Vehicle heat dissipation system and control method therefor, and vehicle

Abstract

A vehicle heat dissipation system and a control method therefor, and a vehicle. The vehicle heat dissipation system comprises a first fan, a second fan, and a heat dissipation assembly, the first fan and the second fan are spaced apart from each other, and the heat dissipation assembly is disposed between the first fan and the second fan.

Description

Vehicle cooling system and control method thereof, vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on September 22, 2023, with application number 202311228186.1 and invention name “Vehicle Cooling System, Control Method Thereof, and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of new energy vehicle technology, and specifically to a vehicle cooling system and a control method thereof, as well as a vehicle. Background Art

[0003] Compared to conventional gasoline and electric vehicles, hybrid vehicles offer a wider range of use cases, placing greater demands on the vehicle's internal cooling system. Existing vehicle cooling systems typically use fans to dissipate heat and exchange heat between the cooling assembly and condenser. However, the complex arrangement of the fan, cooling assembly, and condenser, coupled with poor control logic for fan start / stop and speed, results in low cooling efficiency and reliability, leading to issues such as engine overheating or overcooling and loud fan noise during driving.

[0004] Summary of the Invention

[0005] The purpose of this application is to provide a vehicle heat dissipation system and a control method thereof, and a vehicle, to solve the problems of low heat dissipation efficiency and poor heat dissipation reliability.

[0006] To achieve the purpose of this application, this application provides the following technical solutions:

[0007] In a first aspect, the present application provides a vehicle cooling system, comprising a first fan, a second fan, and a cooling assembly, wherein the first fan and the second fan are spaced apart, and the cooling assembly is disposed between the first fan and the second fan.

[0008] In one embodiment, the vehicle cooling system further includes an engine, and the first fan includes a fan body and a clutch, wherein the clutch connects the engine and the fan body.

[0009] In one embodiment, the vehicle cooling system further includes a crankshaft pulley connected to the engine.

[0010] In one embodiment, the clutch includes an active plate and a driven plate, the active plate is connected to the crankshaft pulley, and the driven plate is connected to the fan body, and the rotation of the fan body is achieved through the clutch connection between the active plate and the driven plate.

[0011] In one embodiment, the clutch controls the rotation speed of the fan body by controlling the degree of engagement with the fan body.

[0012] In one embodiment, the vehicle cooling system further includes a wind shield and a wind shield window, wherein the wind shield is arranged between the first fan and the cooling assembly, and the wind shield window is mounted on the wind shield.

[0013] In one embodiment, the wind shield has a preset flow-guiding structure, and the flow-guiding structure is used to guide the airflow passing through the first fan to form a regular flow direction.

[0014] In one embodiment, the vehicle cooling system further includes a first wind shielding ring and a second wind shielding ring, and the first wind shielding ring and the second wind shielding ring are both detachably connected to the wind shield.

[0015] In one embodiment, the vehicle cooling system further includes a seal, wherein the seal is disposed between the wind shield and the first fan, and / or the seal is disposed between the cooling assembly and the first fan.

[0016] In one embodiment, the heat dissipation assembly includes a first radiator, a second radiator and a third radiator, the first radiator is arranged on one side of the first fan, the second radiator is arranged on the side of the first radiator facing away from the first fan, the third radiator and the condenser are arranged on the side of the second radiator facing away from the first radiator, and the second fan is arranged on the side of the third radiator facing away from the second radiator.

[0017] In one embodiment, the condenser includes an inlet end and an outlet end, the inlet end is used to pass the cooling medium into the condenser, and the outlet end is used to discharge the cooling medium from the condenser, the third radiator is arranged on one side of the inlet end, and the condenser is arranged opposite to the second fan.

[0018] In one embodiment, the vehicle cooling system further includes a controller, which is electrically connected to the clutch and is also electrically connected to the second fan; the controller is used to collect the vehicle speed and / or operating conditions, and control the clutch to be connected to the fan body according to the vehicle speed and / or the operating conditions, and / or, and control the start and stop of the second fan according to the vehicle speed and / or the operating conditions.

[0019] In a second aspect, the present application also provides a method for controlling a vehicle cooling system, comprising: obtaining an air intake speed of the vehicle, and adjusting the rotational speed of the first fan and / or the second fan according to the air intake speed of the vehicle.

[0020] In one embodiment, the method further includes: obtaining an operating mode of the vehicle; and adjusting a rotational speed of the first fan and / or the second fan according to the operating mode of the vehicle and the air intake speed.

