CN220904621U - Thermal management system and vehicle - Google Patents

Abstract

The disclosure relates to a thermal management system and vehicle, the thermal management system includes the first water pump of connecting in the delivery port of engine, through the circulation pipeline with the wheel casing heat transfer pipeline of the exit linkage of first water pump, with the cooling module of the exit linkage of wheel casing heat transfer pipeline, the export of cooling module with the water inlet of engine is connected, and wherein, wheel casing heat transfer pipeline is used for setting up in the wheel casing department of vehicle. High-temperature liquid discharged from an engine can be pumped into a wheel cover heat exchange pipeline by a first water pump through a circulating pipeline, so that the wheel cover is heated, the wheel cover is deicing when the wheel cover is frozen, smooth driving is guaranteed, driving load is reduced, fuel consumption is reduced, and in addition, manpower can be saved, and potential safety hazards in manual deicing are avoided.

Description

Thermal management system and vehicle

Technical Field

The disclosure relates to the technical field of vehicle thermal management, in particular to a thermal management system and a vehicle.

Background

The wheel cover plays a role in shielding sewage or sludge splashed in the process of wheel movement in the whole vehicle. When the vehicle runs in colder weather such as winter rain and snow, ice water and sludge are mixed with the ice water to freeze on the wheel cover, so that the wheel and the ice on the wheel cover are rubbed, driving is difficult, noise is generated, driving load is increased, and fuel consumption is improved. In addition, the service life of the wheels can be influenced, and if a manual removal mode is adopted, the time and the labor are wasted, and potential safety hazards exist.

Disclosure of utility model

It is an object of the present disclosure to provide a thermal management system and a vehicle to at least partially solve the problems in the related art.

In order to achieve the above-mentioned purpose, the present disclosure provides a thermal management system, including connect in the first water pump of the delivery port of engine, through circulation pipeline with the wheel casing heat exchange pipeline of the exit linkage of first water pump, with the cooling module of the exit linkage of wheel casing heat exchange pipeline, the export of cooling module with the water inlet of engine is connected, wherein, wheel casing heat exchange pipeline is used for setting up in the wheel casing department of vehicle.

Optionally, the system includes a first three-way valve disposed at an inlet of the wheel housing heat exchange pipeline, a first inlet of the first three-way valve is connected with the circulation pipeline, a first outlet of the first three-way valve is connected with an inlet of the cooling module, and a second outlet of the first three-way valve is connected with an inlet of the wheel housing heat exchange pipeline.

Optionally, the system comprises a water jacket of an exhaust conduit connected to an outlet of the first water pump, the outlet of the water jacket being connectable to an inlet of a wheel cover heat exchange conduit, wherein the water jacket is adapted to exchange heat between liquid discharged by the engine and gas discharged by the engine.

Optionally, the system includes a thermal management module connected to the outlet of the water jacket, the thermal management module being in parallel with the flow-through line, and the flow-through line and the exhaust line of the thermal management module each being selectively connected to either the cooling module or the wheel cover heat exchange line.

Optionally, the thermal management module includes a second water pump connected to an outlet of the water jacket and a battery heat exchange line connected to an outlet of the second water pump, an outlet of the battery heat exchange line being connected to the drain line.

Optionally, the thermal management module includes a third water pump connected to the outlet of the water jacket and an in-vehicle heat exchange line connected to the outlet of the third water pump, the outlet of the in-vehicle heat exchange line being connected to the drain line.

Optionally, the heat management module includes parallelly connected heat exchange line and battery heat exchange line in the car, the exit of battery heat exchange line is provided with the second three-way valve, the second entry of second three-way valve with the exit linkage of battery heat exchange line, the third export of second three-way valve with the entry linkage of heat exchange line in the car, the fourth export of second three-way valve and the export of heat exchange line in the car are connected to respectively the exhaust pipe.

Alternatively, the water jacket is formed at an exhaust muffler connected to an exhaust port of the engine.

Optionally, the thermal management system includes an in-vehicle heat exchange pipeline connected between the outlet of the first water pump and the inlet of the wheel cover heat exchange pipeline, and further includes a warm air core heating module and/or a PTC heating module disposed in parallel with the in-vehicle heat exchange pipeline.

According to a second aspect of embodiments of the present disclosure, there is provided a vehicle comprising an engine and a thermal management system provided by the present disclosure.

Through above-mentioned technical scheme, follow engine exhaust high temperature liquid can be by first water pump through the circulation pipeline pump to in the wheel casing heat transfer pipeline to heat the wheel casing, in order to play the effect of deicing to the wheel casing when the wheel casing department freezes, guarantee that the driving is smooth and easy, and reduce driving load, reduce fuel consumption, in addition, can also use manpower sparingly, the potential safety hazard when avoiding artifical deicing.

Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:

FIG. 1 is a schematic illustration of a thermal management system provided in a first mode according to an exemplary embodiment of the present disclosure;

FIG. 2 is a schematic diagram of a thermal management system provided in accordance with an exemplary embodiment of the present disclosure in a second mode;

FIG. 3 is a schematic diagram of a thermal management system provided in accordance with an exemplary embodiment of the present disclosure in a third mode;

FIG. 4 is a schematic diagram of a thermal management system provided in accordance with an exemplary embodiment of the present disclosure in a fourth mode;

FIG. 5 is a schematic diagram of a thermal management system provided in accordance with an exemplary embodiment of the present disclosure in a fifth mode;

FIG. 6 is a schematic diagram of a thermal management system provided in accordance with an exemplary embodiment of the present disclosure in a sixth mode.

Description of the reference numerals

10-An engine, 11-a first water pump, 12-a cooling module, 13-a circulation pipeline, 20-an exhaust pipeline, 21-a water jacket, 30-a wheel cover heat exchange pipeline, 40-a thermal management module, 401-a discharge pipeline, 411-a second water pump, 412-a battery heat exchange pipeline, 421-a third water pump, 422-an in-vehicle heat exchange pipeline, 43-a second three-way valve and 50-a first three-way valve.

Detailed Description

Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure. The terms such as "first, second," and the like, as used in this disclosure, are used for distinguishing one element from another and not necessarily for order or importance.

Referring to fig. 1 to 6, the embodiment of the present disclosure provides a thermal management system including a first water pump 11 connected to a water outlet of an engine 10, a wheel cover heat exchange pipe 30 connected to an outlet of the first water pump 11, a cooling module 12 connected to an outlet of the wheel cover heat exchange pipe 30, and an outlet of the cooling module 12 connected to a water inlet of the engine 10. Wherein, the first water pump 11 can be controlled to be opened and closed and the opening degree thereof can be controlled by the engine electronic control unit; the first water pump 11 and the wheel cover heat exchange pipeline 30 can be directly connected, or can be indirectly connected through a water jacket 21 or a thermal management module 40 and the like; the cooling module 12 may include a radiator or a cooler or the like for cooling components; the wheel cover heat exchange pipeline 30 is used for being arranged at a wheel cover of a vehicle, for example, the pipeline is directly manufactured on a wheel cover body, or a mounting pipeline is additionally attached on the wheel cover body, and the disclosure is not limited to the pipeline.

Through above-mentioned technical scheme, follow engine exhaust high temperature liquid can be by first water pump through the circulation pipeline pump to in the wheel casing heat transfer pipeline to heat the wheel casing, in order to play the effect of deicing to the wheel casing when the wheel casing department freezes, guarantee that the driving is smooth and easy, and reduce driving load, reduce fuel consumption, in addition, can also use manpower sparingly, the potential safety hazard when avoiding artifical deicing.

In the disclosed embodiment, referring to fig. 1-6, the thermal management system may include a first three-way valve 50 disposed at an inlet of the wheel house heat exchange line 30, a first inlet (i.e., port a) of the first three-way valve 50 being connected to the flow-through line 13, a first outlet (i.e., port B) of the first three-way valve 50 being connected to an inlet of the cooling module 12, and a second outlet (i.e., port C) of the first three-way valve 50 being connected to an inlet of the wheel house heat exchange line 30. When the wheel cover is required to be deiced, the opening of the opening A and the opening C and the closing of the opening B can be controlled by the electric control unit, so that the high-temperature liquid discharged from the engine 10 is pumped to the wheel cover heat exchange pipeline 30 to heat the wheel cover, and then flows to the cooling module 12 to be cooled and returned to the engine; when deicing of the wheel cover is not needed, the opening of the opening A and the opening B and the closing of the opening C can be controlled by the electric control unit, so that high-temperature liquid discharged from the engine returns to the engine after being cooled by the direct flow channel cooling module 12 without passing through the wheel cover heat exchange pipeline 30.

