CN114179591A - Vehicle with a steering wheel - Google Patents
Vehicle with a steering wheel Download PDFInfo
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- CN114179591A CN114179591A CN202111655936.4A CN202111655936A CN114179591A CN 114179591 A CN114179591 A CN 114179591A CN 202111655936 A CN202111655936 A CN 202111655936A CN 114179591 A CN114179591 A CN 114179591A
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- 238000010438 heat treatment Methods 0.000 claims abstract description 24
- 238000001816 cooling Methods 0.000 claims abstract description 7
- 230000008859 change Effects 0.000 claims description 12
- 238000004378 air conditioning Methods 0.000 claims description 9
- 239000007921 spray Substances 0.000 claims description 3
- 238000004891 communication Methods 0.000 claims description 2
- 238000000034 method Methods 0.000 description 11
- 238000010586 diagram Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 230000009471 action Effects 0.000 description 4
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005034 decoration Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/18—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
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- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The application discloses a vehicle, which comprises a power device, wherein the power device comprises a turbocharger and a middle-cooling air inlet pipe, and the turbocharger is communicated with the middle-cooling air inlet pipe; the first end of the connecting pipeline is communicated with the intercooling air inlet pipe, and the second end of the connecting pipeline is communicated with a passenger compartment of the vehicle; the valve is arranged between the first end and the second end; the controller is electrically connected with the valve and is used for controlling the valve to be opened or closed; when the valve is opened, at least part of hot air flow in the intercooling air inlet pipe enters the passenger compartment through the connecting pipeline. According to the embodiment of the application, when hot air blown out by the turbocharger enters the intercooling air inlet pipe, under the condition that the valve is opened, part of the hot air can enter the passenger cabin through the communicating pipeline, so that the vehicle-mounted air conditioner can be assisted to heat air in the passenger cabin, and the heating efficiency in a vehicle is effectively improved.
Description
Technical Field
The application belongs to the technical field of vehicle manufacturing, and particularly relates to a vehicle.
Background
The vehicle is usually provided with a vehicle air conditioner, and the vehicle air conditioner can perform heating in cold winter, and usually uses water Temperature of an engine or a heater (PTC) as a heat source to heat air entering a passenger compartment, so as to achieve the purpose of increasing the Temperature in the vehicle.
Disclosure of Invention
The embodiment of the application provides a vehicle to solve the lower technical problem of heating mode rate of temperature rise of vehicle.
The vehicle that this application embodiment provided includes:
the power device comprises a turbocharger and a middle-cooling air inlet pipe, and the turbocharger is communicated with the middle-cooling air inlet pipe;
a first end of the connecting pipeline is communicated with the intercooling air inlet pipe, and a second end of the connecting pipeline is communicated with a passenger compartment of the vehicle;
a valve disposed between the first end and the second end;
the controller is electrically connected with the valve and is used for controlling the valve to be opened or closed;
when the valve is opened, at least part of hot air flow in the intercooling air inlet pipe enters the passenger compartment through the connecting pipeline.
In some embodiments, the vehicle further comprises:
the air conditioning device is provided with an air flow mixing cavity, the air flow mixing cavity is communicated with the second end, an air inlet and an air outlet of the air conditioning device, and the air outlet of the air conditioning device is communicated with the passenger compartment;
wherein, at least part of the hot air flow is mixed with the cold air flow of the air inlet in the air flow mixing cavity.
In some embodiments, the vehicle further comprises a flow diversion assembly disposed at the second end, the flow diversion assembly being provided with a plurality of flow diversion channels, and each of the flow diversion channels communicating the connecting duct and the passenger compartment;
wherein the at least part of the hot gas flow enters the passenger compartment through the plurality of diversion channels by the connecting duct.
In some embodiments, the flow diversion assembly includes a flow diversion plate disposed at the second end, and the flow diversion plate defines a plurality of flow diversion holes spaced apart from each other.
In some embodiments, the flow distribution assembly further includes a plurality of injection heads, and the plurality of injection heads are respectively disposed in the plurality of flow guide holes and are in one-to-one correspondence communication with the plurality of flow guide holes.