[0021] In one embodiment, the method further includes: obtaining a vehicle speed of the vehicle; and adjusting a rotational speed of the first fan and / or the second fan according to an air intake speed of the vehicle and the vehicle speed.

[0022] In one embodiment, the method further includes: obtaining the ambient temperature of the vehicle; and adjusting the rotation speed of the first fan and / or the second fan according to the air intake speed of the vehicle and the ambient temperature.

[0023] In a third aspect, the present application also provides a vehicle, comprising the vehicle cooling system described in any one of the above embodiments.

[0024] The present application arranges a first fan and a second fan in a vehicle cooling system with a spacing distance between the first fan and the second fan, thereby arranging a condenser and a heat dissipation component between the first fan and the second fan, so that the first fan and the second fan can effectively cooperate with each other to improve the heat dissipation efficiency, thereby meeting the heat dissipation needs of the vehicle; and the rotation speeds of the first fan and the second fan are controlled by the air intake speed, so that the vehicle can adaptively adjust the rotation speeds of the first fan and the second fan at different vehicle speeds under different working conditions, thereby accurately controlling the fan speed according to the vehicle driving conditions, which can not only avoid overheating or overcooling of the drive in the vehicle, but also reduce fan noise, and enhance the reliability of the cooling system, which can improve the power and economy of the entire vehicle, and is also conducive to energy conservation and emission reduction. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the implementation methods of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the implementation methods or the description of the prior art. Obviously, the drawings described below are only some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0026] FIG1 is a schematic diagram of the structure of a vehicle cooling system in a vehicle according to an embodiment;

[0027] FIG2 is a schematic side view of the structure of a vehicle cooling system according to an embodiment;

[0028] FIG3 is a schematic structural diagram of a first fan in one embodiment;

[0029] FIG4 is a front structural schematic diagram of a vehicle cooling system according to an embodiment;

[0030] FIG5 is a schematic diagram of the back structure of a vehicle cooling system according to an embodiment;

[0031] FIG6 is a schematic diagram of the layout of a vehicle cooling system according to an embodiment.

[0032] Explanation of the accompanying drawings: 1-engine, 2-crankshaft pulley, 3-first fan, 31-clutch, 31A-active plate, 31B-driven plate, 32-fan body, 4-wind shield, 5-first radiator, 6-second radiator, 7-condenser, 8-second fan, 9-third radiator, 10-seal, 11-wind shield window, 12-first wind shield ring, 13-second wind shield ring, A-heat dissipation assembly. DETAILED DESCRIPTION

[0033] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0034] It should be noted that when a component is referred to as being "fixed to" another component, it may be directly on the other component or there may be an intermediate component. When a component is referred to as being "connected to" another component, it may be directly connected to the other component or there may be an intermediate component.

[0035] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as those commonly understood by those skilled in the art to which this application belongs. The terms used in this specification are for the purpose of describing specific embodiments only and are not intended to limit this application. The term "and / or" as used in this application includes any and all combinations of one or more of the relevant listed items.

[0036] The following describes some embodiments of the present application in detail with reference to the accompanying drawings. In the absence of conflict, the following embodiments and features therein may be combined with each other.

[0037] The present application provides a vehicle cooling system, please refer to Figures 1 and 2, including a first fan 3, a second fan 8, a condenser 7 and a heat dissipation component A. The first fan 3 and the second fan 8 are arranged at intervals, and the condenser 7 and the heat dissipation component A are arranged between the first fan 3 and the second fan 8. The first fan 3 and / or the second fan 8 are used to control the rotation speed according to the air intake speed.

[0038] Specifically, the vehicle cooling system may be applied to a hybrid electric vehicle (hereinafter referred to as a vehicle), which may include an engine direct drive mode, a hybrid electric vehicle (HEV) mode, and an electric vehicle (EV) mode.

[0039] Optionally, coolant can be used as a circulating cooling or heating medium in the vehicle cooling system. The coolant can include water cooling and oil cooling. Compared with air cooling, liquid cooling can achieve higher cooling efficiency. Optionally, the coolant can be cooling water, because using cooling water is cheaper than oil-based coolant, which is conducive to reducing the cost of the thermal management system.

[0040] Furthermore, the first fan 3 and the second fan 8 may be of different types. Optionally, the first fan 3 may be a mechanical fan, and the second fan 8 may be an electronic fan.

