CN217396159U - Heat radiation system and vehicle of heating subassembly - Google Patents

Abstract

The utility model discloses a heating assembly's cooling system and vehicle. This heat dissipation system of heating subassembly includes: the first cavity is provided with a first mounting cavity for mounting a heating component; and the air inlet of the heat dissipation air duct is communicated with the air outlet of an air conditioning system of the vehicle, and the air outlet of the heat dissipation air duct is communicated with the first installation cavity. According to the utility model discloses heating assembly's cooling system, air intake through the wind channel that will dispel the heat and air conditioning system's of vehicle air outlet intercommunication, heat dissipation wind channel's air outlet and first installation cavity intercommunication, so that air conditioning system can blow in cold wind to first installation cavity, be favorable to reducing the electrical components in the first installation cavity and the ambient temperature who heats the subassembly, thereby be favorable to avoiding first installation cavity high temperature to lead to heating the subassembly, electrical components damages or can not normally work, can also improve user's driving experience.

Description

Heat radiation system and vehicle of heating subassembly

Technical Field

The utility model relates to an automotive filed particularly, relates to a cooling system and vehicle of heating subassembly.

Background

In the related art, heat energy is discharged into the sub-dashboard through the heat exchange mechanism during the operation of the heating assembly, which may cause an increase in the ambient temperature inside the sub-dashboard over time, thereby possibly causing problems such as damage to the electric appliances inside the sub-dashboard or a crash.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a cooling system of heating subassembly is favorable to avoiding first installation intracavity high temperature to lead to heating subassembly, electrical components to damage or can not normally work, can also improve user's driving and experience.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a heat dissipation system for a heating assembly, comprising: the first cavity is provided with a first mounting cavity for mounting a heating component; and the air inlet of the heat dissipation air duct is communicated with the air outlet of an air conditioning system of the vehicle, and the air outlet of the heat dissipation air duct is communicated with the first installation cavity.

According to the utility model discloses a some embodiments, the cooling system of heating subassembly still includes: a first temperature sensor for detecting a temperature within the first mounting cavity; a second temperature sensor for detecting a temperature outside the first mounting cavity; the heat dissipation air duct is arranged to blow air to the first installation cavity when the detected temperature difference between the first temperature sensor and the second temperature sensor is greater than or equal to a first preset temperature, and stop blowing air when the detected temperature difference is less than or equal to a second preset temperature.

According to some embodiments of the present invention, the heat dissipation system of the heating assembly further comprises: the heat exchanger is arranged in the first mounting cavity and used for heat dissipation of the heating assembly, and the air outlet of the heat dissipation air channel faces to the heat dissipation end of the heat exchanger.

According to the utility model discloses a some embodiments, heat dissipation wind channel structure as an organic whole, perhaps including a plurality of wind channels that link to each other in proper order.

According to the utility model discloses a some embodiments, the cooling system of subassembly still including locating the second cavity of first cavity one side heats the wind channel and includes: the first air duct is arranged in the second cavity, and an air inlet of the first air duct is communicated with an air outlet of the air conditioning system; the second air duct is arranged in the first cavity, an air inlet of the second air duct is suitable for being communicated with an air outlet of the first air duct, and an air outlet of the second air duct is communicated with the first installation cavity; and the sealing element is arranged on the first air duct or the second air duct and is used for sealing a gap between the first air duct and the second air duct.

In some embodiments, the first chamber is movable relative to the second chamber to separate or connect the first air duct and the second air duct, and the first chamber is disposed close to the second chamber to connect the first air duct and the second air duct when a temperature difference between the first chamber and the second chamber is greater than or equal to a first preset temperature.

In some embodiments, a control valve is disposed at least one of the air outlet of the first air duct and the air inlet of the second air duct, and the control valve has an open state and a closed state.

In some embodiments, the control valve includes a plurality of air guide blades, each of the air guide blades is rotatably disposed at an air outlet of the first air duct or an air inlet of the second air duct around a first direction, the plurality of air guide blades are arranged along a second direction, the first direction is perpendicular to the second direction, the plurality of air guide blades are sequentially spliced when the control valve is in the closed state, and the plurality of air guide blades are separated from each other when the control valve is in the open state; or, the control valve includes a baffle, the baffle has a shielding region and a through hole region, the baffle is rotatably arranged at the air outlet of the first air duct or the air inlet of the second air duct, the control valve is in the closed state, the shielding region is opposite to the air outlet of the first air duct or the air inlet of the second air duct, and the control valve is in the open state, the through hole region is opposite to the air outlet of the first air duct or the air inlet of the second air duct.