In some embodiments, the second end has an opening cross-sectional area greater than a cross-sectional area of the connecting conduit.
In some embodiments, the valve is disposed at an end of the connecting duct proximate the intercooling air inlet duct.
In some embodiments, the controller is to:
detecting the output power of the power device under the condition that the valve is opened;
and controlling the valve to be closed under the condition that the output power meets a preset power condition.
In some embodiments, the controller is specifically configured to:
acquiring the change rate and the opening degree of an accelerator pedal of the vehicle under the condition that the valve is opened;
and controlling the valve to be closed under the condition that the accelerator pedal change rate and the accelerator pedal opening meet preset conditions.
In some embodiments, the controller is to:
detecting a first temperature within the vehicle when the vehicle is in an active heating mode;
and controlling the valve to be opened under the condition that the first temperature meets a first preset temperature condition.
In some embodiments, the controller is specifically configured to:
detecting the ambient temperature of the vehicle under the condition that the vehicle starts a heating mode;
detecting a first temperature in the vehicle under the condition that the ambient temperature meets a second preset temperature condition;
and controlling the valve to be opened under the condition that the first temperature meets a first preset temperature condition.
In some embodiments, the controller is further configured to:
detecting a second temperature in the vehicle after the valve is opened;
and controlling the valve to be closed under the condition that the second temperature meets a third preset temperature condition.
The beneficial effect of the vehicle of this application embodiment lies in:
the vehicle can include power device, connecting tube, valve and controller, wherein power device includes turbo charger and well cold intake pipe that communicates each other, and the first end of connecting tube communicates with well cold air-supply line, and the second end of connecting tube communicates with the passenger cabin of vehicle, and the valve sets up between first end and second end, and the controller is connected with the valve electricity for control valve opens or closes, and under the condition that the valve opened, at least part hot gas flow in the well cold air-supply line gets into in the passenger cabin through the connecting tube. Therefore, when hot air blown out by the turbocharger enters the intercooling air inlet pipe, under the condition that the valve is opened, part of the hot air can enter the passenger cabin through the communicating pipeline, so that the vehicle-mounted air conditioner can be assisted to heat air in the passenger cabin, and the heating efficiency in the vehicle is effectively improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments of the present application will be briefly described below, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a vehicle provided in an embodiment of the present application;
FIG. 2 is a schematic structural diagram of another vehicle provided in an embodiment of the present application;
FIG. 3 is a schematic structural diagram of a flow divider assembly in a vehicle provided by an embodiment of the present application;
FIG. 4 is a schematic diagram of a control principle of a controller in a vehicle according to an embodiment of the present application;
FIG. 5 is a schematic diagram of another control principle of a controller in a vehicle according to an embodiment of the present application;
fig. 6 is a schematic diagram of still another control principle of a controller in a vehicle according to an embodiment of the present application.
Detailed Description
Features and exemplary embodiments of various aspects of the present application will be described in detail below, and in order to make objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are intended to be illustrative only and are not intended to be limiting. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the present application by illustrating examples thereof.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
It is further noted that the terms "upper", "lower", "left", "right", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are for convenience of description only, and do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the patent. The terms "first", "second" and "first" are used merely for descriptive purposes and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features. The meaning of "plurality" is two or more unless specifically limited otherwise. Furthermore, the terms "horizontal", "vertical", "overhang" and the like do not imply that the components are required to be absolutely horizontal or overhang, but may be slightly inclined. For example, "horizontal" merely means that the direction is more horizontal than "vertical" and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.
It should also be noted that, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly and may for example be fixedly connected, detachably connected, or integrally connected; can be mechanically connected, and also can be electrically connected or communicated; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
In order to explain the technical solutions of the present application, the following detailed descriptions are made with reference to specific drawings and examples.