[0041] Optionally, the sizes of the first fan 3 and the second fan 8 may be different. It should be explained that the first fan 3 includes a first air inlet surface, and the second fan 8 includes a second air inlet surface, and the sizes of the first air inlet surface and the second air inlet surface may be different.

[0042] Optionally, the first fan 3 and the second fan 8 are spaced apart, and the condenser 7 and the heat dissipation component A can be located between the first air inlet surface and the second air inlet surface. The first fan 3 and the second fan 8 jointly dissipate heat and cool the condenser 7 and the heat dissipation component A.

[0043] Optionally, the heat dissipation assembly A may include multiple radiators, each for dissipating heat from the engine and the motor. A phase change material may be introduced into the condenser 7 for use in an air conditioning system, thereby enabling heat exchange within the vehicle.

[0044] Optionally, the first fan 3 and the second fan 8 are arranged in sequence from the front of the vehicle to the rear of the vehicle, and the orientation of the first air inlet surface and the second air inlet surface can be the same. For example, as shown in Figure 1, the second fan 8 can be set at a position close to the front of the vehicle, followed by the condenser 7, the heat dissipation component A and the second fan 8. The second air inlet surface and the first air inlet surface can both face away from the rear of the vehicle, so the second fan 8 can be used to guide air into the condenser 7 and the heat dissipation component A, and the first fan 3 can guide the air from the condenser 7 and the heat dissipation component A to form an air circulation. Of course, in other embodiments, the first fan 3 can also be used to guide air into the condenser 7 and the heat dissipation component A.

[0045] Optionally, the first fan 3 and the second fan 8 are spaced apart from each other from the front of the vehicle to the rear, and the first and second air inlet surfaces can face each other. For example, the second fan 8 can be positioned near the front of the vehicle, followed by the condenser 7, the heat sink assembly A, and the second fan 8. The second air inlet surface can face away from the rear of the vehicle, while the first air inlet surface can face the rear. This allows the second fan 8 and the first fan 3 to jointly direct air to the condenser 7 and the heat sink assembly A.

[0046] Optionally, the first fan 3 and the second fan 8 are spaced apart from the condenser 7 and the heat dissipation assembly A by a distance.

[0047] Optionally, the first fan 3 and / or the second fan 8 are configured to control their rotational speed based on the air intake speed. It should be noted that the air intake speed can be the wind speed resulting from the relative motion between the vehicle and the air during vehicle operation. Therefore, it is understood that the faster the vehicle speed, the faster the air intake speed, and the slower the vehicle speed, the slower the air intake speed.

[0048] Optionally, when the vehicle is running, the heat generated by the engine and motor is high, so the air outlet temperature of the heat dissipation component A is also correspondingly high, and it is necessary to start the first fan 3 and / or the second fan 8. Among them, the first fan 3 can be the main cooling fan, and the second fan 8 can be the auxiliary cooling fan.

[0049] When the vehicle is at a high speed, the power output is low, and due to the high air intake velocity, the air outlet temperature of the heat dissipation assembly A is low. In this case, the second fan 8 can be stopped, and the speed of the second fan 8 can be reduced or even stopped accordingly. When the vehicle is at the torque point, the vehicle speed is relatively low, the power output is high, and due to the low air intake velocity, the air outlet temperature of the heat dissipation assembly A is low. The speed of the first fan 3 can be increased accordingly, or even run at full power. At this time, the second fan 8 can also be started to achieve joint heat dissipation.

[0050] The present application arranges a first fan 3 and a second fan 8 in a vehicle cooling system with a spacing distance between the first fan 3 and the second fan 8, thereby arranging a condenser 7 and a heat dissipation component A between the first fan 3 and the second fan 8, so that the first fan 3 and the second fan 8 can effectively cooperate with each other to improve the heat dissipation efficiency, thereby meeting the heat dissipation needs of the vehicle; and the rotation speed of the first fan 3 and the second fan 8 is controlled by the air intake speed, so that the vehicle can make adaptive adjustments to the rotation speed of the first fan 3 and the second fan 8 at different vehicle speeds in different working conditions, thereby accurately controlling the fan speed according to the vehicle driving conditions, which can not only avoid overheating or overcooling of the drive in the vehicle, but also reduce fan noise, and enhance the reliability of the cooling system, which can improve the power and economy of the entire vehicle, and is also conducive to energy conservation and emission reduction.

