger, which is connected in series on the connecting pipe between the outlet of each cooling branch and the inlet of the radiator.

[0012] Based on the above technical solution, preferably, it also includes an expansion tank, which is connected to the radiator, and the radiator is an intercooler radiator.

[0013] Secondly, this utility model provides an amphibious vehicle, including the amphibious vehicle cooling system described in the first aspect.

[0014] The present invention has the following advantages over the prior art: (1) The amphibious vehicle cooling system disclosed in this utility model adopts a centralized architecture that combines a shared radiator with parallel cooling branches, and is supplemented by branch on / off control based on working conditions. This simplifies the system structure, improves space utilization, and optimizes cooling efficiency, effectively reducing the weight of the vehicle and lowering costs.

[0015] (2) By limiting the on / off control valves at the inlet ends of the cooling branch circuits of the two hub motor systems, the specific execution method of managing cooling flow based on operating conditions is clarified. This design enables the system to intelligently allocate cooling resources according to the driving mode, thereby improving the overall energy efficiency and economy of the system while ensuring effective heat dissipation of key components.

[0016] (3) By connecting a water-based heat exchanger in series on the pipes between the outlets of each cooling branch and the inlet of the radiator, an efficient and low-cost environmental heat dissipation method is effectively introduced. This design cleverly utilizes the operating environment characteristics of amphibious vehicles, realizes dynamic expansion and optimized configuration of heat dissipation capacity, and significantly improves the heat dissipation efficiency and reliability of the system under harsh water conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the cooling system of the amphibious vehicle disclosed in an embodiment of the present invention; Figure 2 This is a schematic diagram of the coolant circulation loop connected to the engine intake cooling branch disclosed in this embodiment of the utility model. Figure 3 This is a schematic diagram of the structure of the power battery cooling branch connected to the coolant circulation loop in an embodiment of the present utility model. Figure 4 This is a schematic diagram of the structure of the cooling branch of the front wheel hub motor system connected to the coolant circulation loop in an embodiment of the present utility model. Figure 5 This is a schematic diagram of the structure of the coolant circulation loop connected to the cooling branch of the rear wheel hub motor system disclosed in this embodiment of the utility model. Figure label: 1. Radiator; L. Connecting pipes; 2. On / off control valve; 3. Engine intake cooling branch; 31. First water pump; 32. Engine intercooler heat exchanger; 4. Power battery cooling branch; 41. Second water pump; 42. High-voltage power battery; 43. ISG motor controller; 44. ISG motor; 5. Front wheel hub motor system cooling branch; 51. Third water pump; 52. Front wheel hub motor controller; 53. Left front wheel hub motor; 54. Right front wheel hub motor; 6. Rear wheel hub motor system cooling branch; 61. Fourth water pump; 62. Rear wheel hub motor controller; 63. Left rear wheel hub motor; 64. Right rear wheel hub motor; 7. Check valve; 8. Water-based heat exchanger; 9. Expansion tank. Detailed Implementation

[0019] The technical solutions of this utility model will be clearly and completely described below with reference to the embodiments of this utility model. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0020] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0021] In the description of the embodiments of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" 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. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this utility model based on the specific circumstances.

[0022] In the description of the embodiments of this utility model, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0023] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0024] The embodiments of this utility model are described in detail below. Examples of these 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 utility model, and should not be construed as limiting this utility model.

[0025] The following disclosure provides numerous different embodiments or examples for implementing various structures of the present invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0026] like Figure 1 As shown, combined with Figure 2-5 This utility model discloses a water-based amphibious vehicle cooling system, including a radiator 1, a coolant circulation loop, and multiple cooling branches.

[0027] The radiator 1 serves as the core heat dissipation component of the entire system, providing a centralized heat exchange interface for all units requiring cooling. This single radiator 1 design abandons the traditional approach of configuring radiators 1 independently for each subsystem, reducing the number of components from the source and lowering the system's complexity and space footprint.

[0028] The coolant circulation loop forms the main channel for coolant flow. This loop includes the shared radiator 1 and the necessary connecting pipes L, forming a closed path through which the coolant flows and circulates. All heat generated by components requiring heat dissipation must ultimately be carried to the shared radiator 1 for dissipation via this main loop. This design establishes the basic framework for centralized heat dissipation.

[0029] Multiple cooling branches are connected in parallel to the coolant circulation loop. Each cooling branch is responsible for cooling one or a group of specific components. The coolant inside the cooling branch absorbs the heat generated by the components and then flows into the main coolant circulation loop, releasing the heat through the shared radiator 1. This parallel layout makes the fluid resistance between each cooling branch relatively independent, facilitating independent flow control and management of different branches and improving the flexibility of the system layout.