In some embodiments, the air outlet of the first air duct is provided with a mounting part, the air inlet of the second air duct is provided with the sealing part, and the control valve comprises an air guide blade which is rotatably mounted on the mounting part; the air guide blade rotates to the opening state, and the mounting part moves towards the second air channel to abut against the sealing part; the air guide blade rotates to the closed state, and the installation part is far away from the second air channel to move.

Compared with the prior art, the cooling system of heating assembly has the following advantages:

according to the utility model discloses heating assembly's cooling system, air intake through the wind channel that will dispel the heat and air conditioning system's of vehicle air outlet intercommunication, heat dissipation wind channel's air outlet and first installation cavity intercommunication, so that air conditioning system can blow in cold wind to first installation cavity, be favorable to reducing the electrical components in the first installation cavity and the ambient temperature who heats the subassembly, thereby be favorable to avoiding first installation cavity high temperature to lead to heating the subassembly, electrical components damages or can not normally work, can also improve user's driving experience.

Another object of the utility model is to provide a vehicle, include air conditioning system, heat the subassembly and according to the utility model discloses the cooling system of the subassembly that heats, it is on-vehicle refrigerator to heat the subassembly, first cavity is the header board body, it locates to heat the subassembly this internally to add the header board, the heat dissipation wind channel with air conditioning system links to each other.

Compared with the prior art, the vehicle have the advantage the same with the cooling system who heats the subassembly, here is no longer repeated.

Drawings

The accompanying drawings, which form a part of the present disclosure, are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and together with the description serve to explain the present disclosure.

In the drawings:

fig. 1 is a schematic structural diagram of a heat dissipation system of a heating assembly according to an embodiment of the present invention, in which a heat dissipation air duct is an integral air duct structure, and a first cavity cannot move relative to a second cavity;

fig. 2 is a schematic structural diagram of a heat dissipation system of a heating assembly according to an embodiment of the present invention, in which the heat dissipation air channels are a plurality of air channels connected in sequence, and the first cavity is capable of moving relative to the second cavity;

FIG. 3 is an enlarged view of the structure of FIG. 2 at circle A;

FIG. 4 is an enlarged view of the structure of FIG. 2 at circle B;

fig. 5 is a schematic structural view of a control valve in a closed state according to an embodiment of the present invention, wherein the control valve is a wind-guiding blade, and the control valve is disposed at the first air outlet;

fig. 6 is an assembly view of the wind guide blade and the mounting portion according to the embodiment of the present invention;

fig. 7 is a schematic structural view of the control valve in an open state according to an embodiment of the present invention, wherein the control valve is a wind-guiding blade, and the control valve is disposed at the first air outlet;

fig. 8 is a schematic structural diagram of a control valve in a closed state according to an embodiment of the present invention, wherein the control valve is disposed at the first air duct outlet and the second air duct inlet;

fig. 9 is a schematic diagram of a control valve in an open state and a closed state according to an embodiment of the present invention, wherein the control valve is a flapper.

Description of reference numerals:

a heat dissipation system 100;

a heating unit 10;

a first cavity 20; a first mounting cavity 21;

a second cavity 30; the second mounting cavity 31;

a heat dissipation air duct 40; a first air duct 41; a mounting portion 411; a second air duct 42; a seal 43; a control valve 44; a wind guide blade 441; a baffle 442; an on-off valve 45;

a first temperature sensor 50;

a second temperature sensor 60;

a heat exchanger 70;

an air conditioning system 80;

a slide rail 90.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

The present invention will be described in detail with reference to fig. 1 to 9 in conjunction with embodiments.

Referring to fig. 1-2, a heat dissipation system 100 of a heating assembly 10 according to an embodiment of the present invention includes a first cavity 20 and a heat dissipation duct 40.

Wherein the first cavity 20 has a first mounting cavity 21 for mounting the heating module 10. The air inlet of the air duct 40 is used to communicate with the air outlet of the air conditioning system 80 of the vehicle, and the air outlet of the air duct 40 communicates with the first installation cavity 21.

It should be noted that the heating assembly 10 refers to a component which generates and releases heat during operation. For example, in some embodiments where the first cavity 20 is a sub-dashboard, the heating assembly 10 may be an on-board refrigerator, a microwave oven, or the like.