According to one embodiment of the present disclosure, referring to fig. 1 to 4, the thermal management system may include a water jacket 21 of the exhaust gas pipe 20 connected to an outlet of the first water pump 11, the outlet of the water jacket 21 being connected to an inlet of the wheel house heat exchange pipe 30, such as the outlet of the water jacket 21 being connected to an inlet of the wheel house heat exchange pipe 30 through the circulation pipe 13. The water jacket 21 is used to exchange heat between the liquid discharged from the engine 10 and the gas discharged from the engine 10, for example, the water jacket 21 may be integrally formed on the exhaust duct 20 of the engine 10, or may be configured as a separate structure with the exhaust duct 20, for example, may be disposed in a fitting manner with the exhaust duct 20. In general, the highest temperature of exhaust gas discharged after combustion of engine fuel can reach 800-1000 ℃, and the exhaust gas is usually discharged to the atmosphere after passing through an exhaust system and a cooling system of an engine, so that most of heat is wasted, and the problems of environmental pollution and greenhouse effect are caused. In the embodiment of the disclosure, the water jacket 21 of the exhaust pipeline 20 is connected to a thermal management system, the heat of the exhaust is recovered through the water jacket 21 and is utilized to deicing the wheel cover, so that the problem of icing of the wheel cover is solved, the utilization rate of the waste heat of the engine is improved, the environmental pollution is reduced, the heat radiation of the high-temperature exhaust to peripheral parts is reduced, and the heat damage risk is reduced.

In one embodiment, referring to fig. 1-6, the thermal management system may further include a thermal management module 40 coupled to the outlet of the water jacket 21, the thermal management module 40 may be coupled in parallel with the flow line 13 coupled between the water jacket 21 and the wheel housing heat exchange line 30 to alternatively couple with the flow line 13 into the heat exchange process. Also, both the flow line 13 and the exhaust line 401 of the thermal management module 40 may be selectively communicated to either the cooling module 12 or the wheel house heat exchange line 30, such as by the first three-way valve 50 described above. The system can be connected into a heat management module 40 besides the wheel cover heat exchange pipeline 30 so as to better utilize the heat of high-temperature liquid and high-temperature gas exhausted by the engine, thereby further improving the heat utilization rate. In which the heat at the wheel cover may be disposed after the thermal management module 40 to more reasonably distribute the heat due to its limited use requirements.

The thermal management module 40 may include a second water pump 411 connected to an outlet of the water jacket 21 and a battery heat exchange line 412 connected to an outlet of the second water pump 411 to exchange heat between battery heat and heat discharged from the water jacket 21 at the battery heat exchange line 412. The outlet of the battery heat exchange line 412 is connected to the discharge line 401, so that the heat exchanged liquid enters the wheel house heat exchange line 30 through the discharge line 401 and then cools the cooling module 12, or enters the cooling module 12 directly through the discharge line 401 and cools. The second water pump 411 is disposed in front of the inlet of the battery heat exchange pipeline 412, so that the liquid flowing out of the water jacket 21 can enter the battery heat exchange pipeline 412 or the circulation pipeline 13 by controlling the opening and closing of the second water pump 411, thereby realizing heat exchange as required.

Or the thermal management module 40 may include a third water pump 421 connected to the outlet of the water jacket 21 and an in-vehicle heat exchange line 422 connected to the outlet of the third water pump 421 to effect heat exchange with the passenger compartment at the in-vehicle heat exchange line 422. The outlet of the in-vehicle heat exchange pipeline 422 is connected to the exhaust pipeline 401, so that the liquid after heat exchange enters the wheel cover heat exchange pipeline 30 through the exhaust pipeline 401 and then is cooled by the cooling module 12, or directly enters the cooling module 12 through the exhaust pipeline 401 for cooling. The third water pump 421 is disposed in front of the inlet of the heat exchange line 422 in the vehicle, so that the liquid flowing out of the water jacket 21 can enter the heat exchange line 422 or the circulation line 13 in the vehicle by controlling the opening and closing of the third water pump 421, thereby realizing heat exchange as required.

In the embodiment of the disclosure, the thermal management module 40 may include the above-mentioned battery heat exchange pipeline 412 and the in-vehicle heat exchange pipeline 422, and the electronic control unit controls the opening and closing and the opening of the second water pump 411 and the third water pump 421 respectively, so as to control the flow direction and the flow rate of the liquid according to the heat exchange requirement, and make the heat exchange between the two not interfere with each other.