[0030] An on / off control valve 2 is installed on at least one cooling branch corresponding to components that are not active when the vehicle is traveling on water. When the vehicle switches from land-based to water-based driving mode, for example, when the hub motors and controllers of the drive wheels stop working, the on / off control valve 2 closes the corresponding cooling branch, cutting off the coolant flow to these non-active components. This operation avoids ineffective circulation of coolant in the closed branch, allowing the pumped coolant to flow more concentratedly to the components that still need to operate. Thus, without increasing the size of the radiator 1, the cooling capacity for critical components under harsh water conditions is significantly improved.

[0031] The amphibious vehicle cooling system disclosed in this utility model adopts a centralized architecture that combines a shared radiator 1 with parallel cooling branches, and is supplemented by branch on / off control based on operating conditions. This simplifies the system structure, improves space utilization, and optimizes cooling efficiency, effectively reducing the overall vehicle weight and lowering costs.

[0032] In some embodiments, the multiple cooling branches include an engine intake cooling branch 3, a power battery cooling branch 4, a front wheel hub motor system cooling branch 5, and a rear wheel hub motor system cooling branch 6. This division covers the main heat source components of the range-extended wheel hub motor-driven amphibious vehicle. The engine intake cooling branch 3 is responsible for cooling the engine-related systems, especially the high-temperature intake air after turbocharging. The power battery cooling branch 4 is used to maintain the high-voltage power battery 42, the ISG motor controller 43, and the ISG motor 44 within a suitable operating temperature range to ensure their safety and service life. The front wheel hub motor system cooling branch 5 and the rear wheel hub motor system cooling branch 6 correspond to the wheel hub motors and their electronic controllers on the front and rear axles of the vehicle, respectively. These components generate a large amount of heat during land driving and need to be dissipated in a timely manner.

[0033] Dividing the cooling system into these four main branches based on functional requirements is based on a thorough consideration of the operating characteristics and heat dissipation needs of each component. The engine and battery, as the core power sources, require cooling under all operating conditions. However, the in-wheel motors and their drive systems do not participate in driving when the vehicle is on water, and their heat dissipation needs disappear. This classification method lays the foundation for implementing a condition-based differentiated cooling management strategy, enabling the system to precisely control the flow and distribution of coolant according to the water / land mode switching.

[0034] In some embodiments, the inlet ends of the front hub motor system cooling branch 5 and the rear hub motor system cooling branch 6 are provided with the on / off control valve 2, which is shut off when the vehicle is traveling on water.

[0035] This layout is directly related to the vehicle's amphibious driving mode switching. When the vehicle is traveling at high speed on water, its propulsion method typically changes, and the hub motors used for driving on land cease operation. Consequently, the need for cooling the front and rear hub motors and their controllers also disappears. By setting on / off control valves 2 at the source of the two hub motor system cooling branches, precise opening and closing control of these two branches can be achieved. When the vehicle switches to amphibious mode, the control system commands these two on / off control valves 2 to close, thereby cutting off the coolant flow to the entire front and rear hub motor system cooling branches 5 and 6. This operation allows the flow provided by the water pump driving the coolant circulation to be fully allocated to the engine intake cooling branch 3 and the power battery cooling branch 4, which still need to operate at this time, significantly enhancing the cooling intensity of these critical core components.

[0036] This type of shutdown control targeting specific branches avoids energy loss caused by ineffective circulation of coolant in non-working component circuits. It ensures that the cooling capacity of the entire cooling system is efficiently and centrally utilized under water conditions, meeting the stringent cooling requirements of the engine running at full power without increasing the size of the radiator. This is a key measure for achieving vehicle lightweighting and cost control.

[0037] In this embodiment, the on / off control valve is preferably a normally open solenoid water valve. This solenoid water valve remains open in its default, un-energized state, allowing coolant to flow normally in the connected cooling branch. When the vehicle control system needs to close a specific branch according to operating conditions, it sends an electrical signal to the solenoid water valve, driving its internal valve core to actuate and thus cutting off the flow path.

[0038] The normally open design provides a fail-safe mode. In the event of a circuit system failure or power outage, the valve automatically returns to the open state, ensuring that the relevant cooling circuits receive basic cooling capacity. This avoids the risk of overheating of critical components due to control failure, thus improving system reliability. The valve's control logic is highly compatible with the vehicle's requirements for switching between land and water driving conditions. When driving on land, the valve remains open by default, ensuring all cooling circuits function normally. When the vehicle enters water and switches to water driving mode, the control system closes the valve by power, precisely cutting off coolant flow to non-operating components (such as the wheel hub motor system).

