WO2021238705A1 - 冷却液预热和余热回收装置及车辆 - Google Patents

冷却液预热和余热回收装置及车辆 Download PDF

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Publication number
WO2021238705A1
WO2021238705A1 PCT/CN2021/094155 CN2021094155W WO2021238705A1 WO 2021238705 A1 WO2021238705 A1 WO 2021238705A1 CN 2021094155 W CN2021094155 W CN 2021094155W WO 2021238705 A1 WO2021238705 A1 WO 2021238705A1
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WIPO (PCT)
Prior art keywords
pipeline
waste heat
heat recovery
cooling liquid
pipe
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PCT/CN2021/094155
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English (en)
French (fr)
Inventor
宋志平
段加全
李显
张连方
钱丁超
宫艳峰
Original Assignee
中国第一汽车股份有限公司
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Publication of WO2021238705A1 publication Critical patent/WO2021238705A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
    • F02N19/10—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines by heating of engine coolants
    • 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
    • B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • B60H1/06—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant directly from main radiator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/0205—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
    • F01N3/043—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids without contact between liquid and exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This application relates to the technical field of vehicles, for example, to a coolant preheating and waste heat recovery device and a vehicle.
  • the compression ratio of the engine has been continuously improved, and the supercharging technology has become the mainstream.
  • 1/3 of the energy generated by engine combustion is discharged through exhaust gas, and 1/3 is lost through coolant.
  • the engine will go through a period of warm-up during the cold start phase.
  • the fuel burns in the engine cylinder to generate heat.
  • the heat is transferred to the coolant through the cylinder and the walls of the combustion chamber. It usually takes about 10 minutes for the temperature of the coolant to rise from the ambient temperature to 90°C. Too low coolant temperature will lead to poor lubrication of the engine, deterioration of combustion in the cylinder, increased heat dissipation loss of the engine, and higher fuel consumption.
  • Most fuel vehicles are equipped with three-way catalytic converters on the exhaust pipes to purify vehicle exhaust.
  • the light-off temperature of the three-way catalyst is 250°C. Before the three-way catalyst reaches the light-off temperature, the exhaust gas of the engine cannot be purified, and a large amount of exhaust pollutants are directly discharged into the atmosphere, which will cause serious air pollution.
  • the present application provides a coolant preheating and waste heat recovery device and a vehicle, which can preheat the coolant when the vehicle starts, and can recover the heat of the coolant to provide warm air in the passenger compartment.
  • a cooling liquid preheating and waste heat recovery device including:
  • a first pipeline, an engine water jacket is provided on the first pipeline, and the coolant in the engine water jacket is configured to cool the engine;
  • a second pipeline, an exhaust pipe water jacket is arranged on the second pipeline, and the cooling liquid in the exhaust pipe water jacket is configured to cool the exhaust pipe;
  • a connecting pipeline connected to one end of the first pipeline and one end of the second pipeline;
  • a first waste heat recovery pipeline, both ends of the first waste heat recovery pipeline are respectively connected to the connecting pipeline and the heating pipeline, and a first heat exchange is provided on the first waste heat recovery pipeline
  • the first heat exchanger is arranged to be connected to the automobile heating system.
  • a first check valve is arranged between the heating pipeline and the second pipeline, and the cooling liquid in the heating pipeline is arranged to flow into the second pipeline;
  • a second one-way valve is arranged between the heating pipeline and the first waste heat recovery pipeline, and the cooling liquid in the heating pipeline is also arranged to flow into the first waste heat recovery pipeline.
  • a first heater and a first temperature sensor are arranged on the heating pipeline, and the first temperature sensor is arranged to detect the temperature of the cooling liquid in the heating pipeline. Temperature to control the opening and closing of the first heater.
  • a second heater and a second temperature sensor are also provided on the second pipeline, and the second temperature sensor is configured to detect the The temperature of the cooling liquid is used to control the opening and closing of the second heater.
  • the cooling liquid preheating and waste heat recovery device further includes a second waste heat recovery pipeline, and both ends of the second waste heat recovery pipeline are respectively connected to the At both ends of the second pipeline, a second heat exchanger is arranged on the second waste heat recovery pipeline, and the second heat exchanger is arranged to be connected to the automobile heating system.
  • the cooling liquid preheating and waste heat recovery device further includes:
  • a heat dissipation pipeline, both ends of the heat dissipation pipeline are respectively connected to the heating pipeline and the connecting pipeline;
  • the radiator is arranged on the heat dissipation pipeline
  • a thermostat is arranged on the heating pipeline, and when the temperature of the cooling liquid passing through the thermostat is lower than a preset temperature, the cooling liquid passing through the thermostat is set to flow into the first The second pipeline and/or the first waste heat recovery pipeline, when the temperature of the coolant passing through the thermostat is higher than the preset temperature, the coolant passing through the thermostat is It is arranged to flow into the heat dissipation pipeline.