Specifically, the heating module 10 exchanges heat with the first installation cavity 21 during the cooling process, and discharges heat energy to the first installation cavity 21 to increase the temperature in the cavity.

When the temperature in the cavity of the first installation cavity 21 rises to a certain degree, the air conditioning system 80 can start a refrigeration mode (for example, the refrigeration mode is automatically started), cold air is generated, the cold air can be blown into the air inlet of the heat dissipation air duct 40 from the air outlet of the air conditioning system 80, and flows through the heat dissipation air duct 40, and then is blown into the first installation cavity 21 from the air outlet of the heat dissipation air duct 40, so as to cool the first installation cavity 21, thereby being beneficial to reducing the environmental temperature of the electrical components in the first installation cavity 21, avoiding the damage or abnormal operation of the electrical components caused by the overhigh temperature in the cavity, especially the electrical components near the heat exchange area where the heating component 10 exchanges heat with the first installation cavity 21, being beneficial to improving the heat dissipation effect of the heating component 10, reducing the power consumption of the heating component 10, and improving the use safety. And moreover, the temperature of the cab is prevented from being increased due to the fact that the electrical components are used in a high-temperature environment for a long time, and therefore the driving experience of a user is improved.

Further, when the temperature in the first installation chamber 21 drops to a certain level, the air conditioning system 80 may be stopped (e.g., automatically stopped).

According to the utility model discloses heating assembly 10's cooling system 100, air intake through will dispel the heat wind channel 40 and the air conditioning system 80's of vehicle air outlet intercommunication, dispel the heat wind channel 40's air outlet and first installation cavity 21 intercommunication, so that air conditioning system 80 can blow in cold wind to first installation cavity 21, be favorable to reducing electrical components in the first installation cavity 21 and heating assembly 10's ambient temperature, thereby be favorable to avoiding the temperature too high heating assembly 10 that leads to in the first installation cavity 21, electrical components damages or can not normally work, can also improve user's driving experience.

According to some embodiments of the present invention, as shown in fig. 1 and 2, the heat dissipation system 100 of the heating assembly 10 further includes: a first temperature sensor 50 and a second temperature sensor 60.

Wherein the first temperature sensor 50 is used for detecting the temperature in the first mounting cavity 21. The second temperature sensor 60 is used to detect the temperature outside the first mounting chamber 21, and may detect the temperature in the cabin, for example. The heat dissipation air duct 40 is configured to blow air to the first installation cavity 21 when a detected temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is greater than or equal to a first preset temperature, and stop blowing air when the detected temperature difference is less than or equal to a second preset temperature.

Specifically, when the heating module 10 is not in operation, the temperature inside the first housing 21 is substantially equal to the temperature outside the first housing 21. When the heating assembly 10 is used for cooling, heat energy is discharged to the first installation cavity 21, so that the temperature of the first installation cavity 21 is continuously increased, and the temperature difference between the inside of the first installation cavity 21 and the outside of the first installation cavity 21 is also continuously increased, so that the temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is continuously increased. When the temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is greater than or equal to the first preset temperature, the ambient temperature of the electrical components in the first installation cavity 21 is too high, which may easily cause damage to the electrical components or malfunction of the electrical components.

Therefore, in the present application, the heat dissipation air duct 40 is set to blow to the first installation cavity 21 when the detected temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is greater than or equal to the first preset temperature, so as to reduce the temperature in the first installation cavity 21, and effectively avoid the damage of the electrical components or the abnormal operation.

In the process of cooling the first mounting cavity 21, the detected temperature difference between the first temperature sensor 50 and the second temperature sensor 60 decreases. When the detected temperature difference is less than or equal to the second preset temperature, the temperature in the first mounting cavity 21 reaches a state that the heating assembly 10 and the electrical components work properly.

Therefore, the heat dissipation air duct 40 is configured to stop blowing air to the first installation cavity 21 when the detected temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is less than or equal to the second preset temperature, so as to ensure that the heating assembly 10 and the electrical components can work normally, and simultaneously, the energy consumption of the air conditioning system 80 can be reduced.

The utility model discloses an in the embodiment, the air-out state of the air outlet department of heat dissipation wind channel 40 can be through air conditioning system 80's operating condition decision, also can be through the on-state decision of heat dissipation wind channel 40.