Referring to fig. 1, an embodiment of the present application provides a vehicle, which may include: the power device 1, the power device 1 includes the turbocharger 11 and the air inlet pipe 12 of the middle cold, the turbocharger 11 communicates with air inlet pipe of the middle cold; the first end of the connecting pipeline 2 is communicated with the intercooling air inlet pipe, and the second end of the connecting pipeline 2 is communicated with a passenger compartment 101 of the vehicle; a valve 3, the valve 3 being disposed between the first end and the second end; the controller is electrically connected with the valve 3 and is used for controlling the valve 3 to be opened or closed; wherein, under the condition that the valve 3 is opened, at least part of hot air flow in the intercooling air inlet pipe enters the passenger compartment 101 through the connecting pipeline 2.
As shown in fig. 1, the vehicle may be a vehicle using a turbine engine. The power device 1 may include a turbocharger 11 and a middle cooling air inlet pipe 12, wherein the turbocharger 11 may include a turbine in a turbine chamber and an impeller coaxially disposed with the turbine, and during the operation of the turbocharger 11, the turbine may be pushed by the inertia impulse of the exhaust gas discharged from the engine, and then the turbine drives the coaxial impeller, so that the impeller may compress air. Because the exhaust gas temperature of engine exhaust is very high, the heat of its exhaust gas can be along with turbine transmission when driving the impeller motion, and then makes the air temperature by the impeller compression rise, and air is at the compression in-process, and the temperature also can rise to some extent. Therefore, the turbocharger 11 can blow out high-temperature and high-pressure hot air flow, and the high-temperature and high-pressure hot air flow can flow to the intercooler through the intercooler air inlet pipe 12, and then the high-pressure air flow is sent to the engine after being cooled by the intercooler, so that the output power of the engine is ensured.
The vehicle further comprises a connecting pipeline 2, a valve 3 and a controller, wherein a first end of the connecting pipeline 2 is communicated with the intercooling air inlet pipe 12, a second end of the connecting pipeline 2 is communicated with a passenger compartment 101 of the vehicle, and the valve 3 is arranged on the communicating pipeline and is electrically connected with the controller. The controller (not shown) may be an Electronic Control Unit (ECU), and the controller may be used to Control the opening and closing of the valve 3.
When the valve 3 is opened, the intercooling inlet pipe 12 is communicated with the passenger cabin 101 through the connecting pipeline 2, and at the moment, when hot air blown out by the turbocharger 11 enters the intercooling inlet pipe, part of the hot air enters the intercooler through the intercooling inlet pipe 12, and part of the hot air can enter the passenger cabin 101 through the communicating pipeline.
It can be understood that, in the heating mode of the vehicle, the cold air flow is heated by the vehicle-mounted air conditioner and then sent into the passenger compartment 101, so that the temperature in the passenger compartment 101 rises, however, there is a time course for the temperature in the passenger compartment 101 to rise, and in the case of a low temperature, the time required for the temperature in the passenger compartment 101 to rise by means of the vehicle-mounted air conditioner is long, so that the temperature rise rate is low.
In the embodiment of the application, under the condition that the valve 3 is opened, part of hot air flow blown out by the turbocharger 11 can enter the passenger cabin 101 through the communicating pipeline, and the part of hot air flow can assist the vehicle-mounted air conditioner to heat air in the passenger cabin 101, so that the heating efficiency in the vehicle is effectively improved.
Referring to fig. 2, in some embodiments, the vehicle may further include an air conditioner 4, the air conditioner 4 is provided with an air mixing chamber 41, the air mixing chamber 41 is communicated with the second end, an air inlet 411 and an air outlet 412 of the air conditioner 4, and an air outlet 412 of the air conditioner 4 is communicated with the passenger compartment 101; wherein at least a portion of the hot air flow is mixed with the cold air flow from the air inlet 411 in the air flow mixing chamber 41.
As shown in fig. 2, the second end of the connecting duct 2 may not directly communicate with the passenger compartment 101, but may indirectly communicate with the passenger compartment 101 through the air conditioner 4. For example, the air conditioner 4 may be provided with an airflow mixing chamber 41, an intake vent 411, and an exhaust vent 412, wherein the second end of the connecting duct 2 and the intake vent 411 and the exhaust vent 412 of the air conditioner 4 may be communicated with the airflow mixing chamber 41, and the exhaust vent 412 of the air conditioner 4 may be communicated with the passenger compartment 101. A warm air core 413 can be further disposed between the air inlet 411 and the air outlet 412, and the warm air core 413 is used for heating the air flow entering the air flow mixing chamber 41.