[0051] In one embodiment, referring to Figures 2 and 3, the vehicle cooling system further includes an engine 1, the first fan 3 includes a fan body 32 and a clutch 31, the engine 1 and the clutch 31 are transmission-connected, and the clutch 31 connects the engine and the fan body 32.

[0052] Specifically, the vehicle cooling system also includes a crankshaft pulley 2 connected to the engine. A clutch 31 is connected to the crankshaft pulley 2. Thus, the engine 1 can drive the clutch 31 for joint rotation via the crankshaft pulley 2, and the clutch 31 can be engaged and disengaged with the fan body 32. Therefore, it is understood that when the clutch 31 is engaged with the fan body 32, the clutch 31 drives the fan for joint rotation. When the clutch 31 is disengaged from the fan body 32, the fan body 32 is no longer driven by the clutch 31.

[0053] Optionally, the clutch 31 may be a silicone oil clutch or a common clutch, without specific limitation.

[0054] Optionally, the clutch 31 includes an active plate and a driven plate, the active plate is connected to the crankshaft pulley 2, and the driven plate is connected to the fan body 32, and the rotation of the fan body 32 is achieved through the clutch connection between the active plate and the driven plate.

[0055] Optionally, the clutch 31 can control the speed of the fan body 32 by controlling the degree of engagement with the fan body 32. For example, the higher the degree of engagement between the clutch 31 and the fan body 32, the faster the fan body 32 speeds, and the lower the degree of engagement, the slower the fan body 32 speeds.

[0056] The mechanical fans used in existing cooling systems are mostly fixed to the engine crankshaft via standard components. When the engine is running, the mechanical fan also operates. However, the speed of the mechanical fan is difficult to control and cannot be adjusted according to the vehicle's operating mode or air intake speed. As a result, existing mechanical fans have poor power and economic performance. Furthermore, due to the high energy consumption, low efficiency, and high noise levels of mechanical fans in existing cooling systems, it is impossible to accurately control the engine water temperature, resulting in poor overall vehicle power and economic performance.

[0057] Compared with ordinary mechanical fans, silicone oil clutch fans have higher control accuracy, high efficiency in energy saving and emission reduction, and low noise. At the same time, they will not cause the engine to overcool, which is beneficial to improving the power and economy of the entire vehicle.

[0058] Optionally, since the clutch 31 is driven by the engine 1, in this application, the activation of the first fan 3 is different depending on the vehicle mode. For example, when the vehicle is in HEV mode, the engine 1 transmits power to the active plate of the clutch 31 via the crankshaft pulley 2. When the air outlet temperature of the heat dissipation assembly A is high, the clutch 31 engages, and the active plate of the clutch 31 transmits power to the driven plate, causing the fan body 32 to operate at high speed under the drive of the driven plate.

[0059] Furthermore, when the vehicle is in HEV mode, first fan 3 becomes the primary cooling fan, while second fan 8 dynamically adjusts speed based on the vehicle's operating conditions. At higher speeds, the precise control of clutch 31 allows first fan 3 to reduce its speed accordingly, even stopping when clutch 31 is fully disengaged. At lower speeds, clutch 31 is fully engaged, allowing first fan 3 to operate at high speed. If first fan 3 fails to meet cooling requirements, second fan 8 will activate and operate at high speed.

[0060] When the vehicle is in EV mode, the engine is not started and the first fan 3 does not rotate. At this time, the second fan 8 is the main cooling fan. The VCU (voltage control unit) will adjust the speed of the second fan 8 according to the vehicle's operating conditions and air-conditioning operating requirements to meet the cooling needs. When the heat dissipation capacity of the second fan 8 cannot meet the cooling needs, the engine will be started to drive the first fan 3 to operate. At this time, the first fan 3 is the main cooling fan and works together with the second fan 8 to achieve heat dissipation.

[0061] During operation, the precise control of clutch 31 ensures heat dissipation, preventing overcooling or overheating. This significantly improves energy efficiency, reduces noise, and improves vehicle power, economy, and NVH performance (NVH refers to noise, vibration, and harshness, a comprehensive indicator of vehicle manufacturing quality that provides a subjective and superficial experience to vehicle users). Furthermore, when the vehicle is just starting or traveling at high speed, clutch 31 is disengaged, and fan body 32 is not driven, thereby preventing engine overcooling that could affect vehicle power and economy. The inactivity of first fan 3 also reduces fuel consumption and reduces noise.