For example, according to some embodiments of the present invention, as shown in fig. 1, fig. 2 and fig. 4, an on-off valve 45 is disposed in the heat dissipation air duct 40, and the on-off valve 45 is used for controlling the on-state of the heat dissipation air duct 40.

Specifically, when the air conditioning system 80 is not required to cool the first installation cavity 21, the on-off valve 45 is closed, so that the air conditioning system 80 cannot blow air to the first installation cavity 21 through the cooling air duct 40, but the air conditioning system 80 may stop working in this state, or may still work for cooling other areas of the vehicle. And when the temperature in first installation cavity 21 rises to a certain degree, and air conditioning system 80 is required to cool first installation cavity 21, on-off valve 45 is opened and air conditioning system 80 works, so that cold air blown out by air conditioning system 80 can be blown into first installation cavity 21 through heat dissipation air duct 40, and first installation cavity 21 is cooled.

For example, in some embodiments including the first temperature sensor 50 and the second temperature sensor 60, as shown in fig. 1 and 2, when the detected temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is greater than or equal to the first preset temperature, the on-off valve 45 is opened and the air conditioning system 80 is operated, so that the cool air blown by the air conditioning system 80 can be blown into the first installation cavity 21 through the cooling air duct 40, thereby cooling the first installation cavity 21.

When the temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is less than or equal to the second preset temperature, the on-off valve 45 is closed, so that the air conditioning system 80 cannot blow air to the first installation cavity 21 through the cooling air duct 40, but the air conditioning system 80 may stop working in this state, or still work for cooling other areas of the vehicle. .

According to some embodiments of the present invention, as shown in fig. 1 and 2, the heat dissipation system 100 of the heating assembly 10 further includes: and the heat exchanger 70 is arranged in the first mounting cavity 21, the heat exchanger 70 is used for dissipating heat of the heating assembly 10, and the air outlet of the heat-dissipating air duct 40 faces to the heat-dissipating end of the heat exchanger 70.

Specifically, the heat exchanger 70 is mainly used for exchanging heat between the heating module 10 and the first installation cavity 21 so as to discharge heat energy generated by the operation of the heating module 10 to the first installation cavity 21 outside the heating module 10, thereby improving the cooling efficiency of the heating module 10. In this process, the heat exchanger 70, as a heat source, radiates heat to the first installation chamber 21, so that the temperature in the first installation chamber 21 is increased.

This application is through the heat dissipation end towards heat exchanger 70 with the air outlet in heat dissipation wind channel 40 to the cold wind that makes air conditioning system 80 blow in heat dissipation wind channel 40 can directly blow to heat exchanger 70's heat dissipation end, that is to say air conditioning system 80 can directly cool down the heat source, is favorable to reducing heat exchanger 70's temperature fast, improves and heats subassembly 10 radiating efficiency.

According to some embodiments of the present invention, as shown in fig. 1 and fig. 2, the heat dissipation air duct 40 may be an integrated air duct structure or include a plurality of air ducts connected in sequence.

Specifically, the heat dissipation air duct 40 may be an integrated air duct structure. The integrated air duct structure is manufactured by adopting an integrated forming process, subsequent connection is not needed, the processing procedure is simplified, and the production efficiency is favorably improved. Moreover, the air tightness of the integrated air duct structure is better, which is beneficial to ensuring that the cold air blown into the heat dissipation air duct 40 by the air conditioning system 80 can be blown to the first installation cavity 21.

The heat dissipation air duct 40 may also include a plurality of air ducts connected in sequence, which are convenient to install and can adapt to a complex installation environment.

For example, in some embodiments, as shown in fig. 2 and 3, the heat dissipation system 100 of the heating assembly 10 further includes a second cavity 30 disposed on one side of the first cavity 20, for example, the second cavity 30 is disposed on the front side of the first cavity 20. The heat dissipation air duct 40 includes: a first air duct 41, a second air duct 42, and a sealing member 43.

The first air duct 41 is disposed in the second cavity 30, and an air inlet of the first air duct 41 is communicated with an air outlet of the air conditioning system 80. The second air duct 42 is disposed in the first cavity 20, an air inlet of the second air duct 42 is communicated with an air outlet of the first air duct 41, and an air outlet of the second air duct 42 is communicated with the first mounting cavity 21. Therefore, when the first installation cavity 21 needs to be cooled, cold air blown out by the air conditioning system 80 can be blown into the first installation cavity 21 through the first air duct 41 and the second air duct 42 to cool the first installation cavity 21.