  • an intermediate pipeline is connected between the heat dissipation pipeline and the first waste heat recovery pipeline, and the cooling liquid in the heat dissipation pipeline is set to pass through the The intermediate pipeline flows into the first waste heat recovery pipeline.
  • the thermostat is a wax type thermostat.
  • the relationship between the volume V1 of the exhaust pipe water jacket and the volume V2 of the engine water jacket is: 3V1 ⁇ V2.
  • a vehicle including the coolant preheating and waste heat recovery device as described in any of the above solutions.
  • FIG. 1 is a schematic structural diagram of a cooling liquid preheating and waste heat recovery device provided by an embodiment of the present application
  • FIG. 2 is a schematic diagram of the circulation of the coolant in the coolant preheating and waste heat recovery device during the cold start phase of the engine provided by an embodiment of the present application;
  • FIG. 3 is a schematic diagram of the circulation of the cooling liquid in the cooling liquid preheating and waste heat recovery device when the engine reaches the warm state provided by an embodiment of the present application;
  • FIG. 4 is a schematic diagram of the circulation of the cooling liquid in the cooling liquid preheating and waste heat recovery device when the exhaust gas temperature exceeds 800° C. according to an embodiment of the present application;
  • FIG. 5 is a schematic diagram of the circulation of the cooling liquid in the cooling liquid preheating and waste heat recovery device when the engine is stopped according to an embodiment of the present application;
  • FIG. 6 is a schematic diagram of the circulation of the cooling liquid in the cooling liquid preheating and waste heat recovery device when the cooling liquid temperature is lower than 65° C. according to an embodiment of the present application.
  • connection shall be understood in a broad sense, for example, they may be fixedly connected, detachably connected, or integrated; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be a connection between two elements or an interaction relationship between two elements.
  • connection shall be understood in a broad sense, for example, they may be fixedly connected, detachably connected, or integrated; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be a connection between two elements or an interaction relationship between two elements.
  • the "above” or “below” of the first feature of the second feature may include direct contact between the first and second features, or include that the first and second features are not directly in contact with each other. The contact is through another feature between them.
  • “above”, “above” and “above” the second feature of the first feature include the first feature being directly above and obliquely above the second feature, or it simply means that the level of the first feature is higher than that of the second feature.
  • the “below”, “below” and “below” of the second feature of the first feature include the first feature directly below and obliquely below the second feature, or it simply means that the level of the first feature is smaller than the second feature.
  • the terms “upper”, “lower”, “left”, “right” and other orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, and are only for ease of description and simplified operations. It does not indicate or imply that the pointed device or element must have a specific orientation, be configured and operated in a specific orientation, and therefore cannot be understood as a limitation of the present application.
  • the terms “first” and “second” are only used to distinguish them in description, and have no special meaning.
  • this embodiment provides a coolant preheating and waste heat recovery device.
  • the coolant preheating and waste heat recovery device includes a first pipe 1, a second pipe 2, a connecting pipe 3, and a heating pipe.
  • Road 4 and the first waste heat recovery pipeline 5 wherein the first pipeline 1 is provided with an engine water jacket 10, the coolant in the engine water jacket 10 is configured to cool the engine, and the second pipeline 2 is provided with The exhaust pipe water jacket 20, the coolant in the exhaust pipe water jacket 20 is set to cool the exhaust pipe, the connecting pipe 3 is connected to one end of the first pipe 1 and one end of the second pipe 2, and the heating pipe
  • the path 4 is connected to the other end of the first pipe 1 and the other end of the second pipe 2, the heating pipe 4 can selectively heat the cooling liquid in it, and the first waste heat recovery pipe 5 is respectively connected to the The pipeline 3 and the heating pipeline 4, and the first waste heat recovery pipeline 5 is provided with a first heat exchanger 31, and the first heat exchanger 31 is connected to the automobile heating system.
  • the first pipeline 1, the heating pipeline 4, the second pipeline 2 and the connecting pipeline 3 are connected in sequence to form a heating circulation loop.
  • the coolant in the engine water jacket 10 and the exhaust pipe water jacket 20 can both pass through the heating pipe 4, and the coolant is heated in the heating pipe 4, so that the coolant quickly heats up, shortens the warm-up time of the engine, and avoids The problem of poor engine lubrication caused by the temperature of the coolant is too low; the first pipeline 1, the heating pipeline 4, the first waste heat recovery pipeline 5 and the connecting pipeline 3 are connected in sequence to form a first waste heat recovery circulation loop.
  • the heat in the cooling liquid can provide warm air for the passenger compartment through the first heat exchanger 31, which realizes the recovery and utilization of the waste heat of the cooling liquid. Reduce energy waste.