[0039] In some embodiments, the outlet ends of the power battery cooling branch 4, the front wheel hub motor system cooling branch 5, and the rear wheel hub motor system cooling branch 6 are all equipped with one-way valves 7. Each cooling branch is connected to the common coolant circulation main channel as a parallel circuit. When multiple water pumps in the system work at the same time or the operating conditions change, causing pressure imbalance between branches, the coolant may generate mutually interfering reverse flow or vortex at the confluence point, i.e., turbulence.

[0040] The installation of the one-way valve 7 ensures that the coolant can only flow into the main circuit from the outlet of each branch, effectively preventing the coolant from flowing back from the main circuit or other branches to this branch. This design maintains the stability and predictability of the coolant flow direction in each branch, avoiding the decrease in heat dissipation efficiency and water pump load fluctuations caused by chaotic flow direction and pressure fluctuations.

[0041] In some embodiments, the engine intake cooling branch 3 includes a first water pump 31 and an engine heat exchanger 32 connected in sequence via pipelines, and the two ends of the engine intake cooling branch 3 are connected in parallel to the coolant circulation loop.

[0042] The first water pump 31 serves as the driving core of this branch, providing the necessary power for the coolant to flow through the engine intake cooling branch 3. Its independent design from the water pumps in other cooling branches allows for independent adjustment of the coolant flow rate and velocity in this branch according to the engine's heat dissipation requirements, achieving precise and proprietary cooling control.

[0043] The intercooler heat exchanger 32 is the core thermal management component of this branch. Its function is to cool the high-temperature intake air after engine boost. When the coolant in the branch flows through the intercooler heat exchanger, it absorbs heat from the intake air, and its temperature rises. Subsequently, this coolant carrying heat is pumped into the main circulation loop of the system, and finally flows through the shared radiator 1 to dissipate the heat to the external environment.

[0044] In some embodiments, the power battery cooling branch 4 includes a second water pump 41, a high-voltage power battery 42, an ISG motor controller 43, and an ISG motor 44 connected in sequence via pipelines, and the two ends of the power battery cooling branch 4 are connected in parallel to the coolant circulation loop.

[0045] The second water pump 41 serves as the power source for this branch, independently providing driving force for the coolant circulation. This independent water pump configuration allows the flow rate of the power battery cooling branch 4 to be precisely adjusted according to the real-time heat dissipation requirements of the high-voltage power battery 42 and the ISG system, without being affected by the operating conditions of other cooling branches in the system, thus achieving precise and efficient cooling management.

[0046] The high-voltage power battery 42 is the primary cooling component in this branch circuit. The coolant flows through the internal cooling channels or plates of the battery, directly absorbing the heat generated during charging and discharging. This is crucial for maintaining the battery's optimal operating temperature and ensuring its safety and lifespan. The heated coolant then continues to flow to downstream components.

[0047] The ISG motor controller 43 and the ISG motor 44, as closely related components of the electric drive system, are integrated in the same cooling branch. After flowing through the power electronics in the controller, the coolant continues to cool the ISG motor 44. This series cooling method enables the sequential dissipation of heat from multiple heat points in the electric drive system using the same coolant flow, demonstrating the compactness and efficiency of the system integration.

[0048] In some embodiments, the front hub motor system cooling branch 5 includes a third water pump 51, a front hub motor controller 52, a left front hub motor 53, and a right front hub motor 54 connected in sequence via pipelines, and the two ends of the front hub motor system cooling branch 5 are connected in parallel to the coolant circulation loop.

[0049] The third water pump 51 provides independent coolant circulation power for this branch. The coolant flows through the front hub motor controller 52, cooling its power electronic components, and then sequentially flows through the left front hub motor 53 and the right front hub motor 54, absorbing the heat generated by the operation of the front hub motors. This series integrated design combines the thermal management of the closely related controller and actuators into the same loop, simplifying and improving the efficiency of the cooling process.

[0050] The rear wheel hub motor system cooling branch 6 includes a fourth water pump 61, a rear wheel hub motor controller 62, a left rear wheel hub motor 63, and a right rear wheel hub motor 64 connected in sequence through pipelines. The two ends of the rear wheel hub motor system cooling branch 6 are connected in parallel to the coolant circulation loop.