In addition, the sealing member 43 is disposed on the first air duct 41 or the second air duct 42, and the sealing member 43 is used for sealing a gap between the first air duct 41 and the second air duct 42, so as to improve the air tightness at the joint of the first air duct 41 and the second air duct 42, and ensure that the cold air blown into the first air duct 41 by the air conditioning system 80 can be blown into the first installation cavity 21.

In some embodiments, as shown in fig. 2, the first chamber 20 is movable relative to the second chamber 30 to separate or connect the first air duct 41 and the second air duct 42, and the first chamber 20 is disposed close to the second chamber 30 when the temperature difference between the inside of the first chamber 20 and the inside of the second chamber 30 is greater than or equal to the first preset temperature, so as to connect the first air duct 41 and the second air duct 42.

Specifically, the first cavity 20 is movable relative to the second cavity 30 so that the occupant can operate the first cavity 20, such as to pick and place food from the heating assembly 10, which is beneficial to improving the occupant's riding experience and the high-level feeling of vehicle use. In some embodiments, as shown in fig. 2, a slide rail 90 is further disposed below the first cavity 20 to enable the first cavity 20 to move relative to the second cavity 30.

The first air duct 41 is attached to the second chamber 30, and the second air duct 42 is attached to the first chamber 20. When the first chamber 20 is separated from the second chamber 30, the first air duct 41 is separated from the second air duct 42, and the air conditioning system 80 cannot blow air to the first installation chamber 21 through the heat dissipation air duct 40. When the first cavity 20 and the second cavity 30 are in contact fit, the first air duct 41 and the second air duct 42 are connected together, and the air conditioning system 80 can blow air to the first installation cavity 21 through the heat dissipation air duct 40.

In addition, when the temperature difference between the inside of the first cavity 20 and the inside of the second cavity 30 is greater than or equal to the first preset temperature, the first cavity 20 is close to the second cavity 30 until the first cavity 20 and the second cavity 30 are in contact fit with each other, so that the first air duct 41 is connected with the second air duct 42. At this time, the air conditioning system 80 automatically starts the cooling mode, and the blown cold air is blown into the first installation cavity 21 through the first air duct 41 and the second air duct 42 to cool the first installation cavity 21. Therefore, the heat dissipation system 100 can automatically control whether to dissipate heat of the first installation cavity 21 according to the temperature difference, manual control of a user is not needed, and the cooling effect is more timely.

For example, in some embodiments, the heat dissipation system 100 includes a controller, a first temperature sensor 50 and a second temperature sensor 60, the first temperature sensor 50, the second temperature sensor 60 and the air conditioning system 80 are all connected to the controller in a communication manner to receive the temperature detection results of the first temperature sensor 50 and the second temperature sensor 60, and automatically control whether the first cavity 20 moves towards the second cavity 30 according to the temperature detection results, and when the first cavity 20 moves close to the second cavity 30 to connect the first air duct 41 with the second air duct 42, the controller controls the air conditioning system 80 to cool and blow cold air into the first installation cavity 21 through the heat dissipation air duct 40.

It should be noted that, when the first cavity 20 is movable relative to the second cavity 30, the first cavity 20 and the second cavity 30 may be two cavities independent from each other, and the interiors of the two cavities are not communicated when they are in contact fit, that is, the equal temperatures in the first cavity 20 and the second cavity 30 are not necessarily the same.

In some embodiments including first temperature sensor 50, second temperature sensor 60, and on-off valve 45, as shown in fig. 2, first temperature sensor 50 is disposed inside first mounting chamber 21 to sense the temperature within first mounting chamber 21. The second temperature sensor 60 is provided inside the second chamber 30 or on the outer surface of the second chamber 30 to detect the temperature inside the second chamber 30 or in the cabin. The temperature inside the second chamber 30 is substantially the same as the temperature inside the cabin.

When the temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is greater than or equal to the first preset temperature, if the first cavity 20 and the second cavity 30 are in a separated state, the first cavity 20 will approach the second cavity 30 until contacting and matching, so that the first air duct 41 and the second air duct 42 are connected together. At this time, the on-off valve 45 is opened so that the air conditioning system 80 can blow air to the first installation cavity 21 to cool the first installation cavity 21.