  • the engine water jacket 10 and the coolant in the exhaust pipe water jacket 20 are connected, which can preheat the exhaust pipe, increase the exhaust temperature, shorten the light-off time of the three-way catalyst, and reduce Emissions from the engine during the cold start phase reduce air pollution.
  • a first check valve 91 is provided between the heating pipe 4 and the second pipe 2, the cooling liquid in the heating pipe 4 can flow into the second pipe 2, the heating pipe 4 and the first waste heat recovery pipe There is a second one-way valve 92 between 5, and the coolant in the heating pipe 4 can flow into the first waste heat recovery pipe 5.
  • a first water pump 11 is also provided on the first pipeline 1, and the first water pump 11 can make the coolant in the connecting pipeline 3 flow into the first pipeline 1, and a second water pump is also provided on the second pipeline 2 21.
  • the second water pump 21 can make the cooling liquid on the second pipeline 2 flow into the connecting pipeline 3.
  • a third check valve 93 is also provided on the connecting pipe 3 to allow the cooling liquid in the connecting pipe 3 to flow into the first pipe 1.
  • the heating pipe 4 is provided with a first heater 40 and a first temperature sensor 50, the first temperature sensor 50 is electrically connected to the first heater 40, and the first temperature sensor 50 is set to detect the cooling liquid in the heating pipe 4 Temperature to control the opening and closing of the first heater 40.
  • the first heater 40 needs to be turned on to heat the coolant to shorten the warm-up time of the engine; The temperature rises accordingly.
  • the first heater 40 needs to be turned off to stop heating the cooling liquid, so as to avoid the excessively high temperature of the cooling liquid from affecting the cooling effect of the engine or the exhaust pipe.
  • the second pipeline 2 is also provided with a second heater 60 and a second temperature sensor 70.
  • the second temperature sensor 70 is electrically connected to the second heater 60.
  • the second temperature sensor 70 is configured to detect The temperature of the cooling liquid is used to control the opening and closing of the second heater 60.
  • the number of heaters in the heating circulation loop can also be adjusted according to actual conditions, and is not limited to two.
  • the cooling liquid preheating and waste heat recovery device also includes a second waste heat recovery pipeline 6. Two ends of the second waste heat recovery pipeline 6 are respectively connected to both ends of the second pipeline 2.
  • the second waste heat recovery pipeline 6 is provided with a second heat exchanger 32, and the second heat exchanger 32 is connected to the automobile heating system.
  • the second waste heat recovery pipeline 6 and the second pipeline 2 are connected to form a second waste heat recovery circulation loop. After the cooling liquid in the exhaust pipe water jacket 20 passes through the second heat exchanger 32, the heat in the cooling liquid
  • the second heat exchanger 32 can provide warm air for the passenger compartment, which realizes the recovery and utilization of the residual heat of the coolant and reduces the waste of energy.
  • a fourth check valve 94 is also provided on the second waste heat recovery pipeline 6.
  • the first waste heat recovery loop 5 is mainly configured to recover the heat of the coolant in the engine water jacket 10, and pass the heat through the first heat exchanger 31 to provide warm air for the passenger compartment;
  • the waste heat recovery loop 6 is mainly configured to recover the heat of the coolant in the exhaust pipe water jacket 20 and pass the heat through the second heat exchanger 32 to provide warm air for the passenger compartment.
  • the coolant preheating and waste heat recovery device also includes a heat dissipation pipe 7, a radiator 80 and a thermostat 100.
  • the two ends of the heat dissipation pipe 7 are respectively connected to the heating pipe 4 and the connecting pipe 3, and the radiator 80 is arranged at On the heat dissipation pipe 7, the thermostat 100 is arranged on the heating pipe 4.
  • the thermostat 100 is arranged on the heating pipe 4.
  • the cooling liquid passing through the thermostat 100 can flow into the second pipe 2 and/or the first pipe 2 and/or the first pipe.
  • the cooling liquid passing through the thermostat 100 can flow into the heat dissipation pipeline 7.
  • the thermostat 100 is a wax type thermostat, and the preset temperature is approximately 85°C.
  • An intermediate pipe 8 is also connected between the radiating pipe 7 and the first waste heat recovery pipe 5.
  • the cooling liquid in the heat radiating pipe 7 can flow into the first waste heat recovery pipe 5 through the intermediate pipe 8.
  • a fifth check valve 95 is also provided on the road 8.
  • the temperature of the coolant at this time is usually lower than 30°C
  • the first opening of the thermostat 100 is opened, and the second opening is closed, that is, the coolant passing through the thermostat 100 can only It flows into the second pipeline 2 and the first waste heat recovery pipeline 5, but cannot flow into the heat dissipation pipeline 7.
  • the first one-way valve 91, the second one-way valve 92 and the third one-way valve 93 are all open
  • the fourth one-way valve 94 is closed
  • the first heater 40 and the second heater 60 are all opened, and the coolant passing through the thermostat 100 is divided into two parts.