When the thermal management module 40 includes both the in-vehicle heat exchange line 422 and the battery heat exchange line 412, the two may be connected in parallel to ensure that they do not interfere with each other. And, a second three-way valve 43 may be disposed at the outlet of the battery heat exchange line 412, a second inlet (i.e., D port) of the second three-way valve 43 is connected with the outlet of the battery heat exchange line 412, a third outlet (i.e., E port) of the second three-way valve 43 is connected with the inlet of the in-vehicle heat exchange line 422, and a fourth outlet (i.e., F port) of the second three-way valve 43 and the outlet of the in-vehicle heat exchange line 422 are connected to the exhaust line 401, respectively. Thus, when the battery and the passenger cabin in the vehicle have heat exchange requirements at the same time, the port D and the port E of the second three-way valve 43 can be opened, and the port F can be closed, so that the liquid flowing out from the battery heat exchange pipeline 412 enters the vehicle heat exchange pipeline 422 for heat exchange, and then flows out from the vehicle heat exchange pipeline 422 into the discharge pipeline 401; however, when only the battery has a heat exchange requirement, the D port and the F port of the second three-way valve 43 can be opened, and the E port can be closed, so that the liquid flowing out of the battery heat exchange pipeline 412 directly flows into the discharge pipeline 401. By providing the second three-way valve 43, not only the engine waste heat utilization rate can be improved, but also the use mode of the thermal management system can be increased.

In the embodiment of the present disclosure, the water jacket 21 may be formed at an exhaust muffler connected to an exhaust port of the engine 10. In other words, the exhaust muffler forms a part of the exhaust pipe 20, and the water jacket 21 may be a water jacket of the exhaust muffler. The provision of the water jacket 21 at the exhaust muffler can effectively reduce the exhaust temperature thereat, so that exhaust noise and exhaust pressure can be reduced.

In accordance with one embodiment of the present disclosure, when the thermal management system includes the in-vehicle heat exchange line 422 connected between the outlet of the first water pump 11 and the inlet of the wheel cover heat exchange line 30, the thermal management system may further include a warm air core heating module or a PTC heating module disposed in parallel with the in-vehicle heat exchange line 422, or may be simultaneously disposed. The heat exchange pipeline 422 in the vehicle is a pipeline which is independently designed, can be independently used with the warm air core heating module and the PTC heating module, and can also be overlapped with the warm air core heating module and the PTC heating module for use, so that the effects of rapid heating and energy consumption saving can be achieved.

In embodiments of the present disclosure, there may be multiple modes in the thermal management system, and the various modes will be described below in connection with fig. 1-6, respectively. It is to be understood that, in these six modes, the wheel casing heat exchange pipeline 30 can be selected according to the requirement by the first three-way valve 50 to be connected to the system, and the following modes will not be specifically described for avoiding redundancy.

Referring to FIG. 1, a first mode is shown, which is a mode in which heating of the engine is required when the engine 10 is cold-started. When the engine 10 is cold started, the first water pump 11 receives an on signal of the electronic control unit while the engine 10 is started, and the second water pump 411 and the third water pump 421 are kept in a closed state, and the liquid in the water jacket 21 absorbs heat of the exhaust gas in the exhaust pipe 20 due to a high engine exhaust gas temperature and then enters the engine 10 through a flow path of the cooling module 12, wherein the cooling module 12 may not be operated at this time. In the first mode, the cold-started engine can utilize the temperature of the exhaust gas of the engine, so that the effect of rapid warm-up is achieved, the rotating speed of the engine can be rapidly reduced, and the reduction of oil consumption is achieved. When the engine 10 reaches the desired temperature, the electronic control unit controls the cooling module 12 to operate so that the liquid is cooled and then enters the engine 10.

Referring to fig. 2, a second mode is shown, which is a battery heating mode. Since the performance of the battery in a hybrid vehicle decreases when the temperature is lower than 0 degrees celsius, it is necessary to rapidly warm up the battery to an optimal operating temperature. When the temperature of the battery is detected to be lower than a set value by the battery temperature sensor, a signal is sent out, the signal is fed back to the electronic control unit, the electronic control unit controls the first water pump 11 and the second water pump 411 to be started, and liquid absorbing heat of engine exhaust at the water jacket 21 is pumped into the battery heat exchange pipeline 412 to exchange heat with the battery, so that the battery can be quickly heated to a required temperature. In this mode, the D port and the F port of the second three-way valve 43 are opened and the E port is closed.

Referring to fig. 3, a third mode is shown, which is a mode for heating the passenger compartment in the vehicle. When there is a heating demand in the vehicle, the electronic control unit will turn on the first water pump 11 and the third water pump 421, and the liquid absorbing the heat of the engine climbing at the water jacket 21 will be pumped into the heat exchange pipeline 422 in the vehicle to heat the vehicle.

Referring to fig. 4, a fourth mode is shown, which is a mode having both a battery heating demand and an in-vehicle heating demand. The fourth mode is the superposition of the second mode and the third mode. In this mode, the three water pumps are all on, and the electronic control unit can control the opening degrees of the second water pump 411 and the third water pump 421 respectively to meet the corresponding heat demands of the battery and the inside of the vehicle.