[0062] In one embodiment, referring to Figures 2 and 4 , the vehicle cooling system further includes a wind shield 4 and a wind shield window 11. The wind shield 4 is disposed between the first fan 3 and the heat dissipation assembly A, and the wind shield window 11 is mounted on the wind shield 4. Specifically, the wind shield 4 can be disposed on the first air inlet side of the first fan 3. The wind shield 4 can be provided with a mounting position, and the wind shield window 11 is mounted on the mounting position.

[0063] In existing cooling systems, most components are cooled directly by mechanical fans, resulting in uncontrolled airflow, low air volume utilization, and severe air leakage. Therefore, the present invention adds a wind shield 4 between the first fan 3 and the heat dissipation assembly A, and provides a wind shield window 11 on the wind shield 4. This effectively guides airflow and enhances airflow sealing, preventing air leakage and reducing backflow, allowing airflow to flow more centrally through the cooling module, improving airflow utilization, and enhancing heat dissipation capacity.

[0064] Optionally, the wind shield 4 has a preset flow-guiding structure, which is used to guide the airflow passing through the first fan 3 to form a regular flow direction, thereby enhancing the utilization rate of the airflow.

[0065] Optionally, there are multiple wind shield windows 11. Providing multiple wind shield windows 11 on the wind shield 4 is conducive to uniform airflow through the radiator, thereby improving heat dissipation performance.

[0066] Optionally, the plurality of wind shielding windows 11 are arranged in an array. Alternatively, the plurality of wind shielding windows 11 are arranged irregularly.

[0067] Optionally, the wind shield 4, the heat dissipation assembly A, the condenser 7 and the second fan 8 are fixedly connected by sheet metal brackets and standard parts, thereby forming a modular structure.

[0068] In one embodiment, referring to Figures 2 and 4 , the vehicle cooling system further includes a first wind shield 12 and a second wind shield 13, both of which are detachably connected to the wind shield 4. Specifically, the first wind shield 12 and the second wind shield 13 are mounted on the edge of the air outlet of the fan body 32. The first wind shield 12 and the second wind shield 13 are split structures and detachably connected to the wind shield 4.

[0069] Optionally, after the heat dissipation assembly A and the condenser 7 are assembled, the first wind shielding ring 12 and the second wind shielding ring 13 are assembled, thereby preventing the first wind shielding ring 12 and the second wind shielding ring 13 from interfering with or colliding with the blades and damaging the blades.

[0070] It should be noted that in the prior art, after the condenser 7 and the heat dissipation assembly A are installed, the compression and interference between the parts may cause the condenser 7 and the heat dissipation assembly A to damage the fan body 32 of the first fan 3. Therefore, the addition of the first and second air shields 12 and 13 facilitates the assembly of the condenser 7 and the heat dissipation assembly A with the vehicle body, thereby preventing the condenser 7 and the heat dissipation assembly A from damaging the fan body 32 during assembly.

[0071] In one embodiment, referring to FIG2 , the vehicle cooling system further includes a seal 10 disposed between the wind shield 4 and the first fan 3 and / or between the cooling assembly A and the first fan 3. Specifically, the seal 10 may be a sealing cotton strip. Alternatively, a sealing silicone strip may be used.

[0072] Optionally, the seal 10 is provided between and around the wind shield 4, the condenser 7, and the heat dissipation assembly A. Optionally, the seal 10 can also be provided at the connection between the wind shield 4 and the wind shield window 11, and at the connection between the first wind shield ring 12 and the second wind shield ring 13.

[0073] In existing technologies, cooling systems suffer from severe air leakage, impacting both cooling performance and the overall vehicle NVH performance. This can even lead to significant backflow through the cooling assembly A, colliding with the forward flow, further reducing the effective utilization of the airflow. This chaotic collision of airflow also generates significant noise, impacting the overall vehicle NVH performance.

[0074] Therefore, the advantage of setting up the seal 10 is that, on the one hand, it can improve the airflow sealing effect, avoid airflow leakage and reduce the generation of backflow, make the airflow more concentrated through the cooling module, improve the airflow utilization rate, and enhance the heat dissipation capacity; on the other hand, it can also improve the NVH performance of the vehicle and avoid the noise generated by the cooling system when it is working from being transmitted into the passenger compartment.