  • One part of the coolant flows into the second pipe 2, and the other part flows into the first waste heat recovery pipe 5 (shown in the direction of the dotted arrow in Figure 2). ).
  • the electric energy through the first heater 40 and the second heater 60 is converted into the heat energy of the coolant, and the fuel transfers the heat to the coolant in the engine cylinder at the same time, It can achieve a rapid increase in the temperature of the coolant and shorten the warm-up time of the engine.
  • the coolant in the engine water jacket 10 and the exhaust pipe water jacket 20 can be exchanged with each other to achieve preheating of the exhaust pipe, increase the exhaust temperature, shorten the ignition time of the three-way catalytic converter, and reduce the cold start of the engine Phase of emissions. If warm air is needed in the passenger compartment, the driver can introduce the heat of the first heat exchanger 31 into the passenger compartment by turning on the blower to realize the recovery and utilization of the residual heat of the coolant.
  • the first water pump 11 is turned on, the first check valve 91, the fourth check valve 94, and the third check valve 93 are closed, and the second check valve 92 and the fifth check valve 95 are closed.
  • the first heater 40 and the second heater 60 are turned off (the circulation path of the coolant is in the direction of the dashed arrow in Fig. 3).
  • the coolant in the engine water jacket 10 passes through the thermostat 100 and then enters the heat dissipation pipeline 7.
  • the intersection of the heat dissipation pipeline 7 and the intermediate pipeline 8 is divided into two parts, a part of the cooling liquid passes through the radiator 80 to dissipate heat, and the other part of the cooling liquid passes through the first heat exchanger 31 to provide warm air for the passenger compartment.
  • the coolant flows from the exhaust pipe water jacket 20 into the second heat exchanger 32, that is, while realizing the engine cooling and heat exchange, it passes through the second The heat exchanger 32 realizes a rapid reduction in the temperature of the exhaust gas.
  • the circulation path of the cooling liquid is in the direction of the dashed arrow in FIG. 4.
  • the cooling liquid passing through the thermostat 100 is divided into two parts, one part of the cooling liquid flows into the heat dissipation pipe 7, and the other part of the cooling liquid flows into the first waste heat recovery pipe 5 (the circulation path of the cooling liquid is shown by the dotted arrow in Figure 5). Direction).