Referring to fig. 5, a fifth mode is shown, which is a mode in which the battery needs cooling. When the vehicle runs in a pure electric mode and the engine is not started, the liquid in the water jacket 21 can not absorb heat in the exhaust pipeline 20 because the engine is not exhausted any more, at the moment, the first water pump 11 and the second water pump 411 can be started, the D port and the F port of the second three-way valve 43 are opened, the E port is closed, the liquid flowing out of the water jacket 21 can directly flow into the battery heat exchange pipeline 412, and the liquid enters the cooling module 12 to be cooled after absorbing the heat of the battery, so that the function of radiating the battery is realized.

Referring to fig. 6, there is shown a sixth mode, which is a mode in which there is a need for heating in the vehicle while cooling the battery, and the fifth and sixth modes are all pure modes of the hybrid vehicle. The sixth mode is to modify the opening and closing conditions of the valve ports of the second three-way valve 43 into opening D and opening E, opening F and closing F based on the fifth mode, and the liquid flowing out from the battery heat exchange pipeline 412 after the heat of the battery is absorbed enters the vehicle interior heat exchange pipeline 422 through the second three-way valve 43 to heat the vehicle interior, and then flows out to the cooling module 12 to cool the battery again.

According to a second aspect of the disclosed embodiments, a vehicle is provided that includes an engine 10 and the thermal management system described above. The vehicle has all the advantages of the above-described thermal management system and will not be described in detail herein. Wherein the vehicle may be a hybrid vehicle.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the embodiments described above, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.

In addition, the specific features described in the foregoing embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, the present disclosure does not further describe various possible combinations.

Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.

Claims (10)

1. The heat management system is characterized by comprising a first water pump connected to a water outlet of an engine, a wheel cover heat exchange pipeline connected with an outlet of the first water pump through a circulation pipeline, and a cooling module connected with an outlet of the wheel cover heat exchange pipeline, wherein an outlet of the cooling module is connected with a water inlet of the engine, and the wheel cover heat exchange pipeline is used for being arranged at a wheel cover of a vehicle.

2. The thermal management system of claim 1, wherein the system comprises a first three-way valve disposed at an inlet of the wheel house heat exchange line, a first inlet of the first three-way valve being connected to the flow-through line, a first outlet of the first three-way valve being connected to an inlet of the cooling module, and a second outlet of the first three-way valve being connected to an inlet of the wheel house heat exchange line.

3. The thermal management system of claim 1, comprising a water jacket of an exhaust conduit connected to an outlet of the first water pump, the outlet of the water jacket connectable to an inlet of a wheel cover heat exchange conduit, wherein the water jacket is configured to exchange heat of liquid discharged from the engine with gas discharged from the engine.

4. A thermal management system according to claim 3, wherein the system comprises a thermal management module connected to the outlet of the water jacket, the thermal management module being connected in parallel with the flow-through line, and the flow-through line and the exhaust line of the thermal management module each being selectively connected to either the cooling module or the wheel housing heat exchange line.

5. The thermal management system of claim 4, wherein the thermal management module comprises a second water pump connected to an outlet of the water jacket and a battery heat exchange line connected to an outlet of the second water pump, an outlet of the battery heat exchange line being connected to the drain line.

6. The thermal management system of claim 4 or 5, wherein the thermal management module comprises a third water pump connected to an outlet of the water jacket and an in-vehicle heat exchange line connected to an outlet of the third water pump, an outlet of the in-vehicle heat exchange line being connected to the drain line.

7. The thermal management system of claim 4, wherein the thermal management module comprises an in-vehicle heat exchange line and a battery heat exchange line connected in parallel, wherein a second three-way valve is disposed at an outlet of the battery heat exchange line, a second inlet of the second three-way valve is connected to an outlet of the battery heat exchange line, a third outlet of the second three-way valve is connected to an inlet of the in-vehicle heat exchange line, and a fourth outlet of the second three-way valve and an outlet of the in-vehicle heat exchange line are connected to the drain line, respectively.

8. The thermal management system of claim 3, wherein the water jacket is formed from an exhaust muffler connected to an exhaust port of the engine.

9. The thermal management system of claim 1, comprising an in-vehicle heat exchange circuit connected between an outlet of the first water pump and an inlet of the wheel cover heat exchange circuit, the thermal management system further comprising a warm air core heating module and/or a PTC heating module disposed in parallel with the in-vehicle heat exchange circuit.

10. A vehicle characterized by comprising an engine and a thermal management system according to any one of claims 1-9.