In the embodiment of the present application, a part of the hot air flowing in from the second end and the cold air flowing in from the air inlet 411 may be mixed in the air mixing chamber 41, and the mixed hot air is heated again by the warm air core 413. And is sent into the passenger compartment 101 from the air outlet 412.
It can be understood that, the time required for heating the cold airflow to the predetermined temperature is longer than the time required for heating the hot airflow to the predetermined temperature, so in the embodiment of the present application, a portion of the hot airflow flowing in from the second end is mixed with the cold airflow flowing in from the air inlet 411 and then heated again, so as to achieve the purpose of fast heating, speed up the rate of delivering the hot airflow from the air outlet 412 to the passenger compartment 101, and further improve the temperature rising efficiency in the vehicle.
Referring to fig. 1, in some embodiments, the vehicle may further include a flow dividing assembly 5, the flow dividing assembly 5 is disposed at the second end, the flow dividing assembly 5 is provided with a plurality of flow dividing channels, and each flow dividing channel communicates the connecting pipe 2 and the passenger compartment 101; wherein at least part of the hot air flow is passed from the connecting duct 2 through a plurality of branch flow channels into the passenger compartment 101.
As shown in fig. 1, a flow dividing assembly 5 may be provided at the second end of the connecting pipe 2, and the flow dividing assembly 5 may be provided with a plurality of flow dividing passages. Partial hot air flow flowing out of the second end can be divided by the plurality of flow dividing channels and then sent into the passenger cabin 101, so that the problems that parts are damaged and the body feeling of a user in the passenger cabin 101 is poor due to the fact that high-pressure hot air flow is directly sent into the passenger cabin 101 can be effectively solved, and the safety of a vehicle and the comfort degree of the user are improved.
In some examples, as shown in fig. 2, a portion of the hot air flowing out of the second end may be divided by a plurality of branch channels and then fed into the air mixing chamber 41 of the air conditioning device 4, so that the divided hot air may be better mixed with the cold air flowing from the air inlet 411, and the heating effect of the air conditioning device 4 is ensured. Meanwhile, the damage of high-pressure hot air flow to parts in the air conditioning device 4 can be avoided.
Referring to fig. 3, in some embodiments, the flow dividing assembly 5 may include a flow guiding plate 51, the flow guiding plate 51 is disposed at the second end, and the flow guiding plate 51 is provided with a plurality of flow guiding holes 511 distributed at intervals. The high-pressure hot air can flow out from the guide holes 511, so that the aim of shunting and partial pressure is fulfilled.
In some embodiments, the flow dividing assembly 5 may further include a plurality of spraying heads respectively disposed in the plurality of guiding holes 511 and in one-to-one correspondence with the plurality of guiding holes 511. In other words, the number of the spray heads may be equal to the number of the diversion holes 511, and one spray head is correspondingly disposed at one diversion hole 511 and communicated with the diversion hole 511. Therefore, a flow dividing channel can be formed by the aid of the injection head, and the problem of hot air flow backflow can be prevented to a certain extent. In addition, under the condition that the diversion channel is communicated with the airflow mixing chamber 41 of the air conditioner 4, the injector head can enable hot airflow flowing in from the second end to be better mixed with cold airflow from the air inlet 411, and the heating effect of the air conditioner 4 is further ensured.
As shown in fig. 1 and 2, in some embodiments, the opening cross-sectional area of the second end may be larger than the cross-sectional area of the connecting duct 2. I.e. the second end of the connecting pipe 2 may be trumpet shaped to further perform a pressure dividing function.
As shown in fig. 1 and 2, in some embodiments, a valve 3 may be provided at the end of the connecting duct 2 near the intercooler air inlet duct. It can be understood that the output power of the engine and the air pressure of the air flow entering the engine, in other words, the more hot air flow flowing from the intercooler air inlet pipe 12 to the intercooler air cooler, the higher the output power of the engine, therefore, the valve 3 can be arranged at one end of the connecting pipeline 2 close to the intercooler air inlet pipe 12, so that the hot air flow can be prevented from flowing into the connecting pipeline 2 under the condition that the valve 3 is closed, and the output power of the engine can be effectively ensured.