  • the first heater 40 and the second heater 60 are turned off, and the waste heat of the engine is used to provide warm air for the passenger compartment.
  • the volume V1 of the exhaust pipe water jacket 20 and the engine water The relationship between the volume V2 of the jacket 10 is: 3V1 ⁇ V2. Therefore, when the second heater 60 is turned on, the temperature of the coolant can be quickly increased, and the second heat exchanger 32 can provide warm air for the passenger compartment. At this time, the temperature of the coolant should be maintained between 65°C and 80°C, that is, when the second temperature sensor 70 detects that the temperature of the coolant is lower than 65°C, the second heater 60 is turned on to heat the coolant. When the second temperature sensor 70 detects that the temperature of the cooling liquid is higher than 80°C, the second heater 60 is turned off.
  • This embodiment also provides a vehicle that includes the above-mentioned coolant preheating and waste heat recovery device, which can not only realize the heating of the coolant when the engine is cold start, shorten the warm-up time, but also realize the waste heat recovery of the coolant and reduce Waste of energy.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
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Abstract

一种冷却液预热和余热回收装置及车辆，其中，该冷却液预热和余热回收装置包括第一管路（1）、第二管路（2）、连接管路（3）、加热管路（4）和第一余热回收管路（5），第一管路（1）上设置有发动机水套（10），发动机水套（10）内的冷却液设置为对发动机进行冷却，第二管路（2）上设置有排气管水套（20），排气管水套（20）内的冷却液设置为对排气管进行冷却，连接管路（3）连接于第一管路（1）的一端和第二管路（2）的一端，加热管路（3）连接于第一管路（1）的另一端和第二管路（2）的另一端，加热管路（3）设置为选择性地对加热管路（3）内的冷却液加热，第一余热回收管路（5）的两端分别连通于连接管路（3）和加热管路（4），第一余热回收管路（5）上设置有第一热交换器（31），第一热交换器（31）设置为连接于汽车暖风系统。

Description

冷却液预热和余热回收装置及车辆
本申请要求在2020年05月25日提交中国专利局、申请号为202010450556.6的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及交通工具技术领域，例如涉及一种冷却液预热和余热回收装置及车辆。
背景技术
节油已经成为汽车的发展趋势。在燃油车领域，为了提高发动机热效率，发动机的压缩比不断提高，增压技术成为主流。但是发动机燃烧产生的能量有1/3通过尾气排出，1/3通过冷却液散失。
发动机在冷启动阶段会经历一段暖机过程。燃油在发动机缸内燃烧产生热量，热量通过气缸和燃烧室壁面传递到冷却液，冷却液的温度由环境温度升高到90℃通常需要10分钟左右。冷却液温度过低会导致发动机润滑不良，缸内燃烧恶化，发动机散热损失增加，燃油消耗升高。大多燃油车都在排气管路上安装了三元催化器，设置为净化汽车尾气。三元催化器的起燃温度是250℃，在三元催化器达到起燃温度之前，无法净化发动机尾气，大量排气污染物直接排到大气中，会造成严重的大气污染。
发明内容
本申请提供一种冷却液预热和余热回收装置及车辆，能够在车辆启动时，对冷却液进行预热，且能够将冷却液的热量回收，以为乘员舱内提供暖风。
提供一种冷却液预热和余热回收装置，包括：
第一管路，所述第一管路上设置有发动机水套，所述发动机水套内的冷却液设置为对发动机进行冷却；
第二管路，所述第二管路上设置有排气管水套，所述排气管水套内的冷却液设置为对排气管进行冷却；
连接管路，连接于所述第一管路的一端和所述第二管路的一端；