[0075] In one embodiment, please refer to Figures 2 and 6, the heat dissipation assembly A includes a first radiator 5, a second radiator 6 and a third radiator 9, the first radiator 5 is arranged on one side of the first fan 3, the second radiator 6 is arranged on the side of the first radiator 5 facing away from the first fan 3, the third radiator 9 and the condenser 7 are arranged on the side of the second radiator 6 facing away from the first radiator 5, and the second fan 8 is arranged on the side of the third radiator 9 facing away from the second radiator 6.

[0076] Specifically, the first radiator 5 can be a high-temperature radiator for dissipating heat to the engine, the second radiator 6 can be a low-temperature radiator for dissipating heat to the generator; the third radiator 9 is an auxiliary radiator (also called an intercooler) that can be used to dissipate heat to other heating devices.

[0077] Optionally, there is a spacing distance between the first radiator 5 and the second radiator 6 , and there is a spacing distance between the second radiator 6 and the third radiator 9 and the condenser 7 .

[0078] In the prior art, the radiator is highly integrated with the condenser 7, resulting in ineffective cooling of the engine and motor intake air temperature, affecting the engine and motor's power and economy. Furthermore, the layout of the radiator and condenser 7 lacks compactness, taking up a large amount of space and preventing uniform airflow. The radiator is obscured by the condenser 7, reducing air flow and resulting in uneven heat dissipation, which in turn affects heat dissipation performance.

[0079] Therefore, the present application separates the third radiator 9 from the highly integrated single radiator and arranges it together with the condenser 7 on one side of the second radiator 6, close to the side of the second fan 8. This separates the third radiator 9 from the first radiator 5, effectively controlling the engine intake temperature and improving the engine's power and economy. The side-by-side arrangement also makes the entire heat dissipation assembly A more compact and efficient.

[0080] In one embodiment, please refer to Figures 5 and 6, the condenser 7 includes an inlet end and an outlet end, the inlet end is used to pass the cooling medium into the condenser 7, and the outlet end is used to discharge the cooling medium from the condenser 7, the third radiator 9 is arranged on one side of the inlet end, and the condenser 7 is arranged opposite to the second fan 8.

[0081] Specifically, as shown in the figure, the third radiator 9 can be located below the condenser 7. In the figure, the cooling medium in the condenser 7 flows from bottom to top. The condenser 7 and the second fan 8 are arranged opposite each other.

[0082] By designing the cooling medium's flow path from bottom to top within condenser 7, the supercooling zone is kept away from third radiator 9, preventing heat interference from the third radiator 9. Furthermore, second fan 8, positioned against the upper side of condenser 7 and facing the supercooling zone, ensures heat dissipation from condenser 7 in EV mode (when the engine is not running and first fan 3 is not rotating), while also increasing the supercooling degree of condenser 7 and significantly improving air conditioning performance.

[0083] In one embodiment, the vehicle cooling system also includes a controller, which is electrically connected to the clutch 31 and is also electrically connected to the second fan 8; the controller is used to collect the vehicle speed and / or operating conditions, and control the clutch 31 to be connected and engaged with the fan body 32 according to the vehicle speed and / or operating conditions, and / or, and control the start and stop of the second fan 8 according to the vehicle speed and / or operating conditions.

[0084] Specifically, the vehicle cooling system further includes a controller that can collect parameters such as the vehicle's operating conditions, vehicle speed, and external environment, and control the operation of the first fan 3 and the second fan 8 based on the above parameters.

[0085] Optionally, the controller can collect the vehicle's operating mode (HEV or EV). Understandably, in different operating modes, the start and stop order of the first fan 3 and the second fan 8 can be different; and the speeds of the first fan 3 and the second fan 8 can be different. For specific implementations, please refer to the above embodiments.

[0086] Optionally, the controller can collect the driving mode of the vehicle, where the modes may include paved road mode, low adhesion mode, snow mode, mud mode, sand mode, mountain / rock mode, etc. It is understandable that in different driving modes, the start and stop order of the first and second fans 8 may be different; and the speeds of the first fan 3 and the second fan 8 may be different. For example, in paved road mode, the vehicle runs smoothly and the torque demand for the engine is low. When the vehicle is working at high speed, the radiator heat and air volume are balanced, and the fan speed can be reduced or stopped to achieve the purpose of energy saving. Alternatively, in mountain / rock mode, the vehicle runs rough and the engine torque demand is high. When the vehicle is working at low speed, the radiator heat and air volume are unbalanced, and the fan speed can be increased to achieve the purpose of enhanced heat dissipation.