In some embodiments, the controller may be configured to:
detecting the output power of the power device 1 under the condition that the valve 3 is opened;
and under the condition that the output power meets the preset power condition, the control valve 3 is closed.
As mentioned above, the more hot air flow from the intercooler inlet pipe 12 to the intercooler, the higher the output power of the engine. In other words, when the valve 3 is opened, a part of the hot air flow flows to the passenger compartment 101 through the connecting duct 2, and therefore, the output power of the engine is affected to some extent. For example, when the vehicle is in a driving state of overtaking, the output power of the engine needs to be increased to ensure that the vehicle can be accelerated quickly, and then the overtaking action is completed. If the output power of the engine is low due to insufficient air pressure of the air flow entering the engine, the speed cannot be increased, the driving experience of a driver can be influenced, and even safety accidents are caused.
Based on this, under the condition that the valve 3 is opened, the controller can detect the output power of the power device 1 in real time, and under the condition that the output power meets the preset power condition, for example, when the output power of the power device 1 needs to be improved in the current driving state, the controller can control the valve 3 to be closed so as to ensure that all hot air blown out by the turbocharger 11 enters the intercooler through the intercooler air inlet pipe 12 to be cooled and then is sent into the engine so as to improve the output power of the power device 1.
In some embodiments, the controller may be specifically configured to:
acquiring the change rate and the opening degree of an accelerator pedal of the vehicle under the condition that the valve 3 is opened;
and under the condition that the change rate of the accelerator pedal and the opening degree of the accelerator pedal meet preset conditions, the control valve 3 is closed.
As shown in fig. 4, whether the output power satisfies the preset power condition may be judged by the accelerator pedal change rate and the accelerator pedal opening. For example, in a case where the valve 3 is opened, the controller may acquire an accelerator pedal change rate and an accelerator pedal opening degree of the vehicle, which may be detected in real time by a sensor provided at the accelerator pedal.
Under the condition that the accelerator pedal change rate is greater than the preset change rate threshold value and the accelerator pedal opening is greater than the preset opening threshold value, the output power of the engine needs to be increased to ensure that the vehicle can be accelerated rapidly when the vehicle is in the overtaking driving state at the moment, and therefore the controller can control the valve 3 to be closed.
It is understood that the preset change rate threshold and the preset opening threshold may be set according to empirical values in combination with actual conditions, and are not limited specifically herein, for example, the preset change rate threshold may be 30%, and the preset opening threshold may be 50%.
In some embodiments, the controller may be configured to:
detecting a first temperature in the vehicle when the vehicle is in the heating mode;
in case the first temperature meets a first preset temperature condition, the control valve 3 is opened.
As shown in fig. 5, a heating mode of the vehicle may be turned on in response to a user's operation, and the controller may detect a first temperature in the vehicle when the heating mode is turned on, wherein the temperature in the vehicle may be acquired by an in-vehicle temperature sensor.
After the controller detects the first temperature in the vehicle, can match with first preset temperature condition, under the condition that first temperature satisfies first preset temperature condition, the controller can control valve 3 and open.
The first preset temperature condition may be that the first temperature is lower than a preset first temperature threshold, and the preset first temperature threshold may be set according to an empirical value in combination with an actual situation, which is not specifically limited herein, for example, the preset first temperature threshold may be 24 ℃.
For example, if the first temperature is lower than 24 ℃, the controller may control the valve 3 to open, which may be considered as a low temperature in the vehicle. If the first temperature is greater than or equal to 24 ℃, the controller may control the valve 3 to remain closed.
It is understood that in some examples, the valve 3 is in the closed state when the first temperature is greater than or equal to 24 ℃, but the on-board air conditioner may remain in the open state. In other examples, the vehicle air conditioner may also be controlled to be turned off, and is not particularly limited herein.