加热管路，连接于所述第一管路的另一端和所述第二管路的另一端，所述加热管路设置为选择性地对所述加热管路内的冷却液加热；
第一余热回收管路，所述第一余热回收管路的两端分别连通于所述连接管路和所述加热管路，所述第一余热回收管路上设置有第一热交换器，所述第一热交换器设置为连接于汽车暖风系统。
作为一种冷却液预热和余热回收装置的方案，
所述加热管路与所述第二管路之间设置有第一单向阀，所述加热管路中的冷却液设置为流入所述第二管路内；
所述加热管路和所述第一余热回收管路之间设置有第二单向阀，所述加热管路中的冷却液还设置为流入所述第一余热回收管路内。
作为一种冷却液预热和余热回收装置的方案，所述加热管路上设置有第一加热器和第一温度传感器，所述第一温度传感器设置为检测所述加热管路中的冷却液的温度，以控制所述第一加热器的启闭。
作为一种冷却液预热和余热回收装置的方案，所述第二管路上还设置有第二加热器和第二温度传感器，所述第二温度传感器设置为检测所述第二管路中的冷却液的温度，以控制所述第二加热器的启闭。
作为一种冷却液预热和余热回收装置的方案，所述冷却液预热和余热回收装置还包括第二余热回收管路，所述第二余热回收管路的两端分别连通于所述第二管路的两端，所述第二余热回收管路上设置有第二热交换器，所述第二热交换器设置为连接于所述汽车暖风系统。
作为一种冷却液预热和余热回收装置的方案，所述冷却液预热和余热回收装置还包括：
散热管路，所述散热管路的两端分别连通于所述加热管路和所述连接管路；
散热器，设置于所述散热管路上；
节温器，设置于所述加热管路上，在经过所述节温器的冷却液的温度低于预设温度的情况下，所述经过所述节温器的冷却液设置为流入所述第二管路和/或所述第一余热回收管路，在经过所述节温器的冷却液的温度高于所述预设温度的情况下，所述经过所述节温器的冷却液设置为流入所述散热管路。
作为一种冷却液预热和余热回收装置的方案，所述散热管路和所述第一余热回收管路之间连接有中间管路，所述散热管路内的冷却液设置为通过所述中间管路流入所述第一余热回收管路。
作为一种冷却液预热和余热回收装置的方案，所述节温器为蜡式节温器。
作为一种冷却液预热和余热回收装置的方案，所述排气管水套的容积V1与所述发动机水套的容积V2之间的关系为：3V1≤V2。
还提供一种车辆，包括如以上任一方案所述的冷却液预热和余热回收装置。
附图说明
图1是本申请实施例提供的一种冷却液预热和余热回收装置的结构示意图；
图2是本申请实施例提供的一种在发动机冷启动阶段的冷却液预热和余热回收装置中的冷却液的循环示意图；
图3是本申请实施例提供的一种在发动机达到暖机状态时的冷却液预热和余热回收装置中的冷却液的循环示意图；
图4是本申请实施例提供的一种在排气温度超过800℃时的冷却液预热和余热回收装置中的冷却液的循环示意图；
图5是本申请实施例提供的一种在发动机停机时的冷却液预热和余热回收装置中的冷却液的循环示意图；
图6是本申请实施例提供的一种在冷却液温度低于65℃时的冷却液预热和余热回收装置中的冷却液的循环示意图。
图中：
10-发动机水套；20-排气管水套；31-第一热交换器；32-第二热交换器；40-第一加热器；50-第一温度传感器；60-第二加热器；70-第二温度传感器；80-散热器；91-第一单向阀；92-第二单向阀；93-第三单向阀；94-第四单向阀；95-第五单向阀；100-节温器；1-第一管路；11-第一水泵；2-第二管路；21-第二水泵；3-连接管路；4-加热管路；5-第一余热回收管路；6-第二余热回收管路；7-散热管路；8-中间管路。
具体实施方式
下面结合附图和实施例对本申请进行说明。
在本申请的描述中，除非另有规定和限定，术语“相连”、“连接”、“固定”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。可以根据情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、 “上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本实施例的描述中，术语“上”、“下”、“左”、“右”等方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述和简化操作，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”仅仅用于在描述上加以区分，并没有特殊的含义。
如图1所示，本实施例提供一种冷却液预热和余热回收装置，该冷却液预热和余热回收装置包括第一管路1、第二管路2、连接管路3、加热管路4和第一余热回收管路5，其中，第一管路1上设置有发动机水套10，发动机水套10内的冷却液设置为对发动机进行冷却，第二管路2上设置有排气管水套20，排气管水套20内的冷却液设置为对排气管进行冷却，连接管路3连接于第一管路1的一端和第二管路2的一端，加热管路4连接于第一管路1的另一端和第二管路2的另一端，加热管路4能够选择性地对其内的冷却液加热，第一余热回收管路5分别连通于连接管路3和加热管路4，第一余热回收管路5上设置有第一热交换器31，第一热交换器31连接于汽车暖风系统。
本实施例提供的冷却液预热和余热回收装置，第一管路1、加热管路4、第二管路2和连接管路3依次连通形成加热循环回路，当发动机从冷机状态启动时，发动机水套10和排气管水套20中的冷却液均能够经过加热管路4，冷却液在加热管路4中被加热，使冷却液快速升温，缩短发动机的暖机时间，避免由于冷却液的温度过低造成的发动机润滑不良的问题；第一管路1、加热管路4、第一余热回收管路5和连接管路3依次连通形成第一余热回收循环回路，第一余热回收管路5中的冷却液在经过第一热交换器31后，冷却液中的热量能够通过第一热交换器31为乘员舱提供暖风，实现了冷却液余热的回收利用，减少能源的浪费。此外，在加热循环回路中，发动机水套10和排气管水套20中的冷却液连通，可以对排气管进行预热，提升排气温度，缩短三元催化器的起燃时间，减少发动机在冷启动阶段的排放物，降低大气污染。