When the detected temperature difference between the first temperature sensor 50 and the second temperature sensor 60 is less than or equal to the second preset temperature, the on-off valve 45 is closed to stop blowing air into the first mounting cavity 21.

In some embodiments, as shown in fig. 5-8, at least one of the air outlet of the first air duct 41 and the air inlet of the second air duct 42 is provided with a control valve 44, and the control valve 44 has an open state and a closed state.

Specifically, when the first cavity 20 and the second cavity 30 are in the separated state, the air outlet of the first air duct 41 and the air inlet of the second air duct 42 are both in the exposed state, which affects the overall aesthetic property of the cockpit. In the present application, the control valve 44 is disposed at least one of the air outlet of the first air duct 41 and the air inlet of the second air duct 42, so that when the first cavity 20 and the second cavity 30 are separated, the control valve 44 is adjusted to a closed state, thereby at least one of the air outlet of the first air duct 41 and the air inlet of the second air duct 42 can be closed.

On one hand, at least one of the air outlet of the first air duct 41 and the air inlet of the second air duct 42 can be prevented from being exposed; on the other hand, it is advantageous to prevent dust or small objects from entering the first air duct 41 or the second air duct 42.

In some embodiments, as shown in fig. 2, 5 and 7, the control valve 44 and the on-off valve 45 may be the same valve. When the first chamber 20 moves to contact and cooperate with the second chamber 30 and it is necessary to blow air into the first installation chamber 21, the control valve 44 is adjusted to an open state so that the cool air blown from the air conditioning system 80 can be smoothly blown into the first installation chamber 21 through the first air duct 41 and the second air duct 42. When it is not necessary to blow air to the first installation chamber 21, the control valve 44 is adjusted to the closed state.

In other embodiments, as shown in fig. 2, 5 and 7, the control valve 44 and the on-off valve 45 may be different valves. When the first chamber 20 is moved into contact engagement with the second chamber 30, the control valve 44 is set to the open position, irrespective of whether air is to be blown into the first chamber 21; when it is desired to blow air into the first installation chamber 21, the on-off valve 45 is opened again. In addition, when the first and second chambers 20 and 30 are separated, the control valve 44 is adjusted to a closed state; when it is not necessary to blow air to the first installation chamber 21, the on-off valve is closed.

In some embodiments, as shown in fig. 5 to 7, the control valve 44 includes a plurality of wind-guiding blades 441, each wind-guiding blade 441 is rotatably disposed around a first direction at the air outlet of the first wind channel 41 or the air inlet of the second wind channel 42, and the plurality of wind-guiding blades 441 are arranged along a second direction. And the first direction and the second direction are perpendicular. Further, when the control valve 44 is in the closed state, the plurality of air guide blades 441 are sequentially joined, and when the control valve 44 is in the open state, the plurality of air guide blades 441 are separated from each other.

For example, the air outlet of the first air duct 41 may face rearward, the air inlet of the second air duct 42 may face forward, the first direction is a left-right direction of the vehicle body, and the second direction is an up-down direction of the vehicle body. When the first cavity 20 and the second cavity 30 are separated, the plurality of air guiding blades 441 of the control valve 44 may rotate around the first direction, so that the plurality of air guiding blades 441 are sequentially spliced in the second direction, and the control valve 44 is in a closed state to close the air outlet of the first air duct 41 or the air inlet of the second air duct 42. When the first cavity 20 is in contact with and engaged with the second cavity 30, the plurality of air guiding blades 441 of the control valve 44 may rotate in the first direction, so that the plurality of air guiding blades 441 are separated from each other, and the control valve 44 is in an open state to communicate the air outlet of the first air duct 41 with the air inlet of the second air duct 42.

In some embodiments, as shown in fig. 8 and 9, the control valve 44 includes a baffle 442, the baffle 442 has a shielding region and a through hole region, and the baffle 442 is rotatably disposed at the air outlet of the first air duct 41 or the air inlet of the second air duct 42. When the control valve 44 is in the closed state, the shielding area is opposite to the air outlet of the first air duct 41 or the air inlet of the second air duct 42, and when the control valve 44 is in the open state, the through hole area is opposite to the air outlet of the first air duct 41 or the air inlet of the second air duct 42.