Like this, the controller can combine the first temperature in the vehicle to come whether control valve 3 opens, can avoid opening the wasting of resources that valve 3 caused under the higher condition of temperature in the vehicle, can guarantee the power of vehicle in addition, improves security and user experience of vehicle driving in-process.
In some embodiments, the controller may be specifically configured to:
detecting the ambient temperature of the vehicle under the condition that the heating mode of the vehicle is started;
detecting a first temperature in the vehicle under the condition that the ambient temperature meets a second preset temperature condition;
in case the first temperature meets a first preset temperature condition, the control valve 3 is opened.
As shown in fig. 6, in the embodiment of the present application, before the first temperature in the vehicle is detected, the ambient temperature in which the vehicle is located may also be detected. For example, when the vehicle starts the heating mode, the controller may first detect an ambient temperature of the vehicle, where the ambient temperature may be collected by an ambient temperature sensor.
After the controller detects the ambient temperature of the detected vehicle, the controller can be matched with a second preset temperature condition, and under the condition that the ambient temperature meets the second preset temperature condition, the controller can detect the first temperature in the vehicle.
The second preset temperature condition may be that the ambient temperature is lower than a preset second temperature threshold, and the preset second temperature threshold may be set according to an empirical value in combination with an actual situation, which is not specifically limited herein, for example, the preset second temperature threshold may be 15 ℃.
For example, if the ambient temperature is less than 15 ℃, it may be considered that the ambient temperature is low at this time, and a user in the vehicle really has a heating demand, and at this time, the controller may detect the first temperature in the vehicle, and control the valve 3 to open when the first temperature meets the first preset temperature condition. If the ambient temperature is greater than or equal to 15 ℃, the user may be considered to be a malfunction, and the controller may control the valve 3 to remain closed.
It will be appreciated that in some examples, the valve 3 remains closed when the ambient temperature is greater than or equal to 15 ℃, but the on-board air conditioner may be controlled to open. In other examples, it may also be considered that the user in the vehicle does not need heating at this time, and the on-board air conditioner is controlled to be turned off, which is not specifically limited herein.
Therefore, the controller can control whether the valve 3 is opened or not by combining the ambient temperature of the vehicle and the first temperature in the vehicle, so that resource waste can be further avoided, and the safety and the user experience in the driving process of the vehicle are improved.
In some embodiments, the controller is further configured to:
detecting a second temperature in the vehicle after the valve 3 is opened;
in case the second temperature meets a third preset temperature condition, the control valve 3 is closed.
It can be understood that, with the heating mode being turned on, the temperature in the passenger compartment 101 gradually rises, and when a certain temperature is reached, the comfort of the user gradually deteriorates, and an excessively high temperature easily causes fatigue of the user, and even causes a safety accident.
Based on this, as shown in fig. 5 and fig. 6, after the controller controls the valve 3 to be opened, the controller may further detect the second temperature in the vehicle after the valve 3 is opened in real time, where the second temperature in the vehicle after the valve 3 is opened may also be acquired by an in-vehicle temperature sensor.
After the controller detects the second temperature in the vehicle after the valve 3 is opened, the controller can be matched with a third preset temperature condition, and under the condition that the second temperature meets the third preset temperature condition, the controller can control the valve 3 to be closed.
The third preset temperature condition may be that the second temperature is greater than a preset third temperature threshold, and the preset third temperature threshold may be set according to an empirical value in combination with an actual situation, and is not specifically limited herein, for example, the preset third temperature threshold may be 28 ℃.
For example, if the second temperature is higher than 28 ℃, the controller may control the valve 3 to close, which may be considered as a high temperature in the vehicle. If the second temperature is less than or equal to 28 ℃, the controller may control the valve 3 to remain open.
It will be appreciated that in some examples, the controller controls the valve 3 to close when the second temperature is greater than 28 ℃, but the on-board air conditioner may remain open. In other examples, the vehicle air conditioner may also be controlled to be turned off, and is not particularly limited herein.
Therefore, the controller can also control whether the valve 3 is closed or not by combining with the second temperature in the vehicle after the valve 3 is opened, so that the resource waste is further avoided, and the safety and the user comfort degree in the vehicle driving process are improved.