加热管路4与第二管路2之间设置有第一单向阀91，加热管路4中的冷却液能够流入第二管路2内，加热管路4和第一余热回收管路5之间设置有第二单向阀92，加热管路4中的冷却液能够流入第一余热回收管路5内，通过设置第一单向阀91和第二单向阀92，可以避免第二管路2内的冷却液和第一余热回收管路5内的冷却液回流至加热管路4。
在第一管路1上还设置有第一水泵11，第一水泵11能够使连接管路3内的冷却液流入第一管路1内，在第二管路2上还设置有第二水泵21，第二水泵21能够使第二管路2上的冷却液流入连接管路3。
在连接管路3上还设置有第三单向阀93，使连接管路3内的冷却液流入第一管路1。
加热管路4上设置有第一加热器40和第一温度传感器50，第一温度传感器50与第一加热器40电连接，第一温度传感器50设置为检测加热管路4中的冷却液的温度，以控制第一加热器40的启闭。当发动机从冷机状态启动时，冷却液的温度较低，此时，需要打开第一加热器40对冷却液进行加热，以缩短发动机的暖机时间；发动在运行的过程中，冷却液的温度随之升高，此时，需要关闭第一加热器40停止对冷却液进行加热，以避免冷却液的温度过高影响发动机或者排气管的冷却效果。
第二管路2上还设置有第二加热器60和第二温度传感器70，第二温度传感器70与第二加热器60电连接，第二温度传感器70设置为检测第二管路2中的所述冷却液的温度，以控制第二加热器60的启闭。通过设置第二加热器60，在加热循环回路中的冷却液可以依次经过第一加热器40和第二加热器60，对冷却液进行两次加热，提高冷却液的加热效率，缩短发动机的暖机时间。
在其他实施例中，加热循环回路中的加热器的数量还可以根据实际情况进行调整，不限定为两个。
冷却液预热和余热回收装置还包括第二余热回收管路6，第二余热回收管路6的两端分别连通于第二管路2的两端，第二所述余热回收管路6上设置有第二热交换器32，第二热交换器32连接于汽车暖风系统。第二余热回收管路6和第二管路2相连通形成第二余热回收循环回路，排气管水套20中的冷却液在经过第二热交换器32后，冷却液中的热量能够通过第二热交换器32为乘员舱提供暖风，实现了冷却液余热的回收利用，减少能源的浪费。在第二余热回收管路6上还设置有第四单向阀94。
在本实施例中，第一余热回收循环回路5主要设置为对发动机水套10中冷却液的热量的回收，并将该热量通过第一热交器31为乘员舱提供暖风；第二余热回收循环回路6主要设置为对排气管水套20中冷却液的热量的回收，并将该热量通过第二热交换器32为乘员舱提供暖风。
该冷却液预热和余热回收装置还包括散热管路7、散热器80和节温器100，散热管路7的两端分别连通于加热管路4和连接管路3，散热器80设置于散热管路7上，节温器100设置于加热管路4上，当冷却液的温度低于预设温度时， 经过节温器100的冷却液能够流入第二管路2和/或第一余热回收管路5，当冷却液的温度高于预设温度时，经过节温器100的冷却液能够流入散热管路7。
节温器100为蜡式节温器，预设温度大约为85℃。
散热管路7和第一余热回收管路5之间还连接有中间管路8，散热管路7内的冷却液能够通过中间管路8流入第一余热回收管路5，在中间管路8上还设置有第五单向阀95。
下面结合不同的应用场景简述该冷却液预热和余热回收装置的工作流程：
(1)当发动机从冷机状态启动时，此时冷却液的温度通常低于30℃，节温器100的第一开口打开，第二开口关闭，即经过节温器100的冷却液只能流入第二管路2和第一余热回收管路5内，而不能流入散热管路7内。如图2所示，此时，第一单向阀91、第二单向阀92和第三单向阀93均打开，第四单向阀94关闭，第一加热器40和第二加热器60均打开，经过节温器100的冷却液分成两部分，其中一部分冷却液流入第二管路2，另一部分冷却液流入第一余热回收管路5(如图2中虚线箭头方向所示)。将第一加热器40和第二加热器60同时打开，通过第一加热器40和第二加热器60的电能转化为冷却液的热能，同时燃料在发动机缸内将热量传递到冷却液中，能够实现冷却液温度的快速提升，缩短发动机的暖机时间。此外，发动机水套10和排气管水套20中的冷却液可以相互交换，实现对排气管的预热，提升排气温度，缩短三元催化器的起燃时间，减少发动机在冷启动阶段的排放物。如果乘员舱内需要暖风，驾驶员可以通过开启鼓风机的方式，将第一热交换器31的热量导入乘员舱，实现冷却液余热的回收利用。
(2)当发动机完全达到暖机状态后，此时，冷却液的温度大于85℃，节温器100的第一开口关闭，第二开口打开，即经过节温器100的冷却液只能流入散热管路7。由于此时冷却液的温度较高，即使没有电加热器的热量输入，冷却液的温度仍然会快速升高，为了避免冷却液的温度过高影响发动机的使用性能，因此，冷却液流入散热管路7，散热器80参与散热。如图3所示，此时，第一水泵11打开，第一单向阀91、第四单向阀94和第三单向阀93关闭，第二单向阀92和第五单向阀95打开，第一加热器40和第二加热器60关闭(冷却液的循环路径如图3中虚线箭头方向)，发动机水套10中的冷却液经过节温器100后进入散热管路7，在散热管路7和中间管路8的交汇处分成两部分，一部分冷却液经过散热器80进行散热，另一部分冷却液经过第一热交换器31，能够为乘员舱提供暖风。
(3)在发动机的长期运行过程中，在较大的转速和负荷下，冷却液的温度通常会超过100℃，发动机的排气温度可能持续处于较高温度状态，当排气温度 传感器(图中未示出)检测到排气温度超过800℃时，需要对排气温度进行冷却。此时，如图4所示，在(2)的前提下，打开第二水泵21和第四单向阀94，关闭第二单向阀92，此时，冷却液的流通路径形成两个循环回路，第一个循环回路与(2)相同，第二个循环回路中，冷却液由排气管水套20流入第二热交换器32，即在实现发动机冷却换热的同时，通过第二热交换器32实现排气温度的快速降低，此时，冷却液的循环路径如图4中虚线箭头方向。