[0087] Optionally, the controller can collect information such as the vehicle's ambient temperature and natural wind speed. As will be appreciated, the radiator's heat dissipation capacity varies under varying ambient temperatures or natural wind speeds, so the first fan 3 and second fan 8 can be adjusted accordingly. For example, when the vehicle is traveling in a cool environment or with high natural wind speeds, the radiator's heat dissipation capacity is higher, thus achieving energy savings by reducing or even stopping the fan speed.

[0088] Optionally, the controller can collect vehicle speed. As will be appreciated, at different vehicle speeds, the air intake velocity at the front of the vehicle varies, causing the air flow rate to have different effects on radiator heat dissipation. Therefore, the first fan 3 and the second fan 8 can be adjusted based on the vehicle speed.

[0089] In one embodiment, the present application also provides a method for controlling a vehicle cooling system, comprising: obtaining an air intake speed of the vehicle; and adjusting the rotation speed of the first fan 3 and / or the second fan 8 according to the air intake speed.

[0090] Specifically, the vehicle is the vehicle described in the above-mentioned embodiment. The air intake speed can be the wind speed resulting from the relative motion between the vehicle and the air when the vehicle is in operation. Therefore, it is understood that the faster the vehicle speed, the faster the air intake speed, and the slower the vehicle speed, the slower the air intake speed. Optionally, the speed adjustment of the first fan 3 and / or the second fan 8 can refer to the above-mentioned embodiment and will not be further described here.

[0091] In one embodiment, before obtaining the air intake speed of the vehicle, the method further includes: obtaining a working mode of the vehicle; and obtaining the air intake speed of the vehicle in the working mode.

[0092] Specifically, before obtaining the air intake speed of the vehicle, the working mode of the vehicle may be determined to distinguish whether the vehicle is in an engine direct drive mode, an HEV mode, or an EV mode.

[0093] Furthermore, according to different working modes and vehicle speeds, the working modes of the first fan 3 and the second fan 8 are as follows:

[0094] (1) When the vehicle is in engine direct drive mode or HEV mode, first fan 3 operates as the primary cooling fan. At higher vehicle speeds, the speed of first fan 3 decreases as the vehicle speed increases; the speed of second fan 8 decreases as the vehicle speed increases, or second fan 8 stops.

[0095] (2) When the vehicle is in engine direct drive mode or HEV mode, the first fan 3 operates as the main cooling fan. When the vehicle speed is low, the speed of the first fan 3 increases as the vehicle speed decreases; the speed of the second fan 8 increases as the vehicle speed decreases.

[0096] (3) When the vehicle is in EV mode, the second fan 8 operates as the main cooling fan. At higher vehicle speeds, the speed of the second fan 8 decreases as the vehicle speed increases; the speed of the first fan 3 decreases as the vehicle speed increases, or the first fan 3 stops.

[0097] (4) When the vehicle is in EV mode, the second fan 8 operates as the main cooling fan. When the vehicle speed is low, the speed of the second fan 8 increases as the vehicle speed decreases; the speed of the first fan 3 increases as the vehicle speed decreases.

[0098] In one embodiment, after obtaining the air intake speed of the vehicle, the method further includes: obtaining the working mode of the vehicle; obtaining the air intake speed of the vehicle in the working mode; and obtaining the ambient temperature of the vehicle.

[0099] Specifically, after obtaining the vehicle's air intake speed, the vehicle's ambient temperature may be detected, and the rotation speed of the first fan 3 and / or the second fan 8 may be further adjusted according to the ambient temperature.

[0100] In one embodiment, the present application also provides a vehicle, comprising the vehicle cooling system in the above embodiments.

[0101] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship of terms such as "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", and "outside" are based on the orientation or positional relationship described in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present application.

[0102] The above disclosure is only a preferred embodiment of the present application, and certainly cannot be used to limit the scope of rights of the present application. Ordinary technicians in this field can understand that all or part of the processes of the above embodiment and equivalent changes made in accordance with the claims of the present application are still within the scope covered by the present application.

Claims

1. A vehicle cooling system, characterized in that: The invention comprises a first fan (3), a second fan (8) and a heat dissipation component (A); the first fan (3) and the second fan (8) are arranged at an interval, and the heat dissipation component (A) is arranged between the first fan (3) and the second fan (8).

2. The vehicle cooling system according to claim 1, characterized in that: The vehicle cooling system further comprises an engine (1); the first fan (3) comprises a fan body (32) and a clutch (31); the clutch (31) connects the engine (1) and the fan body (32).