It should be noted that the baffle 442 shown by a solid line in fig. 9 indicates that the through hole area is opposite to the air outlet of the first air duct 41 or the air inlet of the second air duct 42 when the control valve 44 is in the open state. The baffle 442 shown by a dotted line indicates that the control valve 44 is in a closed state and the shielding area is opposite to the outlet of the first air duct 41 or the inlet of the second air duct 42.

Specifically, when the first cavity 20 and the second cavity 30 are separated, the baffle 442 may rotate to enable the shielding region of the baffle 442 to be opposite to the air outlet of the first air duct 41 or the air inlet of the second air duct 42, so that the control valve 44 is in a closed state to close the air outlet of the first air duct 41 or the air inlet of the second air duct 42. When the first chamber 20 is in contact with and engaged with the second chamber 30, the baffle 442 may rotate to enable the through hole area of the baffle 442 to be opposite to the air outlet of the first air duct 41 or the air inlet of the second air duct 42, so that the control valve 44 is in an open state to communicate the air outlet of the first air duct 41 and the air inlet of the second air duct 42.

It should be noted that the structure of the control valve 44 includes, but is not limited to, only the requirement of being able to open and close the air outlet of the first air duct 41 or the air inlet of the second air duct 42 is required. In addition, in the embodiment where the control valves 44 are disposed at the air outlet of the first air duct 41 and the air inlet of the second air duct 42, the two control valves 44 may have the same structure or different structures.

In some embodiments, as shown in fig. 5-9, the air outlet of the first air duct 41 is provided with a mounting portion 411, and the air inlet of the second air duct 42 is provided with a sealing member 43. The control valve 44 includes a guide blade 441, and the guide blade 441 is rotatably mounted to the mounting portion 411. The air guide blade 441 is rotated to the open state, and the mounting portion 411 moves toward the second air passage 42 to abut against the sealing member 43. The air guide blade 441 rotates to the closed state, and the mounting portion 411 moves away from the second air duct 42.

Specifically, the mounting portion 411 has a mounting hole to which the air guide blade 441 is mounted, and the mounting portion 411 and the air guide blade 441 are engaged with each other through a hole and a shaft by inserting the rotating shaft of the air guide blade 441 into the mounting hole. The control valve 44 is opened and closed by the rotation of the air guide blade 441.

When it is necessary to blow air to the first installation cavity 21, the first cavity 20 and the second cavity 30 are in contact fit to enable the first air duct 41 and the second air duct 42 to be connected. At this time, the air guide blade 441 is rotated to the open state, and the mounting portion 411 moves toward the second air passage 42 so as to abut against the seal 43. On one hand, cold air blown out by the air conditioning system 80 can be blown into the first installation cavity 21 through the first air duct 41 and the second air duct 42; on the other hand, it is beneficial to improve the sealing performance at the joint of the first air duct 41 and the second air duct 42.

When air does not need to be blown into the first mounting cavity 21 or the first cavity 20 is separated from the second cavity 30, the air guiding blade 441 rotates to the closed state, the mounting portion 411 moves away from the second air duct 42 to close the air outlet of the first air duct 41, and the control valve 44 can be reduced or prevented from extending out of the first air duct 41, so that the control valve 44 is prevented from being damaged by touch.

According to the utility model discloses vehicle of on the other hand embodiment, include air conditioning system 80, heat the subassembly 10 and according to the utility model discloses the cooling system 100 of the subassembly 10 that heats, the subassembly 10 that heats can be vehicle-mounted refrigerator, and first cavity 20 can be vice instrument board body, and it is originally internal that the subassembly 10 that heats locates vice instrument board, and the cooling air duct 40 links to each other with air conditioning system 80.

In some embodiments, as shown in fig. 1 and 2, the first cavity 20 may be a sub-dash body and the second cavity 30 may be an dash body. The first chamber 20 has a first mounting cavity 21 and the second chamber 30 has a second mounting cavity 31. The first mounting cavity 21 and the second mounting cavity 22 may be completely isolated or may be communicated with each other. For example, in some embodiments in which the first chamber 20 is movable relative to the second chamber 30, as shown in FIG. 2, the first mounting cavity 21 and the second mounting cavity 31 are completely isolated.

The above description is only for the preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A heat dissipation system for a heating assembly, comprising:

a first cavity (20), the first cavity (20) having a first mounting cavity (21) for mounting a heating component;

the air inlet of the heat dissipation air duct (40) is communicated with the air outlet of an air conditioning system (80) of the vehicle, and the air outlet of the heat dissipation air duct (40) is communicated with the first installation cavity (21).