The principles and embodiments of the present application are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts of the present application. It should be noted that there are no specific structures in the above description, and it will be apparent to those skilled in the art that various modifications, decorations, or changes can be made without departing from the principle of the present application, and the technical features can be combined in a suitable manner; such modifications, variations, combinations, or adaptations of the invention in other contexts without modification may be viewed as within the scope of the present application.
Claims (12)
1. A vehicle, characterized by comprising:
the power device comprises a turbocharger and a middle-cooling air inlet pipe, and the turbocharger is communicated with the middle-cooling air inlet pipe;
a first end of the connecting pipeline is communicated with the intercooling air inlet pipe, and a second end of the connecting pipeline is communicated with a passenger compartment of the vehicle;
a valve disposed between the first end and the second end;
the controller is electrically connected with the valve and is used for controlling the valve to be opened or closed;
when the valve is opened, at least part of hot air flow in the intercooling air inlet pipe enters the passenger compartment through the connecting pipeline.
2. The vehicle of claim 1, further comprising:
the air conditioning device is provided with an air flow mixing cavity, the air flow mixing cavity is communicated with the second end, an air inlet and an air outlet of the air conditioning device, and the air outlet of the air conditioning device is communicated with the passenger compartment;
wherein, at least part of the hot air flow is mixed with the cold air flow of the air inlet in the air flow mixing cavity.
3. The vehicle of claim 1, further comprising a flow diversion assembly disposed at the second end, the flow diversion assembly being provided with a plurality of flow diversion channels, and each of the flow diversion channels communicating the connecting duct and the passenger compartment;
wherein the at least part of the hot gas flow enters the passenger compartment through the plurality of diversion channels by the connecting duct.
4. The vehicle of claim 3, wherein the flow diversion assembly comprises a baffle disposed at the second end, the baffle defining a plurality of baffle apertures spaced apart.
5. The vehicle of claim 4, wherein the flow diversion assembly further comprises a plurality of spray heads respectively disposed in the plurality of flow guide holes in one-to-one communication with the plurality of flow guide holes.
6. The vehicle of claim 1, characterized in that the second end has an opening cross-sectional area greater than a cross-sectional area of the connecting duct.
7. The vehicle of claim 1, characterized in that the valve is disposed at an end of the connecting duct near the intercooler air duct.
8. The vehicle of any of claims 1 or 7, characterized in that the controller is to:
detecting the output power of the power device under the condition that the valve is opened;
and controlling the valve to be closed under the condition that the output power meets a preset power condition.
9. The vehicle of claim 8, wherein the controller is specifically configured to:
acquiring the change rate and the opening degree of an accelerator pedal of the vehicle under the condition that the valve is opened;
and controlling the valve to be closed under the condition that the accelerator pedal change rate and the accelerator pedal opening meet preset conditions.
10. The vehicle of any of claims 1 or 7, characterized in that the controller is to:
detecting a first temperature within the vehicle when the vehicle is in an active heating mode;
and controlling the valve to be opened under the condition that the first temperature meets a first preset temperature condition.
11. The vehicle of claim 10, wherein the controller is specifically configured to:
detecting the ambient temperature of the vehicle under the condition that the vehicle starts a heating mode;
detecting a first temperature in the vehicle under the condition that the ambient temperature meets a second preset temperature condition;
and controlling the valve to be opened under the condition that the first temperature meets a first preset temperature condition.
12. The vehicle of claim 10, wherein the controller is further configured to:
detecting a second temperature in the vehicle after the valve is opened;
and controlling the valve to be closed under the condition that the second temperature meets a third preset temperature condition.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111655936.4A CN114179591A (en) | 2021-12-30 | 2021-12-30 | Vehicle with a steering wheel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111655936.4A CN114179591A (en) | 2021-12-30 | 2021-12-30 | Vehicle with a steering wheel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114179591A true CN114179591A (en) | 2022-03-15 |
Family
ID=80545348
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111655936.4A Pending CN114179591A (en) | 2021-12-30 | 2021-12-30 | Vehicle with a steering wheel |
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| Country | Link |
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| CN (1) | CN114179591A (en) |
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