[0051] The fourth water pump 61 ensures that the rear wheel hub motor system has independent flow control capability. Coolant flows sequentially through the rear wheel hub motor controller 62, the left rear wheel hub motor 63, and the right rear wheel hub motor 64, completing the heat dissipation task for the rear axle electric drive system. The front and rear wheel hub motor systems adopt a symmetrical cooling branch design, reflecting the standardized and modular approach of the system planning.

[0052] The front and rear hub motor systems are designed as two independent and parallel cooling circuits, each driven by a dedicated water pump, giving the system a high degree of flexibility and controllability. This architecture allows for independent adjustment of the cooling intensity of the two circuits based on differences in the vehicle's front and rear axle loads or drive strategies. More importantly, as mentioned earlier, by installing on / off control valves 2 at the inlet ends of the two circuits, both circuits can be simultaneously shut off when the vehicle is traveling on water, thereby concentrating all cooling resources on critical systems such as the engine and power battery, perfectly adapting to the special operating conditions required by amphibious vehicles.

[0053] As one implementation, the amphibious vehicle cooling system also includes a surface heat exchanger 8. This surface heat exchanger 8 is arranged in series on the critical path of the system, specifically in the connecting pipe L between the main outlet of all cooling branches and the inlet of the common radiator 1. This arrangement ensures that the coolant carrying heat from the components flowing from each cooling branch must pass through this surface heat exchanger 8 before entering the radiator 1.

[0054] The water-based heat exchanger 8, as an auxiliary cooling device, utilizes the aquatic environment (such as lake water or seawater) where the vehicle is located as a cooling medium. When the vehicle travels on water, the external low-temperature water is introduced into the heat exchanger, where it exchanges heat with the high-temperature coolant flowing through it, thus removing some of the heat carried by the coolant. This method of utilizing inexhaustible environmental water resources for heat dissipation greatly enhances the system's heat dissipation potential.

[0055] By connecting the surface heat exchanger 8 in series in the main circuit and placing it before the radiator 1, a highly efficient two-stage heat dissipation process is formed. The coolant is first "pre-cooled" in the surface heat exchanger 8 using lake water, significantly reducing its temperature, before flowing into the air-cooled shared radiator 1 for final temperature fine-tuning. This series arrangement ensures that when the engine and other components are operating at full load and generating a large amount of heat while traveling at high speed on water, the heat dissipation burden is shared by the surface heat exchanger 8 and the radiator 1, avoiding the problems of excessive size and overcapacity in land-based conditions that would arise from relying solely on the radiator 1.

[0056] The activation of the water-based heat exchanger 8 is intelligently linked to vehicle operating conditions. Normally, when driving on land, the heat exchanger is not in operation or its efficiency is very low due to the lack of convenient access to water, and the system mainly relies on the radiator 1 for heat dissipation. However, when the vehicle enters water and travels at high speed, the control system will activate the water-based heat exchanger 8 to perform its main heat dissipation function, working in conjunction with the radiator 1 to ensure that the system can meet the heat dissipation requirements under extreme operating conditions.

[0057] By connecting a water-based heat exchanger 8 in series on the pipes between the outlets of each cooling branch and the inlet of radiator 1, an efficient and low-cost environmental heat dissipation method is effectively introduced. This design cleverly utilizes the operating environment characteristics of amphibious vehicles, realizing dynamic expansion and optimized configuration of heat dissipation capacity, and significantly improving the system's heat dissipation efficiency and reliability under harsh water conditions.

[0058] As one embodiment, the amphibious vehicle cooling system also includes an expansion tank 9. The expansion tank 9 is connected to the radiator 1 shared by the system via a connecting pipe L, forming a subsystem with pressure compensation and coolant compensation functions.

[0059] The expansion tank 9 plays a crucial role in stabilizing system pressure and maintaining the total amount of coolant in the cooling system. During circulation, the coolant expands and contracts due to temperature changes. The expansion tank 9 provides a variable-volume space to accommodate the coolant that expands due to heat, thus preventing abnormal increases in system pressure. When the coolant temperature drops and its volume contracts, the expansion tank 9 replenishes the system with coolant, preventing the formation of a vacuum or vapor lock in the piping, and ensuring the continuity and stability of coolant circulation.