3. The vehicle cooling system according to claim 2, characterized in that: The vehicle cooling system further comprises a crankshaft pulley (2), wherein the crankshaft pulley (2) is connected to the engine (1).

4. The vehicle cooling system according to claim 3, characterized in that: The clutch (31) comprises an active plate (31A) and a driven plate (31B), wherein the active plate (31A) is connected to the crankshaft pulley (2), and the driven plate (31B) is connected to the fan body (32), and the rotation of the fan body (32) is achieved through the clutch connection between the active plate (31A) and the driven plate (31B).

5. The vehicle cooling system according to any one of claims 2 to 4, characterized in that: The clutch (31) controls the rotation speed of the fan body (32) by controlling the degree of engagement with the fan body (32).

6. The vehicle cooling system according to any one of claims 1 to 5, characterized in that: The vehicle cooling system further comprises a wind shield (4) and a wind shield window (11); the wind shield (4) is arranged between the first fan (3) and the cooling assembly (A); and the wind shield window (11) is mounted on the wind shield (4).

7. The vehicle cooling system according to claim 6, characterized in that: The wind shield (4) has a preset flow guiding structure, and the flow guiding structure is used to guide the airflow passing through the first fan (3) to form a regular flow direction.

8. The vehicle cooling system according to claim 6 or 7, characterized in that: The vehicle cooling system further comprises a first wind shielding ring (12) and a second wind shielding ring (13), wherein the first wind shielding ring (12) and the second wind shielding ring (13) are both detachably connected to the wind shield (4).

9. The vehicle cooling system according to any one of claims 6 to 8, characterized in that: The vehicle cooling system further comprises a sealing member (10), wherein the sealing member (10) is arranged between the wind shield (4) and the first fan (3), and / or the sealing member (10) is arranged between the cooling assembly (A) and the first fan (3).

10. The vehicle cooling system according to any one of claims 1 to 9, characterized in that: The heat dissipation assembly (A) comprises a condenser (7), a first radiator (5), a second radiator (6) and a third radiator (9); the first radiator (5) is arranged on one side of the first fan (3); the second radiator (6) is arranged on a side of the first radiator (5) facing away from the first fan (3); the third radiator (9) and the condenser (7) are arranged on a side of the second radiator (6) facing away from the first radiator (5); and the second fan (8) is arranged on a side of the third radiator (9) facing away from the second radiator (6).

11. The vehicle cooling system according to claim 10, characterized in that: The condenser (7) comprises an inlet end and an outlet end, the inlet end is used to introduce a cooling medium into the condenser (7), and the outlet end is used to discharge the cooling medium from the condenser (7), the third radiator (9) is arranged on one side of the inlet end, and the condenser (7) and the second fan (8) are arranged opposite to each other.

12. The vehicle cooling system according to any one of claims 2 to 11, characterized in that: The vehicle cooling system further comprises a controller, wherein the controller is electrically connected to the clutch (31), and the controller is also electrically connected to the second fan (8); The controller is used to collect the vehicle speed and / or operating conditions, and control the clutch (31) and the fan body (32) to engage or disengage according to the vehicle speed and / or the operating conditions, and / or control the start or stop of the second fan (8) according to the vehicle speed and / or the operating conditions.

13. A method for controlling a vehicle cooling system, characterized in that: include: Get the vehicle's air intake speed; The rotation speed of the first fan (3) and / or the second fan (8) is adjusted according to the air intake speed of the vehicle.

14. The control method of the vehicle cooling system according to claim 13, characterized in that: Also includes: Obtaining an operating mode of the vehicle; The rotation speed of the first fan (3) and / or the second fan (8) is adjusted according to the working mode of the vehicle and the air intake speed.

15. The control method of the vehicle cooling system according to claim 13, characterized in that: Also includes: Obtaining the speed of the vehicle; The rotation speed of the first fan (3) and / or the second fan (8) is adjusted according to the air intake speed of the vehicle and the vehicle speed.

16. The control method of the vehicle cooling system according to claim 13, characterized in that: Also includes: Acquiring the ambient temperature of the vehicle; The rotation speed of the first fan (3) and / or the second fan (8) is adjusted according to the air intake speed of the vehicle and the ambient temperature.

17. A vehicle, characterized in that: The vehicle comprises a vehicle cooling system according to any one of claims 1 to 16.

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