(4)当发动机刚刚停机时，发动机和冷却液的温度仍然较高，这部分余热可以被设置为为乘员舱供应暖风。当发动机停机以后，如图5所示，第一单向阀91、第三单向阀93和第四单向阀94关闭，第二单向阀92和第五单向阀95打开，第一加热器40和第二加热器60关闭，第一水泵11打开，此时，没有外界热源的能够输入，冷却液的温度会不断降低，节温器100开始逐渐关闭，当冷却液的温度低于80℃时，经过节温器100的冷却液分成两部分，一部分冷却液流入散热管路7，另一部分冷却液流入第一余热回收管路5(冷却液的循环路径如图5中虚线箭头方向)，在这个阶段，第一加热器40和第二加热器60关闭，完全利用发动机的余热为乘员舱提供暖风。
(5)当冷却液的温度低于65℃时，冷却液提供的能量不足以为乘员舱提供暖风，此时如果仍然需要暖风服务，则如图6所示，第一单向阀91、第二单向阀92、第三单向阀93和第五单向阀95关闭，第四单向阀94打开，第一水泵11关闭，第二水泵21打开，第二加热器60打开，通过第二水泵21将排气管水套20中的冷却液循环起来(冷却液的循环路径如图6中虚线箭头方向)，在本实施例中，排气管水套20的容积V1与发动机水套10的容积V2之间的关系为：3V1≤V2，因此，当第二加热器60打开后，可以快速提高冷却液的温度，并通过第二热交换器32为乘员舱提供暖风。此时应将冷却液的温度维持在65℃～80℃之间，即当第二温度传感器70检测到冷却液的温度低于65℃时，打开第二加热器60为冷却液加热，当第二温度传感器70检测到冷却液的温度高于80℃时，关闭第二加热器60。
本实施例还提供一种车辆，该车辆包括上述冷却液预热和余热回收装置，不仅能够实现发动机冷启动时对冷却液的加热，缩短暖机时间，还能够实现冷却液的余热回收，减少能源的浪费。

Claims (10)

  1. 一种冷却液预热和余热回收装置，包括：
    第一管路(1)，所述第一管路(1)上设置有发动机水套(10)，所述发动机水套(10)内的冷却液设置为对发动机进行冷却；
    第二管路(2)，所述第二管路(2)上设置有排气管水套(20)，所述排气管水套(20)内的冷却液设置为对排气管进行冷却；
    连接管路(3)，连接于所述第一管路(1)的一端和所述第二管路(2)的一端；
    加热管路(4)，连接于所述第一管路(1)的另一端和所述第二管路(2)的另一端，所述加热管路(4)设置为选择性地对所述加热管路(4)内的冷却液加热；
    第一余热回收管路(5)，所述第一余热回收管路(5)的两端分别连通于所述连接管路(3)和所述加热管路(4)，所述第一余热回收管路(5)上设置有第一热交换器(31)，所述第一热交换器(31)设置为连接于汽车暖风系统。
  2. 根据权利要求1所述的冷却液预热和余热回收装置，其中，
    所述加热管路(4)与所述第二管路(2)之间设置有第一单向阀(91)，所述加热管路(4)中的冷却液设置为流入所述第二管路(2)内；
    所述加热管路(4)和所述第一余热回收管路(5)之间设置有第二单向阀(92)，所述加热管路(4)中的冷却液还设置为流入所述第一余热回收管路(5)内。
  3. 根据权利要求1所述的冷却液预热和余热回收装置，其中，所述加热管路(4)上设置有第一加热器(40)和第一温度传感器(50)，所述第一温度传感器(50)设置为检测所述加热管路(4)中的冷却液的温度，以控制所述第一加热器(40)的启闭。
  4. 根据权利要求1所述的冷却液预热和余热回收装置，其中，所述第二管路(2)上还设置有第二加热器(60)和第二温度传感器(70)，所述第二温度传感器(70)设置为检测所述第二管路(2)中的冷却液的温度，以控制所述第二加热器(60)的启闭。
  5. 根据权利要求1所述的冷却液预热和余热回收装置，还包括第二余热回收管路(6)，所述第二余热回收管路(6)的两端分别连通于所述第二管路(2)的两端，所述第二余热回收管路(6)上设置有第二热交换器(32)，所述第二热交换器(32)设置为连接于所述汽车暖风系统。
  6. 根据权利要求1所述的冷却液预热和余热回收装置，还包括：
    散热管路(7)，所述散热管路(7)的两端分别连通于所述加热管路(4)和所述连接管路(3)；
    散热器(80)，设置于所述散热管路(7)上；
    节温器(100)，设置于所述加热管路(4)上，在经过所述节温器(100)的冷却液的温度低于预设温度的情况下，所述经过所述节温器(100)的冷却液设置为流入所述第二管路(2)和所述第一余热回收管路(5)中的至少之一，在经过所述节温器(100)的冷却液的温度高于所述预设温度的情况下，所述经过所述节温器(100)的冷却液设置为流入所述散热管路(7)。
  7. 根据权利要求6所述的冷却液预热和余热回收装置，其中，所述散热管路(7)和所述第一余热回收管路(5)之间连接有中间管路(8)，所述散热管路(7)内的冷却液设置为通过所述中间管路(8)流入所述第一余热回收管路(5)。
  8. 根据权利要求7所述的冷却液预热和余热回收装置，其中，所述节温器(100)为蜡式节温器。
  9. 根据权利要求1所述的冷却液预热和余热回收装置，其中，所述排气管水套(20)的容积V1与所述发动机水套(10)的容积V2之间的关系为：3V1≤V2。
  10. 一种车辆，包括如权利要求1-9任一项所述的冷却液预热和余热回收装置。
PCT/CN2021/094155 2020-05-25 2021-05-17 冷却液预热和余热回收装置及车辆 WO2021238705A1 (zh)

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