[0060] The radiator 1 used in the system is defined as an intercooler radiator 1. An intercooler radiator 1 is a heat exchange device specifically designed to cool the high-temperature intake air of a turbocharged engine after turbocharging. Internally, it typically includes airflow channels for cooling the turbocharged air and coolant flow channels for dissipating heat. In this system, the high-temperature coolant flowing from the engine's intercooler branch is guided to this external common intercooler radiator 1. Utilizing the oncoming airflow during vehicle movement or forced ventilation from a fan, the coolant that has absorbed heat in the coolant circulation loop is cooled by airflow, thereby achieving coolant temperature reduction in the coolant circulation loop and ensuring coolant recycling.

[0061] The second embodiment of this utility model discloses an amphibious vehicle, including the amphibious vehicle cooling system disclosed in the above embodiment.

[0062] Applying the aforementioned high-efficiency, centralized cooling system to amphibious vehicles directly solves the heat dissipation challenges faced by such vehicles under various operating conditions. The vehicle can intelligently utilize different functions of the cooling system depending on whether it is traveling on land or on water. For example, under high-speed water conditions, the system can automatically shut off the wheel hub motor cooling circuit and fully utilize the water-based heat exchanger 8 for auxiliary heat dissipation, thereby ensuring the thermal safety of core components such as the engine under full load operation.

[0063] This integration allows amphibious vehicles to achieve powerful performance while effectively controlling the weight, cost, and space occupied by the cooling system. The vehicle achieves higher energy efficiency, better lightweighting, and a more compact layout, ultimately improving the vehicle's overall performance, reliability, and economy.

[0064] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., 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 amphibious vehicle, characterized in that, include: Radiator (1); A coolant circulation loop, the coolant circulation loop including the radiator (1) and a connecting pipe (L) through which coolant flows and returns; Multiple cooling branches are connected in parallel to the coolant circulation loop, so that the coolant flowing through each cooling branch can flow through the coolant circulation loop to the radiator (1) for heat dissipation. At least one cooling branch that does not participate in operation when the vehicle is traveling on water is equipped with an on / off control valve (2) for shutting off the cooling branch when the vehicle is traveling on water.

2. The amphibious vehicle cooling system as described in claim 1, characterized in that: Multiple cooling branches include engine intake cooling branch (3), power battery cooling branch (4), front wheel hub motor system cooling branch (5) and rear wheel hub motor system cooling branch (6).

3. The amphibious vehicle cooling system as described in claim 2, characterized in that: The inlet ends of the cooling branch (5) of the front wheel hub motor system and the cooling branch (6) of the rear wheel hub motor system are provided with the on / off control valve (2) so that it can be shut off when the vehicle is traveling on water.

4. The amphibious vehicle cooling system as described in claim 2, characterized in that: The outlet ends of the power battery cooling branch (4), the front wheel hub motor system cooling branch (5) and the rear wheel hub motor system cooling branch (6) are all equipped with one-way valves (7) to prevent coolant turbulence between the cooling branches.

5. The amphibious vehicle cooling system as described in claim 2, characterized in that: The engine intake cooling branch (3) includes a first water pump (31) and an engine heat exchanger (32) connected in sequence through pipelines. The two ends of the engine intake cooling branch (3) are connected in parallel to the coolant circulation loop.

6. The amphibious vehicle cooling system as described in claim 2, characterized in that: The power battery cooling branch (4) includes a second water pump (41), a high-voltage power battery (42), an ISG motor controller (43), and an ISG motor (44) connected in sequence through pipelines. The two ends of the power battery cooling branch (4) are connected in parallel to the coolant circulation loop.

7. The amphibious vehicle cooling system as described in claim 2, characterized in that: The front hub motor system cooling branch (5) includes a third water pump (51), a front hub motor controller (52), a left front hub motor (53), and a right front hub motor (54) connected in sequence through pipes. The two ends of the front hub motor system cooling branch (5) are connected in parallel to the coolant circulation loop. The rear hub motor system cooling branch (6) includes a fourth water pump (61), a rear hub motor controller (62), a left rear hub motor (63), and a right rear hub motor (64) connected in sequence through pipes. The two ends of the rear hub motor system cooling branch (6) are connected in parallel to the coolant circulation loop.

8. The amphibious vehicle cooling system as described in claim 1, characterized in that: It also includes a water-based heat exchanger (8), which is connected in series on the connecting pipe (L) between the outlet of each cooling branch and the inlet of the radiator (1).

9. The amphibious vehicle cooling system as described in claim 1, characterized in that: It also includes an expansion tank (9), which is connected to the radiator (1), and the radiator (1) is an intercooler radiator (1).

10. An amphibious vehicle, characterized in that: Includes the amphibious vehicle cooling system as described in any one of claims 1 to 9.

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