2. The heat dissipating system of a heating assembly of claim 1, further comprising:

a first temperature sensor (50), said first temperature sensor (50) being for sensing a temperature within said first mounting cavity (21);

a second temperature sensor (60), said second temperature sensor (60) being adapted to sense a temperature outside said first mounting cavity (21);

the heat dissipation air duct (40) is arranged to blow air to the first installation cavity (21) when the detected temperature difference between the first temperature sensor (50) and the second temperature sensor (60) is greater than or equal to a first preset temperature, and stop blowing air when the detected temperature difference is less than or equal to a second preset temperature.

3. The heat dissipating system of a heating assembly of claim 1, further comprising:

the heat exchanger (70) is arranged in the first installation cavity (21) and used for heat dissipation of the heating assembly, and an air outlet of the heat dissipation air duct (40) faces to a heat dissipation end of the heat exchanger (70).

4. The system for dissipating heat from a heating assembly according to any of claims 1 to 3, wherein the heat dissipating air duct (40) is of an integral air duct structure or comprises a plurality of air ducts connected in series.

5. The heat dissipating system of a heating assembly according to any one of claims 1 to 3, further comprising a second cavity (30) provided at one side of the first cavity (20), the heat dissipating air duct (40) comprising:

the first air duct (41) is arranged in the second cavity (30), and an air inlet of the first air duct (41) is communicated with an air outlet of the air conditioning system (80);

the second air duct (42) is arranged in the first cavity (20), an air inlet of the second air duct (42) is suitable for being communicated with an air outlet of the first air duct (41), and an air outlet of the second air duct (42) is communicated with the first installation cavity (21);

a sealing member (43), wherein the sealing member (43) is arranged on the first air duct (41) or the second air duct (42) and is used for sealing a gap between the first air duct (41) and the second air duct (42).

6. The heat dissipation system of the heating assembly according to claim 5, the first cavity (20) being movable with respect to the second cavity (30) to separate or connect the first air duct (41) and the second air duct (42),

and the first cavity (20) is arranged to be close to the second cavity (30) when the temperature difference between the inside of the first cavity (20) and the inside of the second cavity (30) is greater than or equal to a first preset temperature, so that the first air duct (41) is connected with the second air duct (42).

7. The heat dissipation system of a heating assembly according to claim 5, wherein a control valve (44) is provided at least one of the air outlet of the first air duct (41) and the air inlet of the second air duct (42), the control valve (44) having an open state and a closed state.

8. The heat dissipating system of a heating assembly of claim 7,

the control valve (44) comprises a plurality of wind guide blades (441), each wind guide blade (441) is rotatably arranged at an air outlet of the first air duct (41) or an air inlet of the second air duct (42) around a first direction, the wind guide blades (441) are arranged along a second direction, the first direction is perpendicular to the second direction, the wind guide blades (441) are sequentially spliced when the control valve (44) is in the closed state, and the wind guide blades (441) are separated from each other when the control valve (44) is in the open state;

or, the control valve (44) includes a baffle (442), the baffle (442) has a blocking area and a through hole area, the baffle (442) is rotatably disposed at an air outlet of the first air duct (41) or an air inlet of the second air duct (42), the blocking area is opposite to the air outlet of the first air duct (41) or the air inlet of the second air duct (42) when the control valve (44) is in the closed state, and the through hole area is opposite to the air outlet of the first air duct (41) or the air inlet of the second air duct (42) when the control valve (44) is in the open state.

9. The heat dissipation system of the heating assembly as claimed in claim 7, wherein a mounting portion (411) is provided at an air outlet of the first air duct (41), the sealing member (43) is provided at an air inlet of the second air duct (42), the control valve (44) includes a guide blade (441), and the guide blade (441) is rotatably mounted to the mounting portion (411);

the air guide blade (441) is rotated to the open state, and the mounting portion (411) moves towards the second air duct (42) to abut against the sealing member (43); the air guide blade (441) rotates to the closed state, and the mounting portion (411) is far away from the second air duct (42) to move.

10. A vehicle characterized in that it comprises an air conditioning system (80) and a heat dissipation system of a heating assembly according to any one of claims 1 to 9, said heating assembly being an on-board refrigerator, said first cavity (20) being a dashboard body, said on-board refrigerator being provided in said dashboard body, said cooling air duct (40) being connected to said air conditioning system (80).

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